The Dodge Ram 1500 charts its own course in a crowded field, as it competes against the Ford F-150, Chevy Silverado, GMC Sierra, Toyota Tundra and Nissan Titan in the full-size pickup truck market.

Under the hood, the mid-range Dodge Ram 1500 SLT is equipped with a 4.7-liter V8 engine as standard equipment. The top of the line Ram 1500 Sport is fitted with a 5.7-liter Hemi V8, while the basic Ram 1500 ST comes with a 3.7-liter V6 (4×2 only). The Hemi is optional in the SLT.

The SLT’s 4.7-liter V8 puts out 310 horsepower (HP) and 330 foot pounds of torque, while the Sport’s 5.7-liter Hemi puts out 390 HP and 407 foot pounds of torque. (The ST delivers 210 HP /235 lb./ft.) All Ram 1500s are equipped with a five-speed automatic transmission. A manual transmission is not offered.

When fitted with the 4.7-liter V8, the official mileage estimates for the 2009 Dodge Ram 1500 4X4 are 13 city / 18 highway miles per gallon (MPG).

(As one would expect, the two-wheel drive Rams score a wee bit higher, with the 1500 ST 4X2 rated at 14 city / 20 highway, and the 1500 SLT 4X2 rated at 14 city / 19 highway.)

We covered more than five hundred of miles in our Inferno Red Crystal Pearl Coat review unit. By driving conscientiously with a light foot, we were able to do a touch better than the official estimates on the open road, with an average of 20.1 MPG on the Interstate highway and 15.4 MPG combined with a light to no load. Overall test period temperatures ranged from the fifties through the seventies, with highway testing in the sixty degree range.

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, windows up: 19.8 MPG
Cruise control off, target speed 60-72 MPH, A/C off, windows up: 20.5 MPG

The standard 4.7-liter engine provides plenty of grunt on and off road.

While the Ram beat the numbers on the highway, there’s no forgetting that this is a beefy full-size pickup. Getting the Ram off the line takes its toll on fuel-efficiency.

The 4.7-liter V8 is a Flex Fuel engine (FFV) that can use E85 ethanol, gasoline or a combination of both. We performed our tests with conventional unleaded regular gasoline. Fuel economy results while running E85 are likely to be significantly lower than with conventional gasoline.

The Ram 1500 is fitted with a 26 gallon fuel tank. A 32 gallon tank is optional.

Ride comfort sets the Ram 1500 apart from the competition.

Rather than using leaf springs, the Ram benefits from a multi-link coil suspension that delivers a smooth ride and solid handling, whether the box is empty or full.

Our Regular Cab SLT 4×4 test unit was equipped with the 6.4’ box. The Regular Cab can be fitted with an 8 foot box, as well. The Quad Cab box measures 6.4’, while the Crew Cab’s box measures 5.7’.

The Regular Cab SLT 4×4’s standard payload capacity is 1410 pounds. The standard towing capacity is 6350-6400 pounds, with a maximum towing capacity of 8850 pounds. A 3.55 axle ratio is standard issue, while a 3.92 axle ratio is optional. Four wheel disc brakes are standard.

The 24T Preferred Option package includes TRX fender flares and badging, along with the 3.92 axle, and skid plates for the front suspension and transfer case, among other goodies.

The Ram’s interior is handsomely designed, quite comfortable, and highly functional.

A center mounted display screen providing trip meters, transmission and coolant temperatures, engine hours, and average miles per gallon is standard in the SLT, Sport, and TRX. An instant fuel economy gauge is not offered. We recommend adding an aftermarket real-time MPG gauge to help achieve higher fuel efficiency.

There are two 12-volt power outlets at the base of the dash. An 115-volt power outlet is optional. The standard six-speaker audio system includes an audio input jack. One year of SIRIUS satellite radio is standard. Uconnect Bluetooth is optional. A 506-watt seven-speaker Alpine Premium sound system is available.

Audio options in the 2010 Ram are significantly upgraded, with updated Uconnect systems that include 30GB media storage, a 6.5” touch screen display, and iPod control.

There’s an abundance of in-cabin storage, with dual gloveboxes, a center seatback console, and behind the seat cubbies.

All-in-all, the Ram 1500 SLT Regular Cab 4×4 is one easy riding pickup, whether on or off the beaten path. No question about it, Dodge has upped the ante when it comes to comfort and driveability. We still hold out hope they’ll see fit to add a highly fuel-efficient clean diesel option for the 1500 in future models.

Parts Content

US/Canadian Parts Content: 53%

Country of Origin:
Engine: United States
Transmission: United States

Final Assembly Point:
Fenton, Missouri

As a nation, we must take a comprehensive and unbiased approach to national transportation/energy policy. We have been given the natural resources to make this happen. It is simply a question of having the will to see it through, without giving into factions and lobbies.

Step 1: Immediate and massive conversion of diesel fleet vehicles to natural gas power (NGV). This will spur employment and lower pollution in communities across the nation. School bus, public transportation, utility, delivery, and courier fleets present a prime opportunity for retrofits and new vehicle sales.

Step 2: Encourage the rapid adoption of highly-efficient clean diesel passenger vehicles. The engines and exhaust treatment systems have been developed. Americans need to be able to buy passenger vehicles with the same fuel-efficient engines that are available in Europe, where diesel market share exceeds 50%.

Step 3: Continue to encourage the development of electric-powered passenger vehicles (PHEVs & EVs). Lets get the battery plants built and bring these cars to market at an affordable cost. This will require massive government subsidies in the short-term, until the cost of production is driven down to a realistic level.

Step 4: Turn up the heat on biofuel development. Ease away from inefficient corn-based ethanol production. Increase algae production efforts.

Step 5: Provide micro-grants to garage entrepreneurs for technology development and installation. Revitalize the auto dealerships that have lost their franchise and get those service departments humming again.

Step 6: Encourage drivers to become more fuel-efficient through technology and technique. You don’t have to drive like Grandma to save a few dollars at the pump each time you fill up. Over the course of a year, the savings can be significant.

The four-door Jeep Wrangler Unlimited Sahara 4×4 is fitted with a 3.8-liter V6 engine that can be mated to either a six-speed manual or four-speed automatic transmission. The Wrangler’s V6 produces 202 horsepower (HP) and 237 foot pounds of torque.

The EPA’s fuel economy estimates for the 2009 Jeep Wrangler Unlimited 4×4 are 15 city / 19 highway miles per gallon (MPG) with both the manual and automatic transmissions. (The 2WD Sport 4×2 and Sahara 4×2 are rated slightly higher, at 15/20)

We put more than five hundred miles on the odometer of our automatic-equipped Red Rock Crystal Pearl review unit over a range of terrain and were able to squeak past the official mileage estimates with an average of 22.1 MPG on the Interstate highway and 17.9 MPG combined.

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, windows up: 21.2 MPG
Cruise control off, target speed 60-72 MPH, A/C off, windows up: 23.1 MPG

Overall test period temperatures ranged from the mid-fifties through the low eighties, with Interstate highway testing temperatures in the sixties. Highway tests were performed with the removable top on the vehicle.

The Wrangler’s 3.8-liter engine runs on regular unleaded fuel. The 22.5 gallon capacity gas tank provides a good amount of range.

There’s no mistaking the Wrangler for a speed demon, as it takes a leisurely trot up to highway speeds.

We had the opportunity to run our test unit through a variety of conditions, including miles upon miles of sand roads crisscrossing Wharton State Forest in the heart of the Jersey Pinelands. We found the Wrangler Unlimited to be most at home when off the beaten path. While the highway ride is smooth, it can be a bit bouncy in-town.

Although the Wrangler includes an average fuel economy display as standard equipment, it lacks a real-time fuel economy gauge. We used an aftermarket AutoMeter EcoMeter throughout testing in order to achieve higher fuel efficiency through light-footed driving.

The Wrangler Unlimited rides on a 116-inch wheelbase that’s stretched 20.6-inches over the standard Wrangler. This allows for a generous amount of passenger room and cargo capacity. 46.4 cubic feet of cargo space is available when the 60/40 rear seats are up and a whopping 83 cubic feet of space is available when the rear seats are down. Underfloor storage provides additional space to store items away from prying eyes.

Rear seating is designed to accommodate three, with plenty of leg and headroom.

A subwoofer-equipped 368-watt 7-speaker Infinity sound system is standard in the Wrangler Unlimited Sahara. Our test unit was fitted with the optional Uconnect Navigation and audio system, which includes a 30 gigabyte hard disk drive (HDD) for music storage.

While there are both USB and audio input jacks, USB performance is limited. The system does not work directly with iPod menus and cannot play music downloaded from the iTunes Store unless converted to MP3 format (or run through the audio input jack). Music files can be downloaded to the HDD from USB devices or ripped from audio CDs.

The look may be retro, but the modern conveniences are covered. True to Jeep tradition, the doors are removable, even though they include power windows and locks. There are two power outlets at the base of the dash. While our test unit was not equipped with it, a Bluetooth option is available. Although we’ve gotten a bit lost in the Pinelands in previous outings, off-roading with a satellite navigation system on-board is like having a little bird on your shoulder.

Make no mistake about it … this is a serious four-wheeler, not a fashion accessory. Four wheel disc brakes, a Dana 44 heavy duty rear axle, skid plates (for the transfer case and fuel tank), Command-Trac Shift-on-the-fly 4WD, and Hill Assist are standard, along with two front two hooks and one rear tow hook. The Wrangler Unlimited rides on 18 x 7.5 inch machined cast aluminum wheels shod with P225/70R18 On-/Off-Road Tires. A full size spare is standard issue.

The Wrangler Unlimited comes standard with Jeep’s Sunrider soft top. We highly recommend adding a hard top. The optional three-piece modular Freedom hard top includes a rear window wiper/defroster and is reasonably priced. One person can easily remove or install the front sections of the Freedom top.

All-in-all, the Jeep Wranger Sahara Unlimited 4×4 continues to fill a unique niche by delivering dependable off-road performance, in-cabin technology, iconic design, and open air motoring, along with plenty of cargo capacity and passenger space. If you want to get there with four doors and an open roof, the Wrangler Unlimited is the only game in or out of town.

Curb Weight: 4,269 pounds – manual, 4,294 – automatic.
Final Assembly Point: Toledo, Ohio
Country of Origin: Engine – United States, Transmission – United States
U.S/Canadian Parts Content: 57%

Tens of millions of existing pickup trucks could benefit from the conversion to plentiful natural gas or to more fuel-efficient diesel engines. Shuttered automobile dealerships could become conversion centers that reemploy displaced workers and stimulate the economy on Main Street. Existing technology can be bolted into place immediately, without waiting years for development.

Domestically manufactured clean diesel engines and natural gas vehicle (NGV) conversion kits will bring benefit in the near term, as battery-powered conversions come down the line and prices fall.

Cash for Clunkers was just a start. There is much more to do at a local level.

A Recovery Through Retrofit program for Pickup Trucks goes right to the heart of the matter, by providing economic sensibility with an approach that encompasses all technologies, rather than one.

The five-door 2009 Hyundai Elantra Touring is fitted with a 2.0-liter DOHC engine that can be mated to either a five-speed manual or four-speed automatic transmission. The Elantra’s inline four produces 138 horsepower (HP) and 136 foot pounds of torque.

The EPA’s fuel economy estimates for the 2009 Hyundai Elantra Touring are 23 city / 31 highway miles per gallon (MPG) with the manual transmission and 23 city / 30 highway with the automatic.

We put roughly three hundred miles on the odometer of our five-speed manual Carbon Gray review unit over a long weekend and easily dispensed the official mileage estimates with an average of 35.4 MPG on the Interstate highway and 29.8 MPG combined.

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, windows up: 34.5 MPG
Cruise control off, target speed 60-72 MPH, A/C off, windows up: 36.3 MPG

Overall test period temperatures ranged from the fifties through the seventies, with Interstate highway testing temperatures in the high sixties.

The Elantra Touring’s 14.0 gallon gas tank provides for a reasonable amount of highway range. The 2.0-liter engine is designed to run on regular unleaded fuel.

While the little four-banger’s numbers might not look impressive on paper, it delivers off-the-line when fitted with the five-speed manual. Performance is quite adequate in an unladen vehicle. Fill the car with friends, family, and cargo, however and the 2.0-liter will have its work cut out for it.

Those who opt for the manual transmission will not be disappointed. The Elantra Touring’s standard B&M shifter makes it a pleasure to take a quick run through the gears.

Through the twisties, the Hyundai five-door’s handling isn’t as tight as the segment-leading Mazda3 … but when it comes to hauling gear the Elantra Touring absolutely shines.

There’s a remarkable amount of cargo capacity, with 24.3 cubic feet of space available when the 60/40 rear seats are up and 65.3 cubic feet when the rear seats are down. Cubbies underneath the rear floor provide concealed space for even more stuff.

Rear seating is comfortable for four, with a center fold-down armrest and plenty of headroom.

Driver’s amenities are quite good, given the Elantra Touring’s price point, with the beefy leather-wrapped steering wheel providing integrated controls. Manual lumbar support is standard.

Our test unit was fitted with the Premium Sport package, which includes a power sunroof, heated front seats, and 17-inch alloy wheels. The optional Bluetooth hands-free phone system is housed above the windshield.

There are two power outlets at the base of the dash, and another in the cargo area.

The standard six-speaker audio system provides both auxiliary and USB input jacks. Although the standard audio system does a great job of iPod integration, volume is limited. iPod support includes access to playlists, artists and albums.

The steering wheel controls allow you to switch between songs, auxiliary input devices, CDs, radio and satellite radio without lifting your hands from the wheel, so your eyes can stay on the road.

While the trip computer provides an average mile per gallon fuel economy display (along with distance to empty), the Elantra Touring lacks a real-time fuel-efficiency gauge. We always recommend the use of a real-time fuel economy display as a means to encourage light-footed driving in the effort to achieve higher gas mileage.

All-in-all, the Hyundai Elantra Touring delivers excellent value with a combination of technology, fuel efficiency, driveability, and cargo capacity. Whether viewed as a competitor to the Toyota Matrix and Mazda3 or as an alternative to a small SUV, the Elantra Touring provides plenty of bang for the buck.

The 2010 Mustang V6 is fitted with a 4.0-liter SOHC engine that can be mated to either a five-speed manual or automatic transmission. The Mustang’s V6 produces 210 horsepower (HP) and 240 foot pounds of torque. Although the Mustang V6 gives up a bunch of HP to both the Camaro and Challenger V6s, Ford’s pony car is significantly lighter than the competition.

The EPA’s fuel economy estimates for the 2010 Ford Mustang V6 are 18 city / 26 highway miles per gallon (MPG) with the manual transmission and 16 city / 24 highway with the automatic.

When driven conscientiously, the V6 Mustang can easily exceed its fuel economy ratings. We put over six hundred and fifty hundred miles on the odometer of our automatic-equipped Sterling Gray review unit and slipped past the official mileage estimates with an average of 27.9 MPG on the Interstate highway and 21.3 MPG combined.

Overall test period temperatures ranged from the fifties through the seventies, with Interstate highway testing temperatures in the sixty degree range.

The 2010 Mustang V6 rolls in at approximately 4,300 3,400 pounds with the manual transmission (tack on another fifty pounds or so for the automatic). The Camaro is more than 400 300 pounds heavier, while the Challenger weighs in at the heaviest of the bunch at over 3800 pounds. While the Mustang’s 4.0-liter V6 delivers adequate punch on the roll, off the line performance falls behind the Camaro’s 300 HP direct-injected V6.

In the battle between Chevy, Dodge, and Ford, the Mustang V6’s weight advantage allows its less powerful engine to deliver middle-of-the-pack acceleration.

Fuel economy displays include both average mile per gallon and real-time fuel-efficiency. We always recommend light-footed driving and the use of a real-time fuel economy display as a means to improve gas mileage.

The Mustang’s 16.0 gallon gas tank provides a good amount of highway range. The 4.0-liter engine is designed to run on regular unleaded fuel. The Easy Fuel capless fuel-filler system ensures that you’ll never leave a gas cap behind at the service station.

Top up or down, this one’s a joy to drive.

Out in the twisties, the V6 Mustang out-handles the competition. Never mind that it’s still sporting a coil spring 3-link solid-axle rear suspension setup. A 33.4 foot curb-to-curb turning circle bests the competition. Four-wheel anti-lock power disc brakes are standard.

Our V6 Convertible Premium review unit was equipped with the V6 Pony Package, fog lights, fender badges, pony tape stripe, rear decklid spoiler, and 18-inch polished aluminum wheels. Sequential LED tail lamps are standard.

The 2010 Mustang’s interior sets a high mark, with excellent fit and finish. Our Mustang featured leather-trimmed upholstery, with the Comfort package adding heated driver and passenger seats and six-way power adjustment. Power lumbar support hits the spot.

This little pony delivers the tunes, with an eight-speaker, 500-watt Shaker Audio System, voice-activated Microsoft SYNC, SIRUS satellite radio, and steering wheel controls. SYNC’s USB iPod support and Bluetooth cellphone support earn high marks. There are two power outlets, one on the dash and one in the console. A standard audio input jack is also provided.

Convertible top operation was smooth and easy, although not exceptionally speedy. The Mustang was relatively quiet with the convertible top up. SYNC voice-operation was challenged with the top down, but functional. Although rearward visible isn’t too bad for a convertible (with the top up), a rear view camera is available.

The 2010 Mustang has two gotchas.

Rear seating is rather tight, especially with the top up. Needless to say, it’s much easier to climb into the back seats with the convertible top down.

The Mustang’s trunk is relatively small. The Mustang coupe’s cargo area is rated at 13.4 cubic feet (larger than the Camaro, but significantly smaller than the Challenger), while the Mustang convertible’s cargo area is rated at just 9.6 cubic feet. While the rear seat folds down in the coupe (allowing for more flexible cargo arrangement), the rear seat does not fold down in the convertible.

All-in-all, the 2010 Ford Mustang V6 represents a significant step up over previous years. While a bit down on power, the Mustang V6’s solid handling, sweet interior, rocking sound system, and convertible model earn it a slot at the top of the pack. Rest assured, the ante will be upped as Ford switches over to the EcoBoost engines in upcoming models, with higher fuel economy and improved performance.

Now that the federal government’s cash for clunkers program is a fading memory, a new car rebate or incentive can make or break a purchase. With a little help from the factory, the qualification factors can tilt in your favor.

This wonderful beast delivers a unique combination of fuel efficiency, range, driveability, luxury, and towing capacity, along with some of the best in-cabin technology on the market today.

If you’ve spent much time on MPGomatic.com, watched a bunch of my review videos on YouTube, or follow me on Twitter, you might already know that I dig clean diesel technology and the potential it holds for America.

So when I was invited to take the clean diesel Q7 TDI on a road trip to see how many miles I could squeak out of the 26.4 gallon fuel tank, I jumped at the chance.

While the 2009 Q7 TDI is officially rated at 17 city / 25 highway miles per gallon (MPG), I knew it was capable of significantly better mileage when driven conscientiously.

The first leg of the effort on the Interstate proved that out, as I scored 28.3 MPG with the cruise control on (set at our standard 68 MPH) and 30.1 MPG (at speeds between 60 and 72 MPH) with the cruise control off. With outside temperatures in the 80s, the air conditioning ran for the entire day. By the time the Q7 TDI rolled back into the driveway late that afternoon, I had travelled just under 200 miles on just over seven gallons of fuel.

These are impressive numbers for a seven-passenger vehicle, all the more so when you consider the amount of power and towing capacity. With the Q7 TDI, fuel economy is just the start.

When you talk about diesel engines, it’s not the horsepower (HP) that makes the difference … it’s the torque. While the common-rail injected 3.0 liter V6 is rated at 225 HP, it puts out a stunning 406 foot pounds of torque. All that torque allows for a very generous towing capacity of 6,600 pounds. Not to mention a very rewarding rush of acceleration when you step on the pedal …

The second leg of our test was largely spent on local roads, both in-town and out in the country. Once again, the Q7 TDI’s mileage results were exemplary for its size and weight, with 45 MPH back road cruising delivering mileage well into the thirties.

Our goal for the tank was 600 miles of combined driving. If we had planned out a route that consisted exclusively of backroads and Interstate driving, we could have exceeded that distance handily.

As it turned out, we fell a just a bit short of our goal. Blame it on the route and the rush that the Q7 TDI delivers when you mash the pedal. That blast of locomotive-like power is remarkably smooth and all too addictive.

Despite what the naysayers might think, the availability of diesel fuel was not a problem whatsoever around these parts, whatsoever.

When it came time to finally fill up, we rolled past a raft of stations, looking for the least expensive price per gallon. 6 of 7 stations had diesel fuel, although there was a wide variation in pricing. For the most part, the cost of diesel fuel hovered around the cost of unleaded regular gasoline.

After traveling 588.4 miles, we pulled into a Quik Check with five miles worth of fuel left in our tank.

If we had the chance for a do-over with a tightly planned route, 750 miles on one tank would be well within reason.

The 2010 Prius features an upgraded Hybrid Synergy Drive system with a DOHC 1.8 liter 16-valve VVT-i four cylinder engine and permanent magnet AC synchronous electric motor mated to an electronic continuously variable transmission (ECVT). The gasoline engine produces 98 horsepower (HP) and 105 foot pounds of torque, while the electric motor adds 80 HP and 153 foot pounds of torque. The engine in the 2010 Prius is significantly larger than the 1.5 liter engine used in earlier models.

The official gas mileage estimates for the 2010 Toyota Prius are 51 city/48 highway miles per gallon (MPG), a slight improvement over earlier models, despite the increase in displacement.

We travelled more than 750 hundred miles on our Blue Ribbon Metallic 2010 Prius and dismissed the official fuel economy estimates, landing an average of 59.2 MPG on the highway, and 55.1 MPG combined. With those numbers, the 11.9 gallon gas tank provides a generous cruising range.

Interstate Mileage Testing:

• Cruise control set to 68 MPH, A/C off, ECO mode, windows up (1-inch gap): 56.5 MPG
• Cruise control off, target speed 60-72 MPH, A/C off, ECO mode, windows up (1-inch gap): 61.9 MPG

Overall test period temperatures ranged from the seventies to eighties, with Interstate highway testing temperatures in the seventy degree range.

Even with the added 3/10ths of a liter, the 2010 Prius covers the 0-60 sprint in the same ballpark as its predecessor.

The ride and handling, however, have improved significantly over earlier models.

The 2010 Prius comes configured with one of four trim levels for consumers (there’s a base model that’s intended specifically for fleets).

The interior of the 2010 Prius is more hospitable, as well, although its travels further into the spaceship realm of design. We appreciate the Prius IV’s leather seating surfaces, heated front seats, and power lumbar support.

Our Prius IV test unit was fitted with the Solar Roof Package, which includes a tilt/slide sunroof and interior fan to ventilate a parked car on hot sunny days with power from rooftop solar cells. The $3,600 option package also includes a voice-activated DVD touchscreen navigation system and an integrated backup camera.

The backup camera is especially welcome, as rearward visibility in the Prius is somewhat compromised by the car’s aerodynamic design.

The Prius IV features an eight-speaker JBL sound system along with hands-free Bluetooth and Bluetooth music streaming. While there is a auxiliary audio input jack in the center console as standard issue, the Prius oddly lacks provisions for USB iPod hookup is an added-cost option. Steering wheel controls are well thought out.

The rear seat of the Prius provides a respectable amount of headroom and leg room. Cargo flexibility is a highlight and the Prius can handle those Costco runs with ease. 60/40 rear seats fold flat and provide 21.6 cubic feet of cargo capacity.

Scoring higher fuel economy marks with the Prius is simply a matter of diligence. Once you learn how to drive with a light foot and max out the hybrid system’s potential, you’ll find that 60 or 70 MPG segments are easy to achieve, under the right conditions.

The transmission provides Eco, Power, and EV modes. (We performed the majority of our testing in Eco mode.) EV mode is appropriate only for short-term low speed crawling, in the absence of significant grades.

All 2010 Prius are fitted with P195/65R15 tires, with the exception of the Prius V, which is fitted with larger P215/45R17 tires. Integrated regenerative braking and anti-lock brakes are standard, with power-assisted ventilated discs in the front and solid discs in the rear. We found the regenerative brakes to operate smoothly.

All-in-all, the third-generation 2010 Toyota Prius delivers a significant step up from the previous edition, with a more comfortable interior, a smoother ride, and higher fuel efficiency. Although the car’s design might be polarizing, there’s no denying the technical achievement. When driven properly and under the right conditions, conscientious Prius drivers can achieve positively remarkable mileage results.

On occasion, I need to pick up or drop off a review car in New York City. Thankfully, it’s easier to get to NYC from my place than it is to get to a random corporate marble and glass palace in suburbia.

In order to get to New York City without a car, I have to walk a mile and a half to the closest public transportation … a bus stop on the other side of the state highway. There, I can pick up a local bus that will (eventually) take me to the Princeton “Dinky” train station.

The Dinky is a cool little light rail train that runs between Princeton and Princeton Junction, which is on Amtrak’s Northeast Corridor. There is no direct commuter bus from my town to the Princeton Junction train station.

Once upon a time, our town had its own train station. The West Trenton passenger train line, with service linking to both New York City and Philadelphia, ran through here until it was abandoned by NJ Transit in 1983.

Freight trains still run on the line.

Over the years, there’s been much talk (and a bit of funding) devoted to the topic of restarting commuter service on the West Trenton train line. This would require the construction of a bunch of new train stations and the laying of a whole new set of tracks.

A huge effort like that seems a bit crazy in these times.

So the question comes to mind ….

Why can’t NJ Transit simply devote a pair of clean-burning Natural Gas Powered buses to provide direct commuter service between suburban centers (like this town) and the existing train stations?

This could be done rapidly, with minimal impact to both the environment and state budgets. It would reduce traffic congestion by removing hundreds of cars off the road during peak hours. It might even be able to pay for itself.

Come to think of it, the solution might be best left to the private sector …