Green Car Journal’s 2019 Green Truck of the Year™, the new RAM 1500, is lighter, more  efficient, and higher tech than ever. Of special interest is that the RAM integrates electrification for increased efficiency by offering two mild hybrid powertrains, exclusive to the segment. It features more hauling and towing capacity than the generation before it, with the ability to tow up to 12,750 pounds and carry a payload of up to 2,320 pounds. RAM 1500 rides on a wheelbase about four inches longer with a larger cab. Efficiency has been enhanced by shedding up to 225 pounds through the use of high-strength steel, aluminum, and composites.

RAM 1500 is offered in four-door quad cab and crew-cab body styles, with 67.4- and 76.3-inch beds, and in seven trim levels. Three headlamp variations are available including Halogen, full LED, and an all-new full LED adaptive front-lighting system. A robust 4x4 off-road package is available. The pickup’s most notable exterior feature is its new grille, which replaces the RAM’s iconic grille that’s been used since the Dodge days.

Contributing to the RAM 1500’s aerodynamic efficiency are grille shutters that help smooth airflow and a front air dam that automatically lowers by 2.5 inches at speeds above 35 mph. A new venturi roof design directs air back to the rear spoiler. Bed rails raised by 1.5 inches and a new spoiler on the aluminum tailgate reduce drag. A lockable tri-fold tonneau cover improves fuel economy while adding security and weather protection. The RAM’s optional air suspension system lowers the truck 0.6 inches at speed to further improve aerodynamics.

Power is delivered by a 305 hp 3.6-liter V-6 or 395 hp 5.7-liter HEMI V-8, each mated to a new TorqueFlite eight-speed automatic transmission. A new-for-2019 eTorque mild hybrid system replaces the RAM 1500’s alternator with a motor/generator that uses regenerative braking to charge a lithium-ion battery pack Standard on V-6 and optional on V-8 engines, eTorque provides stop-start operation and a brief torque boost of 90 lb-ft in V-6 RAMs and 130 lb-ft in V-8 models. An interactive deceleration fuel shut off system also saves fuel.

Among the RAM 1500’s advanced technologies is a fourth-generation Uconnect system and 12-inch, fully reconfigurable touchscreen display. SiriusXM Guardian Connected Services delivers advanced in-vehicle connected services including a 4G Wi-Fi hotspot. Android Auto and Apple CarPlay are standard.

An available 360-degree surround view camera system provides a birds-eye view via four cameras positioned around the vehicle. Uconnect 4 with an 8.4-inch display and Uconnect 3 with 5-inch display are also offered. Driver assist systems include forward collision warning, advance brake assist, blind-spot monitoring and lane departure warning, and adaptive cruise control with stop, go, and hold. SiriusXM Traffic/Travel Link is available.

The 2018 Lexus LC 500 and 500h grand touring coupes are striking and refined in ways that will make buyers in the prestige/luxury sector of $100,000+ cars take notice, though the LC 500h hybrid slides in just below that mark with a base price of $96,510. Just 400 of these new models are being produced each month, which means there’s also an element of exclusivity that prestige car buyers and early adopters seek.

In Toyota’s sights are competitive models like the Mercedes SL, Jaguar F-Type and BMW 650i, high-end cars that can serve as daily drivers while highly capable as international touring vehicles. The LC 500 coupes keep the romance of crossing Europe safely at high speed and comfort a practical reality. Note that the LC 500h is particularly fuel efficient for a high-performance car, given its EPA rating of 26 city and 35 highway mpg.

These coupes have an entirely new platform designated as GA-L (Global Architecture - Luxury). Design goals achieved are a low center of gravity for improved handling and chassis stiffness that exceeds even the half-million dollar Lexus LFA supercar. These characteristics were well-proved during drives where roll and lean were never an issue in tight corners, even as the model delivered high marks for comfort and handling.

We had the opportunity to drive and compare both the 471 horsepower V-8 and the 345 horsepower Multi-Stage Hybrid V-6 with twin electric motors. Both versions have their own personality with only three-tenths of a second performance differential from 0-60 mph, in favor of the V-8. Our focus here is on the 500h and what makes it a distinctive and top contender for prestige clients.

Power in the LC 500h is derived from an Atkinson-cycle, 3.5-liter V-6 with direct fuel injection, variable value timing, and a redline at 6,600 rpm. This engine accounts for 295 horsepower and 256 lb-ft torque. The hybrid system allows the LC 500h to operate with the gas engine off at speeds up to 87 mph.

The hybrid system includes twin MG1 and MG2 permanent magnet motor-generators. MGI’s primary function is generator, engine starter, and control of engine speed. MG2 drives the rear wheels and handles regenerative braking. The car’s compact lithium-ion battery is comprised of 84 cells and is located between the rear seats and luggage compartment. Total system power is 354 horsepower, sufficient to deliver 0-60 mph acceleration in 4.7 seconds, outstanding for a car that weighs 4,435 pounds. Top speed in electronically limited to 155 mph. Rather than aiming at being a track star, this is a 2+2 designed for safe touring in comfort at speed.

Hybrid Synergy Drive has evolved in the LC 500h. The hybrid powertrain retains its planetary-type, continuously variable transmission and has added a unique four-speed transmission. Working in concert, the two gears alter output in four stages to utilize the V-6 engine across the entire speed range. In M mode, the two gear sets act together to provide the effect of 10 ratios, giving the LC 500h a highly engaging feel and allowing the driver to shift though the ratios with paddle shifters.

Sport, Performance, and Touring Packages further personalize the LC5 500h. As expected in this level of automobile, all the latest safety systems are standard and include pre-collision with pedestrian detection, all-speed radar cruise control, lane departure with steering assist, sway warning, and an intelligent high beam headlamp system.

A signature Lexus spindle grill gives the LC 500h a distinctive and highly-recognizable look. In this application Lexus designed a unique mesh texture that changes visual tension as it spreads across the front of the car. Adding to the sleek look of the front end are ultra-compact triple LED headlamps with functional venting that adds aerodynamic stability and cooling.

Chrome plated moldings along the edge of the roof are meant to represent the lines of a traditional Japanese sword. Even the rear tail lights have a design element not previously seen, using mirrors to create a three-dimensional series of L-shaped graphics. The LC 500h rides on standard 20-inch cast aluminum wheels with run-flat 245/45RF20 tires up front and 275/40RF20 at the rear. Front brakes have 6 piston calipers with 4 piston calipers used at the rear.

The coupe’s monotone interior is exquisite with controls that are intuitive and require little movement to reach. An 8-inch LCD display with Eco driving indicator is set low in the cockpit. Door handles are sculpted in satin chrome. Alcantara-covered door panels feature a wave effect that complements the lines of the dash. All interior stitching is done by hand.

Happily, Lexus designers have retained an upright gearshift lever rather than resorting to a ‘pop-up’ dial shifter. Multimedia features combine a graphic user interface with upgradeable software, along with latest remote-touch interface touchpad. The instrument binnacle is unique in its singular look and design and is the lasted version of thin-film transistor display technology, first introduced in the LFA supercar. Traditional it is not, and it may be setting the new contemporary look for functionality. Our LC 500h test car came equipped with the optional Mark Levinson 835 watt, 7.1 channel, 13 speaker sound system tailored to the LC interior. This system includes Harmon Clari-Fi music tech that analyzes and improves the sound quality of compressed digitized music.

Toyota’s new flagship coupe is important to the company, a point driven home by the automaker’s commitment of a billion dollars over a five-year development period to launch the LC 500 and 500h grand touring coupes. We’re confident these will be well-received by prestige car buyers looking for efficiency and performance in a no-holds-barred, utterly distinctive, and imminently pleasurable vehicle.

Diesel haters seem to be overly anxious to pile-on and shout ‘death to diesels’ these days. It’s human nature to take offense at being fooled and the diesel market certainly is paying the price of the recent emissions scandal. Serious deception took place and it’s far from forgotten, even as corrections are underway or being explored. The green car market is very competitive so it’s not surprising that some supporting alternative transportation technologies are quick to point the finger.

Allen Schaeffer, Executive Director of the Diesel Technology Forum, responded to a story entitled “The Dirty Truth About Clean Diesel” in The New York Times with the following statement, which the Times ran in its Opinion pages. “Here are the facts about diesel straight from the Environmental Protection Agency and California Air Resources Board: Clean diesel technology and fuels have reduced particulate matter and nitrogen oxide emissions by more than 98 percent, and sulfur content by 97 percent. The American Lung Association cites clean diesel fleets as one of the two primary reasons for improved air quality in the United States.”

Personally, I’ve owned a diesel powered Ford pickup for many years and its overall capability and economy are simply hard to replace. Consider that nearly every product we touch on a daily basis – from the food on our table to the consumer products we all rely on – are harvested and/or transported by diesel powered trucks, trains, and ships. Diesel is an important part of our infrastructure and without it the cost of all goods and services would certainly increase.

I don’t mind admitting I’m still a fan of advanced diesel. I find it discouraging that just as smaller next-generation diesel passenger vehicles were gaining momentum in the North American market, this distrust has many questioning diesel’s place in the automotive landscape. As far as the driving experience goes, it is tough to beat the satisfying torque that a modern diesel delivers. When combined with advanced transmissions they are quite fun to drive.

With EPA federal rules requiring significantly better fuel economy and lower CO2 emissions by 2025, next-generation diesel should be a key player in achieving these goals. A primary advantage of diesel has always been superior fuel economy. A diesel will generally deliver 30 percent higher fuel economy than a comparable gasoline model. That huge bump in mileage also brings a significant decrease in CO2 emissions.

Plus, it’s important to note that the more advanced diesels on the road, the greater the potential use of even cleaner-burning biodiesel, a renewable diesel fuel replacement that has experienced significant growth over the past decade.

The road back to diesel acceptance will likely come first in the light truck and sport utility vehicle market with more light-duty diesel pickups and luxury SUVs moving forward. Good examples are the recent introduction of the 5.0-liter V-8 Cummins turbo diesel in the new Nissan Titan and 2.8-liter Duramax four-cylinder turbo diesel in the mid-size Chevy Colorado and GMC Canyon. Want something a little more exotic? Land Rover and Range Rover are now offering models with their Td6 next-generation diesel, with other automakers also introducing newer, more efficient, and cleaner diesel models as well.

We hope to see lower-priced, high mileage next-generation diesel models in the near future to fill the void in the small car market.