2010 Dodge Ram 1500
2010 Dodge Ram 1500 Expert Review: Autoblog
Back in 1993, truck drivers had no choice but to depend on domestic automakers for work-ready pickups, and only Ford and General Motors offered competitive haulers. That all changed a year later when Dodge set the pickup truck market on its leaf springs with the introduction of its all-new Ram. With a big-rig appearance thanks to an imposing front grille that looked ready to kick you in the Truck Nutz, Dodge's truck sales tripled inside of 12 months and gave load-hauling manly men a real alternative to Ford and Chevy. But while Dodge hit a home run with the 1994 Ram, the Penta-horned brand didn't have a heavy-duty option in its lineup until 2003, and an all-important diesel powerplant didn't come online until 2004. In 2008, Dodge filled out its pickup lineup with heavy-duty 4500 and 5500 variants, finally giving Chrysler's trucking arm the range of choices necessary to get plucky with the competition from Detroit and Dearborn.
Last year, Dodge introduced a new light-duty Ram, with sleek updated aesthetics and controversial coil springs that provide a superior ride at the expense of some towing and hauling capability. Fast-forward a year and the truckmakers at Chrysler are set to unleash a new heavy-duty Ram that's been redesigned to provide customers more capability, more options and a better ride while competing against offerings from its crosstown rivals with a lower cost of entry. We headed out to Ann Arbor, MI to drive, tow, brake, climb and traverse in the new Ram HD to see if Chrysler's truck team has succeeded. Follow along with us after the jump.
Photos copyright ©2009 Chris Shunk / Weblogs, Inc.
Truck buyers demand a lot out of their pickups, and utility will always take precedence over appearance in the heavy-duty segment. But that doesn't mean looks are unimportant. HD-class pickups need too look, well, heavy-duty, and this new Ram has bad-ass written all over it. For 2010, the Ram's already substantial crosshair grille gets even bigger, with enough chrome to fry even the most bling-resistant of retinas. The shiny metal parade continues with the bumper, which has been impressively fashioned from a single chunk of metal.
When it comes to passenger cars, it's difficult to discern exactly what your customer base is after. An automaker can make a sedan with good power and handling, fine interior appointments and tons of room for four adults, yet the final product can still go over like a herpes flare-up. Trucks are a bit different. If you can deliver rugged good looks; strong, usable power; plenty of storage and top-notch reliability, chances are customers are going to find you. After all, there were 1.6 million trucks sold in the U.S. last year; about one-in-eight of the total consumer-grade vehicles sold, so there's plenty of reward for a job done right.
But the trick to nailing a top-notch pickup is working tirelessly with customers to figure out who buys trucks and how they're used, and the guys and gals at Dodge have it down to an exact science. How exact? Dodge's marketing team tells us that a typical truck buyer is a 55-year-old male, about 5' 11" and 203 pounds. There is a 67-percent chance that customer is going to have at least one dog (half the animal owners have two or more), and there's a 58-percent chance he tows a trailer.
To cater to that core customer, every Dodge Ram HD comes with a standard Class IV hitch, along with both four- and seven-pin hookups. As is increasingly common these days, Dodge is also offering an optional trailer brake package integrated into the dashboard. And since the guys who use their truck for work all week typically also use that truck on the weekends, the new Ram HD now has a crew cab configuration to ensure there's enough room for the camper, the family and the dog.
The hood now has a prominent power dome that seems to be all the rage these days and the headlamps received the same treatment as Dodge's light-duty model, only bigger. Arguably the most impressive design feature of the new Ram is a dually exclusive. Dodge decided to shy away from the composite body panels to cover the rear tires, instead opting to stamp the dually rig's rear quarters using honest-to-goodness steel. The look is smooth, maybe even a bit sexy, especially if trucks that can tow 17,000 pounds is your thing.
In all, Dodge manages to make an already manly looking truck even more rough and ready. Gaps are tighter, sheetmetal is curvier and everything just looks brawnier. But today's heavy-duty truck buyer is shelling out anywhere from $30,000 to over $60,000 for the right to go big, and they demand a functional, configurable and comfortable interior. The 2010 Dodge Ram HD has an interior for every taste, from a regular cab for work applications to the crew cab and even a largest-in-class mega cab.
We spent the majority of our time in a Ram 2500 SLT crew cab with a 6' 4" bed. Dodge says this is their volume truck, so we were more than happy to take the Cummins diesel-powered example as our test model. Over the course of our testing at Chrysler's Chelsea, MI proving grounds, it proved to be a nice place to work. First off, the crew cab's cabin is huge – which is expected of a four-door pickup weighing more than 6,000 pounds. There's so much room inside the new Ram HD that Dodge engineers found enough space to throw in 42 storage areas – up from 24 cubbies in the last-gen Heavy Duty. While some of those compartments are only big enough to handle a cell phone or a couple packs of gum, others are large and quite handy. The massive glovebox can fit drinks for everyone in the cabin, while the in-floor cooler can fit added refreshments plus ice.
Beyond a plethora of cab configurations, Dodge is also offering two different levels of interior refinement. The base interior, in which we spent most of our time, is fine for most applications, with harder plastics better suited to a work site than a trip to the opera. It'll be fine for most truck owners, though, with comfortable seats and armrests aplenty. We did manage to spend some time in an upscale Laramie model, which contains the same top-notch materials found in the higher-spec light-duty Ram. Soft touch, leather-like materials abound, and the hide-wrapped steering wheel is one of the best in the business – even eclipsing the offerings from Ford or GM's truck.
But while a great cabin certainly helps both the recreational and work truck buyer do their job in comfort, the most important factor is capability. And since the Ram HD can haul up to 24,500 GCWR, we're confident the newest Dodge has all the skills that most truck buyers could ever need. During our stint with the Ram HD, we were given the opportunity to drive three Dually 3500 models, each towing or hauling something significant. The first model, a regular cab model with a six-speed manual transmission and an eight-foot bed, had over 1,200 pounds of straw strapped to its back. The 350 horsepower and 650 lb-ft of torque provided by the 6.7-liter Cummins inline-six diesel engine (which carries a $7,615 price tag over the standard HEMI V8) hauled this big load without breaking a sweat, though rowing our own gears isn't nearly as much fun when motivating 8,000 pounds of truck.
The giant bale of straw was only an appetizer, though. The big fun was to be had when we got behind the wheel of a Ram 3500 Crew Cab Dually with an eight-foot box. Latched onto the truck's bed was a trailer containing a Case IH Maxxum 125 tractor. That's 16,500 pounds of tractor and trailer – exactly the sort of payload you pictured yourself hauling as a kid playing with Tonka Trucks. With all that weight in tow, the Ram HD's best-in-class 650 lb-ft of torque at 1,500 RPM came in handy. Taking off from a stop was a snap, and coming to a halt wasn't as laborious as expected. The Cummins I6 displayed steady grunt when towing the load, never feeling overmatched. Once up to speed, we were able to shift our own gears thanks to Dodge's Electronic Range Select feature, which lets the driver manually limit the highest available gear. ERS comes in handy when traversing steep grades while hauling a big load, as there are only so many algorithms engineers can program to provide up/down shifts exactly when you need them. Turning was made a bit easier with the aid of the new Ram's excellent sideview mirrors, which kept a crystal clear picture of everything going on around our super-sized cargo.
The Ram HD also has a few features that make hauling a big load safer. Diesel models now come with a standard exhaust brake that can be turned on and off via a switch on the dash. The exhaust brake shuts down the turbos, using engine compression to slow down the mini big rig, which also reduces brake fade when hauling loads on downhill grades. We weren't able to test the exhaust brake during our time hauling the Case IH Maxxum 125 tractor, but we did try out another way Dodge engineers were able to make the Ram HD easier to stop. While coasting at 60 MPH, we were instructed to simply ease off the accelerator and tap the brake. The integrated trailer brake controller worked in concert with the Ram's six-speed auto 'box to quickly slow over 24,000 lbs of steel, glass and rubber without overtaxing the truck's disc brakes.
Dodge appears to have built a work truck for everybody from the grunt to the site foreman, and the horned beast is looking to appeal to the ardent off-roader as well. The new 2010 Ram HD Power Wagon is no joke. Its 33-inch LT285/70R17D BF Goodrich All-Terrain tires, solid axles, locking front and rear differentials and electronic sway bar disconnect have banded together to accomplish one goal: making you a superstar when tackling the wild. Dodge set up a sweet off-road gauntlet within its proving grounds to properly test the Power Wagon's prowess. We simply put the Ram into 4WD low and headed off into the rough stuff.
The course contained uphill and downhill grades, massive boulders, several inches of mud and even a steep, dirt-encrusted log bridge. The Power Wagon cut through all of the obstacles without breaking a sweat, with the 383-hp HEMI V8 (the Cummins diesel isn't available on the Power Wagon) providing plenty of punch for anything we were able to throw at it.
Dodge management challenged its truck engineers to deliver similar ride quality improvements to its heavy-duty offerings as it did with the light-duty Ram, but without the use of coil springs. We wouldn't exactly say those engineers nailed this request like a Rodney Dangerfield Triple Lindy, but we would definitely call the new Ram HD a more comfortable cruiser than the outgoing model. Among the engineering changes for 2010 are mounts that connect the C-Pillar to the truck's frame, resulting in less cabin shake on rough roads. The new Ram is also quieter on the inside with the aid of triple sealed doors and improved aerodynamics. The change is noticeable when holding conversations on the open road, and we were even able to talk in muted tones when traversing the gauntlet in the Power Wagon.
After spending a day with the extensive lineup of heavy-duty Dodge Rams, we're confident that Chrysler's truck division has a reasonable shot at improving upon its 23-percent share of the HD truck market. That's already a big chunk of pie in a segment Dodge has only played in for seven years, and a new-and-improved truck for 2010 that will retail for less money than the model it replaces makes the fight for customers a bit more interesting. Dodge's new trucks are now more competitive than ever with improved aesthetics and ride quality, terrific interiors, more configurations and improved capability. At the very least, the Mopar brand has put a lot of pressure on the competition to hit a home run with new product offerings next year. Because if Ford or GM miss, Dodge will be more than happy to take their customers and run.
Photos copyright ©2009 Chris Shunk / Weblogs, Inc.
New Car Test Drive
Big, stylish, capable, and loaded with features.
The Dodge Ram 1500 is Chrysler's entry in the traditional American full-size pickup truck market. While it offers the expected full range of configurations, features, and options, in some important areas the Ram is significantly different from its competitors. Also, it no longer carries the Dodge nameplate, as one of the changes brought on by the reorganization of Chrysler is that the Dodge brand is now assigned to the passenger cars and the trucks are under the Ram brand name. So, from now on it is just Ram.
The Ram 1500 is available in the expected configurations: Regular Cab, Quad Cab (think of it as an extended version of an extended cab, with the rear doors hinged at their front edges), and a full four-door Crew Cab. There are three available engines: A 3.7-liter V6 of 215 horsepower, a 4.7-liter V8 of 310 horsepower, and the famous 5.7-liter Hemi of 390 horsepower. The V6 is fitted with a four-speed automatic transmission and the two V8s have a five-speed automatic. The V6 is available with two-wheel drive only, but the two V8s are available with either two- or four-wheel drive.
On the outside the Ram 1500 carries the familiar big-rig look started by Dodge. On the inside it is full of interesting features. It's an American full-size pickup truck, but it is different in several ways from its most likely competitors, the Ford F-150 and Chevrolet Silverado 1500. The interior has its own flavor and offers several interesting amenities, and the cargo box has some unique features. Underneath, where for decades pickup trucks have had live axles with leaf springs, the Ram's live axle is suspended by coil springs and it is located by four trailing links and a lateral track bar. And then there's the availability of the powerful Hemi engine.
For 2010 there are only minimal changes. There is a slightly higher Gross Combined Weight Rating (GCWR), with the V6 engine there is a fuel-saver indicator, all engines have a deceleration fuel shutoff for improved economy, there is an available integrated trailer-brake controller, and a few other details of trim or options.
The 2010 Ram comes in ST, SLT, Sport, TRX, and Laramie trim levels. Special edition models, such as Big Horn and Lone Star, are regional offerings and primarily cosmetic or packaging changes. (The heavy-duty Ram 2500 and 3500 pickups are covered in a separate NewCarTestDrive.com review.) Cab choices include a Regular Cab with short (6.3 feet) or long (8 feet) bed, four-door Quad Cab with short bed, and the Crew Cab with a short bed.
A V6 and four-speed automatic are standard on 2WD Regular and Quad Cabs, the 4.7-liter V8 and five-speed automatic on virtually everything else. The 5.7-liter V8 Hemi is offered across the board. No manual transmissions are offered.
Ram ST models ($20,610-$31,370) are workhorses, with standard vinyl floor and manual windows, although they do include chrome bumpers and grille outline, air conditioning, ABS, CD player, variable intermittent wipers, locking tailgate, Sentry Key and, on 4WD, electric-shift. Options include chrome wheels, two-tone paint, cruise control, trailer mirrors, limited-slip differential and alternate axle ratios, sliding rear window, and Sirius radio.
Ram SLT models ($24,855-$34,240) upgrade with carpet floor covering, floor mats, 40/20/40 split-bench seat, overhead console, cruise control, remote keyless entry, power windows and door locks, heated mirrors and 17-inch painted aluminum wheels. Options include the 5.7-liter V8, RamBox Cargo Management System, on-demand transfer case for low-range 4WD, power sunroof, power-adjustable pedals, 10-speaker Alpine Surround Sound, UConnect/navigation system and hands-free communication system with Bluetooth technology, Sirius Backseat TV radio, low-back bucket seats with cloth upholstery, ten-way power driver seat, leather-wrapped steering wheel, auto-dimming rearview mirror, rear defroster, and 20-inch aluminum wheels.
The Ram TRX ($25,405-$35,370) has SLT-level trim with some notable exceptions. The TRX features electric-shift transfer case on 4WD models, unique shocks and ride height, 17-inch aluminum wheels and a full-size spare tire, heavy-duty vinyl floor covering, cloth 40/20/40 split-bench front seat, folding rear bench seat, tilt steering column, remote keyless entry and standard two-tone paint. Pay extra for an engine block heater, power-sliding rear window, heated power folding mirrors, bedliner, 3.92:1 axle ratio, limited-slip differential, Tip Start, cruise control, and UConnect Studios Sirius Satellite Radio. The Ram Sport ($29,740-$38,475) is available in all three cab styles and is labeled Sport R/T on the Regular Cab. It adds a 5.7-liter Hemi, slate-gray contrast-stitched bucket seats, body-color fascia, fog lamps and 20-inch chrome-clad aluminum wheels. R/T models use a 4.10:1 rear axle for superior acceleration but will still tow 5000 pounds. Options mirror those on the SLT. The Ram Laramie ($36,880-$42,650) is the top of the line, with leather heated seats, dual-zone automatic climate control, steering-wheel-mounted audio controls, chromed door handles and mirrors, and security alarm. Extra-cost features include 20-inch aluminum wheels, sunroof, navigation and rear-seat entertainment. Safety features include dual front multi-stage airbags, three-point belts in all seating positions with constant-force retractors, LATCH child-seat anchors, child-protection rear door locks, electronic stability/traction control and four-wheel anti-lock brakes. Full side-curtain airbags for four-doors, back-up camera, and rear park sensors are optional.
Everything on the Ram looks big, yet the truck takes up no more real estate than its competitors. The illusion comes from the shape, which has a definite presence.
One distinction of the Ram is that a lot of the usual gaps and spaces are noticeably narrow and tight, such as spaces between tires and fender openings, and between the cargo box and the cab. This not only looks nice and clean, but it also helps reduce wind noise and improve efficiency. From the outside the Ram looks neat and tidy. The side mirrors stand off from the door glass, the sides are fairly flat, and the tailgate spoiler and windshield are both rounded for improved aerodynamics. Seen from behind where the tires appear almost flush with the body panels, the truck looks quite trim.
There is no large seam between the front bumper and the grille and lights, and if the truck does not have fog lights the bumper does not have the outline marks that show it's missing something. The large rear bumper has half-round openings for the sport exhaust on trucks so equipped, and both seven- and four-pin trailer plugs are fitted adjacent to the rear license plate. The tailgate has a torsion bar system that cuts its apparent weight in half for ease of lowering and raising it.
Even the least expensive model has some chrome on the front rather than the complete industrial gray that typifies base models from some other manufacturers and there are plenty of paint choices. On upper trim-level variants the mirrors have LED puddle lamps and the headlamps are dual-bulb units, and on the Sport the front bumper is deeper and body-colored. The more you spend, the more chrome you get.
An aluminum hood is used on all models to save weight, and there is plenty of space below it for the aftermarket to fit superchargers and other go-fast goodies. Laramie models come with two-tone paint but you can specify a single shade, and rather than chrome-plating the aluminum wheels plastic chrome covers are used for dress-up.
The RamBox Cargo Management System, available only on the Crew Cab, includes a cargo box with a rectangular interior and no wheel-well intrusions. It measures 49 inches wide inside, so it can accommodate the ubiquitous 4x8 sheet of building material flat on the floor. Side rails with cleats secure the cargo, and a bed divider that locks into place segments the bed into smaller areas or can be flipped over and used as a bed extender with the tailgate down. Moving the interior walls inward results in sidewalls with much thicker sections, and in the tops of the two sides of the RamBox are two locking bins, capable of holding 120 standard 12-ounce cans on the left side (where the fuel fill is located) and 130 on the right, or anything else of that same volume, such as dirty clothes, tools, golf bags and so forth. These boxes have locking lids, drains, lights and 90-degree opening lids; together the volume exceeds that of a 55-gallon drum. You can fill them with ice and beverages for tailgate parties and camping. They might even hold trailer sway control equipment, though the heavy bars may be pushing the limits of the boxes. The RamBox Cargo Management System has its trade-offs. It reduces total cargo box capacity and, since the lids for the cargo bins open upwards, it is not compatible with such things as camper shells or tonneau covers.
The seats are finished in a durable fabric that you won't stick to you in summer heat or be crusty and chilly in a blizzard. They offer good support and plenty of room. We swapped through a few Ram models back-to-back to compare the trim levels and found the seat in the base model is the same design as in the top-line models, and we had no complaints after a full day of driving. We also found we could sit in the back of a Quad Cab for 20-minute jaunts, but a six-foot passenger will be happier in a Crew Cab where rear dimensions are essentially the same as the front; only the Crew Cab has a center rear headrest.
Instrumentation includes a tachometer. The gear indicators are orange with the gear chosen shown in green. The gauges are illuminated amber at night while the controls are bathed in green. The electronic stability control switch (standard) and 4WD switch are on the dash (both 4WD systems are electrically-switched).
A typical steering-column lever controls the transmission, with a thumb toggle for independently selecting any forward gear; some people with small hands may prefer this to the bulky floor shift that comes with center console trucks. Common operating controls such as lights, wipers and cruise control are on column-mounted stalks.
The dashboard is nicely framed, with symmetry on both sides of the wheel and both sides of the truck. Upper models may be ordered with bucket seats and a fixed center console that houses storage areas and a stubby T-bar shifter on the driver's side; the shifter has chrome bulges on either side that look suspiciously like buttons but aren't. The only drawbacks to this arrangement are the loss of one seating position and the space under the central dash.
With so many trim levels to choose from you should be able to find one that meets your requirements. We found the basic ST work truck model particularly impressive. Entry-level pickups have a tendency to be penalty boxes lacking any amenity beyond a seat cushion and an ashtray, but we didn't feel penalized at all in the ST. The ST models have plastic door panels that are easy to clean and fairly scuff resistant. The standard radio does an exceptional job in light of the budget-conscious price.
As trims and prices rise so too do standard goodies and optional extras. The key goes in the dash on base trucks but others have pushbutton start, and mid-grade trucks add a voltmeter and an oil pressure indicator. Chrome rings the gauges, leather wraps the wheels on upper models, and the vehicle information center between the larger gauges offers myriad functions from trip computer and transmission fluid temperature to radio data.
The MyGig infotainment system with 30GB hard drive is available, along with navigation, dual-zone climate control, rear park sensors with audible beeps and LED warnings above the rear window, and a 150-watt, 110-volt AC outlet. A moonroof is offered on both four door cabs as is a rear-seat DVD entertainment system (though you can't get both on the Quad Cab). Alpine supplies the premium Surround Sound system, with speakers in the Crew Cab headliner above the back seat and a subwoofer under it.
Storage in all models is good, including double gloveboxes. On the Crew Cab, Chrysler claims 42 places to put things (we got bored after counting up the first 18). On some four-doors you can get under-floor insulated storage compartments, which are a clever idea and handy. The Crew Cab has a pair of AC vents mounted low in back, coat hooks that will hold plastic hangers, and cupholders in the center armrest, but there are no reading lights in back. The tunnel hump in the floor is just a couple of inches high yet plenty wide enough for the center rider to have both feet on the same level.
We found we could converse in normal tones at highway speeds back seat to front, with less than average wind, exhaust and tire noise from behind. Even a base model, with a V6 engine never recognized for a quiet or smooth demeanor, does a fine job of minimizing distracting and fatiguing noise and vibrations.
We'd rank the Ram cabin at or near the top of its class. It is closest in design and style to GM and Ford. A Ram Laramie cabin is not quite as smooth and sleek as a Chevy Silverado LTZ cabin and it is not as complicated or multi-hued-and-textured as a Ford F-150 Lariat cabin. The Nissan Titan offers good instrumentation and controls, but doesn't quite reach the refinement of the Ram. The Toyota Tundra offers similar features but the instrument panel is less integrated.
The powerful Hemi V8, with variable intake valve timing, is rated at 390 horsepower and 407 pound-feet of torque, and delivers a wide powerband. Match the engine's power with the truck's clean aerodynamics and one result is that the Hemi's Multiple Displacement System (MDS) operates fairly often, enhancing fuel efficiency. The MDS essentially shuts off half the engine when not needed to save gas, and Chrysler says the Ram can be run past 70 mph with the MDS active. With the Hemi the Ram is among the most powerful of the full-size half-ton pickups.
Although the Ram's 4.7-liter V8 scores basically the same EPA numbers as the Hemi, it will realistically get better mileage; you can't use the Hemi's 80 extra horsepower without using more gas. The 4.7 feels the smoothest and is the quietest engine in the Ram line. It uses the same five-speed automatic as the Hemi.
The 3.7-liter V6 provides 215 horsepower and 235 pound-feet of torque. This is adequate for trucks that don't tow more than a garden tractor or routinely carry around landscape, handyman or pool service equipment. Although it comes with only a four-speed automatic, proper axle gearing (we'd recommend the 3.92:1 ratio) makes it livable and able to merge at highway speeds. It does not have enough power for serious four-wheel-drive use.
Transmissions work as expected with modern, electronic-authority automatics. If you wish to select a gear manually use the thumb toggle on the column-mount stalk or slide the floor shift left for downshifts and right for upshifts. To revert back to full automatic control, simply hold the toggle on the column shifter or push the floor shifter right for about one second.
A Tow/Haul mode is standard and is useful when towing. Activating Tow/Haul may take the truck out of top gear but it does not lock it out; you can still cruise in overdrive with tow/haul on. The Tow/Haul mode keeps the transmission cooler when towing by holding gears longer (and reducing hunting between gears) and shifting faster (and harder).
The 4WD systems have a 48/52 nominal torque split (a slight rearward bias to power delivery), 2.72:1 low range for climbing or steep descents, and are electrically shifted from 2WD to 4WD without stopping; engaging low range is done most smoothly rolling at about one-two mph with the transmission in Neutral. The 4WD systems have a Neutral position for flat-towing a Ram behind an RV or heavier construction truck. Two 4WD systems are available, and only the upgrade NVG246 (not on TRX4) has an Auto mode that allows 4WD-on-pavement use for inclement weather. This system will only help you accelerate and turn under power, it does not help you stop or change directions to avoid something.
We found the brakes work well. Antilock and stability functions are standard so all you need to do in evasive maneuvers is push the pedal and steer. In daily driving they deliver good feel and are easy to modulate, and although they handle the truck well we'd advise trailer brakes on any trailer more than 1500 pounds (less if your state requires it, of course).
A Ram will never a racecar make but it benefits the same as a racecar when weight is removed from the suspension, axles, brakes and wheels. Using aluminum in some protected front suspension pieces takes 10 pounds off each corner, and the coil/link rear suspension takes 40 pounds off the back and allows more precise wheel control. In addition, friction in the rear suspension as it moves up and down has been cut by 60 percent, so the rear axle is allowed to travel more up and down yet requires less stiffness to keep it controlled.
The Ram rides very well and in comparing it to the competitors it comes across as the best blend of ride and control, whether you're on 17-inch wheels or the big 20s. It goes where you point it without drama, the rear end feels less inclined to step sideways over a mid-turn bump or invoke the stability control, and the Ram has a feeling of good directional stability with a trailer in tow. Steering is direct, but the effort is low during maneuvers and cruising, and it increases nicely as you push the truck harder. Body roll is kept in check by stabilizer bars at both ends, yet a small amount is apparent as you turn the wheel just to keep you aware; too much roll stiffness increases ride harshness. In sum, the whole truck exhibits less of the shuddering typical of body-on-frame designs used on all full-size pickups and some big SUVs.
Off the highway the suspension offers good articulation, and keeping the wheels on the ground longer always works best. We had no issues with suspension pieces dragging or being vulnerable to rock or stump impacts. And while we didn't have a sand box handy we could not invoke any axle hop even from full-throttle standing starts in a field. Our only complaints in off-road travel are that close-in visibility suffers from the big hood, making it harder to judge the corners through rocks or trees, and the wide A-pillar base may present its own visibility issues. Also, there's little compression braking in high-range. The only apparent drawback of the suspension design is that the optional larger fuel tank is perhaps smaller than it might be otherwise, offering just six gallons more than the standard tank.
The Ram felt smooth and quiet, even on the 20-inch wheels. To our ears the Ram has the competition covered, but every ear has its preferences and many pickup owners like noise.
Payload, or how much weight in cargo and passengers a truck can carry, varies by cab, bed, drive wheels, and engine. Ram payload ratings run from 1340 pounds (for a 2WD regular cab, short bed, 4.7-liter) to 1900 pounds (for a 2WD regular cab, long bed, V6) and that's for trucks without options; if you routinely carry more than 1000 pounds of cargo it may be better to think about a Ram 2500 or another heavy-duty pickup.
Tow ratings top out at 10,200 pounds (for a Quad Cab or Crew Cab 2WD Hemi with the 3.92:1 axle ratio and 17-inch wheels), but range from a meager 3450 pounds with the V6. Most V8 models will be comfortable with a 5000-pound boat and a full load on board. Remember that the more options you add the less weight you can tow. Also, choosing those stylish 20-inch wheels will knock at least 1100 pounds off the tow rating. We'd go for the 17-inch wheels because we use trucks for towing things.
We found the Ram suspension works well for towing. With a significant trailer it still drops down in the rear (as all half-ton pickups do), but the extra lateral stiffness inherent in the coil/link design minimized the tail from moving side to side as the trailer pushed against it. Also, the electronic stability control system includes trailer sway control, a nice feature. Cooling systems appear up to the task, and towing mirrors are offered for pulling an eight-foot-wide travel or large box trailer.
The Ram 1500 has the bold and brash style for which it is well known, and it's a refined package with loads of amenities for the occupants.
NewCarTestDrive.com correspondent G.R. Whale filed this report after his test drive of various Ram models in California and Tennessee.
Ram ST regular cab short bed 2WD ($20,610); SLT Quad Cab 4WD ($32,085); TRX Quad Cab 4WD ($33,215); Sport Crew Cab 2WD ($35,255); R/T ($29,750); Laramie Crew Cab 4WD ($42,650).
St. Louis, Missouri; Warren, Michigan.
Options As Tested
Navigation radio with AM/FM/CD/DVD/HDD/MP3 ($945); 20-inch wheels ($125).
Ram Crew Cab 1500 Laramie 4WD ($42,650).
2010 Dodge Ram 1500 Information
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