The new RAM from Dodge comes with all new design features and styles. The release of diesel powered Dodge RAM is expected to be delayed, but the hybrid version of RAM will hit the market by the end of 2010.
The hybrid powertrains to be equipped in the new RAM model will be produced as a joint venture by BMW, Mercedes and General Motors. It will be similar to the engine found in the models like GMC Sierra gas electric hybrid pickup and Chevrolet Silverado.
The next generation RAM comes powered by a 5.7 liter pushrod hemi V8 engine that can produce mileage of 25 miles per gallon. The new RAM model is expected to have the towing capacity of 6100 pounds.
The 2010 Dodge RAM will be offered in five trim levels namely Power Wagon, ST, TRX, SLT and Laramie. The bumpers, hood and grille are unique to the heavy duty models, but reflect the light duty RAM model released in the model year 2009. The hood in the new variant will be taller when compared with the previous versions and is provided so as to provide more cooling capacity.
The 2010 Dodge RAM 1500 has regular base, and short bed pickup cab comes powered with 3.7 liter V6 engine that can produce power up to 157 kilo watts at the rate of 5200 rotations per minute and torque of 235 lb ft at the rate of 4000 rotations per minute. The 3701 cc 3.7 liter V6 comes with the compression ratio of 9.7, two valves per cylinder, 93 mm bore length, and 90.8 mm stroke length.
2011 FORD MUSTANG V-6: NEW 305-HP ENGINE, SIX-SPEED TRANSMISSION EXPECTED TO DELIVER 30 MPG HIGHWAY
Source ford.com
For 2011, Mustang makes sports coupe news with a new high-performance, all-aluminum Duratec® 3.7-liter DOHC Ti-VCT V-6 that delivers 305 horsepower and an expected best-in-class 30 mpg highway with six-speed automatic transmission – no other vehicle in the industry can beat that combination
Six-speed transmissions – manual and automatic – combine with newly standard limited-slip differential and revised suspension for road-carving driving dynamics and handling
New technology and convenience features include: Standard integrated spotter mirrors; message center; MyKey™ programmable vehicle key; and Universal Garage Door Opener
DEARBORN, Mich., Nov. 30, 2009 – The 2011 Ford Mustang puts 305 high-performance horses in the hands of V-6 coupe buyers with a new all-aluminum dual-overhead cam (DOHC) engine that delivers a projected 30 mpg on the highway with a six-speed automatic transmission and fun for drivers on nearly every road.
For 2011, Mustang’s new 3.7-liter Duratec 24-valve V-6 uses advanced engineering to deliver its power and economy: Twin Independent Variable Camshaft Timing (Ti-VCT) adjusts the valvetrain in microseconds. Aluminum construction means light weight. It’s an engine designed to crank out torque down low, rev to 7,000 rpm and deliver the mechanical music sports coupe lovers crave everywhere in between.
“Mustang is completely transformed with this new engine,” said Derrick Kuzak, group vice president, Global Product Development. “Everything people love about the car is still there and now under the hood is a V-6 engine that uses premium technology to deliver the power, the feel, the fuel efficiency, even the sound of the best sports coupes in the world.”
New 3.7-liter V-6 engine With Ti-VCT operating its four valves per cylinder, the new Mustang V-6 powerplant sends significantly more horsepower and torque (305 hp and 280 ft.-lb.) to the rear wheels than its predecessor – despite its smaller displacement. The behind-the-wheel feel is unlike any Mustang ever produced.
“This new V-6 engine really speaks to what Mustang is all about,” said Barb Samardzich, Ford vice president of global powertrain engineering. “It produces power everywhere in the rev range and loves to be pushed hard. The Duratec 3.7-liter builds on our promise to use advanced technology to deliver both power and fuel economy.”
The high output is due largely to Ti-VCT which allows variable control of valve operation across the rev range. The variable cams operate on a Direct Acting Mechanical Bucket (DAMB) valvetrain using polished buckets and roller finger followers to reduce friction. The end result is as much as a 3 percent improvement in fuel economy and a 10 percent improvement in power output versus traditional engines without these advanced features.
Ti-VCT is complemented by special-tuned composite upper and lower intake manifolds for efficient air delivery and lighter weight. Ignition power is delivered by a high-energy coil-on-plug design, while piston-cooling jets and a lightweight die-cast aluminum cylinder block improve the durability and efficiency of the 3.7-liter V-6 design.
Performance was the mantra for every aspect of engine design. A cold air induction system and dual exhaust give the 3.7 its free-breathing style with a 7,000 rpm redline and near-instantaneous response to throttle inputs.
A die-cast aluminum deep-sump oil pan provides 10,000-mile oil change intervals, saving drivers money on maintenance and resulting in less waste in oil disposal.
Engineers also worked to ensure aggressive, high-performance sounds come from the new engine, from intake to exhaust. Not only does the retuned air intake system minimize losses, it also provides the driver with a satisfying intake rush on hard acceleration. The all-new dual exhaust system is mellow at idle but opens up with a howl at full-tilt, letting Mustang drivers know they’re behind the wheel of a world-class sports coupe.
“This car marks a new type of Mustang,” said David Pericak, Mustang chief nameplate engineer. “We’re using a high-performance quad-cam V-6 with all the bells and whistles in a car that’s become legendary for its handling and roadholding; it’s really going to get a lot of new sports coupe fans excited about Mustang, some for the first time ever.”
Powertrain improvements Drivers can get the most out of the new V-6 engine’s output using either an all-new six-speed manual gearbox or a six-speed automatic transmission. Both come with the flexibility and fuel economy benefits of six forward ratios regardless of whether buyers want to shift for themselves or not.
Drivers who prefer a manual gearbox will enjoy the short throws and direct feel of the shifter along with the relaxed cruising permitted by the extra top gear ratio. Customers choosing the automatic will be pleasantly surprised to find the advanced six-speed 6R60 transmission does not sacrifice fuel economy – or performance – for convenience, delivering an expected 30 mpg highway with crisp, quick shifts that maximize torque and horsepower.
The automatic transmission also features a grade-assist or “hill mode” to improve drivability on hilly terrain. This technical innovation uses vehicle input – acceleration, pedal position, vehicle speed and brake status – to automatically determine the correct gear ratio while on an incline or decline. Hill mode eliminates sixth gear, extends lower gear operation on uphill climbs, and provides additional grade or engine braking for coast downs.
The standard 2.73 rear axle provides an ideal blend of cruising fuel economy and acceleration, aided by the wide ratio spread permitted through the use of six forward speeds in the gearboxes. Performance enthusiasts can select an available 3.31 rear axle ratio for better off-the-line launch characteristics.
Fuel economy improvements Extra horsepower and refined engine operation will be the most noticeable features to new 2011 Mustang 3.7-liter V-6 buyers while projected class-leading fuel economy, also a standard feature, offers an additional bonus. The numbers speak for themselves:
19 mpg city/30 highway with six-speed automatic transmission, up from 16 mpg city/24 highway on the 2010 model with automatic – a 25 percent improvement over 2010
18 mpg city/29 highway with six-speed manual transmission, up from 18 mpg city/26 highway on the 2010 model with manual
Refinements throughout Mustang’s body, powertrain and chassis design contribute to the improved fuel economy numbers. Examples include:
The new Electric Power Assist Steering (EPAS) system which eliminates the drag of an engine-operated hydraulic power steering pump
Six-speed transmissions that allow lower cruising revs without sacrificing off-the-line performance
Aerodynamic improvements such as a new front fascia, tire spats on the rear wheels, modified underbody shields, a taller air dam and an added rear decklid seal
Handling and driving dynamics With so much additional horsepower standard, the 2011 Mustang received enhancements to its chassis to maintain the outstanding balance and driving behavior Mustang owners expect. Damper tuning and spring rates were revised to provide a smooth highway ride while a new rear lower control arm and stiffened stabilizer bar bushings improve stiffness and handling for better cornering response.
While Mustang’s aerodynamic improvements were designed mainly to improve fuel economy, engineers also adjusted the vehicle’s front/rear lift balance. The result is a car that tracks more securely and feels more “planted” to the road surface at higher speeds, helping to keep the tires in better contact with the pavement.
The addition of EPAS marks a new era in driving dynamics for Mustang owners. Steering effort at parking lot speeds is reduced, while high-speed and highway feel is improved for more precise steering and handling. Because the belt-driven power steering pump is eliminated, EPAS provides a quieter vehicle with fewer components drawing engine power.
EPAS also enables new technologies that adjust for minor driving annoyances. Pull-Drift Compensation adjusts the steering to correct for crosswinds and minor road crowning, while Active Nibble Control helps eliminate the “shimmy” felt at high speeds when a wheel is out of balance or a brake rotor is warped. Both conditions are alleviated by EPAS independent of driver input, helping ensure Mustang delivers a smooth, comfortable driving experience in all conditions.
Mustang buyers choosing the new V-6 will also get a standard limited-slip differential that provides better handling and more sure-footed grip in poor weather conditions by directing engine torque to the rear wheel with the most traction. When the time comes to slow things down, the 2011 Mustang is also equipped with larger four-wheel ABS disc brakes, with 11.5 inch front and 11.8 inch rear rotors.
Refinements complement advanced features To reinforce the sporty nature of the 2011 Mustang, all V-6 models will come standard with new instrument cluster graphics, including a speedometer that reads up to 160 mph and a tachometer that reads to 8,000 rpm, reflecting the free-revving style of the new engine.
Additional lightweight soundproofing measures help filter unpleasant, high-frequency noises while tuned intake and dual exhaust add the sounds Mustang buyers relish.
Occupants also benefit from new door seals and a rear wheel arch liner that reduce road noise for a quieter, more enjoyable drive, all with minimal weight gain compared to the 2010 model.
Enthusiasts who want a premium performance-oriented Mustang V-6 can opt for the new Performance Package, which will be available August 2010. Designed for driving enthusiasts, the Mustang V-6 Performance Package comprises:
A 3.31 rear axle ratio for quicker off-the-line acceleration
Firmer Mustang GT suspension
19-inch wheels
Summer performance tires for improved grip
A strut tower brace for increased chassis rigidity
Unique electronic stability control calibration with sport mode for performance driving
For 2011, Mustang also ups the ante on technology and convenience features, including a standard driver’s message center in the instrument cluster and integrated blind-spot mirrors in the side-view mirror housings.
Ford’s MyKey™ system, designed to encourage safer teen driving and safety belt use, also is newly available on Mustang. MyKey allows owners to program the vehicle key using the driver’s message center to incorporate features such as limited top vehicle speed and audio volume, a traction control system that cannot be deactivated, a persistent Belt-Minder® safety belt reminder and various speed alert chimes.
Top safety marks expected Mustang’s technological advances are also incorporated in the structure of the vehicle to improve safety. The 2010 Mustang coupe earned the U.S. government’s top five-star crash-test rating, a designation the 2011 model is expected to achieve.
The Mustang’s considerable body stiffness contributes to the coupe and convertible’s driving performance and has a parallel benefit in accident protection. While the coupe’s body structure is approximately 31 percent stiffer than the previous Mustang platform, the convertible’s is more than twice as stiff – creating a structure that helps protect the cabin from deformation and intrusion in an impact.
Mustang also uses high-strength steel in its body structure and ultra-high-strength steel in the door intrusion beams for additional side-impact protection.
The front structure’s crush zones are computer-designed to absorb energy in a controlled manner and help dissipate it before it can reach the passenger compartment. Ford engineers have run thousands of design iterations of the Mustang’s front rails to arrive at an octagonal shape that helps spread crash forces evenly to aid in protecting occupants.
State-of-the-art technology adds to the convenience and safety of the 2011 Mustang, from the availability of the latest version of Ford SYNC®, with applications such as Traffic, Directions and Information, 911 Assist™ and Vehicle Health Report, to standard AdvanceTrac® Electronic Stability Control, which complements the all-speed traction control and standard Anti-lock Braking System (ABS).
Additional standard safety equipment includes the Personal Safety System™ which features dual-stage driver and front passenger air bags, safety belt pretensioners and Belt-Minder.
The 2011 Mustang will be built at the Auto Alliance International Plant in Flat Rock, Mich. The new 3.7-liter V-6 will be built at Ford’s recently retooled Cleveland Engine Plant No. 1.
For the first time in 35 years Detroit's three car companies are locked in a muscle car war, one that hearkens to an era when big engines, rakish styling and speed were clear signs of automotive dominance.
American built performance cars: the Ford Mustang, the Dodge Challenger, and the Chevrolet Camaro. In one word: muscle. Both models are performance cars as well as race cars. On the other hand the Mustang, Challenger, and Camaro are mass produced performance cars with muscle.
·The Dodge Challenger After the success of earlier muscle cars including the Dodge Charger and Plymouth 'Cuda, the Dodge Challenger was launched as a 1970 model. Because the muscle car era was in decline at the time of its introduction, the Challenger lasted only five model years before it was cancelled.
The Dodge Challengerwas rolled out in Spring 2008, just before gas prices peaked. Yet, the car's retro styling appeal to enthusiasts, proving to be one of the few bright spots for beleaguered Chrysler LLC, the builder of the iconic muscle car.
·The Ford Mustang, sales remain robust though for February 2009, the Challenger managed to surpass the Mustang in units sold. Larger engines, including a detuned version of the Corvette's LS3 engine will also be available.
·The Camaro is powered by a 3.6L direct-injection V6, a powerplant that will produce 300 horsepower while delivering a segment leading 27 mpg on the highway.
·Bigger and heavier than either the Mustang or the Camaro, the Dodge's main appeal is its circa 1970s styling. The current Mustang is powered by a 4.0L V6 which produces only 210 horsepower, while delivering highway mpg of 26.
The mileage maximizing techniques included smooth acceleration, coasting to red lights and other techniques. The Ford Hybrid Car 1000 mile challenge started around 8:15 am on 25th April from Mount Vernon. The 2010 Ford Fusion can really cut short your fuel expenses to a great extent, provided you're willing to learn the good driving and fuel maximizing tactics alongside as well.
Ford Fusion Spesification
DIMENSIONS & CAPACITIES
Exterior
Wheelbase 107.4"
Length 190.6"
Height 56.9"
Width – Excluding mirrors 72.2"
Width – Including mirrors 80.1"
Interior front/rear
Head room 38.7"/37.8"
Shoulder room 57.4"/56.5"
Hip room 54.0"/53.3"
Leg room 42.3"/37.1"1
Capacities Fusion/Fusion Hybrid
Passenger volume (cu. ft.) 100.3/99.8
Luggage capacity (cu. ft.) 16.5/11.8
Total interior volume (cu. ft.) 116.8/111.6
Fuel capacity (gal.)
FWD 17.5
AWD 16.5
HORSEPOWER, TORQUE AND
2010 EPA-ESTIMATED FUEL ECONOMY
2.5L Duratec® I-4 engine
Horsepower 175 @ 6000 rpm
Torque (lb.-ft.) 172 @ 4500 rpm
6-speed automatic (S) 23 mpg city/34 hwy.
6-speed manual (S) 22 mpg city/31 hwy.
6-speed automatic (SE, SEL) 22 mpg city/31 hwy.
6-speed manual (SE) 22 mpg city/29 hwy.
3.0L Duratec V6 FFV engine2
Horsepower 240 @ 6550 rpm
Torque (lb.-ft.) 223 @ 4300 rpm
6-speed SelectShift AutomaticTM
FWD (SE, SEL) 18 mpg city/27 hwy.
AWD (SEL) 18 mpg city/25 hwy.
3.5L Duratec V6 engine
Horsepower 263 @ 6250 rpm
Torque (lb.-ft.) 249 @ 4500 rpm
6-speed SelectShift Automatic
FWD (Sport) 18 mpg city/27 hwy.
AWD (Sport) 17 mpg city/24 hwy.
2.5L iVCT Atkinson-cycle I-4 engine with
Permanent-Magnet AC-synchronous electric motor
Net horsepower 191
Electronically controlled Continuously
Variable Transmission (eCVT) 41 mpg city/36 hwy.
STANDARD
Mechanical
Front-wheel drive (FWD)
4-wheel disc Anti-lock Brake System (ABS)
Power rack-and-pinion steering
Stabilizer bars – 24-mm front and 16-mm rear (17-mm rear on V6)
Suspension – Front: independent Short- and Long-Arm
Suspension – Rear: multilink independent
Safety & Security
Personal Safety SystemTM for driver and front passenger includes dual-stage front airbags,3
safety belt pretensioners, safety belt energy-management retractors, safety belt usage
sensors, driver-seat position sensor, crash severity sensor, restraint control module and Front-
Passenger Sensing System
Front-seat side airbags3
2-row side-curtain airbags3
3-point safety belts for all seating positions
AdvanceTrac® electronic stability control4 with Brake Actuated Traction Control
Anti-theft perimeter alarm
Battery saver
Belt-Minder® front safety belt reminder
Child-safety rear door locks
Emergency in-trunk release
Illuminated entry
LATCH – Lower anchors and tether anchors for child-safety seats
Remote keyless entry with integrated keyhead transmitters (2)
