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.

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

Dodge redesigned its heavy duty Ram pickup truck for the 2010 model year. Engine choices remain the same, the standard 5.7L HEMI V-8 and an optional 6.7L Cummins Turbo Diesel, but nearly all of the truck's systems have been updated.

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.

Dodge's truck strategy

It's clear why Dodge is pricing the redesigned 2010 Ram 2500 and 3500 heavy-duty pickups to sell.

The pickups, which arrive at dealerships in early November, are the only redesigned 2010 models from the product-starved and recently bankrupt Chrysler Group.

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 2010 Dodge 3500 Mega Cab Laramie powered by a 6.7-liter Cummins turbodiesel stickers at $51,595.

"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 also are critical because they are the first products launched under the automaker's new Dodge Ram brand for trucks and commercial vehicles.

"It is one of the few things they [Chrysler] are known for still doing well," says Karl Brauer, editor of the Edmunds.com auto Web site. "There's not a lot of strength in Chrysler's portfolio right now, so they're trying to give it its own identity."

Dodge Ram will follow the recent Chrysler Group strategy of offering more features for the same money -- or less.

Heber said all Ram heavy-duty models would be priced lower than current models.

2010 Dodge Ram Heavy Duty First drive

Could Dodge’s timing be any worse in launching its new 2010 Dodge Ram 2500 and 3500 Heavy Duty pickups? The economy remains firmly in the crapper, pickups have fallen from 15% to 10% of vehicles sold and the average price of diesel fuel – the lifeblood of HD pickups – stubbornly remains higher than regular gas. Plus, come January 1, all new diesel-powered vehicles will have to meet tough 50-state diesel emission standards that will reduce allowable nitrogen oxide levels by 90 percent from today – this has already caused price spikes of more than $6,000 for big over-the-road trucks from manufacturers like Navistar and Hino.

But Chrysler’s competitors in the HD segment aren’t sitting still either. The new 2011 Ford F-Series Super Duty and updated 2011 Chevrolet Silverado and GMC Sierra Heavy Duty pickups are expected to arrive in the next six months. The Super Duty will feature two all-new engines: a 6.7-liter V-8 Power Stroke turbodiesel and a 6.2-liter V-8 gasser. The GM twins will feature a significantly updated 6.6-liter V-8 LML Duramax turbodiesel. The new Power Stroke and Duramax are also expected to generate significantly more power than the current 350-horsepower, 650 lbs.-ft. of torque that Ford’s diesel does, and the 355-hp, 660 lbs.-ft. that GM diesels do today. Dodge is carrying over its current 350-hp, 650 lbs.-ft. 6.7-liter Cummins six-cylinder diesel.

If all of that sounds bad, in actuality, the timing of the new Dodge Ram Heavy Duty pickups probably couldn’t be better, considering the challenges that three-quarter and one-ton pickups face.

If it ain’t broke…

Ford and GM aren’t updating their diesel engines just to be competitive. The more important reason is because their current 2008-10 6.4-liter Power Stroke V-8 and 2007-10 6.6-liter V-8 LMM Duramax engines won’t meet the 2010 NOx emissions standards. While neither has talked pricing yet for their new engines, both are almost certain to be more expensive – like Hino and Navistar – because both are adding new urea-based selective catalytic reduction systems to smother NOx. Urea, also known by the more marketable name Diesel Exhaust Fluid, requires periodic refills – a new maintenance item for diesel truck owners. DEF tanks also add weight, marginally reducing payload capacity, and if the tank runs dry the truck will be immobilized or forced to ‘limp home’ until its urea can be refilled.

A similar EPA mandate for diesels in 2007 forced the addition of diesel particulate filters to meet soot emissions standards that added up to $1,500 to the price of diesel pickups. The filters also hurt fuel economy because they require burning up to 6/10 of a gallon of fuel to incinerate trapped soot.

But Chrysler and diesel engine partner Cummins took advantage of the situation in 2007 to ensure the Ram HD’s 6.7-liter engine would also be clean enough to meet 2010 NOx emissions standards. It’s a move that drew snickers from GM and Ford at the time because the Ram’s DEF-free “Adsorber” catalyst uses expensive precious metals, like rhodium and palladium, to convert NOx to harmless nitrogen gas and water vapor. Those metals peaked in price in 2008, when the global economy was at its hottest, before crashing back down in the last year to much lower levels.

Commodity prices are one reason that the 2011 Dodge Ram 3500, 4500 and 5500 Cab Chassis trucks will use DEF systems instead of Adsorber catalysts. However, the Ram Heavy Duty pickups remain urea-free for 2010 and, likely, beyond.

While the Dodge Ram HD pickups are keeping the same diesel engine, there’s a bump in price for the Cummins I6 by about $500, up to $7,615. Adding a six-speed 68RFE automatic transmission bumps the price to $8,020. The six-speed manual equipped trucks get a $1,170 price break, bringing the price down to $6,445. Still, Ram buyers won’t be burdened with the extra maintenance task of refilling DEF or adding extra weight to the truck from a DEF tank.

Ford’s current 6.4-liter diesel powertrain costs $7,835 (with a six-speed manual) to $9,325 (with a five-speed automatic) and GM’s current 6.6-liter diesel costs $7,195 plus $1,200 for an Allison transmission. GM no longer offers a manual transmission for its HD pickups and Ford will ditch its handshaker when its 2011 Super Dutys arrive.

According to Chrysler, starting prices for all 5.7-liter Hemi V-8 gas engine Ram HDs will be less than the outgoing model, and all Mega Cab Ram HD pickups – the largest cab in the segment – will also be priced below last year’s models.

Chrysler replaced the HD Ram’s legacy Hemi in 2009 with the updated “Eagle” Hemi that’s rated at 383-hp and 400-pounds-feet-of-torque. It features variable-valve-timing version and active intake manifold runners that help improve low-end power and clean-up emissions. The six-speed manual transmission was dropped for the Hemi in 2009. The five-speed 545RFE automatic gearbox is standard equipment. The Hemi is also carried over unchanged for 2010.

“With our 2010 pricing, we’re going right at the competition,” said Mark Heber, head of Dodge Ram brand truck marketing. “We’re not being bashful at all. We’re going to hit them where it hurts.”

There’s another advantage to Chrysler’s carryover approach. The 6.7-liter Cummins is a proven engine with a three-year history behind it. Early bugs related to the diesel particulate filter have been worked out. Ford and GM, however, are going to have to prove all over again that their newfangled clean diesels will be at least as reliable, durable and fuel efficient as the engines they replace, even if they are more powerful.

The 2010 Dodge Ram HD pickup are more than a carryover powertrain story, though. There’s all new sheetmetal, a new interior and several notable suspension improvements that we were able to experience by driving the trucks first hand.

We flew out to Texas (at our own expense, not Dodge's) to drive the 2010 Ram Heavy Duty lineup in the hills outside of San Antonio – the heart of pickup country.

Dodge pumps up Heavy Duty Rams

dodge ram heavy duty

trucks heavy duty

heavy duty truck

The redesigned big Dodge Ram pickups are on their way to market.

A year after the automaker rolled out its newest generation of the Ram 1500 light-duty line, Dodge now has updated the 2500 and 3500 model pickups.

And, as with the Ram 1500 a year ago, the biggest news is the addition of a crew-cab model (other than the Texas-sized Mega Cab model introduced in 2006).

These new trucks are available in a variety of cab and cargo configurations and come with either a 5.7-liter Hemi V-8 gasoline engine or a 6.7-liter Cummings Turbo Diesel.

The Cummings engine meets the new clean-diesel standards in all 50 states without having to use an additive.

Also new: The diesel-equipped models come with the only standard exhaust brake in this market segment, Dodge says.

The diesel models are offered with either a six-speed manual or six-speed automatic transmission.

A regular cab model — with just a front seat — is available along with the crew and Mega versions. Cargo boxes are available in 6-foot-4 and 8-foot lengths with either single or dual rear wheels.

With all three cab styles, the ride has been improved, with such new features as retuned suspension components.

Towing capacity has been increased, too. The main reason many consumers buy these trucks is for towing, and the 3500 model now can pull trailers weighing up to 18,500 pounds. They have a maximum payload of 5,110 pounds, as well.

Gross combined weight rating — loaded truck plus trailer — can run as high as 25,400 pounds when the 3500 model is equipped with the dual rear wheels, the diesel engine, automatic transmission and the 4.10 rear axle.

The gross weight rating on the Ram 2500 four-wheel-drive crew-cab diesel models has been increased to 9,600 pounds.

The strength of the Ram Heavy Duty lies in its fully boxed frame, which is hydro-formed, a process designed to increase significantly the torsional rigidity and stiffness.

Dodge says the suspension system includes coil springs in the front, and a multileaf spring design in the rear to give the vehicle its heavy-duty capability.

Both front and rear shocks and springs have been specially tuned for a combination of ride quality and capability, the company said.

Other upgrades include larger front axle U-joints, combined with an increased front gross axle weight rating, which allows for the attachment of accessories to the front end, such as road scrapers and snowplows.

The standard exhaust brake is designed to help extend brake life and to provide “confidence and safety” when the truck is carrying heavy loads downhill, Dodge said. The brakes include an antilock system.

Also available is an integrated trailer brake controller. Information for the trailer brake controller is shown on the driver-information center, which is standard on diesel models and optional gasoline-powered SLT, TRX and Laramie models.

A tow/haul mode switch is standard on both the five- and six-speed automatic transmissions.

The Cummings diesel cranks out 350 horsepower at 3,000 rpm and 650 foot-pounds of torque at an engine speed as low as 1,500 rpm. It has standard oil change intervals of 7,500 miles, and major overhaul intervals of 350,000 miles, which Dodge says is more than 100,000 miles ahead of its competitors.

The six-speed manual transmission comes with an ultralow first gear, which Dodge says “makes it ideal for heavy hauling requirements.”

With the gasoline engine option, consumers get a 5.7-liter Hemi that turns out 383 horsepower and 400 foot-pounds of torque.

Standard with the Hemi is the five-speed automatic transmission with Electronic Range Select, which lets the driver select the highest available transmission gear. The system permits manual upshifts and downshifts based on road speed and engine speed.

The Ram Power Wagon also returns for 2010, an extreme off-road-capable model that comes with electric locking front and rear differentials, electronic disconnecting sway bar, Bilstein shocks, 32-inch BF Goodrich off-road tires, underbody skid plates, a 4.56 axle ratio for hill climbing and a Warn 12,000-pound winch at the front of the vehicle.

It also has a new two-tone paint scheme and graphics package.

Interiors of the new Ram Heavy Duty models offer amenities that in the past have been limited to cars and designed specifically for passenger comfort and convenience. The interiors are quite carlike and include an optional large center console with an upper bin large enough for a laptop computer and a lower bin that can hold hanging files. There is even a 12-volt power outlet in the upper bin.

The 2500 and 3500 Mega Cab models have best-in-class interior space, Dodge says, “including the largest, longest cab (143.2 cubic feet and 111.1 inches long); largest interior cargo volume (72.2 cubic feet); largest cargo volume behind the rear seat (7.7 cubic feet); largest flat-floor load area (16.8 square feet); largest second-row legroom (44.2 inches); largest rear-door opening (34.5 inches wide, 35.5 inches high); largest rear-door open angle (85 degrees); and first-ever reclining rear seats (22- to 37-degree seatback angle).”

No prices have been announced yet. The new trucks go on sale later this fall. No EPA mileage ratings are published for the heavy-duty pickups; they are exempt from the mileage regulations because of their weight.

Award-winning Dodge Ram gets test-drive today

Chrysler LLC unveiled the 2010 Dodge Ram 3500 Laramie Heavy Duty Crew Cab 4x4 Dually at the 2009 Chicago Auto Show. Crew Cab currently accounts for 50% of the Heavy-Duty market. This is Dodge's first entry into this segment. (Provided by Chrysler Group LLC)

The 2010 Dodge Ram Heavy Duty took top honors this week at the Texas Auto Writers Association’s annual Truck Rodeo outside San Antonio — and Chrysler Group LLC is working hard to keep the positive buzz going on its newest product offering.

Today, the Auburn Hills automaker is hosting a program where journalists -- including Free Press reporter Greg Gardner -- will test-drive the new Ram truck.

Production of the truck began last week in Saltillo, Mexico, and it should begin arriving in dealerships soon. Today’s drive program is the fourth of five media drives, said Chrysler spokesman David Elshoff. Two were held in Texas; the remaining three are being held in Michigan.

Journalists will drive the truck from Ypsilanti to Chelsea to examine the trucks new features.

Chrysler says the new Ram offers increased capability and new features. Aside from all-new styling, that included an all-new crew-size cab. The truck also offers a pair of legendary engines: the 6.7-liter Cummins Turbo Diesel with 350 horsepower, producing 650 lb-ft. of torque and what Chrysler is calling “the most powerful standard engine in the segment:” the 383-horsepower 5.7-liter HEMI V-8 with 400 lb.-ft. of torque.

Dodge Ram Bianco for SEMA - Auto Shows

2009 Dodge Ram 1500 crew cab Sport

Among Dodge’s modified vehicles at the upcoming SEMA show will be the Ram Bianco, a luxury-oriented concept version of the company’s full-size truck. Outside, the modifications include a hard tonneau cover—and a washable “bed rug” below—a Mopar body kit with bigger fender flares, and an Arctic Ice paint scheme. Lowered suspension and bigger wheels—22 inches in diameter—make the truck SEMA-approved.

A white-and-black theme adorns the new Katzkin leather seats and other interior trim, while louder speakers and a new subwoofer will help accelerate hearing loss. Finally, there are some go-fast goodies: a cold-air intake and new exhaust system from the Mopar catalog.

1947 Dodge Canopy Delivery

The 1947 Dodge canopy delivery's "canopy" was a wooden frame covered with fabric. This was the last year of production for this charming body style.
The 1947 Dodge canopy delivery is a nostalgic reminder of past times, when door-to-door grocers plied their trade from the street and offered householders the freshest fruits and vegetables right off the boat -- or at least off the truck.
The species was overcome by the postwar growth of supermarkets and the universality of refrigeration, but enough canopy trucks survive in collector hands to remind us of earlier days. Indeed, the 1947 Dodge canopy delivery was the last canopy delivery model offered by Dodge.

Like most manufacturers, Dodge in 1946 and 1947 was getting by with prewar equipment. The 1947 light-duty trucks hadn't changed a bit from 1946. In fact, they differed little in looks and specification from the redesigned TC series first introduced eight years before. Their 116-inch wheelbase was an inch shorter than the Dodge automobile.

Of the 42,542 Dodge half-tons built in 1947, the canopy delivery was probably the rarest, and for collectors it's one of the most interesting. The unique roof was made of 32 longitudinal slats, each different, nailed on cross bows and set into a wooden perimeter bolted to the body.

The 1947 Dodge canopy delivery is shown doing what it was designed to do: carry fresh produce to neighborhood buyers.

The top was covered with fabric similar to that used on car roofs before all-steel construction. The roll-up side curtains snapped into place when let down, and metal mesh screens for sides, driver's seatback, and rear door were available at extra cost.Options on the example above include whitewall tires, heater-defroster, outside mirrors, rear-view mirror, sun visor, and passenger seat.

The 2009 RXT Dodge Ram 2009

To start the transformation from a stock Dodge Ram 1500 into a Mr. Norm’s Red Xpress Truck requires $2,799. For that kind of scratch, you get the Red Xpress Truck graphics, custom Katzkin leather seat covers and embroidered carpet mats, a windshield banner, red powder coated custom disc brake caliper covers, dash and core support serial number badges and listing in The Original Mr. Norm's Grand Spaulding Dodge Registry.

“We haven’t put a lot of 30-year-old stuff on the Red Xpress,” said Larry Weiner of Performance West Group. “When we started this project with Mr. Norm, we looked at it and tried to think about how Chrysler would have done a L’il Red Truck today. This is a 21st Century pickup.”

The RXT we drove included goodies like a Mopar Ram R/T dual inlet hood, Dodge Viper-spec Scorpion Zero P305/40 R22 tires sitting on custom wheels that are unique to the Xpress, an Eibach spring kit that meets Mopar specs and lowers the Ram by two inches up front and by three in the back, a new rear differential cover that has a larger oil capacity and the all-important cat back exhaust kit with dual chrome pipes that punched through the cargo box directly behind the B-pillar.

As intimidating as the RXT looks with its big rig nose and silver stacks, there’s one thing Weiner wishes they could have done with the Red Xpress:

“We really wanted to mount the stacks on the sides of the cargo box but it’s too expensive,” said Weiner. “If Chrysler still offered a stepside bed, we’d have done it. We looked at fabricating customer boxes but the price was way too high. They would have cost close to $10,000 to make them look right and to engineer the necessary safety modifications that are required today. If you look at the L’il Red Truck, the fuel cap sticks right outside the box. That wouldn’t work today.”

Cost and complexity were also issues when trying to find a metal works company to replicate the heat baffling that surrounded the LRT’s pipes. It’s not easy to recreate at a reasonable price because of the custom fabrication involved for such a limited production run.

The exhaust is run cleanly through the bed’s load floor, and one benefit of sticking with the Ram 1500’s stock fleetside box is that it can haul more cargo in back than the D150 Utiline step-sider will. Of course, you’re going to want to keep things well away from the pipes. They get hot.

It’s important to point out that there are no performance tweaks to the engine, powertrain or drive components, so there’s nothing that would invalidate the warranty on the truck or violate tough federal and state emissions laws. Today, not even the aftermarket can get around clean-air rules.

The Red Xpress Truck comes standard with the Ram’s 390-horsepower, 407-lbs.-ft. of torque 5.7-liter Hemi V-8. It’s an awesome powertrain for a stock truck that’s marginally hobbled by its five-speed transmission (relative to competitors that now have six gears). It’s fast, too. Merging onto the freeway and passing traffic wasn’t a problem in this truck and it has an awesome exhaust note that rumbles through the cab. Hit the brakes and the truck instantly sheds speeds with gobs more stability and confidence than the ’79 rig.

Weiner wishes they could have offered two optional engines -- a 6.1-liter SRT-8 Hemi V-8 crate motor, rated at approximately 450 hp, or Mr. Norm's signature 426-cubic-inch (7.0-liter) Gen III Hemi V-8, based on the 6.1-liter, rated at approximately 600 horsepower – but the economy has a put a damper on those plans.

“We can do a lot with the 5.7-liter Hemi truck and keep the premium as low as possible,” Weiner said.

Mr. Norm and PWG still have a few more tricks that they are planning to add to the RXT in the near future, including a real wood floor. The original LRT featured wooden planks that bolted into the cargo box that could be easily replaced when they wore out. Weiner hopes to offer a similar looking floor that could be installed over the bottom over the cargo box without cutting sheetmetal. There are no plans though to add wood to the Ram’s exterior body panels. That’s a detail that will remain unique to the L’il Red Truck.

For some of our photography, we drove the two red trucks together on the road in Southern California, where the car culture has always embraced custom vehicles. The sight of these two rigs rolling down the highway with vertical stacks was enough to catch the attention of plenty of drivers and -- for a minute – let them forget today’s economic problems and concerns and live in the moment. And wasn’t that the point of the L’il Red Truck in the first place?

Nadp Diesel Drags Lifted Dodge Cummins Burnout

2010 Dodge Ram Power Wagon

Photos courtesy of Petersen's 4Wheel & Off-Road

Our friends at Petersen's 4Wheel & Off-Road Magazine have just parked a brand new 2010 Dodge Ram Power Wagon Heavy Duty pickup in their driveway. These are the first pictures we've seen of the production truck since our spies caught pre-production versions a few weeks back.

Like the rest of the new 2010 Ram HD lineup, the Power Wagon features new sheetmetal and an interior upgrade that shares styling and components with the light-duty Dodge Ram 1500. One significant appearance change that we're getting used to: last year's chrome Power Wagon badges are gone, replaced with big vinyl graphics on the tailgate and hood.

The eight-cylinder Hemi-propelled Power Wagon is the only 2010 Ram Heavy Duty model with a 4.56 rear axle, locking front and rear differentials, and electric sway bar disconnect for maximum articulation off-road. It also features BF Goodrich All-Terrain 33-inch tires and 17-inch wheels.

For more pictures and news about which trucks the 2010 Ram Power Wagon will be competing against in 4Wheel & Off-Road's '4x4 of the Year' competition, check out their first look!

Dodge Ram Crew 1500 Sport Pictures

Dodge Ram Crew 1500 Sport

Dodge Ram Crew 1500 Sport

Dodge Ram Crew 1500 Sport

Dodge Ram Crew 1500 Sport

2009 Dodge Ram 1500 Update

2009 Dodge Ram 1500 in five months than we did on our BMW 135i over an entire year. There are two frequently repeated comments over the first five months of our loan: we're still impressed by the soft, yet controlled ride of the big Dodge, and the luxurious interior is holding up incredibly well. Initial comments were about how good the interior looked, but now we're talking about how useful all the cubbies are and how well the materials are holding up, which has certainly been the Achilles' heel for Chrysler products the past few years.

Praise for the RamBox has also been strong. Copy editor Rusty Blackwell managed to squeeze a (compact) golf bag into one side of the RamBox, thought he was quick to point out "this is the same golf bag that fit behind the seats of the Audi R8." Road test coordinator Mike Ofiara took the Ram to northern Michigan for a long weekend and noticed a man inspecting the RamBox when he came out of a party store. Apparently the man thought the RamBox would conflict with the traditional duties of a truck, so he measured the bed and said: "Well, maybe they [Dodge] were thinking, it's four-foot across." If you don't recognize the significance of a four-foot-wide truck bed, that's the minimum width needed to transport a full sheet of drywall or plywood -- certainly a requirement for any real full-size truck.

Our Ram continues to rack up some serious mileage, and that necessitated another oil change at 19,539 miles. The local dealer also tightened and inspected the serpentine belt during the service visit. A 5000-mile service interval means $45.73 service visits are rather frequent for us, but the cost isn't unreasonable. We've also had good experiences with our dealer each time.

Though our fleet doesn't typically feature many pickup trucks, senior editor Joe Lorio recently drove a Toyota Tundra and then spent time in the Ram the next day. He compares and contrasts the two trucks like this:

"I just had a Toyota Tundra back east yesterday, and now I'm driving the Ram here today. The Toyota V-8 is utterly silent at idle, where Dodge's Hemi emits a low rumble. The Toyota's steering is overboosted, while Dodge effort feels right to me. Both trucks ride amazingly well. Both are huge, but it seemed to me that the Tundra had a slightly tighter turning circle [Tundra 44 ft, Ram 45.4 ft]. The lack of a rear-view camera is absurd in a high-dollar pickup like this. The interior of the more basic-spec Toyota was not nearly as fancy as this Ram; more surprising is that the Ram's cabin has suffered no wear to date, despite racking up the miles."