First Drive Review
For most people, the initials “HD” have everything to do with the fidelity of their television sets and nothing to do with automobiles. But to any Texas rancher—and a huge portion of full-size-pickup buyers elsewhere in the country—those two letters represent a term that separates the men from the boys in the pickup world: heavy duty. The HD pickup game has stepped up in might and intensity during the past decade, with a three-way race between the Dodge Ram HD and its only rivals, the Ford F-series Super Duty and the Chevrolet Silverado/GMC Sierra HD twins. Fittingly, Dodge lured us into the heart of the Lone Star state—San Antonio, specifically—to sample its new Ram 2500 and 3500 Heavy Duty trucks where they’re appreciated most.
When it lands in dealerships early next year, the big Ram Heavy Duty will be Chrysler’s first official new product launch in a year—the last one being the light-duty Ram, incidentally—and the first since Fiat took the helm earlier in 2009. What we found was not just the Heaviest Dutiest Rammiest Ram ever, but also the quietest and most comfortable HD truck we can remember.
Ingredients of the “Ultimate Tow Vehicle”
The primary goal of the HD this go-round, according to Chrysler, was to become the “ultimate tow vehicle.” Thus, it is built on a de rigueur fully boxed ladder frame with coil springs up front, but in place of the coil-spring rear end found on the light-duty Ram 1500 are heartier, more conventional leaf springs. Engines are none too wimpy. A 5.7-liter Hemi V-8 with 383 hp and 400 lb-ft of torque is standard, and for the truly serious, the Cummins 6.7-liter inline-six turbo-diesel returns with 350 hp and a monstrous 650 lb-ft of torque, the latter being offered with the choice of a six-speed automatic or manual transmission. Axle ratios come in 3.42:1, 3.73:1, and 4.10:1 flavors to make the most of all that torque. The results are payload capacities of 1890 pounds to 5110 pounds, depending on engine and body style; towing capacity ranges from 8150 pounds to a houselike 18,500 pounds.
There are literally hundreds of different cab, wheelbase, powertrain, and drivetrain configurations offered on the Ram Heavy Duty; alas, we were only able to sample four of them, or five if you count the 3500 diesel dualie that was saddled with 16,000 pounds’ worth of farm equipment on a dual-axle trailer. Predictably, that one required patience up the inclines but didn’t want to quit. With nearly a ton of trailer-tongue weight pressing down on its rear, steering precision more or less dropped off a cliff, and the brakes were rather taxed by the load, which brought the rig to within a few pounds of its 25,400-pound gross vehicle weight limit (up from 24,000 for 2009). In that instance, however, the new exhaust-brake system helped tremendously, preventing us from gaining speed even on serious descents so as to preserve our brake power for when we truly needed it.
The other Rams we drove were empty, so we could pay particular attention to how closely the stiffer-sprung HDs resemble their light-duty counterparts, which we have praised for their favorable ride quality and response, mostly due to their coil-spring suspensions. How’d the new HDs do? For the most part, quite well. There was indeed more bouncing, but Chrysler’s efforts to quell the skateboardlike unladen ride of the HD paid off. Credit new C-pillar hydromounts that help mitigate cab shaking. The steering, however, is just as dull and unresponsive right off-center as in the 1500, requiring up to 15 degrees of steering-wheel rotation to get those front wheels to bite into a turn (at which point they do abruptly). The brakes are respectable in feel and response, though, considering the mass they are charged with halting.
The engines are predictably gutsy yet remarkably quiet. The 2500’s Hemi V-8 is downright silent in operation when you’re not mashing the gas, and it emits a delicious but still-subdued growl when floored. The Cummins-sourced turbo-diesel that comes with all Ram 3500s, on the other hand, is less than silent, yet is one of the quietest diesels we’ve ever heard from behind the wheel of a pickup.
Credit should go to the interior team, which not only paid the Ram Heavy Duty the same sort of attention it paid to the 1500 in terms of sound insulation but also gave it all the upscale storage and comfort amenities, including an options list as long as a freight train. Two-tone leather seats, top-stitched dash and seat trim, and faux wood dress up the interior in a way that few hard-working HD drivers have ever experienced. A stylish center display conveys comprehensive trip and vehicle-related information.
Even more useful for working types are the gabillions of storage cubbies found throughout the huge cabin, including a two-tier glove box and center console, as well as bins under the rear-seat floor. A crew cab replaces last year’s shorter Quad Cab, finally giving Dodge a four-door truck with real rear legroom in addition to the still-available and even-larger Mega Cab. Unfortunately, the Ram Heavy Duty is not available with the Ram 1500’s nifty Ram Box bedside storage areas.
Power Wagon Returns
On the outside, of course, the Ram Heavy Duty serves up a pile of bad-ass. The hood is some four inches higher than those of non-HD Rams, and the front bumper is a bit more chiseled. The body is otherwise unchanged, save for clear-lens clearance lights and the rear fenders of dualie models, which now encase the extra wheels in pontoonlike, full-height fender swells.
For those who just can’t get enough machismo (or for nostalgic Simon and Simon fans), the 2500-based Power Wagon returns for 2010, with a graphics package, a two-inch lift, 32-inch BFGoodrich off-road tires, Bilstein shocks, electronically locking front and rear differentials and disconnecting anti-roll bars, underbody skid protection, and a 4.56:1 axle ratio for improved off-road capability.
Fuel Economy? Who Knows, Who Cares?
Due to the high gross vehicle weight of heavy-duty pickups, fuel-economy figures are not required by the EPA and almost never released. But we can report that during our first 100-plus-mile leg in a diesel-equipped, single-rear-wheel 3500 crew cab, the trip computer displayed an average of 14.1 mpg.
Given the 2010 Ram Heavy Duty’s three cab styles (regular, crew, and Mega), two cargo boxes (six feet four and eight feet), single- and dual-rear-wheel configurations, and five trim levels (ST, SLT, TRX, Power Wagon, and Laramie), there is a plethora of build combinations, and prices will therefore vary wildly. The base price of a stripped 2500 work truck is $28,165, with 3500s starting at just over $35,000. However, 3500 Mega Cab dualies in Laramie trim with the Cummins turbo-diesel start at more than $51,000, making it possible to crest $60,000 with all the bells and whistles. For buyers who need the capability, such a truck could pay back that investment in relatively short order. We don’t fall into the category, but maybe we need to find ourselves a car hauler and road-test a new Ram Heavy Duty on the way to the racetrack. With half our long-term fleet in tow.
