2010 Dodge Ram: Belongs in haul of fame

JIL MCINTOSH PHOTO FOR THE TORONTO STAR

A year after updating the light-duty 1500, Dodge reinvigorates the Ram 2500 and 3500 versions with several features sure to please big-truck fans.

Jil McIntosh

SPECIAL TO THE STAR

YPSILANTI, Mich. – I wish I knew how to write a manly grunt for the printed page. It's the only way to describe piloting a full-size four-door, dual-wheel, diesel-powered pickup truck, towing seven and a half tonnes of farm tractor down the road. It seldom gets any better than that.

My ride was the Dodge Ram heavy-duty, which has been updated for 2010. The light-duty Ram 1500 was remodelled for 2009; now, the 2500 and 3500 models get their turns.

The frames and engines are carried over – a choice of 5.7 L Hemi V8 or six-cylinder 6.7 L Cummins turbodiesel on the 2500, the diesel exclusively on the 3500 – but pretty much everything else is new.

The Quad Cab is gone, replaced by a long-overdue Crew Cab with standard 6-foot-4 or optional 8-foot bed: not only are the full-size doors more practical, but the cab itself is 233 mm longer than the Quad.

A regular cab remains, as does the living-room-sized Mega Cab, a cabin no longer offered in the 1500.

Base pricing starts at $33,995 – a hundred bucks under the Ford Super Duty, so Dodge can advertise the lowest price in Canada – and rises to $57,795 before tacking on any extras.

There's also a TRX Off-Road Package, and for the really outdoorsy type, the Power Wagon. It offers pretty much the same trail-crawling ability as a Jeep Wrangler, with integrated self-recovery winch, locking front and rear differentials, and electronic disconnecting sway bar.

Styling is also new, and it's a beauty. Wisely, the company understands that heavy-duty buyers are a breed unto themselves, and so this new model sports a "big rig" design that sets it sharply apart from the 1500. The front fenders and headlamps are shared, but that's about it.

Some of the changes are functional, such as the massive grille, made larger than the 1500's to supply extra cooling to the diesel. In other cases, it's more form over function, such as the tailgate spoiler, which sticks out beyond the bed liner's protective lip.

The dually's rear fenders are a one-piece steel stamping, which has pros and cons: they look better than bolt-on composite fenders, and won't crack the way plastic can. On the other hand, if you misjudge their width, you're replacing the whole side of the truck box.

The rear coil springs used to soften the 1500's ride aren't found here: these are the heavy-duty leaf variety. The Crew and Mega cabs bolt down right where the frame tends to flex the most; the solution is an unusual fluid-filled body mount to absorb the energy. The long-wheelbase, dual-wheel 3500 rides as smoothly as a big sedan, and surprisingly, almost as quietly.

The diesel can be ordered with a six-speed manual, but most buyers will go for the six-speed automatic (the gasoline engine comes only with a five-speed automatic). The diesel includes a standard, segment-exclusive exhaust brake similar to those on tractor-trailers, but nowhere near as loud. Between the exhaust brake and the transmission's downshifts, I was able to bring some 7.5 tonnes of trailer and farm tractor down from 95 to 30 km/h while descending a slight incline, without using the brakes.

The towing mirrors are also simple but very effective: with a pivot on the inside corner, you either push them upright for regular use, or flip them down for wider vision.

Playing catch-up to the competition, an optional integrated trailer brake controller is now offered, with its readout visible in the driver information centre. A combined four- and seven-pin trailer harness connector is located at the top of the bumper for easy hook-up.

At the highest end of the scale, Ram's towing capacity maxes at 8,391 kg (18,500 lbs.), while payload is up to 2,327 kg (5,130 lbs.). A higher front gross axle weight of 2,495 kg (5,500 lbs.) on 4x4 diesel models also means you can run a heavier snowplow than before.

Diesel fans should be aware that, starting Jan. 1, tough new emissions standards will apply to oil-burners. Ram's version uses particulate filters, catalysts and an improved EGR (exhaust gas recirculation unit) to meet them. The competition hasn't announced anything yet, but Dodge says it expects GM and Ford to instead meet the standards with urea – including Ford's new 6.7 L Power Stroke V8, which will debut on the 2011 Super Duty. If so, it could tip the scales in Dodge's favour with many owners. Not only does liquid urea have to be added at regular intervals, but it freezes at minus 11C, which automakers solve with heated tanks and lines.

It didn't take a whole lot to improve Ram's woeful interiors, but they're now up there with the best. The trim levels run from vinyl bench seats, wind-up windows and vinyl floor to available heated and ventilated seats, power-adjustable pedals, navigation system, backup camera and heated steering wheel.

There are some 42 storage cubbies throughout the cabin, including removable floor-mounted plastic bins that can be used as ice coolers. The rear seats fold flat, although Ford still has the jump with a completely flat rear floor.

Built in Mexico, the new heavy-duty models are starting to trickle into dealerships now – manly grunt not included.

Travel was provided to freelance writer Jil McIntosh by the auto-maker. jil@ca.inter.net

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