HOW WE GOT
THE NUMBERS.

DATA SOURCES.

TRIP DETECTION.

DIMO's telemetry API exposes five detection mechanisms. We used frequency analysis, which detects activity by signal-update rate rather than relying on the isIgnitionOn signal (which didn't start reporting until 25 Oct 2025). This gave us a consistent view across the full observation window.

TOWING DETECTION.

For every highway sample in every trip, we pair the speed signal with the powertrainCombustionEngineSpeed signal by nearest timestamp, then compute the ratio. For a 2025 Ram 1500 with the 5.7 L Hemi and 8HP70 transmission, unloaded highway cruise sits at roughly 26.2 RPM per MPH. When the truck is pulling a load, the transmission holds a lower gear and that ratio climbs.

MPG ESTIMATION.

The fuel-level signal (powertrainFuelSystemRelativeLevel) returns a percentage. DIMO's refuel-segment detector identifies each time the level jumps up significantly. Between consecutive refuel events, miles travelled are computed from powertrainTransmissionTravelledDistance deltas. Gallons used are inferred by multiplying the pre-refuel level decrease by the published tank capacity.

COLD-START DETECTION.

A cold start is defined as a trip whose first powertrainCombustionEngineECT (engine coolant temperature) reading is within 10 °C of the first exteriorAirTemperature reading, with ECT subsequently rising by at least 30 °C. That excludes trips where the engine was already warm.

REMOTE-START DETECTION.

We classify an ignition session (isIgnitionOn → ON → OFF) as a remote start when: duration is between 60 seconds and 25 minutes, no speed sample exceeds 3 km/h during the session, and ECT rises by at least 10 °C. That catches the signature of a truck warming up without moving.

DATA GAPS WE FOUND.

Real-world telemetry is not perfectly clean. This is what we noticed and chose to disclose:

• Tire pressure stopped reporting on 29 Aug 2025. All four chassisAxleRow*WheelLeft/RightTirePressure signals went silent that day and never returned. Possible causes: device firmware update, dongle reseating, or the truck's TPMS broadcasting on a frequency the R1 stopped polling. We left it as-is rather than imputing.
• Ignition signal began reporting on 25 Oct 2025 — about three months after the dongle shipped. This is why we use frequency-analysis trip detection rather than ignition-based, for consistency across the full window.
• Six DTCs in the first 24 hours, then nothing. Both codes (P068A, P1DB1) are dongle-installation artifacts — see the Error Codes tab.
• Tank capacity is assumed. The 2025 Ram 1500 ships with 23 / 26 / 33 gallon tank options depending on trim. We assumed 26.0 gal (most common). If actual is 33, MPG is higher; if 23, lower.

WHAT WE DIDN'T SHOW.

The vehicle owner granted us specific signal permissions via an on-chain SACD document, including exact GPS. For privacy reasons in this public write-up we have:

• Rounded all GPS to four decimal places (~11 m precision)
• Withheld the owner's wallet address where possible (linked only to the NFT page)
• Aggregated residential-area data in the overview heatmap
• Not shown precise VIN (available via a separate privilege:GetVINCredential grant)

The DIMO protocol exposes a separate privilege:GetApproximateLocation scope that can automatically snap all coordinates to H3 resolution-6 cells (∼3 km across). That's how an owner typically grants "yes, show where I drove, but not my driveway."

REPLICATE EVERY NUMBER.

Every chart on this site is derived from data available via DIMO's public-ish GraphQL APIs. Anyone with a developer license and the owner's SACD grant can query the same data. The complete pipeline is:

Our raw CSVs are available on the RAW DATA section of the home page.