We’ve seen the innovative features and levels of refinement Dodge is bringing to the 2009 Ram 1500, but company executives have said little about the brand’s other pickup offerings - until now. During our recent drive of the new 2009 Ram 1500, we sat down with a number of engineers and planners and gleaned some surprising insight into what Dodge has in store for the heavy-duty Rams and the ailing Dakota.

Heavy Duty

While factories tool up for the 2009 Ram 1500, Chrysler engineers are already toiling away on the next series of heavy-duty - or 2500 and 3500 - Ram models. We’re told that for the first time, the larger trucks will sport a unique front fascia, but we’re happy to hear that the large Rams will make use of the same interior as the 2009 Ram 1500.

Historically, Dodge received a lot of complaints about its truck interiors, and that’s an issue Ralph Gilles, vice president of Jeep, truck, and advanced interior design, took to heart. The new interior is exponentially nicer than that of the outgoing Ram, and it is the first product of Chrysler’s new interior design effort.

Expect to see the output from signature Cummins diesel engines remain about even with today’s engine (350 hp and 650 lb-ft of torque), or even drop slightly in order to improve fuel economy. Scott Kunselman, vice president of truck product development, believes fuel economy is more important to truck buyers than the ability to pull the largest possible trailer up huge hills at 85 mph. Beefing up the transmission, chassis, and other related components to handle much more power would add weight and cost to the truck and only a handful of buyers would ever make use of it. Most of these heavy-duty trucks are used in fleets, and fleet managers are more interested in reducing fuel cost than seeing outrageous power levels.

Dodge will likely stick with the Ram HD’s current absorber NOx catalyst system, for future 2500 and 3500 heavy-duty trucks instead of the urea treatment most diesel passenger cars use to meet EPA regulations. However, Dodge will use urea for its class 4 and 5 cab and chassis Rams because the emissions certification process is different for the larger trucks. Storing enough urea to last between oil changes is one problem for trucks with factory-installed beds, plus the urea can freeze and thus be rendered useless in northern climates. If the price of the catalyst system - which uses plenty of exotic materials - continues to rise, Dodge may have to re-evaluate this approach.

Though the Ram 1500’s multi-link coil suspension makes a lot of sense for light-duty trucks, it doesn’t in the heavy-duty segment. Virtually all three-quarter and one-ton trucks use a main leaf spring pack and a set of helper leaves to handle overload situations. There isn’t any way to add helper springs to coil springs. Dodge’s current strategy gears the 2500/3500 trucks for maximum towing and hauling, so the traditional leaf springs will remain on these models.

Though Ford has received lots of press surrounding the introduction of a consumer-oriented F-450, Dodge has no plans to play in that space. The market is simply too small for consumer pickups above the one-ton range. Dodge will continue to play in the class 4 and 5 truck segment, an area where it performs well, but these trucks will strictly be cab-chassis vehicles for commercial users.

Dakota

The Dodge Dakota is clearly in trouble. A revised truck debuted at the 2007 Chicago Auto Show, but sales have slowed down significantly in recent months. For the first five months of 2008, Dodge sold 14,936 Dakotas, compared with 24,343 during the same period in 2007. The Dakota is even being outsold by the Honda Ridgeline - a unibody sport utility pickup criticized by traditional truck buyers as not being a “real truck.”

Rumors of a future unibody Dakota swirled just as the curtain dropped at the current truck’s 2007 Chicago auto show reveal. Those rumors have escalated to a virtual confirmation of the fact that the next Dakota won’t be built as a body-on-frame pickup. Jim Press, vice chairman and president of Chrysler LLC, has gone on the record stating he thinks the demand for smaller, more fuel-efficient trucks will continue to rise as fuel costs soar.

Just a year before the new Dakota was introduced, Dodge showed off the Rampage concept, clearly aimed at the Ridgeline, but packing the ubiquitous Hemi V-8 engine. Designers, engineers, and product planners are all talking about Rampage now. Kunselman wouldn’t say much about the Dakota - but he did tell us that the “Dakota is one we’re in the process of re-evaluating.”

If the Ram 1500 moved to coil springs at all four corners, a unibody structure isn’t that blasphemous for a smaller truck. Once the Ram proves the new suspension is just as capable as the outgoing 1500, Dodge buyers will likely be more accepting of new and different solutions to the modern pickup.

Crossover vehicles with unibody construction are starting to replace many body-on-frame SUVs, so it makes sense for the smaller trucks to adopt this same strategy.

One of the main challenges with a unibody Dakota is making sure it would handle the stress that pickup owners regularly dish out. Potential buyers are interested in increased fuel economy, but switching to unibody construction will not dramatically change fuel economy by itself. If the research shows most owners aren’t using Dakota to the 95th percentile of its abilities, the duty cycle of the truck isn’t as much of a concern and other measures can be taken to reduce weight and improve fuel economy as well.

A New Firecracker?

Dodge is also considering a truck that would slot in below Dakota’s replacement. The M80 name came up just as often as Rampage did during our conversations with Dodge officials this week. M80 is a concept truck that debuted at the 2002 North American International Auto Show in Detroit. The truck was conceived to slide in under the Dakota in terms of size and price, but looked like a miniature revival of the legendary Power Wagon.

Those looks would have to change if the M80, or some variation on its theme, makes it to production. Gilles thinks the unibody trucks would need to look different from the body-on-frame Rams. Gilles says buyers know the trucks have vastly different uses, and it would be insulting to the buyers to lump all trucks together with a common look. With a different look, and an emphasis on efficiency, for the new Dakota and small truck, there is suddenly an opening for a third new truck in the Chrysler family.

Jeep’s Wrangler-based JT concept could be the next body-on-frame product to come to a Jeep dealer. Some people will continue to need the capability of a body-on-frame truck, and Jeep is the perfect brand for such a vehicle. Many Jeep owners wish for a small truck with excellent off-road capability, and have been drooling over the JT since it appeared at the 2007 Easter Jeep Safari in Moab, Utah. Such a vehicle could also bring back credibility to the brand, something many purists find lacking after the introduction of the car-based Compass and Patriot.

Back to the 1500

While the development teams at Chrysler have their hands full, there are still plans to improve the new Ram 1500 in the immediate future. The first upgrade we’ll see is the integrated trailer brake controller that Dodge is sorely lacking. Both Ford and GM have factory installed units available, and each works flawlessly. Expect to see Dodge’s version offered within a few months of the truck’s launch this fall.

Improving fuel economy is a major focus for the Ram team. Dodge has already announced plans for a two-mode hybrid truck and a light-duty diesel. Expect to see the hybrid as a 2010 model, with the Cummins-powered 1500 appearing shortly thereafter as a 2010 or 2011 model.

It makes most sense for the Cummins to be tuned for fuel economy, not outright power. We weren’t able to get much in the way of fuel economy figures, but when we suggested a minimum of 22 mpg, Kunselman told us, “I think we’ll blow away 22 mpg.”

Hopefully such a truck could return 25 mpg, or better, on the highway and cost substantially less than a diesel heavy-duty truck.

Photo Gallery: 2010 Dodge Ram - Latest News, Features, and Reviews - Automobile Magazine

When millionaires ask for more speed, the Brits always appear happy to deliver.

Bentley Motors has released information on it’s new, 600-hp Continental Flying Spur Speed, which will be the most powerful four-door Bentley ever produced. Inspired by the automaker’s legendary “Speed” models (that first appeared in 1923), Bentley says the Flying Spur Speed develops 15 percent more torque and nine percent more horsepower than the standard Flying Spur, allowing the luxo-sedan to accelerate from zero to 60 mph in 4.5 seconds and reach a top speed of 200 mph. (A similar Speed package was announced for the Continental GT around this time last year.)

Compared to the ordinary Flying Spur, the Flying Spur Speed also offers more lightweight components, a lowered ride height, an uprated and redesigned suspension and retuned steering. The Flying Spur Speed is distinguished by subtle design cues, including a dark-tinted radiator and air intake grilles, wider rifled exhaust tail pipes and unique 20-inch multi-spoke alloy wheels.

For those bored with Bentley’s usual cosmetic choices, three new Flying Spur exterior colors and four duo-tone paint combinations will be available, along with two new hide color options. Additionally, Flying Spurs can now be ordered with a radar-based adaptive cruise control system and an exclusive Naim for Bentley audio system.

Using 15 custom-built speakers, dual sub-woofers, and an 1100-Watt amplifier, Bentley says the Naim system becomes the most powerful unit offered in any production car. And yes, there is finally optional (optional!) iPod, MP3 & USB audio interface connectivity located in the Flying Spur’s glove box.

Photo Gallery: 2009 Bentley Continental Flying Spur Speed - Latest News, Reviews, and Auto Show Coverage - Automobile Magazine

Plenty of Mopar maniacs were happy to plunk down hefty sums to own early examples of Dodge’s revived muscle car, but customers shopping for a 2009 Challenger may be able to pick one up for around $20,000.

According to pricing released today by Chrysler, buyers can get into a new Challenger for as little as $21,995 (including destination charge). Granted, that’s for the entry-level Challenger SE, equipped with a 250-hp 3.5-liter V-6 and a four-speed automatic. Although it carries some decent equipment (like side-curtain airbags and remote keyless entry) as standard fare, it is nearly $1300 more than a base 2008 Ford Mustang V-6.

But if you hanker for a Hemi, your V-8 lust will cost you a bit more. The mid-grade Challenger R/T, priced at $29,995, includes the 370-hp 5.7-liter V-8 underhood. A five-speed automatic comes standard, but for an extra $995, the “Track Pak” package includes a Tremec six-speed manual, limited-slip differential, hill-start assist, and performance tuned steering.

If that’s not enough power for you, you can opt for the SRT8, equipped with a 425-hp 6.1-liter V-8. Although it’s a carry-over model from 2008, the 2009 Challenger SRT8 is also available with the Track-Pak, giving drivers the opportunity to row their own gears.

Dodge dealers are currently taking orders for all three 2009 Challengers; expect to see them in showrooms by this fall.

Photo Gallery: Dodge Prices the 2009 Challenger - Latest News, Features, and Reviews - Automobile Magazine

We’ve always been fans of the Mitsubishi Lancer Evolution. Nothing gets us going like taking an economy car and adding all the go-fast parts imaginable right from the factory. The all-wheel-drive system gives this Evo tons of grip and creates a direct link to the rally cars we love to watch. To find out how our editors like the current generation Evolution on the street, click through the following pages.

My goodness I love these Recaro seats. They fit me perfectly despite only having two adjustments, forward and back or backrest angle. I love the leather on the steering wheel and I don’t find the interior to be that bad at all.

To get me to buy this car, Mitsubishi just needs to add a six-speed manual gearbox option and offer the super tall wing as a stand-alone option. The drop from 4th to 5th gear is too long on this test car. Plus, 5th gear is too short. This car hovers in the Lotus Elise world in regards to loud, boomy noise on the highway. Why do I want the big wing? Because this car is over the top already and you may as well play big if you’re going to play.

Overall, I still prefer the Evo VIII and IX but the newest version is still a very fun car. It still feels like an Evo. That’s something that can’t totally be said for the new Subaru WRX STI.

Marc Noordeloos, Road Test Editor

I drove preproduction examples of this car last summer in Japan, I drove some of the first production Evo Xs this winter, and I’ve been behind the wheel of a couple of other Evos in the months since. Nothing has changed: I’m still flat-out amazed at what Mitsubishi has made this car do, astounded at how much capability and enjoyment they’ve packed into such a low price tag. Dollar for dollar, this car impresses me more than Nissan’s GT-R.

There are niggling faults, to be sure–the interior quality still isn’t a patch on the stuff in Subaru’s WRX, fifth gear is both entirely too tall and entirely too short (it’s boomy at highway speeds and cranking a huge 4000 rpm, but the gap between fourth and fifth gear is still ridiculously huge), and the Evo X isn’t quite as involving or communicative as the Evo VIII or IX. But in terms of steering feel, chassis balance, and sheer genius-making capability, it’s got everything else at the price beat six ways from Sunday. What a hoot.

Sam Smith, Associate Editor

Photo Gallery: 2008 Mitsubishi Lancer EVO GSR - Latest News, Features, and Reviews - Automobile Magazine

Summer is here, and as the saying goes, the time is right for cramming the kids and the dog and grandma and the cooler full of sanity-saving beer into the family truckster. Yep, you guessed it: It’s time to go on vacation. It’s time for a road trip.

There are a lot of factors that go into a successful road trip (Did you remember the sandwiches? The maps? Did you leave grandma at that last gas station?), but the most important one is often the most overlooked. Yep, that’s right–we’re talking about the car. The wheels that you choose can make or break your good-time highway odyssey.

Herewith, we present to you Automobile Magazine’s list of the six best road trip cars for 2008. The steeds here were chosen based on real-world criteria, not just cold and heartless intangibles. Enjoy, travel safe, and don’t forget to write.

BEST SEATS: Volvo S80

Volvo seats are among the best in the business, and the chairs in the S80 are the best that Volvo has to offer: comfortable, friendly to sore backs, and supportive in the extreme. Long hours behind the wheel require seats that don’t add to your fatigue, and the S80’s thrones are essentially mattresses with recline adjustment. If you’re looking for big side bolsters and infinite adjustability, look elsewhere, but if the idea of a comfort-filled thousand-mile day stokes your fires, then look no further.

MOST VERSATILE: Chrysler Town & Country

Ahh, the minivan. It’s an American family staple. Trucking from sea to shining sea in your sliding-door sled is as much a stateside glory as baseball or apple pie. Chrysler’s Town & Country minivan–all-new this year, along with its sibling, the Dodge Caravan–wins the prize for tradition and carry-all capability, but what seals the deal is the T&C’s unparalleled versatility. What other minivan offers you swiveling second-row seats, a removable (full-size) center table, an under-floor storage compartment, and a power folding third row? That’s right: none of ‘em. And while a sedan (or Honda’s Odyssey minivan) may be much more entertaining to drive, the T&C trumps everything else out there by simply being ready for anything.

MOST CARGO SPACE: Dodge Sprinter

OK, we give. Yes, this one is a little bit of a cop-out; it’s not really something most people would buy if they were in the market for a road-trip car. Believe it or not, though, Dodge’s service van for the people actually makes one heck of a nice long-distance runner. Sprinter? They should’ve named it the Kenyan Marathon Star. The Mercedes-Benz-designed Sprinter handles long distances with aplomb, and as such, it has a dedicated following among the small-motorhome set. The seats are comfortable, wind noise is surprisingly low, and visibility is excellent. Seating options verge on the infinite. At a whopping 247 cubic feet of cargo space, the Sprinter bests almost any other commercial vehicle on the market, but believe it or not, there’s more. That figure, after all, is for the short-wheelbase Sprinter. The long-wheelbase model offers up a cavernous 473 cubic feet. Laugh if you must, but if we were moving to Alaska and had to drive our sorry, moose-loathing selves there, we’d pick a Sprinter before just about anything else.

BEST ENTERTAINMENT SYSTEM: Infiniti M35/M45

Entertainment systems are a matter of personal taste, as one man’s tech-laden DVD powerhouse is another man’s complex electronic nightmare. With that in mind, the Infiniti M-series offers the best of both worlds: high audio/visual fidelity, feature-laden options packages, and a simple, intuitive interface. The optional premium-package stereo delivers some of the most nuanced and articulate digital surround sound and music playback that we’ve ever heard, and when you pair it with the rear-seat entertainment system (a pop-up screen and DVD player), you get one of the best in-car factory A/V systems on the market. Chrysler’s Town & Country may offer more versatility (two screens that can simultaneously show different programs, for example), but its playback quality isn’t anywhere near as impressive.

BEST FUEL ECONOMY: Toyota Corolla/Honda Civic Hybrid (tie)

Contrary to what you’d think, road-trip fuel economy isn’t just about the numbers. It’s also about the compromises that you make. If you go strictly by EPA ratings, then the Toyota Prius’s 48-mpg highway rating wins the day. But not so fast–as pump-thrifty as the Prius is, more than a few hours behind its wheel will have any sane enthusiast screaming for mercy. The Toyota’s floaty suspension, numb steering, tiny rear seat, and strung-out highway manners leave us wanting. With that in mind, we suggest two alternatives: the Toyota Corolla, and the Honda Civic Hybrid. Their EPA highway ratings (37 and 45 mpg, respectively) rival that of the Prius, but they’re both much nicer to drive. The Corolla is a little less strained at high speed than the Civic is, which helps make up for its lower highway fuel economy. Tie.

Runner-up: Toyota’s Camry Hybrid, for its combination of spacious interior, couch-comfy seats, and 34-mpg highway thirst.

BEST TO SLEEP IN WHILE MOVING: Lexus LS460L/LS600hL

What good is a road trip without a co-driver? And what good is a co-driver if they don’t drive while you sleep? In long-wheelbase form, Lexus’s LS luxury sedan trumps all road-snooze comers, and it turns every highway into a one-way road to Dreamsville. Sure, the Lexus’s back seat offers up seemingly endless legroom, but that’s not the cake-topper. What sells us is the LS’s optional reclining rear seats–yes, you read that right–extendable rear footrests, and tomb-quiet interior. All four seats are comfortable for days, but the reclining rears are a gift from God. Couple them with the LS’s famously serene interior, and you have a recipe for miles and miles of snooze.

Photo Gallery: Six Best Road Trip Cars for 2008 - Latest News, Features, and Reviews - Automobile Magazine