2009 Dodge Ram 1500

2009 Dodge Ram 1500

When the 2009 Dodge Ram 1500 was finally unveiled at the 2008 Detroit Auto Show, it made its appearance herding four-dozen steer (yes, we mean cattle) — on Detroit’s Washington Boulevard. For everyone watching — and everyone was watching — it was immediately obvious that the new Ram 1500 is a very big deal for Dodge.
And it should be. It’ll be jumping into a segment that sees between 1.5 and 2.2 million sales per year. Thanks to obscene brand loyalty among pickup truck owners, Dodge has a lot of potential customers to impress.

Our first spy shots of the truck being tested in Death Valley, California, revealed no clues. But when we caught it during more hot-weather testing, it was easy to spot Dodge’s signature crosshair grille, this time canted forward, and a new flat hood.
But as we pointed out in our in-depth look at the new Ram in February, ultimately it’s not styling that sells these things, it’s utility. And the Ram doesn’t come up short in the features department. Dodge’s new RamBox cargo management system puts storage bins in the sidewalls of the bed that hold 4.3 cubic feet of stuff each (read: five cases of beer for Talladega). If you’re still running out of room, there are 38 interior storage cubbyholes and another two “store in the floor” bins, which can hold another 10 beers a pop for your buddies in the infield.
Under the hood you can still get a stonkin’ 5.7-liter V8, this time around with 380 horsepower and 404 pound-feet of torque. Dodge says that’ll push the short bed to 60 mph in 6.1 seconds — that’s Porsche Cayman quick.

If you’re not into railing Porsches at the stoplights, there’s a smaller, 4.7-liter V8 with 310 hp and 330 lb-ft of torque. And if you’re buying Rams by the dozen for the park authority, there’s the familiar 3.7-liter V6 with 215 hp and 225 lb-ft of torque.

That’s not to mention the fuel-efficient engines that Dodge actually does have coming. In 2009, a Cummins turbodiesel will make the range, and later in 2010 there will even be a two-mode hybrid-electric option.
We also shot some exclusive spy video last October. But the best part of the 2009 Ram may be the length of its options list, which sounds like it belongs on a Mercedes S-Class. Available are things like heated and cooled seats up front, a heated steering wheel and heated seats in the rear. The rear occupants will also have the option of new Sirius Backseat TV, which can be watched up front when the Ram is in Park.

2009 Chevrolet Corvette ZR1

Recently Chevrolet has announced the much-anticipated Corvette ZR1 will have a manufacturer’s suggested retail price of $103,300, including the $850 destination charge. And in the current trend of higher gasoline prices, surprisingly the super Vette is able to check in with an estimated EPA fuel economy of 14 mpg city and 20 highway, not bad for a car that can rocket from 0-60 mph in just 3.4 seconds with a top speed of 205 mph.

About five years ago chairman and CEO Rick Wagoner had posed this question in a staff meeting: If GM could build the stellar-performing Corvette Z06 for $59,995, what could the team do for $100,000? And so the Corvette Team, led by then-chief engineer Dave Hill and assistant chief engineer Tadge Juechter, began investigating a super Vette. Its internal name was Blue Devil, said to be in homage to Wagoner’s alma mater, Duke. Thus the rumors started. Since then, Hill retired and Juechter is now chief engineer of the Corvette and Cadillac XLR.

But blue isn’t just part of the code name. Because the accents on the Z06 are red, and yellow just isn’t as pretty as blue, the color will be used for the badges, engine rocker covers and brake calipers. And in production, it won’t be named Blue Devil, SS or Stingray; it will simply be called ZR1, which harkens back to the C4 ZR-1. Note the lack of a hyphen in the new car’s name.

At the heart of the ZR1 is the 6.2-liter supercharged LS9 V-8. The design goal was 600-plus horsepower. And the team started by looking at the Z06’s 7.0-liter LS7, but to reach that power level an 8.3-liter displacement would be needed, and this was deemed unrealistic for a small block. A V-10 wouldn’t fit in the current Corvette, so forced induction was chosen. In the end, the engineers managed to achieve an impressive 638 bhp and a whopping 604 lb.-ft. of torque. That’ll make the LS9 the most powerful engine from GM — ever.

Development on the LS9 small block started three years ago. The bore and stroke are those of the LS3 — 103.25 and 92.00 mm. Reinforced bulkheads improve block stiffness by 20 percent over the LS3. High-strength-steel bearing caps are used, rather than sintered metal. Pistons are forged and, for the first time on a small block, there are oil squirters to boost cooling and decrease noise. Titanium connecting rods shorter than those used on the LS7 account for the decrease in compression to 9.9:1, and the rods are attached to a unique forged-steel micro-alloy crankshaft.

Because of the supercharger, additional modifications to the head and intake were necessary. The standard 2-layer head gasket of the LS7 was not enough to absorb head lift-off, so the LS9 uses a thicker 4-layer gasket, while the intake tract includes a swirl wing to improve mixture. This technology would restrict the breathing of a naturally aspirated engine, but is less of a concern on a supercharged powerplant. Although the valves are the same size as those in an LS3, the intakes are titanium to allow a 6600-rpm redline, and the exhausts are sodium-filled to help dissipate the increased heat of the powerplant. The cam has reduced lift from the LS7’s 15.0 mm to 14.1 mm, and also reduced overlap, which helps improve idle quality and smoothness.

The Eaton supercharger is sandwiched between the engine and the Behr air-to-water dual-brick charge cooler. The supercharger pumps 2.3 liters of compressed air on each rotation and, with a 2.3:1 pulley ratio at 6600 rpm, the blower is spinning at 15,300 rpm (that’s 20.7 cu. ft. per second, folks!) and producing a maximum of 10.5-psi boost. The team claims that the more efficient 4-lobe design makes less noise than a conventional unit. An 11-rib V-belt runs the supercharger as well as the power-steering and water pumps. A toothed belt was used during testing but abandoned as too noisy for production.

 

To reduce the height of the engine, the intercooler was designed to have side-by-side left- and right-bank units. Air exits the supercharger upward and then left or right through the charge coolers and is returned down into the intake runners. Each cooler contains only 0.4 liter and the entire system uses 3.6 liters of dedicated coolant. To keep packaging simple, the coil packs are mounted directly to the rocker covers, which are otherwise identical to those used on the LS3. Naturally, the peak fuel demands of such a powerful engine are high; as a result, there’s a unique electronic fuel pressure regulator that switches between 87.0 psi and 36.3 psi to maintain proper fuel delivery at high and low rpm.

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