While the Ram 1500 is aimed at the primary users of light-duty pickups — people who do not routinely tow or haul heavy loads, but need the space or shape for other reasons — the Ram Heavy Duty is aimed at commercial and fleet users, the primary buyers of serious, diesel-powered pickups and chassis cabs.
The 2010 Dodge Ram Heavy Duty, available in Fall 2009, will continue to use the previous generation’s proven chassis and frame, but with more comfort, higher capabilities, and more body options: Dodge has replaced the Quad Cab with a crew cab, which joins the regular and Mega cabs. There are two cargo-box sizes (6-foot-4-inches and 8 feet), in single and dual-rear-wheel configurations. Even the chassis cabs come in a crew cab version.
The ride was greatly improved through re-tuned suspension components; handling under a full load was also beefed up, while the gross vehicle weight rating increased by 600 lb to 9,600 pounds (Ram 2500 crew and Mega Cab 4x4 with Cummins diesel). Fluid-filled hydro-mounts under the cab reduce beaming and bounce over rough surfaces. (What are fluid-filled hydro-mounts? Here’s what Dodge said: “C-pillar hydro mounts were added to improve damping through the frame-bending mode frequency in order to better manage shake and after-shake response. The result is reduced shake and improved ride.”)
The new TRX and TRX4 (2WD and 4x4) crew cabs are designed to compete head to head with Ford; they include an anti-spin differential, 4.1:1 axle ratio, 17-inch aluminum wheel with offroad tires, skid plates, and other features. They will be priced thousands less than the Ford F-250 FX4.
The 6.7 Cummins turbodiesel will be essentially unchanged, but with a new particulate feature that slashes nitrides of oxygen by 90%; in the pickups, the engine produces 350 hp at 3,000 rpm, and 650 lb-ft of torque at a stunning 1,500 rpm, just off idle (automatic transmission). With the G56 manual transmission, the Cummins puts out 350 hp and 610 lb-ft of torque; with the chassis cabs, 305 hp and 610 lb-ft of torque.
The Hemi V8 is available, with 383 horsepower and 400 lb-ft of torque, on Ram 2500 only; the Ram 3500 appears to now require the Cummins diesel. While the industry mix for this class is 59/41 diesel to gas, 79% of Ram heavy duty trucks sold in 2008 were diesels, and in most recent years 80%-87% of Ram 2500/3500 trucks were diesels.
Maintenance for the Cummins engine - which is in 90% of the Heavy Duty Rams - includes 7,500 mile oil changes and overhauls at 350,000 miles (100,000 miles more than Ford or GM). It includes an exhaust brake, a major safety feature and unique in this segment the exhaust brake is a $3,500 value, according to Dodge, and provides additional savings with lower brake maintenance. A B20 (biodiesel 20%) version is available for fleet buyers.
Power-wise, the Cummins engine has the same ratings as the Ford Super Duty diesel (though peak torque comes in earlier), while the Silverado’s Isuzu-boosted Duramax diesel has 15 more horsepower and 10 lb-ft more torque. The Cummins has met 2010.5 emissions requirements since launch, and has no diesel exhaust fluid (e.g. urea) requirement.
In chassis-cab service, the engine now meets 2010.5 emissions standards in 50 states, thanks to diesel exhaust fluid (DEF) injection based on urea injection Selective Catalyst Reduction (SCR) technology. The standard diesel has a 5 year/100,000 mile warranty, the best in its class. The base alternator increased from 136 to 180 amps.
The diesel pickups can be equipped with a G56 six-speed manual transmission with an extra-low first gear ratio, or the 68RFE six-speed automatic that now includes Electronic Range Select, so the driver can limit the highest gear and make manual up- and down-shifts.
The 5.7 liter Hemi is also available, with 383 horspower and 400 lb-ft of torque, somewhat more than in any other Dodge vehicle, partly due to extra underhood space which makes exhaust routing easier. Gas mileage on the 3500 Hemi is up 4%, too. The 545RFE five-speed automatic is the only transmission available with the Hemi; it too has Electronic Range Select.
4x4s get one of two transfer cases: the manual NV271 unit (ST and Power Wagon) or the electric, shift-on-the-fly NV273 case. Axle ratios are 3.42, 3.73, 4.10 or 4.56.
The interior was naturally upgraded, with optional heated/ventilated front seats; heated rear-seats and steering wheel; automatic temperature control; two-tone upholstery; memory seats, radio and mirrors; navigation; adjustable pedals and numerous infotainment options including Backseat TV(tm) with three channels of programming, uconnect tunes with a 30-gigabyte hard drive, and a first-in-segment 10-speaker surround-sound system. Numerous storage options include in-floor storage.
A trailer brake controller is built in. Capacities are up, with Ram 3500 with dual rear wheels, diesel, automatic, and 4.10:1 rear axle sporting a 25,400 pound combined gross weight rating; the 4x4 diesels get an increased front axle weight of 5,500 pounds (for better front weight capabilities including heavier snow plows); and the Ram 3500 can tow 18,500 lb, with a maximum payload of 5,100 pounds.
Five trim levels include ST, SLT, TRX, Laramie, and Power Wagon. The grille, hood, and bumpers are unique to the heavy duty line, but reflect the 2009 light duty Ram with a chromed lean-forward grille; the hood is taller hood for more cooling capacity.
Large external mirrors are new for 2010, giving drivers a more useable area while improving aerodynamics and minimizing wind noise. Depending on trim level, mirrors are finished in black, or black and chrome and equipped with turn-signal indicators, memory function, puddle lamps and adjustable convex mirrors. The larger, 7-in. x 11-in. mirror for trailer towing is standard. These mirrors flip up and out into a vertical configuration for trailer tow use.
