The launch of a vehicle that has been converted from left-hand drive to right-hand drive comes with an additional element.
Such a vehicle being launched by an official importer is a rare thing – and with that, there is the need to discuss and justify the process and changes it takes to get the vehicle on the road.
Neville Crichton’s Ateco, and subsequently its subsidiary Fiat Chrysler New Zealand, have such a story to tell with the launch of the Ram 1500 pickup.
While it is already in the truck market with the 2500 and 3500 line, it is now set to target a broader market.
We have covered the extensive “remanufacturing” process at American Special Vehicles Melbourne plant before – and it remains impressive.
The production line is factory approved and uses locally-produced factory – approved parts – to the point where they feature official part numbers for easy future ordering.
Production of all models is running around five units a day, though that is rising fast.
Impressively, the vehicles are “Australasian” from both – with a Vehicle Identification Number signifying their future use at birth.
They are built to our specifications, including a localised infotainment system. These are not vehicles randomly plucked from the production line.
“Our aim has always been that, so far as the customer is concerned, buying and owning a Ram, be it the new 1500 or its heavy-duty brothers, the 2500 and 3500, should be absolutely no different from buying any other mainstream vehicle,” FCNZ’s chief executive David Smitherman says.
“This means everything from production line quality and consistency of product, to a national dealer network, a factory supported warranty, through back-up of a full parts and accessory warehouses in Auckland that can deliver parts to anywhere in the country within 24 hours.”
Every FCNZ dealer will be selling the Ram, and volumes are expected to be reasonable for what some may see as a niche product.
At the launch, Ateco spokesperson Edward Rowe forecast 200 will be sold in New Zealand next year, rising to 450 in the third year.
Around 35% of these will be the premium Laramie specification, and the rest the work-ready Express.
The Express starts at $94,990 and the Laramie at $114,990 – although as part of the launch promotion the Express can be yours from $89,990.
There is more of a difference between the two trucks then just specification, with the cab, and subsequently tray, size different.
The Express’s Quad is the smaller of the two, an interior volume of 3.3 cubic metres while the Laramie has a full crew cab with 3.5 cubic metres of interior space with a rear seat leg room length of more than a metre.
At 5.8 metres long and a little over two metres wide, the Ram 1500 is significantly larger than other utes in its market sector, and this translates into more space inside and outside and a much larger towing capacity.
The Express tray is just short of 2 metres long, just over 1.6 metres wide, and almost 1.3 metres between the wheel arches.
The Laramie’s tray is shorter at 1.7 metres.
The optional “Rambox” storage system will eat into the overall space but still allows the carrying of standard pallets – and if promotional images can be trusted – an ATV.
The Express also has a unique look with a colour matched grille, buyers and trim – which the brand suggests will appeal to a younger market.
A black pack is available in New Zealand to suit buyer tastes.
The Laramie gets chrome, pretty much everywhere. Inside it challenges large premium SUVs, with a full leather interior, heated and cool ventilated front seats, heated steering wheel and rear seats and thick pile carpet.
Infotainment is well taken care of with an 8-inch touchscreen system with navigation, Apple CarPlay and Android Auto in the Laramie.
The Express gets a 5-inch screen.
Of course, there is a Hemi under the bonnet, a 5.7-litre unit producing 291kW AND 556Nm of torque.
It is paired with an eight-speed transmission and four-wheel drive in both models.
The Express is switchable between two, four and four locked, while the Laramie adds an “Auto” mode.
While you can special order a 3.21 axle ratio model, New Zealand Ram’s get a higher-performance 3.9 unit – this means while cylinder deactivation keeps fuel economy at a reasonable 12.2 litres per 100km, it is not as low as the 9.9 litres per 100km seen on that version over the Tasman.
However, then Kiwis like performance, and we like to tow, and the shorter diff means we get the full 4500kg tow rating the 1500 is capable of.
Additional tow assistants include trailer sway control, ready alert braking and, on the Laramie, trailer brake control.
An all-important diesel is on the way, a 3-litre six-cylinder VM Motori unit.
Rowe says the delay is due to the arrival of a new version of the engine coming and the preference to launch with that.
Orders are expected to begin in November.
We got a chance to drive the Ram around Bathurst, New South Wales, in some utterly appalling weather.
Rushing to it in the rain, it impresses with its size and sturdy, solid look. A look at the Rambox system confirmed to us that it is a must have – imagine the security of two small car boots on the sides of your ute tray.
Inside, ASV’s conversion work impresses – with few flaws to find with the dashboard and trim quality other than a little unevenness around a trim panel near the widescreen.
I would argue this interior is better than some factory United States-built vehicles sold in New Zealand.
One clue we did pick up on was pedal and footrest placement is not ideal, though entirely functional.
Everything feels spacious – especially for rear seat passengers – and there are handy touches like acres of storage and two useful mobile phone holders.
With the usual contingent of airbags, electronic stability control, and the intelligent “Ready Alert” braking system which prepares brakes in emergencies or dries them in the rain, safety is reasonably well covered, though there is no autonomous emergency braking, lane keeping systems or adaptive cruise control.
A push button brings the Hemi to rumbling life, and the transmission is shifted via a dashboard dial rather than a traditional stick.
The steering is electrically assisted, and is reasonably responsive for a vehicle of this size – Ateco says it has been tuned to be slightly crisper than the US version for local tastes.
Even unladen, the ride is reason-ably good – other than some jiggle over rough road surfaces – and the whole rig feels structurally stiff.
Performance is solid, and the Hemi smooth even when pushed.
It does not feel particularly quick but is effortless on the highway.
The rear suspension is coil rather than leaf, not the first ute to do this, but great to see in a truck built for heavy work.
Rowe says this is not the “all-terrain” version of the 1500 – that is the Powerwagon model which is in too high of demand to get down here at this point – though a blast on a damp farm proved it is very competent.
On-road tyres didn’t help, but it can easily tackle farm and construction site work.
