Base Price: $30,515 to $43,255
Competitors: Ford F250/350, Chevrolet Silverado 2500/3500, GMC Sierra 2500/3500
Powertrains: 5.7-liter V-8, 383 hp, 400 lb-ft; turbocharged 6.7-liter diesel I-6, 350, 370 or 385 hp, 800 or 850 lb-ft; six-speed manual, six-speed automatic, RWD or AWD.
EPA Fuel Economy (city/hwy): Not EPA rated
What's New: Cue your Tim Allen Tool Time grunting: This is an all-new truck built on a stronger, tougher frame, with revised suspension, upgraded interior, and new electrical architecture, all of which allows for more features and higher cargo and towing ratings to keep Ram competitive in the pickup arms race.
The Hemi V-8 essentially carries over as base engine, and Ram continues to be the only brand that offers a manual gearbox for heavy-duty models. This latest Ram, properly equipped, can tow just over 30,000 pounds. That's more than most of us can legally pull on the highway without a commercial driver's license (CDL), though some states allow exceptions for strictly personal or farm uses. To set the mark so high that it could tow both the competition's top-rated truck and its heaviest trailer took some doing: the Cummins-built turbodiesel six gets up to 385 hp and 850 lb-ft, but only after expansive attention to cooling (dual radiators, dual trans coolers, and a charge cooler all reside behind that big grille) and only when mated with a new Aisin-built six-speed automatic devised to handle the thrust.
The oil-change interval has been pushed out to 15,000 miles thanks to better filtering and ultra-low-sulfur diesel fuel. That means you'll have to add diesel exhaust fluid (DEF) yourself rather than waiting for the oil change, since the tank has about enough for 8000 miles of driving, but Ram made it easy with a DEF level gauge on the dash and a blue-capped feeder tube right next to the capless fuel filler.
Tech Tidbit: In hot weather at max load up a grade, the Cummins needed to ingest cooler air, so Ram devised the Active Air intake. Normally the engine draws from the wheel well. But in extreme conditions?as measured by sensors for ambient air temperature, engine temps, transmission gear, pedal position, and load?a valve opens to pull cooler air from a trumpet mounted behind the upper corner of the grille on the passenger side.
Driving Character: The average heavy-duty pickup on the roads today is 13 years old. Anyone replacing a rig from the 2000 model year with this new one would surely notice the overabundance of torque (a Dodge Ram 3500 diesel from that year maxed out at 450 lb-ft), but the more impressive change is the smooth ride and easy handling character.
The new Ram 3500s use a three-link front suspension in place of the five-link design for the solid front axle (it helps with roll control and is better for snowplow uses), and all the HD models have bigger-diameter shocks. With engine compression braking and electronic assists at every turn, these trucks do all the hard work now?even drivers who buy their spangled Western wear in petite sizes can pull a gooseneck trailer with a six-horse load.
HD pickups can be trimmed out as plush as any half-ton model: We sampled a $65,700 Laramie Longhorn 4x4 2500 with the Mega-Cab, loaded with nearly 2200 board-feet of 2x4 lumber, and a dual-rear-wheel Ram 3500 that stickered out at $70,285 in the same trim level, unladen. The loaded truck shrugged off its ton-and-a-quarter load, merging easily onto the freeway at 70 mph. The empty DRW truck, though rated for bigger loads, rode smoothly even on challenging pavement.
And yes, we also sampled a real workhorse: a standard cab ST Tradesman 4x2 DRW hooked up to a 30,000-pound flatbed. Far less luxurious (hand cranks for the windows, cloth seats) and with all the rugged hardware the chore demanded, it cost ?only" $45,250. We didn't feel as coddled, but it wasn't punishing, either, and handled the big load eagerly.
Favorite Detail: Ram's new Automatic mode on the engine compression-braking system. On downhill grades, the previous version sometimes slowed the truck more than the driver wanted or needed. In auto mode, it's more adaptive to your demands and will maintain a speed set via cruise control. There's also a nifty dashboard readout that tells you how much engine brake you're using, rated in horsepower.
Driver's Grievance: The transmission hump on the floor intrudes into front passenger footwell space with an extra bulge to accommodate the power takeoff feature found on the Aisin transmission. It seems unfair to buyers who don't need or use the option.
Bottom Line: Prices on these trucks have risen at least as rapidly as their capability and content, but it would be a shame if that dissuaded buyers, who could benefit not only from improved performance and comfort but also from gains in safety and fuel economy. EPA doesn't rate these workhorses, but Ram says fuel economy is up at least 10 percent, in part from using diesel exhaust fluid rather than exotic catalysts to manage diesel emissions. (The dashboard readout said we got 17.5 mpg in the 2500 Laramie hauling that lumber around on a 35-mile loop.) Engine braking also contributes to reduced wear for the brakes, so overall running costs?a key factor for many users?should come down even with added DEF costs.
Since Ram separated from the Dodge brand in 2009, its market share has risen from 11.5 percent to over 19 percent. These new HD pickups promise to keep the momentum going.
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