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Motor Trend Names 2013 Ram 1500 Truck Of The Year

The new pickup beats the Ford F-150 and Nissan NV Passenger Van

Posted: Dec 06, 2012| By: Michael Zak | AOL Autos



The 2013 Ram 1500 (Credit: Chrysler).

Motor Trend has selected the 2013 Ram 1500 as its 2013 Truck of the Year, according to a press release. The truck, which was redesigned for the 2013 model year, beat out the Nissan NV Passenger Van and Ford F-150 to take the top honor this year.

Judges put the finalists through and extensive battery of testing that was designed to evaluate almost every aspect of the vehicle, Motor Trend said in a release. The judges drove the vehicles at the Chrysler Automotive Proving Grounds in Kingman, Ariz., and evaluated them using four different exercises:

1. Standard testing (without load): 0–60 mph and 1/4-mile acceleration, 60-0 mph braking, and maximum lateral grip.

2. Limit handling (without load): closed course cornering, cruising, and light off-road maneuvers.

3. Tow testing: Acceleration tests repeated with trailers attached, each loaded to 75 percent of the truck's maximum tow rating (as equipped).

4. Road looping: Highway and real-world driving.

The judges also put the trucks through their paces on the famous Davis Dam route, a "legendary incline" that is the site of an industry standard for evaluating towing on a grade. The grade begins at 500 feet above sea level at Bullhead City and rises to 3,563 feet during its 12-mile climb to summit at Union Pass.

After driving each of the finalists, the winner was determined based on six criteria: Design Advancement, Engineering Excellence, Efficiency, Safety, Value, and Performance of Intended Function.

"We had a small but solid field of contenders for Motor Trend's Truck of the Year," said Edward Loh, Editor-in-Chief of Motor Trend. "But in the end, the choice was clear: Ram 1500 not only withstood our rigorous testing, it impressed at every step along the way.

"Our judges were won over by the performance of Ram 1500's broad array of standard and optional equipment. It's a truck that can be tailored to meet most anyone's needs," he added. "For these reasons and more, we're excited to name the Ram 1500 the Motor Trend 2013 Truck of the Year."


2013 Ram 1500


Pickups aren’t supposed to get 18 mpg in the city and 25 mpg on the highway.

They’re too big, too powerful and traditionally have had the aerodynamics of a pole barn.

Just a few years ago, midsize sedans barely reached the mid 20s in highway driving. A 2009 Ford Fusion with all-wheel drive and a 3-liter V6 gets an estimated 17 mpg in the city and 25 mpg on the highway, giving it a lower combined mileage than the 2013 Ram 1500.

We have come a long way baby. Carmakers like Chrysler Group LLC have incorporated some new and old technologies to improve a vehicle’s mileage. The real improvements stem from the total of technologies used and a eye for detail to include as many as possible.

Click through to see some tricks that Ram uses, as many more vehicles are likely to begin incorporating them too.




Shedding Pounds: Weight Reductions




Where it comes from? Every carmaker is looking for ways to cut weight from its vehicles. Like the pounds we all carry around, weight loss is an obsession.

How it works: Carmakers have moved to higher strength steel to cut weight and add strength. The Ram goes a step further by redesigning its frame to shed 30 more pounds. Additionally, former steel exterior panels are beginning to be replaced with other materials. By the Ram replacing its steel hood with an aluminum one, it saved 26 pounds.





Close The Blinds: Active Grille Shutters


Where do they come from? We first saw these appear on hybrids and slowly they are making their way onto other vehicles. The Ram is the first pickup to use them.

How they work: The shutters work like Venetian blinds. They remain open to let more air move across the radiator to help cool the engine. But when the engine is running at its optimal temperature, the shutters close to push the air around the vehicle, thus lowering air resistance and improving fuel economy.






Turning Down The Heat: Thermal Management


Where does it come from? Managing an engine’s temperature has been around as long as engines have been powering vehicles. But now, carmakers have begun to fine-tune an engine’s temperature knowing that the longer an engine can maintain the same heat, the less energy it wastes.

How it works: Ram engineers have found a number of ways to reduce load on the engine and keep its temperature at the optimum level. Much like the active grille shutters, engineers use an alternator that only charges the battery when needed. Additionally, a cooling fan on the engine operates only when needed. Furthermore, every piece inside the engine is designed to have as little friction as possible, also making it more efficient. And while too hot is not good for an engine, neither is too cold. That’s why the Ram 1500 quickly raises the temperature of the engine to help things like the transmission fluid run at its most optimal temperature.





Let The Good Times Roll: Low Rolling Resistance Tires


Where they come from? Tires have always played an important roll in a vehicle’s performance. And while many people have focused on tire pressure to improve fuel economy, carmakers have begun including low-rolling-resistance tires as another way to increase a vehicle’s mileage.

How they work: These wheels are basically stiffer than regular tires. This means the sidewalls don’t resist as much and the tires spin easier. There is less resistance, when rolling. The downside to harder tires, however, is that performance can be compromised. The key is to find a happy medium between performance and efficiency. All Ram 1500 pickups come standard with low-rolling-resistance tires.





Don't Worry. Be Happy


Where does it come from? The stop/start system first gained popularity with gas-electric hybrids. To help the gas engine’s efficiency, developers created a stop/start system to turn off the engine and run the car’s other systems via the large battery pack onboard. Now, non hybrids have begun to use version of this system to help improve city mileage. Ram engineers estimate a 3.3 percent increase in fuel efficiency.

How it works: When you stop the truck, like at a stop-light, or even to make a left turn in a turing lane, the engine goes off. Don't worry. It's just sleeping. Touch the gas-pedal and the power and the engine snaps back into action and the power is there for you. The re-start is hardly noticeable.





Riding On A Cloud: Air Suspension


Where it comes from? The love affair with air suspension dates back nearly 100 years, but is rarely used today. High end luxury vehicles do use some air suspension system to soften the ride of their big heavy vehicles. The Ram 1500 incorporates the system taken from the Jeep Grand Cherokee. The rear coil spring construction – other pickups use leaf springs – makes adding this suspension system relatively easy and allows the Ram to adjust its height by four inches.

How it works: Air suspension can lift or lower a vehicle easily. In the case of the Ram, it raises the truck to give it additional clearance, as well as adjusting the front and rear ends depending on how its loaded, to create a more balanced ride. To gain fuel economy, the air suspension lowers the Ram to create better aerodynamics. This type of active adjustment of a vehicle while its in motion is going to become more common in future vehicles.





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Best truck there is i drove one a few weeks ago & its crazy how much luxury there is in one & crazy soft comfortable ride

 

I would need some additional data before I decide whether or not I agree with Motor Trend's choice. They don't give any specifics about either truck. Was a completely decked out RAM tested against a base model F150? Were they equally equipped? And why in the world did they throw a '12 Nissan van into the mix? Without further data this is (to me) nothing more then a (very expensive) advertisement for the 'redesigned' RAM...

 

They tested a base slt v6 ram & a v8 sport against a v6 f150 & a v8 lariat f150

 

I wish that MT included a GMC or Chevy Truck in this selection, but I posted for all member's to view & make their comments & the freedoms to choose what they may consider if they were in the market for a New Truck...

I never take one award or article as gospel & do intensive research on any ride that cost big $'s...

I'm just thankful/happy that we have so many choices in our transportation needs...

Peace/Out

 

My Picks 4 "TRUCK OF THE YEAR"

 

GM has had the same trucks sence 07 thats why its not in truck of the year running its only for new trucks

 

LoL, Yes `Mike, the GM trucks are so good that they don't have to change them ~> They just age with `grace
They are like a ROCK...Have you driven a Chevy lately ?

Why change, when you are already GOOD & a winner to so many owners

Peace/Out

 

2013 Truck of the Year: Ram 1500

<CITE class="byline vcard">By Michael Febbo | Motor Trend – <ABBR title=2012-12-06T21:44:20Z>Thu, Dec 7, 2012 4:44 PM EST</ABBR></CITE>





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For several years, it seemed all we ever talked about with trucks was torque and tow ratings. Things have changed, with truck buyers' expectations reaching a long way off the farm or job site. There's no single magic bullet that will meet every truck owner's needs, so even an entry payload model range like the Ram 1500 has to have far more breadth and depth than its forebears of a decade ago did. To demonstrate its half-ton's ability to cover the entire market, Ram delivered a V-6-powered SLT on the efficient and luxurious side and a V-8 powered Sport leaning toward power and performance.

While Ford may be using smaller forced-induction engines for the sake of efficiency, Ram is refining its powertrain options by offering more efficient engines bolted to a new, optional eight-speed transmission. Replacing the old 3.7-liter V-6 is the much-celebrated Pentastar 3.6-liter V-6, which offers 42 percent more horsepower and 13 percent more torque. A new eight-speed transmission is standard on V-6 models and will be optional on the V-8. At launch, V-8s will be available only with the current six-speed automatic, with the new transmission coming at a later date.

While the 5.7-liter Hemi V-8 isn't all-new, it is updated with variable valve timing. It is bolstered by more efficient systems within the truck including a revised cooling system, electric power steering, and an electrical system with pulse width modulation that more efficiently uses power to lessen load on the alternator. These technologies combine to allow Ram to claim best-in-class fuel efficiency in the V-6 and V-8 segments. It should be noted that, since the Ford EcoBoost is considered a V-8 alternative, it's lumped into the V-8 segment.

While many people focus on a truck's powertrain, that may be the least significant improvement in the 1500. The addition of air suspension is a giant leap for half-ton trucks. While coil springs are a big advancement over leaf springs, trucks have to be able to carry such a range of weight loads, from a single person to five passengers and a bed full of cargo, that a single spring rate just doesn't seem adequate. Although the Ram's air suspension may cause as much concern as Ford's turbos on the reliability front, we can tell you these modern air springs use materials that are more resistant to tearing and puncture, and they resemble those used on modern luxury cars that can easily weigh as much as smaller trucks.

As well as compensating for varying loads an air suspension can provide adjustable ride height. Two off-road modes will lift the truck 1.2 inches and 2.0 inches, respectively, while an aero-mode lowers the vehicle 0.6 inch. Lowering the vehicle at highway speeds improves aerodynamics, which improves efficiency. Besides the ride height, optional active shutters in the grille can close at highway speeds helps move air around the truck instead of under it. This combines with the redesigned body to lower the 1500's coeffecient of drag from 0.39 to 0.36, to net a 6 percent increase in aerodynamic efficiency.

The interior has received as much attention as the outside. While the styling will be familiar to those who have driven previous-generation trucks, the technology inside is new. Chrysler's Uconnect is brighter and shinier than ever. The main infotainment screen now measures 8.4 inches, the system is upgradable with apps, and it can provide an in-vehicle Wi-Fi hotspot. While we like its new look, we had some of the same problems we've had with the system in the past. It was at times slow to respond, and the navigation system occasionally seemed to lose the truck while in motion, believing we were bounding along a few hundred yards off the highway we were traveling. That's not a huge problem when it thinks you're barreling along through dirt, but it's not good when the system thinks you're on side roads and is giving directions based on those turns.

Also big news, according to Chrysler, is the eight speed's twist-dial transmission control. Some of our testers, myself included, found it untrucklike, but it is nice to have it mounted on the dash and not on the column or console. We disagree with Ram's assertion that it's easier to operate while wearing gloves; it seems a column shifter is almost ideal for that. It is probably just a question of getting used to it, but I wasn't the only tester to turn up the volume on the radio while trying to go from reverse to drive in a three-point turn.

The other issue is the small, steering-wheel-mounted push buttons for manually shifting gears. The upshift/downshift buttons are located right above the cruise control buttons and aren't well-differentiated. If Ram is truly concerned about drivers being able to operate everything while wearing gloves, the buttons are not the answer. Paddles are the answer. The car industry figured it out several years ago; and although people keep trying different things, the answer is paddles.

What really counts is how this stacks up on and off the road. In the past, a V-6-powered 1500 was a penalty box sold to companies that needed a cheap fleet and hated their employees. The 2013 Ram 1500 SLT is essentially like driving a Chrysler 300 with a bed. Our judges were blown away by the smooth, quiet driving experience. The V-6 offers good low-end torque with a peak of 269 lb-ft, while also being rewarding to swing around the tach with 305 hp at the high-end. The Pentastar even sounds good for a V-6, and the combination of engine and transmission makes for a surprisingly good entry-level truck. The air suspension worked just as well off-road as on. Bumps are soaked up while body movement during cornering is kept in check. The air suspension is optional, but we can't imagine buying the Ram without it. (Air suspension is optional on any Quad Cab or Crew Cab 1500, on all trims except the HFE model, and costs $1595.)

The V-8 Sport is a completely different animal. Obviously, 407 lb-ft of torque and 395 hp make it significantly faster, but the trim level brings a completely different experience as well. The interior is reminiscent of an SRT vehicle, with the same seats and similar overall feel. Things are louder in the Sport--from road noise to engine note, everything is far more obvious inside the cabin. The anti-roll bars and coil springs permit less body roll in corners, but the ride feels less controlled. The steering is equally as slow on-center, but grip is increased with the bigger tires.

During 0-60-mph testing, it was difficult to get the rear end to hook up. With a good launch we were able to get a 6.9-second 0-60-mph time, with 15.4 seconds at 88.6 mph in the quarter mile. Pretty impressive numbers, even if they were edged out by the EcoBoost. Acceleration with a trailer is where the V-8 came alive. While the F-150 needed 15.7 seconds to get to 60 mph, the Ram did it in 15 seconds flat. The quarter-mile advantage went to the Ram V-8 with a 20.0-second run at 69.4 mph compared with the Ford's 20.5 seconds at 67.5.

The V-8 Sport also was the subjective choice for towing. With 75 percent of its total towing capacity, both the V-6 and V-8 Ram still proved decent performers. They felt more confident than the F-150, and ride quality even improved slightly with the V-8. It took a couple tries to get the trailer brake calibrated to our liking, but familiarity with the truck would likely have sped up that process considerably. Although we're still fans of the low-end torque generated by the EcoBoost, the Ram was more confidence-inspiring as a whole.

At the end of our testing, the decision was unanimous. Hands down, the Ram ran away with this Truck of the Year award. The V-6 fills the void where the Dakota once existed. The V-8 is as much if not more truck than we expect to find in a 1500. The variety of trim levels offered by Ram can give you everything from a very basic work truck to a near-luxury vehicle with performance and off-road models falling somewhere in between. It ticks all six boxes in judging criteria. With loyalty higher in this segment than just about any other, we do wonder how many truck buyers are willing to switch brands. Until the rest of the industry can catch up with Ram trucks in the half-ton segment, it would be a shame to pass this one up.