Lifted 1990 Dodge Dakota 4x4 Truck
Sunday, December 27, 2009
Saturday, December 26, 2009
2010 Dodge Dakota
Wednesday, December 23, 2009
Heavyweight Dodge Ram voted 'Truck of the Year'
2010 Dodge Ram 3500 Laramie Mega Cab
Chrysler Group's Dodge Ram Heavy Duty won Motor Trend magazine's coveted "Truck of the Year" award in a unanimous vote, the magazine announced Thursday.
"Much of what is so impressive about the Ram Heavy Duty is not only how easily it does all the tasks it's built for, but also how easy it is on the driver," Angus MacKenzie, Motor Trend editor-in-chief, said in a statement. "The Ram is quieter, more comfortable and people-friendly than before without sacrificing its considerable capability."
The award was open to pick-ups and vans that were all-new or substantially redesigned in the past year. Besides the Ram Heavy Duty, the three other contenders for this year's award were the Ford F-150 SVT Raptor, which is a high-performance off-road truck, the Ford Transit Connect, a small commercial cargo van, and the Toyota Tundra 4.6-liter truck.
The Ram Heavy Duty, unlike the more familiar Dodge Ram 1500, is built strictly for work and isn't intended as a vehicle someone might drive for personal use. It has a 17,500 towing capacity and is available with a powerful diesel engine.
0:00 /3:42Rebuilding Cadillac's image
"No automotive segment has been left untouched by the economic downturn, but the truck market has been especially hard hit," said MacKenzie. "With many casual personal-use truck buyers having deserted the market, the industry has been forced to tightly focus its products on the specific needs of truck users."
Motor Trend editors judged the trucks based on design, engineering, efficiency, safety,and value, as well as on how well the vehicle fills its intended function. As part of the judging process, the trucks are put through a series of driving tests on test tracks and on ordinary roads, both empty and fully loaded.
Motor Trend gives three vehicle awards annually. The Subaru Outback won the magazine's SUV of the Year award in October, the second year in a row that a Subaru product won that award, and the Ford Fusion won Car of the Year in November.
"The Motor Trend Truck of the Year Award is like a standing ovation for the Chrysler Group designers, engineers and planners who developed this incredible Ram Heavy Duty Truck," said Fred Diaz, president and chief executive officer of Chrysler Group's Ram truck brand, in a statement.
Chrysler Group recently named Diaz to head the Ram truck brand, a newly distinct brand within Chrysler. Car designer Ralph Gilles now heads a separate Dodge car brand.
Monday, December 21, 2009
Chrysler's Dodge Ram and Challenger win awards
The Ram and Challenger news is a rare bright spot for Chrysler in a year that saw a steady downpour of bad news. The company has been through a government-sponsored bankruptcy, gotten a new owner, shuffled executives and pared its dealerships. The automaker also has faced criticism for its current product line, which underscored the importance of the awards announced this week
Friday, December 18, 2009
Ram Heavy Duty wins truck of the year award
US publication Motor Trend has chosen Chrysler’s 2010 Dodge Ram Heavy Duty as its truck of the year, beating trucks from Ford and Toyota in what has become a prestigious competition. The Ram Heavy Duty specifically beat three major competitors - the Ford F-150 SVT Raptor, the Ford Transit Connect van and the Toyota Tundra 4.6-litre work truck.Chrysler last won truck of the year in 2003 with the Ram Heavy Duty. Last year, Ford's F-150 truck took the prize, while in November the 2010 Ford Fusion was named car of the year.
Motor Trend specifically praised the Ram Heavy duty for its powerful and clean engine and quiet comfortable ride. The model’s Cummins diesel engine meets emissions standards in all 50 US states without needing expensive aftertreatment technology. The magazine also said the truck's 17,500-pound towing capacity outperformed rivals, while the platform has received significant upgrades that improve ride, handling and noise compared with the previous model.
The 2010 Ram Heavy Duty is available in five trim models and sports suspension and brake improvements that are designed to help in carrying heavy loads. The truck starts at US$28,165 for a regular cab model, US$36,865 for crew cab models and US$36,865 for Mega Cab models. The model is slated to arrive in dealerships before the end of 2009.
The Ram truck is the best-selling vehicle in Chrysler's line-up, Ram Heavy Dutyalthough sales fell 37% to 9,787 in November.
Wednesday, December 16, 2009
Dodge Ram Hybrid is Still on Target
Chrysler is still planning on introducing a hybrid-powered Dodge Ram in 2010, but a diesel-powered model is up in the air. Chrysler announced last year that both models would be introduced in 2010, but those plans may have changed.
Scott Kunselman, Chrysler senior vice president of engineering confirmed that the hybrid is still on, but wouldn't comment on the future of the diesel. Only saying that he doesn't think there is enough of a market among recreational buyers for the diesel. We can expect more details when Chrysler will outline its five-year business and product plan on November 4th.
2009 Dodge Ram Pickup
Dodge has officially unveiled the all-new 2009 Dodge Ram pickup at the Detroit Auto Show.
For the 2009 model year Dodge's full size truck is all-new with more style and more features to keep it competitive with the also all-new Ford F-150 and the Tundra and Silverado pickups. Dodge boasts that the new truck features 35 new or improved features. It's new 5.7L HEMI V8 packs 380 horsepower and 404 lb-ft of torque. The HEMI powered truck manages to reach 0-60 mph in 6.1 seconds. Two other noteworthy additions are the addition of an aluminum hood and rear coil springs instead of the typical leaf springs setup.
Tuesday, December 15, 2009
2010 Dodge Ram Heavy Duty: First Drive
The 2010 Dodge Ram Heavy Duty comes in single- and dual-rear-wheel configurations with a choice of regular, crew and mega cabs and two cargo box sizes (six-foot-four and eight foot). A 5.7-liter Hemi VVT V8 gasoline powerplant is standard on 2500 models while a grittier 6.7-liter Cummins turbo diesel inline-six comes on the 3500 models (available on 2500).
Several distinct trim levels – ST, SXT, SLT, TRX, Laramie and Power Wagon – and four different axle ratios – 3.42, 3.73, 4.10 and 4.56 – are available depending on equipment level.
The HEMI makes 383-hp and 400 ft-lbs of torque and can pull a 12,600-pound load right off the assembly line with its five-speed automatic featuring electronic range select. But, if towing is the priority, the Cummins is the way to go!
Paired with the available six-speed automatic transmission (a 6MT is standard), it develops 350-hp at 3000 rpm and best in-class 650 ft-lbs of torque at only 1500 rpm. That's good for 18,500 pounds of towing grunt and a maximum payload of 5,150 pounds! Several options are available to increase that.
JAKE BRAKE NOW STANDARD ON CUMMINS-POWERED TRUCKS
Dodge now offers an exhaust brake as standard equipment on the diesel-powered powerhouses. More commonly referred to as a “Jake brake,” this device constricts exhaust flow going through the turbo to dramatically slow the vehicle and reduce brake fade, prolong brake life and, most importantly, provide confidence and safety when hauling heavy loads on downhill grades.
“It's all about towing, capability, reliability, durability and getting the job done,” says Jim Morrison, Senior Marketing Manager for Dodge. This is what customers in the heavy duty truck market look for. Scratch that. It's what they expect and the new Ram HD delivers in spades.
Dodge expects to see significant interest from buyers looking for a vehicle that can tackle the business side of things during the week and haul all their power toys on the weekend.
FROM THE DRIVER’S SEAT
Not only is it a prodigious workhorse, the ride quality is less bumpy than previous gens thanks to some suspension tweaks and a new C-pillar fluid-filled hydro mounting setup that better isolates the cab from the rest of the suspension.
With a Dodge rep in the back surrounded by at least three carry-on sized bags on the heated rear seats of a loaded 3500 HD Laramie, there's still a ton of room for more people and many more things. In traditional Ram fashion, there's a ton of interior storage, including an engrossing center console, two-tier glove box and in-floor second-row cubbyholes, for example. For a truck of such manly proportions, you almost expecting a rough and noisy ride, but that's not the case at all.
The premium interior gets decked out with full leather and wood plus comforts and conveniences like heated and ventilated front seats, a heated steering wheel, automatic climate control, memory seats, stereo and mirrors, navigation and numerous infotainment options like Sirius Backseat TV, Uconnect Multimedia with a 30-gigabyte HDD and the optional 10-speaker surround system – another segment first.
Once inside Chrysler's Chelsea proving grounds, I do some laps in a 3500 Crew dually long box with a 16,500-pound tractor and trailer strapped to the gooseneck-style hookup; also pulling round an 8,300-pound 24-foot trailer combo in a 2500 Crew 4x4 short box using a standard ball and hitch with draw bar. The trucks are up for it and I encounter no problems. Rest assured these setups are thoroughly tested on coast-to-coast long hauls by teams of engineers.
The Power Wagon's standard 12,000-pound winch isn't needed on this day. A better handle, if I may, for this truck is the Monster Ram.
THE VERDICT
This is the first time a crew-size cab has been available on a Ram truck, giving both 2500 and 3500 models a bona fide chance to succeed in the highest volume part of the heavy-duty pickup segment (between 50 and 70 percent) as fleets everywhere get replenished.
2010 Ram Power Wagon
Words by Dan Sanchez, Photos by Mike Levine
When you compare the latest off-road trucks, it’s clear that the second-generation Ram Power Wagon has been humbly launched in the shadows of the headlines touting Ford’s F-150 SVT Raptor. But once you get behind the wheel of the Ram lineup's best off-road vehicle, and experience the thrill of maneuvering a full-size crew cab truck, nimbly over terrain almost as easily as a Jeep, you begin to remember which features are really important to a large group of off-road truck enthusiasts.
To test its off-road prowess, we took a 2010 Power Wagon to Johnson Valley Off Highway Vehicle park, located in Mojave Desert north of the San Bernardino Mountains. On almost any weekend you can find a wide mix of off-road enthusiasts running everything from dirt bikes to purpose-built rock crawlers on Johnson Valley’s variable terrain. OEM and aftermarket manufacturers test their latest gear here and the rapidly growing “King of the Hammers” off-road race has made Johnson Valley its home, because of the unique mix of Baja-style trails, dry lakebeds and brutal rock islands here.
It was cool to see a handful of SCORE Baja Class-8, stock full-size race trucks in the park. It reminded us that that driving wide-open on flat dirt roads and catching air over deep ruts is lots of fun, but the Power Wagon isn’t made for that. It’s a serious four-wheeling vehicle that can handle almost any terrain yet still perform as a tough work truck. The eight-lug, three-quarter ton rig can tow up to 10,300-pounds and haul up to 1,940-pounds of payload.
Although our test truck’s presence didn’t catch the interest of the Class-8 racers, it did grab the attention of the park ranger. He immediately drove up to us in his first-generation Dodge Power Wagon just after we arrived. While we worried that we’d maybe broken some rules or failed to get our permits in order, it was a relief when he explained his anticipation to take possession of a 2010 model he had on order - his current truck had more than 70,000 miles on it, nearly all hard-earned while patrolling Johnson Valley's 190,000 acres.
The ranger used the opportunity to check our test truck up close, and told us that his experience and preference for the Power Wagon comes from its ability to reach park visitors in the wide variety of terrain found there. Wannabe desert racers with go-fast machines could outrun him on the trail but using his deep knowledge of the park, he'd catch them by being slow and steady when they paused for a break or at their campsite. His current Power Wagon is frequently called upon to tow out 4x4 vehicles that break, get stuck in the loose sand, or find themselves high-centered over terrain that they simply can’t handle. With a grin, he told us that in recent months he'd pulled two heavy-duty tow trucks out of the sand that had come to rescue other stuck rigs.
The Power Wagon’s capabilities became clear as we found several areas to test its agility over rocky terrain. First, we found it easy to air down the Power Wagon’s tire pressures using the tire pressure monitor gauge on the dash. This allowed us to precisely air down to the levels we needed for crawling over rocks and deep sand, and bring the tires back to the correct pressures when we were ready to head home on the highway.
As we traveled across miles of rolling hills, we found ourselves maneuvering through deep sand and low brush. Although there were times we couldn’t find the trail, the Power Wagon didn’t have any difficulty maintaining a sure foot wherever it stood. It easily trekked across open sand and deep washes, without a hint of a struggle or digging in. We eventually made our way across the valley to one of the area’s dry lakebeds where we were able to make some high-speed runs to see how the Power Wagon reacted to various steering input.
With a wide turning radius, the truck isn’t very agile at speed. But the steering does have the power to place a large tire wherever you need it to be, and force its way among loose river rock to get you in the correct position to maneuver over the next obstacle.
With the Power Wagon’s transfer case set to the four-wheel low mode, the rear locking differential can be engaged to provide added traction when climbing over large obstacles. In more than one instance, we got the truck’s rear differential in an extremely articulated situation, but never lost traction on each opposing wheel and were able to maintain forward momentum to get over each obstacle we faced.
When we approached a tall ledge with some boulders nearly the height of the front bumper, we switched the dash-mounted knob to lock both the front and rear differentials. We also needed additional traction and nine more inches of articulation as there were plenty more rocks and dips ahead if us. A press of the front electronic sway bar disconnect button unlocked the front anti-sway bar which allowed us to easily place the 33-inch tall, 285/70R17 BFGoodrich all-terrain tires and 17-inch wheels against huge front obstacles and slowly climb with ease.
With over eight inches of ground clearance, the Power Wagon proved it can go places where standard four-wheel drive trucks, and perhaps even the Ford SVT Raptor, simply can’t. Heavy-duty skid plates protect the transfer case, front differential and gas tank. Rock sliders protect the underside of the trucks’ rocker panels that can see lots of abuse if you’re willing to take the truck to its extremes. Nevertheless, if we would have gotten the 2010 Power Wagon stuck, the truck is equipped with a Warn 12,000 lbs. winch that could easily pull this 6,600 lbs. truck out of any situation.
Fortunately, we didn’t need the assistance of the winch. At one point, we encountered a very steep incline in which we were glad we had a winch with us. As we proceeded forward, we were shoved into the cloth bucket seats and could only see sky from our windshield. Thinking the truck might slip back and we’d have to pull out the winch cable, the Power Wagon inched forward giving us the confidence to maintain a light throttle while the truck slowly crawled its way up and out of the deep wash. While the 4:56 rear axle can be an impediment to fuel economy and highway driving, it worked optimally to send torque from the Power Wagon's 5.7-liter V-8 Hemi to claw our way out of heavy loose sand on the way out, and helped to maintain grip over the slick, hard-packed dirt that we encountered during our evaluation.
Bouncing up and down on a section of deep washboard ruts, which we took at 5-10 mph, nearly launched the Power Wagon off the ground. That situation is probably best left for a truck like the Raptor. Yet the pounding barely put a squeeze on the bump stops and didn’t toss our heads into cab roof. With this in mind, it would seem like an oxymoron to talk about a smooth and comfortable ride from a heavy-duty, front straight axle, 4x4 truck. But the ride was surprisingly comfortable in a variety of conditions. Dodge engineers managed to take the kidney-kicking brunt out of the Power Wagon with the combination of a rigid frame and all-new fluid filled hydromounts that look like squashed shock absorbers. By also including custom-valved Bilstein dampeners, the transition from hard dirt to rock is a smooth one. More important, the latest Power Wagon is much more subdued on the highway, absorbing any shakes and high frequency vibrations for a better ride than on previous models. It handles incredibly well on the street, allowing us to take corners with much more confidence than we would on a truck with a similar ride height.
The appearance of the 2010 Dodge Power Wagon also gets some improvements. While only some of us liked the power bulge hood with faux louvers, we all liked the design of the two-tone paint scheme. Big “Power Wagon” decals on the hood and tailgate give the truck a retro and bold look. But it also caught the attention of many Ford-loving F-150 owners on our way home who simply saw it as a reason to challenge the Power Wagon’s performance. The 383 horsepower and 400 lbs.-ft. of torque from the 5.7 liter Hemi V-8 gave us enough acceleration to put one lowered super crew in its place, when we took off from a stoplight and proceeded onto the freeway onramp.
Although fuel economy can’t be a concern when you opt for a truck like this one, we did manage to squeeze nearly 13 highway mpg out of the vehicle. As we mentioned earlier, the 4.56 rear axle is an asset off-road but a liability on the highway. The wall like front profile doesn't help either, though Ram engineers have done their best to smooth out its aerodynamics, which also contributes to a quieter ride inside the truck at speed. The Hemi's Variable Valve Timing technology also slightly helps with fuel economy as well as providing peak torque lower in the engine’s power band. The Hemi continues to be coupled to the legacy 5-speed automatic transmission.
The Power Wagon, as with all Crew Cab 2500 and 3500 Dodge trucks, has plenty of great storage areas around and under the seats for just about any type of gear you can take with you. While our test model came equipped with plenty of accessories -- including a sunroof and in-dash navigation system with hands-free phone capability -- bringing the price tag up to $50,530, the base price of the Power Wagon starts around $45,000. Nevertheless, when you compare it to a standard 4x4 Laramie Ram that is only a few hundred dollars less, you can appreciate the effort Dodge engineers made in creating a true off-roader’s vehicle.
While the Ford Raptor fans can enjoy the truck’s Baja fame and high-speed off-road agility, we agree that many off-road truck enthusiasts will prefer the Power Wagon’s ability to get them into remote areas with ease, and the ability to carry lots of gear and passengers in comfort. In addition, the knowledge that the Dodge Power Wagon is THE vehicle used to get other 4x4 vehicles and even tow trucks out of trouble, gives you a great feeling of security and confidence that no other full-size truck can deliver.
Ram Brand to Add Midsize Unibody Truck as Dodge Dakota Replacement
Chrysler revealed the current, third-generation Dodge Dakota would be discontinued in 2011. The move alone would devoid the U.S. market of another pickup truck, but Chrysler will not be writing off the midsize truck segment just yet. Although midsize trucks lack the cachet of their full-size brethren, Chrysler is reportedly looking into developing a new unibody truck for its Ram brand after 2011.
Before Chrysler entered bankruptcy earlier this year, it had plans for a smaller unibody truck. Their developmental model centered on a front-drive pickup with all-wheel-drive capabilities, powered by a turbo, four-cylinder engine with direct injection. Without going into specifics, Ram brand boss Fred Diaz said the Dakota replacement would likely not be far off Chrysler's original concept.
"The emphasis is going to be on getting a vehicle that is still true to the Ram brand image and also gets excellent miles per gallon rating and at an attractive price point," Diaz said.
The price point will be a critical aspect of the midsize unibody truck project. The 2010 Dodge Dakota in its most basic extended-cab form starts at $23,495. The 2010 Ram 1500 regular cab with short bed is priced from $21,510, while a Dakota-comparable quad cab touches $25,940, just $2400 more than the smaller truck. If Chrysler wants their Dakota replacement to succeed, the price discrepancy will need to be in favor of their midsize Ram.
Motor Trend Truck of the Year: 2010 Dodge Ram Heavy Duty
A heavy duty truck has won Motor Trend’s coveted Truck of the Year title -- an award the magazine has rarely given to a heavy duty truck that occupies a small niche of the market.
The award, however, reflects the changing way Americans view trucks. While pickups were common family vehicles before the recent recession, truck makers are increasingly focusing their efforts on industrial and commercial markets. The AP reports, “Motor Trend said it has refocused the prize this year to reward trucks with greater utility, as leisure truck buyers have largely deserted the market. The magazine said the new focus is reflected in the choice of finalists.”
The 2010 Dodge Ram Heavy Duty beat out the Ford F-150 SVT Raptor, a high-performance off-road truck built in limited quantities, as well as two vehicles aimed primarily at commercial buyers -- the Toyota Tundra 4.6-liter work truck and the Ford Transit Connect cargo van.
Motor Trend explains, “Despite the effects of the Great Recession on personal-use truck sales, there is still demand for pickups ready to do hard work. The heavy-duty truck market has gotten smaller, but the guys who buy those pickups are fiercely loyal to the segment-they need the extreme capability these hard-working haulers provide.”
With that in mind, they praise the Ram for its 17,500-pound towing capacity, a passenger cabin they called “the best in its class,” and how easy the big Ram is to drive even when towing. “What is so impressive about the heavy-duty Ram is not only how easily it does all the tasks it's built for, but also how easy it is on the driver,” MT writes.
Heavyweight Dodge Ram voted 'Truck of the Year'
Chrysler Group's Dodge Ram Heavy Duty won Motor Trend magazine's coveted "Truck of the Year" award in a unanimous vote, the magazine announced Thursday.
"Much of what is so impressive about the Ram Heavy Duty is not only how easily it does all the tasks it's built for, but also how easy it is on the driver," Angus MacKenzie, Motor Trend editor-in-chief, said in a statement. "The Ram is quieter, more comfortable and people-friendly than before without sacrificing its considerable capability."
The award was open to pick-ups and vans that were all-new or substantially redesigned in the past year. Besides the Ram Heavy Duty, the three other contenders for this year's award were the Ford F-150 SVT Raptor, which is a high-performance off-road truck, the Ford Transit Connect, a small commercial cargo van, and the Toyota Tundra 4.6-liter truck.
The Ram Heavy Duty, unlike the more familiar Dodge Ram 1500, is built strictly for work and isn't intended as a vehicle someone might drive for personal use. It has a 17,500 towing capacity and is available with a powerful diesel engine.
"No automotive segment has been left untouched by the economic downturn, but the truck market has been especially hard hit," said MacKenzie. "With many casual personal-use truck buyers having deserted the market, the industry has been forced to tightly focus its products on the specific needs of truck users."
Motor Trend editors judged the trucks based on design, engineering, efficiency, safety,and value, as well as on how well the vehicle fills its intended function. As part of the judging process, the trucks are put through a series of driving tests on test tracks and on ordinary roads, both empty and fully loaded.
Motor Trend gives three vehicle awards annually. The Subaru Outback won the magazine's SUV of the Year award in October, the second year in a row that a Subaru product won that award, and the Ford Fusion won Car of the Year in November.
2010 Dodge Ram 3500 Laramie Mega Cab"The Motor Trend Truck of the Year Award is like a standing ovation for the Chrysler Group designers, engineers and planners who developed this incredible Ram Heavy Duty Truck," said Fred Diaz, president and chief executive officer of Chrysler Group's Ram truck brand, in a statement.
Chrysler Group recently named Diaz to head the Ram truck brand, a newly distinct brand within Chrysler. Car designer Ralph Gilles now heads a separate Dodge car brand.
Since emerging from bankruptcy, Chrysler has been under the leadership of Sergio Marchionne, who also runs Italy's Fiat Group. Fiat now owns 20% of Chrysler.
Chrysler is struggling to turn around its precipitously falling sales and reinvigorate an aging product line-up. Chrysler sales were down more than 25% in November, compared to last year, a much worse showing than domestic rivals General Motors and Ford (F, Fortune 500).
Friday, December 4, 2009
2010 Dodge Ram 2500
2010 Dodge Ram 2500
These trucks make up the best group of heavy-duty pickups ever produced by Chrysler, which took all of the great things about the 2009 Ram 1500 and applied them to the big rigs to make them better.
While much of the company may feel like it is in shambles, Ram's tank is full. (And please, kibosh that commercial. Whenever I hear it on the radio, I have to pull over at the next rest stop.)
Honestly, (and this is just between you and me), the Ram 2500 is an absolute thrill ride. The diesel engine booms with more authority than a Downriver cop, and it's more comfortable than a Bloomfield Hills living room. It is Cass Corridor gritty and Royal Oak refined. Welcome it to the neighborhood.
I may not use a heavy-duty Ram for all of those things callus-handed drivers need in a 2500 -- or even a 3500 dually -- but I can certainly appreciate it.
I don't tow anything, so I don't need a truck that can pull nearly 17,000 pounds, and the only thing I could use the expansive bed for is carrying firewood. But even if the logs were petrified, they wouldn't weigh 5,100 pounds, the max payload for a dually.
So no, I'm no heavy-duty man. But as I cruised in the Ram 2500, I felt like one. "Finished with that Coke bottle? I gotta spit."
Ram 2500 is refined power
Even empty, the Ram 2500 is remarkably smooth and quiet. The acceleration is quick and, if you don't pay attention to the speedometer, you'll find yourself hitting an easy 80 mph.
The engine options for these big trucks offer plenty of power. The 5.7-liter Hemi belts out 383 horsepower and 400 pound-feet of torque. Then there's the 6.7 diesel cranking out 350 horsepower and 650 pound-feet of torque. The Earth doesn't need that much torque to spin.
And the Cummins diesel is Earth-friendly with its high emission ratings and ingenious exhaust brake. Push a button and you can feel the exhaust brake kick in, slowing the vehicle without a worry or having to touch the brake -- even with a big load tugging behind you.
I know your team at Fiat is supposed to inundate Chrysler's engineers with great diesel technology and all, but I think there are some pretty good ones here, too. Improve this 6.7-liter and I'll sign up for the Marchionne fan club -- probably the first person in Michigan or the media, if you haven't read the papers.
The real trick to this truck is its refinement.
From the outside, it looks big and mean, while keeping its Dodge bubbled fenders and wide stance. The huge grille, hood louvers and massive bumper make it look like it could eat Alfa Romeos by the fistful, as if they were Tater Tots.
Interior is fully loaded
It's the interior that puts this Ram on par with the other heavy-duty trucks. It's comfortable and complete.
Previous Ram trucks had seats that felt like they were plastic-wrapped plywood. Now they're futuristic. Capt. Kirk's chair doesn't even come with heating and cooling ventilation.
When you sit behind the heated steering wheel and look out over the big cabin, you see craftsmanship throughout. The stitched dash, the big gauges and easy-to-use controls provide comfort and confidence. (There are some gaffes; the stereo system includes a USB and auxiliary connection on the dash. It's almost 2010 and those essential devices need to be properly stored in the center console.)
There's a sense of organization throughout the cabin. There are 42 storage spaces -- one in nearly every possible spot -- demonstrating that a design crew never stopped looking for ways to improve the vehicle.
Additionally, the big Rams lose the Quad cabs, which many people thought were just really tight-fitting crew cabs. Pickups with second rows need to seat a work crew, not just the kids, and the true crew cab models do just that.
Then there's the Mega Cab models that offer more room than business class, complete with reclining seats. No one else can boast 44.2 inches of legroom in the second row of a just about anything. To provide you a little perspective, if you doubled that legroom, you'd almost match the 90-inch wheelbase of the Fiat 500.
While loaded with high-tech features, few are frivolous. The backup camera mounted in the rearview mirror is ideal and makes hooking up to a trailer as simple as making a pizza Margherita.
All the features a hard-working man needs come with this truck, and a few of those little luxuries that just make the day a little better: Bluetooth connectivity for hands-free phone operation (something that in the future will be required), remote start and keyless entry, back-up sensors for parking and a list of safety features that would make any mother rest easy.
Used Dodge trucks
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Dodge is having widest series of trucks which are having outlasted features in competition for others. To have the longer lives of the vehicles, the engine need to have the tougher and stronger option and this company can be called as the King of engine makings. Dodge and Ram have managed to manufacture thousands of trucks in recent years and as per a survey almost 70% of the older Dodge trucks are able to get sold in the used form even after a decade. This entire credit goes to efficient and energetic engine of the trucks.
There is a chain of performance that if the engine is efficient it will produce more horsepower and these more production of horse power encourages more speed which puts lower load on the engines and wheels which in turn offer longer lives and ultimately benefiting the owner with higher speed and better mileage. Dodge is an ideal example of the perfect technical cycle. These longer lives and wider benefits of saving money from the fuel efficiencies can be used heavily for the welfare of personal and business lives. Thus, there are so many features which are proving supremacy of these trucks.
To have the best trucks with super most performance, just have the click on the used Dodge trucks and make the future of yours secured and safer.
Monday, November 30, 2009
Dodge Charger R/T
Now that SEMA 2009 is behind us, we can all bask in the glory of the awesome cars there. This one, according to my source, is one that has no glory, and could be labeled “Worst in Show”.
The Dodge Charger R/T comes in an ugly shade of orange, and strange scissor doors and a scissors trunk. Yeah, I didn’t know they made them like that either. Another complaint was the smell, which was horrendously described as “synthetic cat urine”. Man, I don’t know if you can compliment a car any less.
Dodge Ram to be more green
Yes, you heard it right. A truck is more "green". Ok, it's not as green as everything else should be, but it's a start. The 2009 Dodge Ram will apparently be much more fuel efficient on the highway, going from what the 2008 model of 19 MPG to 23 MPG. While there's been no real change to what is under the hood, the biggest difference is the truck's design.
As you should see in the picture, the truck now has a much more slick, aerodynamically pleasing look to it. Naturalists will scoff at the notion of almost giving it a "softer" look, but apparently it is enough to get you some better MPG on the highway, although the paltry 13 MPG in the city won't change (as I read on another blog, aerodynamics don't mean squat when you are sitting at a red light!).
Regardless, this is definitely a move for the better. It should be interesting to see what the feedback and sales are like on this going forward and how many other "redesigns" will happen in this category of vehicles. My guess is that this is just the tip of the iceberg.
Wednesday, November 25, 2009
2010 Dodge Durango
According to the automotive website Jalopnik it looks like the all new 2010 Dodge Durango will be undergoing a facelift. Personally, I'm thrilled to death, I thought that the latest generation Durango looked like a minivan on steroids, which is not a compliment. More closely, the 2010 Durango is kind of a jacked up Jeep Cherokee.
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- 2010 Durango
2010 Dodge Ram Heavy Duty
- Competes with: Ford F-Series, Chevy Silverado
- Looks like: A bigger version of the redesigned Ram 1500
- Drivetrain: 383-hp, 6.7-liter diesel
- Hits dealerships: Late 2009
Chrysler is firing the first shot in what's certain to be a brutal battle pitting three-quarter and one-ton truck manufacturers against each other: It's introducing the new 2010 Dodge Ram 2500 and 3500 heavy-duty pickups at the 2009 Chicago auto show.
The 2010 model year will be a challenging one for several reasons: The U.S. economy is expected to still be sputtering, with new-truck buyers likely sitting on the sidelines for awhile. The price of diesel fuel (the lifeblood of heavy-duty pickups) shows no sign of losing its 20 percent price premium over gas. Most important of all, though, Ford and GM are also expected to launch updated heavy-duty pickups with new diesel powertrains designed to meet stringent 2010 federal emissions standards that go into effect Jan. 1. The regulations will ratchet down NOx levels to the lowest on the planet — more than 90 percent lower than 2006 levels. NOx is a major air pollutant that contributes to smog, asthma, and respiratory and heart diseases. It's a byproduct of high combustion temperatures.
Chrysler has strategically prepared for 2010 over the past two years. In 2007, it introduced for its heavy-duty pickups an enhanced and innovative 350-horsepower, 650-pounds-feet-of-torque, 6.7-liter six-cylinder Cummins diesel, based on the previous 5.9-liter Cummins engine. The new diesel added a segment-exclusive exhaust brake, like over-the-road trucks use. The 6.7-liter motor not only met new 2007 EPA limits on soot emissions, but it reached 2010 NOx emissions requirements three years early.
On the gas-engine front, Chrysler replaced the Ram heavy-duty's legacy Hemi V-8 last year with the updated 383-hp, 400-pounds-feet-of-torque, variable-valve-timing version that debuted in the 2009 Dodge Ram 2500 and 3500. That Hemi is also carried over unchanged for 2010.
Good news for rock crawlers and wheelers: The Hemi-powered Power Wagon off-road version of the Ram also continues next year. It's the only Ram HD with a 4.56 rear axle and locking front and rear differentials.
What has changed for 2010 is almost everything above the Ram heavy-duty's carryover frame. The exterior has all-new sheet metal, and the interior is taken directly from the Dodge Ram 1500 half-ton. The front axle and suspension have also been improved.
"This isn't an all-new truck," said Scott Kunselman, Chrysler's vice president for the Jeep and Truck Product Team. "The 2010 Dodge Ram 2500 and 3500 are the next steps to improve our heavy-duty pickups."
Though they share the aerodynamic styling first seen in the 2009 Ram 1500, the heavy-duty trucks have taller, more-prominent front ends. It's a case of form following their primary function of towing big loads.
"The light-duty and heavy-duty Rams are significantly separated visually for performance and aesthetic reasons, and for better cooling," said Ralph Gilles, Chrysler's vice president of design. "The cooling we've gained for the heavy-duty we didn't have to do for the light-duty, which is why the grille is smaller on the light duty."
The Ram heavy-duty shares its headlamps and fenders with the 1500. The hood is differentiated to make room for the Cummins diesel. The front bumper has very aggressive stamping. It's a single-piece chrome bumper that wraps around the front fenders to give it a modern look and help aerodynamics.
Like last year's heavy-duty Ram, 2010 buyers will have three cab options, but the middle configuration has been changed. A two-door regular cab model remains, while a new four-door Crew Cab, with bigger back doors and more rear passenger space, replaces the previous, smaller four-door Quad Cab. A new 8-foot cargo box option (a 6-foot, 4-inch bed is standard) should make the Crew Cab Ram HD an attractive choice for fifth-wheel towers. "The Crew Cab has replaced the Quad Cab in the lineup," Kunselman said. "It gets an 8-foot box — a key part of the market we weren't participating in."
Though Dodge eliminated the Mega Cab option for its half-ton Ram, it's keeping the Mega Cab heavy-duty model with best-in-class interior space.
The inside features all the high-quality materials and ergonomic and infotainment options the Ram 1500 has, plus it adds a new integrated trailer-brake controller like Ford and GM offer in their HD pickups. The brake controller eliminates the need for an aftermarket kit to control a trailer's electric brakes for improved towing control.
The external rearview mirrors have also been revised to better facilitate towing. They can be pivoted horizontally or vertically depending on trailer size, and they have larger convex mirrors for better visibility. Turn signals are integrated.
According to preliminary towing and hauling figures, Dodge has raised the front gross axle weight rating from 5,200 pounds to 5,500 pounds on diesel 4x4 pickups, and from 4,700 pounds to 5,000 pounds on diesel 4x2 pickups. Gross combined weight ratings have been improved from 23,000 pounds to as much as 25,400 pounds on some 3500 models. Accompanying the increase in GCWR, max towing has also improved.
The sum of all these changes is a new Dodge Ram heavy-duty pickup that has evolved to better meet the needs of Chrysler's existing customers, and to take competitive advantage of gains already made meeting 2010's stricter and more expensive emissions standards. We expect both GM's and Ford's responses for 2010 to have significantly more power than the Ram HDs, but they'll also likely come with higher initial purchase costs relative to the new Ram than their current trucks are to today's Ram HDs.
Thursday, November 19, 2009
THE DODGE 1500 4WD A FULL SIX INCHES
Skyjacker Helps Dodge 4WD Owners Increase Their Ride Height
Dodge owners are a tough crowd, just like the trucks they drive. They want options, particularly when it comes to improving their trucks for the things they like to do. Half-ton RAM owners seem to have been forgotten by some manufacturers when it comes to manufacturing a healthy lift kit. Skyjacker is here to change that with their new Skyjacker 6'' 2004 Dodge Ram 1500 4WD lift kit designed for half-ton 1500 series RAM pickups.
The system includes dropped center cross members to lower the control arms, front drive axle assembly and torsion bars along with new spindles (steering arms) which together increases the ride height and suspension travel while providing the owner with the option to install larger tires which enhances the increase in ground clearance that off roaders demand. The kit also includes new rear leaf springs along with Skyjacker shocks, longer links and all the necessary hardware. You'll even find a trick skid plate included to protect your front suspension when taking that Dodge out into areas you couldn't before.
Dodge Ram BFT Truck - Rear View
Dodge Ram BFT Pickup Truck
The design team installed a 6-inch Superlift lift kit to create enough clearance for the truck's 22-1/2" inch dual rear wheels.Wednesday, November 11, 2009
2009 Dodge Ram Bianco
The Dodge Ram Bianco started life as a 2009 Dodge Ram 1500 Sport with a 5.7-liter HEMI V-8. The Dodge Ram is modified to reflect an upscale feel and appearance with the aid of Mopar performance parts and accessories. Colors, textures and accessories are combined in a manner that showcases the sophisticated side of the Dodge Ram 1500.
Exterior modifications include a Mopar hard tonneau that adds a classic, sporty appearance. The inside of the truck bed features Mopar’s bed rug--a plush, yet washable carpet. For the exterior, a Mopar body kit and modified Mopar fender flares give a unique, sophisticated look. The stance is aided by a Mopar lowering kit that not only lowers the vehicle, but also provides excellent ride and handling. The Dodge Ram Bianco is layered in several coats of Arctic Ice pearl paint that give it a rich appearance. Holding true to the upscale theme, Mopar’s 22-inch wheels are painted in a matching, high-contrast design. Performance upgrades include a Mopar cold-air intake and a throaty Mopar dual exhaust with just enough growl to let you know there is something powerful under the hood.
The exterior theme continues through the interior. White and black Katzkin seats with matching door trim set the stage for a high-class ride. Piano Black and Arctic Ice accents add to the luxurious theme. For sound, Mopar contributed a Kicker audio system consisting of an audio amplifier, a powerful subwoofer and upgraded speakers.
Sunday, November 8, 2009
2009 Dodge Ram Bianco
The Dodge Ram Bianco started life as a 2009 Dodge Ram 1500 Sport with a 5.7-liter HEMI V-8. The Dodge Ram is modified to reflect an upscale feel and appearance with the aid of Mopar performance parts and accessories. Colors, textures and accessories are combined in a manner that showcases the sophisticated side of the Dodge Ram 1500.
Exterior modifications include a Mopar hard tonneau that adds a classic, sporty appearance. The inside of the truck bed features Mopar’s bed rug--a plush, yet washable carpet. For the exterior, a Mopar body kit and modified Mopar fender flares give a unique, sophisticated look. The stance is aided by a Mopar lowering kit that not only lowers the vehicle, but also provides excellent ride and handling. The Dodge Ram Bianco is layered in several coats of Arctic Ice pearl paint that give it a rich appearance. Holding true to the upscale theme, Mopar’s 22-inch wheels are painted in a matching, high-contrast design. Performance upgrades include a Mopar cold-air intake and a throaty Mopar dual exhaust with just enough growl to let you know there is something powerful under the hood.
The exterior theme continues through the interior. White and black Katzkin seats with matching door trim set the stage for a high-class ride. Piano Black and Arctic Ice accents add to the luxurious theme. For sound, Mopar contributed a Kicker audio system consisting of an audio amplifier, a powerful subwoofer and upgraded speakers.
Thursday, November 5, 2009
Dodge Ram enjoying the truck party
As long as there’s dirt to be moved, trailers to be towed and country songs to be written, there will be pickup trucks.
And plenty of them, judging by the sales charts that show light trucks — a category in which pickups make up a big ol’ chunk — moving off Canadian dealer lots as fast as passenger cars.
Guess my household isn’t the only one with a list of need-a-truck chores.
Like collecting a load of gravel for a backyard project, for instance. Fortunately, a red-and-shiny 2009 Dodge Ram 1500 sat in the driveway, awaiting assignment.
Except this immense Dodge was almost too shiny (but not too red; no truck can ever be too red) to be loaded down with gritty gravel. A high-end Laramie Crew Cab 4X4, it flashed chrome from every angle, but especially from the broad-as-a-barn grille that now slants forward above crisp angled headlamps. This high, confident prow, the Ram’s biggest design change in 15 years, made us think of Joan Holloway Harris on Mad Men.
But trucks gotta work. And fortunately — again — the bed was already scuffed from some previous tester’s cargo, relieving us of that first scratch guilt.
We asked for a cubic yard of No. 2 aggregate, but when the lad at the landscape depot cautioned that even half a yard — the contents of one loader bucket — weighed some 1,750 pounds, we said, “That’ll do.”
The gravel dropped in on the tarp we had spread in the bed (yeah, still worried about scratches), and the back of the Ram settled a lot more than we expected. Only later, looking up our truck’s specifications, did we realize by how much we had exceeded its 1,060-lb. maximum payload. Oops.
Not long ago, a pickup by another name was a half-ton truck, but today 1,060 lb. seems light for a mountain of red metal like our Ram. And its 6,100-lb. towing capacity? Near puny.
But Dodge, like other truck makers, knows its market. Its new Crew Cab, though smaller than the unwieldy Mega Cab that’s been dropped from the 1500 lineup, still offers four fullsize doors and a big back seat. This format has become a favourite with pickup buyers willing to give up hauling capacity in favour of a sedan-proportioned cabin that rides high above 20-inch tires and a full frame.
If you have different priorities, Dodge will sell you a different 1500. A two-door Regular Cab that can lug 1,900 lb. of patio stones or pull a 32-foot trailer, for example, or a Quad Cab (four doors, midsize back seat) that splits the differences in passenger space and load capacity between Regular and Crew.
Then there are the seven trim levels, from base ST to this Laramie, which for 2010 starts at $40,690 for a Crew Cab with automatic all-wheel-drive, leather upholstery and heated steering wheel. Add $6,000 for our tester’s heated back seats, heated and power-ventilated front buckets, DVD navigation, backseat video and other additions.
Saturday, October 31, 2009
Dodge Ram pickups show big improvements
The Dodge Ram 2500 and 3500 pickups are all business, serious business.They are the pair of Dodges that feel more like trucks and less like pickups.
But for the 2010 model year, these big rigs -- in all five trim levels -- finally offer interiors and exteriors that are executive worthy, though the truck has blue collar roots. But now architects can finally arrive on job sites in the same vehicle the crews they hire use.
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Following the successful launch of the 2009 Dodge Ram 1500, it was only a matter of time before the brand's heavy-duty trucks adopted the same looks, which are stunningly better. Fortunately for Dodge, that time came sooner.
These trucks look great. The big front grille is canted to make the top stick out a little farther than the bottom. It's a bull ready to charge.
From the front, the face is menacing and strong. The big fenders push out and provide wide shoulders and a distinctive look. The lines are robust and curvy, and from every angle, it looks muscle bound. The back offers a spoiler-like shape to the liftgate. This hides the gate's handle and puts your hand in the perfect place to lower it. There's also a giant Ram logo, something many within Dodge refer to as "home plate."
The trucks come with one of two proven powerful engines, the 5.7-liter V-8 Hemi or the 6.7-liter Cummins Turbo Diesel, a beef cake of a six-cylinder engine that produces 350 horsepower and 650 pound-feet of torque. However, there's very little with this diesel that feels diesel-ish. It provides excellent pickup onto the highway and enough power to tow a small village. The engines, while not new to the 2500 and 3500, have been tweaked and tuned to provide even more power.
Big, but smooth drive
Despite the big engines and leaf spring suspension, the ride was surprisingly smooth and quiet. It still feels big, but it should. It may not be the easiest vehicle to park at a Meijer parking lot, but it can pull a horse trailer across the country. Different cars, different jobs.
While I have no need for a heavy-duty truck, I appreciate those people who do. Some are the weekend boat towers but most are everyday workers who haul lumber, cement mixers, asphalt kettles and just about everything else that holds our world together.
Now, they can do it a little quieter and a little cleaner. When Dodge brought out its new Cummins diesel engine, it ensured that it would meet future emission requirements. With 2010 rules taking effect, the 6.7-liter diesel is ready.
Also, there's no tick, tick, ticking of the injectors leaking into the cabin. And even with the bed empty, the 2500 diesel I drove felt sure footed and provided a good ride on its retuned suspension. I was assured by engineers it gets even better with a few thousand pounds in the back.
Sure enough, later in the day, when I towed a few thousand pounds, the big Rams never flinched.
Dodge also has made an exhaust brake standard on the diesel models. This system helps use the engine to slow the vehicle down and is very helpful when hauling heavy loads by reducing brake fade down big hills. There's also an integrated trailer brake on the dash, though it is mounted left of the steering wheel and would feel more natural on the right hand side.
In pickups, size matters
The new heavy-duty pickups come with loads of new features, such as heated and ventilated seats, automatic climate controls, adjustable pedals and 42 storage spaces throughout the cabin. There are even little cubbies under the floor mats in the second row -- like the ones found on minivans. These are the kind of features that can win truck buyers.
Most of all, the seats are comfortable. I found the seats in the previous-generation Ram heavy-duty trucks tough on my back. It's as if the lower back support was fabricated out of plywood. These new seats feel like La-Z-Boy designed them.
There are all of the high tech features too. There's Bluetooth connectivity for hands-free phone operations, a navigation system and most of the other features you'd expect in a luxury car. This one can just carry more stuff.
Dodge eliminated the Quad Cab versions with this model year. Instead, it will offer Crew Cabs and the Mega Cab models, as well as a standard body pickup. The Crew cab adds room to accommodate five people and the Mega Cab -- with its reclining second row -- feels like a football team could fit back there.
Despite what you may have heard, in the pickup world, size matters.
And these new Rams are big enough to hang with even the biggest competition.
Monday, October 26, 2009
2010 Dodge Ram 3500 Dually Unloaded
Dodge has done an exceptional job styling its HD pickups, particularly the dually trucks. The Ram’s big rig looks have evolved for the fourth time since Dodge designers rewrote the rules of full-size trucks in 1994, when the Ram 1500 was introduced that year. There’s a bit more distinction also from the 2009-10 half-ton Ram.
We think the Ram HDs are the best looking pickups in the segment. From front to back, there’s a design cohesion that’s missing from the new 2011 Ford Super Duty, which has a powerful new front end but decade-old looks from the A-pillar back. Compared to the GM trucks, the Ram emanates a tough can-do attitude that seems more eager to communicate its work ethic than the Chevy and GMC pickups.
Dodge is now using stamped sheetmetal for the cargo box sides over the rear wheels, like GM’s HD pickups, instead of clip-on plastic covers, like Ford’s Super Duty. It’s a solution that provides superior fit and finish but can be more difficult to repair in the event the box sides are damaged.
Dodge says it depends. "We've actually found our steel fenders are less costly to fix than the plastic, pop-on variety," said Rick Deneau, director of product and brand communications. "In most cases, owners would be able to have the small section of the damaged fender repaired, versus replaced, and would therefore be more likely to do so."
While GM stuck with conservative, square styled dually box sides, the Ram pushes the envelope with sculpted macho box sides that take full advantage of the stamping process.
Though the three-quarter and one-ton Rams share the aerodynamic styling first seen in the 2009 Ram 1500, all the heavy-duty trucks have taller, more-prominent front ends. It’s a case of form following their primary function of towing big loads. The grille is 1.5-inches taller, for improved airflow, and the hood is 3-inches higher, to fit the large cooling module required for the Cummins diesel engine. The giant hood sports a subtle power dome that you might miss – except on the purpose-built Power Wagon off-road model, which highlights the power dome with a massive vinyl sticker (more on the Power Wagon later in this story). The hood also features a stamped louver pattern for both the gas and diesel version that reinforces the feeling of authority from this big truck.
Inside, all Ram HD models share their interior with the half-ton pickups. This area needed some of the biggest improvements and Dodge has delivered, much to our delight.
Having a nice interior in a heavy-duty pickup is critical because a well-executed cockpit can make all the difference, making for a driver who’s relaxed and comfortable and able to pay attention to the road while towing a heavy trailer versus a driver who’s distracted or fatigued pulling a trailer because there’s something uncomfortable about the inside of the truck they’re driving. Even the entry-level truck interiors are superbly done.
The high-end Laramie model doesn’t have quite the same level of over-luxury as a King Ranch Super Duty – the benchmark in the segment – but it’s near perfect for 99% of the folks buying these trucks. Almost every surface the driver and passengers touch is soft and forgiving. Gone are the acres of hard shiny plastic that we griped about in the old truck. The front seats can be optioned with a heater for winter weather and ventilation for hot summer days.
There’s plenty of storage in traditional places like the doors, center console and dash area but the Ram HD also features in-floor storage behind the rear seats, so you can easily hide valuables. There are also upper and lower gloveboxes for additional secure cubby space.
Most of the interior ergonomics make sense, with the exception of the shift lever position when the truck is in drive. It blocks the driver’s view of the transfer case dial, that’s used to shift into four-wheel drive.
Our Laramie test model came with optional goodies, like an in-dash media center that included navigation, rear backup sensors and a rear backup camera mounted in the tailgate.
We drove the unloaded crew cab dually through urban, suburban, freeway and in rural conditions.
Normally, an empty truck like this would be a tough beast to drive because its super stiff rear leaf-spring suspensions only settle down when there’s a heavy load in the cargo box or hanging behind the truck on a trailer.
Dodge hasn’t quite tamed this truck but it’s definitely improved its on-road manners by fitting new hydraulic body mounts directly under the C-pillar corners at the rear of the cab, between the cab and frame. This area is the truck’s natural pivot point as it rolls down the road. On rough roads, trucks like this will hop and skip even though you’d think they’d stay planted because of the four patches of rubber that are in contact with the road in back.
The hydraulic body mounts noticeably dampen the pivoting motion compared to the old rubber “hockey” puck-style isolators that they replace. It’s amazing that such a small component change can make such a big difference in ride comfort. It’s not perfect but it’s very welcome. For now, Dodge is the only HD pickup with this feature, although GM offers similar hydraulic mounts in its light duty pickups and we expect to see it in the 2011 GM HD pickups as well.
Complementing the Ram’s improved ride quality is a quieter cab. The top door cuts have been moved down from the roofline to the sides of the cab. That, combined with triple seals, dramatically quiets wind intrusion at higher speeds. Even the giant redesigned tow mirrors seem to be a bit quieter than we remember the old ones being. Traveling down the road, it’s easy to have a conversation with the front passenger over the still noticeable clatter of the Cummins I6. Off-throttle cruising was exceptionally quiet.
One feature that continues as a segment exclusive for 2010 is the Ram’s excellent integrated diesel exhaust brake on the Cummins engine. It’s similar to the engine brakes that commercial big rigs have. Activated with the push of a button, this feature saves on foot brake and transmission wear by closing down the engine’s turbo vanes to restrict airflow to engine brake the truck. It also reduces the potential for brake fade during long descents, increasing downhill safety while towing.
We tried the exhaust brake in the unloaded truck when we unexpectedly hit a downhill section of two-lane country road that was about a mile long and about a 7% or 8% grade. Immediately, the rapid ‘brap-brap-brap’ sound of the exhaust brake penetrated the cabin after hitting the button but it wasn’t obnoxiously loud or alarming. In fact, it’s quite cool and welcoming to hear and we’d swear that the Dodge engineers have tuned it up a bit from the 2007-09 pickup.
With the exhaust brake on, we could feel the truck immediately shed speed. But we also tapped on the transmission’s tow/haul mode, which typically helps the truck hold a gear climbing or descending hills when it’s towing and hauling. Our speed dropped from about 60 mph to about 45 at the bottom of the grade without ever tapping the foot brake. Amazing for a truck that weighs about 7,600 pounds empty.
According to the Ram’s electronic vehicle information center, the digital display in the center of the instrument cluster, we averaged about 16 mpg during our 90-mile drive.
2010 Dodge Ram Heavy Duty Pickup Trucks
Heavy duty Ram towing capability has increased to 17,600 pounds (a Class IV receiver hitch is standard), with a maximum payload of 5,150. Dodge says the truck's ride has improved, no matter whether it is empty or loaded.
Five trim levels are available, and prices start at $28,165 for the 2500 regular cab ST 4x2 with an 8-foot bed (about $2,000 less than last year's model).
Dodge prices 2010 Rams lower than 2009 models
Dodge’s redesigned 2010 Ram 2500 and 3500 heavy-duty pickups all carry lower prices than the old models they’re replacing.
The base model 2010 Ram 2500 regular cab 4x2 with a 5.7-liter Hemi V-8 starts at $28,165, including shipping. That’s $1,970 cheaper than the 2009 model it replaces, according to Dodge numbers -- even though the redesigned model has more equipment.
But customers can spend a lot more. The most expensive model, the 2010 Dodge 3500 Mega Cab Laramie powered by a 6.7-liter Cummins turbodiesel, stickers at $51,595.
Aggressive with the competition
The pickups, which arrive at dealerships in early November, are the only redesigned 2010 models from the recently bankrupt Chrysler Group.
“We are going very aggressive at the competition on pricing,” said Mark Heber, head of Dodge truck marketing, at a media event here.
The pickups are the first products launched under the automaker’s new Dodge Ram brand for trucks and commercial vehicles.
Customers can choose between two powerplants: a 6.7-liter Cummins turbodiesel or a 5.7-liter Hemi V-8 gasoline engine. Historically, 82 percent of customers have chosen the diesel.
Dodge engineers, in cooperation with supplier Cooper Standard, added a system to smooth out the heavy-duty models’ ride. The Ram 2500 and 3500 Crew and Mega Cab models come with hydraulic dampers mounted to the frame at the rear of the cab.
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