1999-2006 Dodge Attitude/Brisa/Hyundai Attitude (Mexican and Wintergreenian market) Pre-facelift (1999-2003): Facelift (2003-2006): In September 1999, in addition to the Atos Prime and H-100, Dodge introduced the second generation Attitude to the Mexican market. This model is now based on the Verna. The engines are the same as its Korean counterpart. It was offered in 4-door sedan, and 3-door and 5-door hatchback models. This model was also sold as the Dodge Brisa in Latin America, and was exported to the Republic of Wintergreen as the Hyundai Attitude. The Wintergreenian model is offered with many engines, as well as American parts (headlights amd taillights), Canadian gauge cluster and daytime running lights, fender signals, and dual fog lights. In 2003, the Attitude was facelifted. Unlike its American counterpart, it uses the grille taken from the Korean Verna, along with American side reflectors only for the Mexican and Wintergreenian markets. For the Wintergreenian Hyundai Attitude, it uses the international grille instead. The Attitude was very successful, getting new generations in 2006 and 2010. It was discontinued in 2014 shortly after Hyundai officially entered the Mexican market, being replaced by a derivation of the Mitsubishi Mirage G4, but the Wintergreenian Attitude continued to be sold until 2017, where it was renamed as the Accent.
Rootes Group Alternate History Spitballing (1960-1980) Chrysler considers takeover but ultimately backs out, deciding to focus on Simca, which ends up going well for them with the rush of mainland imports to Britain in the 70s and the formation of a larger European auto market Hillman Imp gets more attention from execs leading to a hatchback rework circa 1967 that included ironing out the mechanical issues of the original, and gets a proper transverse FF replacement in the early 70s the Arrow is released alongside a larger D-segment series of cars (codenamed Sentinel), with the Sentinel being the only platform sold under every brand (except Commer) Further seperation of Rootes brands (Chrysler ultimately worked towards doing away with these brands entirely and rather wanted the cars to be sold under the Chrysler brand) Hillman stays mostly where it is but more downmarket, with B, C, and D segment offerings Sunbeam releases a new Alpine roadster in ~1968 as its central offering (continuing production into the late 70s), with the Rapier sport coupe (think Manta or Capri) and a more sporty version of the Sentinel akin to this but styled much like the Rapier, and later some hot hatchbacks Singer makes more upmarket, restyled versions of Hillman cars, much in the same vein of Triumph or 50s Hillman, as well as a nicer restyled version of the Sunbeam Rapier Humber makes a Sentinel-based D-segment coupe/sedan, and an E-segment coupe/sedan based on an extended Sentinel platform The Arrow is extended to ~1975 (thus no Avenger), with a major rework ~1970, and is replaced by a more modern Golf-esque FF car Sentinel is replaced ~1972, and then again in ~1978, with the latter car being FWD using lessons learned from the Arrow and Imp replacements. A new RWD platform is then launched, underpinning both D and E cars, with Singer and Humber offering both FWD and RWD D-segment cars Thoughts?
2018-present Alpine GT4/A330 In 2018, Renault revealed a new C-segment coupe-crossover on the CMF-C/D platform shared with the Mégane, Talisman, and Kadjar under the Alpine brand. Available engines ranged from a 150ps 1.7 dCi to the A110S's 292ps 1.8 TCe. The model was quite successful, and was joined by a D-segment model rivaling the Macan, the A440, in 2020. The GT4 was given a minor facelift and renamed A340 in 2021. Edit: adding on Alpine replaced Renault Sport, with the Esprit Alpine trim level as a sporty appearance package, and the real performance models being fully under the Alpine brand, exactly as in OTL. The A110 sports car, A290 electric B-segment hatch, A340 C-segment coupe crossover, and A440 D-segment coupe crossover were joined by the A490 C/D-segment liftback (in petrol, hybrid, and diesel versions) in 2023 and the hybrid GTA supercar and electric C-segment A390 in 2024.
Adding on- A new family of SOHC R3/4s is released in the early 80s to cover their entire range. The PRV replaces the old R6 Sunbeam and Hillman are slowly merged into single Rootes Motor Limited (RML) marque through the 80s. The Rapier is dropped, as is the Sunbeam sedan. RML does gain a "Tiger" FWD sports coupe in the vein of a Nissan NX or SX. Singer takes on the sporty-upmarket status, dropping their B-segment car in the mid 80s, and making a RWD 4/6-cylinder GT car (with popup headlights, of course) in the vein of a more affordable 944 (or a more posh Celica/SX) in circa '90, as well as a sporty D-segment on the same platform alongside their existing RML-based FWD D-segment Humber releases a new RWD platform shared with the Singer sports car, with D and E-segment cars Meanwhile, Simca cars sell fairly well, however the Chrysler badged models do not as much and do to various issues Chrysler sells Simca, who is bought by Matra, who quickly joins it with their own automotive division creating SMA (Simca-Matra Automobiles) in 1982. This did not include the team that assisted Renault with the Espace and Avantime. Matra tried to sell part of SMA to PSA and then to Renault so that the company wouldn't have to run it on their own. However, British Leyland took notice and inquired into making an alliance with SMA. This lasted until 1993, and then the next year Rootes took the position as Co-owner of SMA with Matra. This allowed Rootes to get footing in markets that they wouldn't have a chance in otherwise, such as South america. Edited to be better
Talbot is the Ex-Simca that Peugeot renamed, so in that timeline, Talbot Never existed if it wasn't sold to Peugeot. --- Post updated --- Matra 530 alternate story : - After Chrysler brought Simca, wich owns matra, Matra's commercial division asked Chrysler to have Access to other export market , wich Chrysler agreed : 1.USDM Matras existed under the Plymouth name : the Plymouth Athletas, available with the automatic transmission from the Chrysle group's smallest cars, and got a relatively good carreer , precisely with both 70's petrol crisis , and got sold from 1969 to 1980 with 204 567 units , 12 230 units sold with the other engine ( we'll get to that later). 2. It got built and sold in Spain under the Barreiros division as the Barreiros Toros , from 1973 to 1979 at 123 098 units . 3. A rather wonky Idea from Matra's commercial division was to sell it in Tunisia understand thé name Matra Fehna, by asembling CKD locally in partnership with the assembling company STIA ( Société Tunisienne d'Industrie Automobile) . Suspension and bumpers would've been modified ( especially reinforced) to support the literal rollercoaster that were Tunisian roads. This is one of the few markets where it met very small success , and only 14 092 units would be built from 1972 to 1978 . 4.It was also sold in argentina where it was sold from 1973 to 1981 , when the Renault Fuego kicked in . It was also sold in Brazil and Mexico, but didn't met success , as the Dinalpins and Willys Interlagos already established themselves, along with other competitors ( VW SP2, etc) - in 1970 After Chrysler brought Simca, along with Matra , Chrysler asked Matra to change their engines , wich were Ford engines, Chrysler's rival. Matra had to find a way , and they did : as they were looking for a replacement, the Citroën GS was revealed , wich had a Flat 4 that Can fit the 530 . So matra made an agreement with Citroën, wich was happy to produce more units of their F4 to reduce production cost, to use the GS's Biggest F4s to power the Matra. Matra Racing motorist were asked to make a more powerful version of the Biggest F4s, wich obtained between 71 and 93 HP . To reduce production cost, Citroën agreed to produce a sporty GS called the X4 , proposing all the F4 modified by Matra's racing division.
Panhard's alternative story (not sure about continuing this ) , Chapter 1 : How to save the number 24 : Now , panhard's fundings difficulty were due to the 24 not being seductive enough , but it could've actually been saved , here's how : Panhard, who was assembling 2cv AK , got brought by Citroën, but Citroën wasn't up to let Panhard continue being innovative and steal them the market . But some of The engineers at Panhard convinced Citroën buy telling them they could operate on a different market : the cheap sport car market , and that , After all , since Panhard is part of the Citroën group, Citroën could still get profit with cars in the same market. This led to the fundings for two New Panhards : The "Super" Panhard 24 CT , a cheap sport car with a rather low Price . It would get quite a good success and would get produced to 346 282 units A sedan version of the 24 , wich would get produced to 506393 units . There was also a New 4 Cylinder engine developped by sticking two twincylinder engines together Those improvements launched (the) Panhard up , while still getting Citroën Some profit , as they were developping the Gs, wich would've played a Big role in Panhard's future......
Lancia Lybra II/Thema II/Fiat Croma III With Alfa and Maserati now under BMW, Fiat moved Lancia up a rung to take over the position of Alfa Romeo in 2010. This meant taking the remainder of the 159 and updating and repourposing them for Lancia as the Lybra sedan/wagon and Thema sedan. Originally, the Thema was going to be a facelifted Thesis, but due to the little success of the Thesis and the fact that it was almost as old as the 156, a stretched Alfa 159 platform was chosen. Lancia already had the B-segment Ypsilon and the C-segment Delta/Fulvia (new released 2007), so these updates made perfect sense. The new Lancias were equipped with a mix of Fiat and GM engines, with the both cars toping out with the 3.2 JTS. In 2012, there was a facelift for both models. A new Fiat Group V6 was revealed that year, and shoehorned into the two aging models, with a 3.2 280ps/2.5t 300ps in Lybra and 3.2 260ps/2.5t 300ps/3.0t 350ps in Thema, alongside four-cylinder Fiat engines. While the cars had not been able to keep up with their BMW and Mercedes competition, they had been quite popular with fleet and lower-end costumers. Due to this, a new lower-cost D-segment sedan/wagon, the Fiat Croma, was revealed based upon the Lybra with styling similar to the Linea. For this reason, the lowest trims of both the Lybra and Thema were cancelled, as were the smallest engines. In 2015, a new Fulvia was revealed alongside the new Tipo-based Delta. This new Fulvia was no longer a C-segment hardtop cabrio based on the Delta, but rather a D-segment coupe or softtop based on an all new RWD platform. Not long after, a new Fulvia sedan and a new Thema sedan were revealed on this same new RWD platform, and the Croma was discontinued, finally putting the Alfa Romeo platforms to rest after serving Fiat Group for over a decade. The Croma recieved a new generation in 2016, in sedan, liftback, and wagon bodystyles, based on a stretched version of the Tipo.
1969-2004 Simca Comerciale/Combina/Combina Classic/Dodge Eurovan/40 In the late 50s, Simca began development of a midsized van for the European and Brazilian markets. While originally supposed to be a 1000-based rear-engine design, a front-engine RWD (and later 4WD) design was chosen, which resembles the Renault Estafette in body shape, VW Type 2 in front shape, and with grill and lights first from the Simca 1301/1501. As the van was already quite developed by the Chrysler takeover, they let it go on and be produced. Engines were Poissy, Rush, Type 340-series, and a handful of Mercedes diesels. The name "Commerciale" was chosen over the planned "1300F" alphanumeric designation. It was sold in Brazil and later other parts of LatAm as the Combina. Rebadged models were sold under Dodge in the same markets as the Simca, plus Austrailia and South Africa. The van was available in a variety of van, minibus, combi, pickup, and cab bodystyles with different wheelbases and seating arrangements. Barreios diesels came alongside the Mercedes units in 1973. There was a facelift in 1978 to mimic the square-lighted Simca 1000. Ethanol engines came in 1981 for Brazil, coinciding with the beginning of the STMA takeover. In 1983, the Dodge models were dropped, and there was an additional update to the engine range, as well as the new addition of optional 4WD. The van continued to be sold in Europe and Austrailia until it was replaced by the Simca Porteuse, while production continued in Latin America until 2004. Nearly 1 million examples were produced.
Contremaître is a leader of worker , wich i'm not sure if it's the market it's targeting, but still , that sounds like a name Simca would make (especially in the 50's). I would've suggested the Simple names " commerce", "commerciale" , " Travailleur", "Porteuse" or something like that Or reuse the name Messagère --- Post updated --- Another Idea is , why not Using Indenor engines on non french versions ?
1973-1978 Ford Mustang II Starting with the North American Ford Escort, Ford planned on consolidating their lineup of vehicles, which was supposed to end in Ford having one lineup of vehicles that could be sold everywhere. The Ford Mustang's replacement was part of this plan. It would now be built on the same platform as the Capri, albeit with a slight increase in its exterior dimensions as well as a different design. It was about 4 inches longer and 5 inches wider. Its front end was modeled after the outgoing 1972 Mustang, while the rear took inspiration from a 1970 Escort coupe design (in real life, a Pinto design proposal). It was assembled alongside the Escort at Edison, New Jersey and Milpitas, California, as well as at River Rouge in Dearborn, Michigan. The Mercury Capri would also be produced in River Rouge. It did not use 4 cylinders like the US-market Capri sold by Lincoln-Mercury, instead having a 2.8 liter V6, 3.1 liter V6, and a 4.9 liter V8. It also had a 3-speed automatic along with the 4-speed manual. Its design stayed mostly the same throughout its 5-year run, with a few minor changes to the front and interior. The Mach 1 and Boss 302 trims came back, being the American versions of the European RS3100 and South African Perana. There was also the luxury Ghia, featuring a vinyl roof and whitewall tires. The Mustang would also be sold in Europe like the previous generation, with only the V8 to not cannibalize Capri sales. Few were sold, as the oil crisis came just a few months after release, and it was much more expensive than the Capri. Around 850,000 were produced. By 1978, Ford had abandoned its plan for a global vehicle lineup, and the Mustang was moved onto the North American-exclusive Fox platform. The Mercury Capri would stay in production, now in its third generation, until 1982, when it too was moved onto the Fox platform.
It was the translation of "foreman" (leader of a group of construction workers) on Reverso, but I was wondering if it sounded right or didn't make sense as a van name. Lol I searched wikipedia for a Simca van that I could reuse the name of and couldn't find it, and here we go. Hmm I'm not familiar, will go look. Merci beaucoup, ami --- Post updated --- This is a really cool scenario iirc Simca never owned Matra, just was in partnership with them, as Matra was quite a big company with a lot of non automotive products. --- Post updated --- 1971-1997 Simca 1100/Alvorada II/Onze/Dodge 1100/Avenger/Tufão/1200 Under Chrysler, the Simca 1100 was sold in Latin America in a slightly modified version with less features, available as a 3/5 door hatchback, a LatAm-only 4-door sedan (modelled after the 1301), a ute, or a van. In 1977, the range was facelifted to look like the OTL Talbot Avenger, and the name was changed to Alvorada II (Simca)/Avenger (Dodge). By 1981, Chrysler had sold off Simca, however both parties wanted to use the 1100's platform. Both Simca and Chrysler then developed their own heavily modified 1100s for LatAm. The Dodge/Chrysler model was a sedan/van/pickup/3-door liftback called the Tufão (Coltillo or 1200 in Spanish speaking countries) resembling the USDM Colt/Champ, premiering 1983. The Simca was a 3/5-door hatchback/box van resembling the 1307 (front fascia, some body shape) and Sunbeam callled Onze (not to be confused with the Onz, the European-market C-segment), released 1985. Simca did not sell a pickup version as they had developed a seperate 1501-based pickup/SUV resembling the OTL Rancho (but RWD) that was sold in Brazil as the Trabalhador/Caminhante and as the Pick-Up/Rancho most elsewhere. Simca continue to sell the Onze untill 1992. Chrysler updated the Dodge Tufão in 1990 to resemble the Dodge Shadow, finally being discontinued in 1997. The Onze was replaced with the Castillia, a Latin American specific model based on their European-market Oxie B-segment, and the Onzecico, a similarly LatAm specific stripped-down version of their Métrospace A-segment. Chrysler did not directly replace the Tufão/Coltillo. In Mexico, it was replaced by Dodge's rebadged Hyundai models, the Atos and Verna, while South American markets never recieved a real replacement, except for the Fiat-based pickup trucks that replaced the Tufão/Coltillo/1200 pickup.
Chrysler did owned matra, kind Of. Actually, here are examples if connections between Matra and Chrysler : - it was originally planned to make a Matra 540 , a Matra 530 with a Chrysler Roc engine from the Chrysler 180 . Unfortunatly, production cost were too high , so they had to dump it in favor of the 3-seater coupe that would become the Matra Bagheera. -the Matra Bagheera was tested with both a supercharged 1.6 and 2.0 , both Simca-Chrysler engine -when Chrysler had to sell their EU division, they actually sold Matra alone to Renault, and that's how was born the Renault Espace, and later the Avantime , both (co-)developped by Matra In either way , Chrysler Buying Simca made matra able to get in connection with Chrysler
Thanks for the info, man! I was quite confused as to who owned Matra for quite a bit there Simca Grand Rancho/Rancho 75/Pick-up/Rancho 80/90/Classic In the late 70s, Simca experimented with the idea of a proper pickup truck for the world market, and eventually settled on using the old 1301/1501 unibody solid-rear RWD sedans as a base. By the time it debuted in 1982, they also chose to offer it as an SUV, styled after the Rancho that was already in production. They had very similar lines (and very similar fascias) to the 1100-based Rancho that was already in production, though the SUV version was a 4-door and looked like a Disco S1 in proportions (but with longer rear doors). It was longer and wider than the 1100-based Rancho, and was based on the parts of the (now discontinued in most markets) Simca 1301/1501. It was sold as the Grand Rancho in some markets, and as Rancho 75-series in other markets (where the 1100-based Rancho then had a name change to Rancho 55-series), and was sold as a Simca in all markets except France, where it was the Matra Rancho 75-series. There was also a pick-up truck version, marketed simply as Pick-Up or 75-series Pick-Up, and was available with 2 bed lengths and 2 cab lengths for a total of 4 frames. The pickup models used a sort of half-unibody with a subframe for the bed, similar to some other unibody pickups. Because the 75 was based on the RWD 1301, it actually did receive a 4WD option, unlike the 55. Engines included petrol 1.6, 1.8, 2.0, and 2.2 engines (all from the Type 180 family), while diesels would be Renault, Mercedes, or Barreios units depending on market. In 1986, Simca stopped sales of all 1100 variants in Europe except for the van, pickup, and Rancho 55-series, so production of those models was moved to Brazil where the 1100-based Onze was in production. The 75 recieved an update in 1987 with a somewhat refreshed interior, some new equipment, and a PRV V6 option, the same year that Simca began selling cars in Austrailia and New Zealand. The 55 got a similar update in 1988, a new 4-door bodystyle based on the discontinued 1100 Estate, and a name change to Rancho 60-series (with the pick-up and van now also being badged 60-series rather than 1100), and the 75 became the 80. When the Brazilian Onze ended production in 1992, a new RAV4-esque Rancho 60-series based on the European Onz C-segment with optional haldex AWD was debuted, as a 2-door hardtop/softop convertible or a 4-door wagon. By 1995, the 80-series Rancho got a thorough facelift now resembling the Toyota Prado in the front and the Disco 2 in the rear, and a name change to 90 to make room for a new, more modern 80-series with independent rear suspension in the vein of a Touareg. This also ushered in a new series of Rootes-Simca engines- 1.9/2.2/2.6 petrol and 1.8/2.0/2.4 turbodiesel I4s, plus a 3.0 petrol and 2.8 turbodiesel V6. A further facelift came in 2002 similar to the Xterra in the front and the Prado in the back, as well as a name change to Rancho Classic and some mild engine updates. The model was finally laid to rest in 2008, after a little over 1 million sales.
Rootes/Simca final notes Simca-Matra and Rootes merged in 1994 as Simca-Rootes, and began consolidating platforms and engines Full consolidation by 1999, with the brands aligned as so: Commer with small/medium/large vans, RML B/C-based panel hatchbacks RML at the bottom wih A/B/C/D passenger cars Simca with restyled and slightly reengineered RML cars, an E car, a C-seg crossover, a midsized RWD crossover/pickup, the Rancho Classic, and rebaged Commer vans Singer as a premium-ish brand with sporty styling, with B/C/D/E passenger cars, with C/D coupes Humber as a premium-ish brand with stately styling, D/E FWD-based passenger cars The RWD Humber/Singer cars got axed as they had too niche of appeal and weren't helping them break into the EU markets enough Rootes eclipsed BL by 1995 but was still far behind Ford, and BMW-owned Rover was rising fast. Simca was still trying to chase down Renault and PSA, and being unsuccesful in that regard LatAm, Austrailian, and African markets didn't help enough, though there was significant investment into India and North Africa as manufacturing and selling hubs RML was dropped 2002, replaced fully by Simca. New RWD projects were started around this time Region-specific models recieved a lot of investment at this time as Simca-Rootes saw developing markets as the best way for them to make money with their limited European success, with major investment in India, Algeria, Austrailia, and Turkey, as well as continued investment in Latin America, where Simca had been a large player for a long time Brands were more balanced now, but there were still differentiation issues. Humber received an SUV in 2003, and another in 2007, to help differentiate them from Singer, which was also mving upward with a new RWD sports coupe in 2006, which shared its platform with a pair of new Humber sedans (and a Singer one) in 2007 Simca-Rootes was hit hard by the recesssion, and went into a partnership with Mazda send help
Porsche 925 In 1983, Porsche released a sedan version of the 924S with a 100-inch wheelbase, as competition for the BMW 3-series. This helped cement the 924/925 as the cheaper model. The model was fairly succesful, and was indirectly replaced by the Porsche Macan. 1979-1994 Tatra 610 Tatra needed more volume for their car production. To help this, they made a cheapened version of the car with 1.8 and 2.0 Skoda engines aimed at fleet markets, in a similar veing to the 31029 and 24-10 of GAZ. Later, Tatra-designed diesel V6s joined the range. The model line was a relative success, and received a facelift along with the introduction of the 700, diverging heavily from it, and including a hatchback.
1998-2001 Opel/Vauxhall Suburban In the late 1990s, GM wanted to sell the GMT400 Suburban globally, with the Holden Suburban in Australia and New Zealand, the Chevrolet Suburban in South Africa (which will get it's own post soon), the Daewoo Suburban in South Korea (which will also get it's own post soon), and of course, the Opel and Vauxhall Suburban in Europe and the United Kingdom. The Opel and Vauxhall Suburban were built in GM's plant in Silao, Mexico and imported to Europe and the United Kingdom. Only 1,492 Opel and Vauxhall Suburbans were sold, half under the Opel brand in Europe, and the other half under the Vauxhall brand in the United Kingdom. The Opel and Vauxhall Suburban offered a 5.7L V8 or a 6.5L turbodiesel V8, the former being the 1500 versions and the latter being the 2500 versions. 920 were sold with the former engine option, while 572 were sold with the latter engine option, once again with half being sold under the Opel brand in Europe, and the other half being sold under the Vauxhall brand in the United Kingdom. Some differences between the Opel and Vauxhall Suburban between it's American counterpart was the side markers, which were from the Holden Suburban. And differences between the American and European counterparts, as well as the similarities between the Australian and European counterparts continued on the inside as well. with the dashboard being from the left-hand drive or right-hand drive Chevrolet Blazer, which was stretched on the passenger side, or right side for Opel in Europe, or left side for Vauxhall in the United Kingdom and Opel in Ireland to fit in the larger Suburban. There was also an Opel or Vauxhall badge where the Chevrolet badge would be. There was also a prototype of the Vauxhall Suburban, which was a commercial version, which had it's rear seats removed and rear windows replaced with panels. However, the commercial version of the Vauxhall Suburban never made it into production. The prototype can be seen at the British Motor Museum in Warwick, United Kingdom.
1994-2014 Dodge Ram/Ram Pickup (Brazilian, Australian, South African, Argentine, and British versions) In 1993, Dodge decided to start production of the 2nd gen Ram in Brazil, replacing the Brazilian version of the 1st gen Ram. It ended up being built in Campo Largo, Brazil, where it would be built there until 2014. It would later be launched in 1996 in Australia and South Africa, which were built in Brazil and sold in those countries. While the Argentine and Brazilian versions were launched in 1993. The Dodge Ram was rebadged as the Ram 1000, Ram 2000, and Ram 3000 in Brazil and Argentina. While in Australia, South Africa, and the United Kingdom, the Ram would be known as the Ram 1500, Ram 2500, and Ram 3500. With the Brazilian and Argentine versions being LHD, while the Australian, South African, and British versions were RHD, which would also be sold in the United Kingdom, too. The Brazilian, Australian, South African, and Argentine versions were different from their North American (American, Canadian, and Mexican) counterparts, with taller and narrower mirrors, similar to other pickup trucks sold in Brazil. The Ram also received sealed-beam headlights for Australia and South Africa. The Australian and South African Rams also had also had side marker lights. The Dodge Ram was discontinued in Australia and South Africa in 2001, but Brazilian and Argentine sales continued until 2014, where in 2011, the truck would be renamed the Ram 1000, Ram 2000, and Ram 3000, being sold under the Ram brand. The Brazilian, Australian, South African, Argentine, and British Rams was offered with a 3.4L turbodiesel I4 and a 2.8L turbodiesel I4 since 2009 for the Ram 3500, while the Ram 1500 and 2500 would recieve the 4.2L turbodiesel I6, however, the Australian Rams would also offer more variety in engines similar to it's North American (American, Canadian, and Mexican) counterparts, with Australian Rams receiving the 5.9L turbodiesel I6, as well as the 3.9L V6, the 5.2L V8, 5.9L V8, and 8.0L V10.
