Lifted 1990 Dodge Dakota 4x4 Truck

Lifted 1990 Dodge Dakota 4x4 Truck

2010 Dodge Dakota

The 2010 Dodge Dakota gets a slightly revised suspension, but is largely unchanged otherwise. This compact pickup truck comes in two body styles. Extended Cabs have a 6.4-ft cargo bed and rear-hinged back doors that do not open independently of the fronts. They seat up to five. Crew cabs have a 5.3-ft bed, conventional back doors, and seat up to six. Four trim levels are offered: Base ST, mid-level Big Horn (Lone Star in Texas), off-road-ready TRX4, and top-end Laramie. Dakota's standard engine is a 210-hp 3.7-liter V6. It teams with a 4-speed automatic transmission. A 302-hp 4.7-liter V8 is standard on the TRX4 and optional on Big Horn and Laramie. The V8 comes only with a 5-speed automatic. Dakota is available with rear-wheel drive or 4-wheel drive. The 4WD system should not be left engaged on dry pavement, but it includes low-range gearing for off-road use. Maximum towing capacity is 7250 lb. Available safety features include ABS and curtain side airbags. Also available are heated cloth or leather front seats and Dodge's Crate 'N Go system, which includes collapsible and removable interior storage containers.

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.

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

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.

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.

2009 Dodge Ram Pickup Truck

View a video of the new 2009 Dodge Ram pickup truck inside and out.

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.

They're found on practically every tractor-trailer on the road today and considered a must-have for any serious diesel trucker. Dodge reps say this is the first time it's ever been offered as standard equipment on a consumer pickup truck, though some of the competition does offer it as optional equipment.

“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.

Dodge's 'work hard play, hard hard' mantra is obvious in the Power Wagon. Don't let it's ridiculous name fool you, the HEMI’s protected undercarriage, electronic-locking front and rear diffs, detachable front sway bar, 4.56 axle ratio, two-inch lift, full Bilstein suspension and 32-inch BFG off-road tires got me over boulders, stumps and a log pile, through waist-deep mud and water and back home through the twisting, tight and technical Lyman Trail that's used to trail rate Jeep Wranglers.

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.

The tall order of developing, marketing, and selling a viable unibody truck follows a familiar formula: smaller engines, better fuel economy, and work capabilities that are somewhat comparable to a half-ton, body-on-frame truck. Past efforts are littered with names like Brat, Comanche, Rabbit, and Rampage, while more recent offerings such as the Subaru Baja and Honda Ridgeline have had difficulty cracking the U.S. truck market. It doesn't help that compact trucks are just plain unpopular compared to the full-sizes, with the larger representing nearly 23 percent of all U.S. vehicle sales. Compact trucks total 5 percent.

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.

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.

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).

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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