RAM Heavy Duty 2019

Body and cabin

At first glance, RAM’s HD (heavy-duty) pickups look like beefed-up versions of the most recent RAM 1500. But there’s much more than that. The engineers improved the aerodynamics with measures such as an active air dam under the front bumper. A new aluminum hood and the use of high-strength steel also contribute to a total weight reduction of 65 kg.

Several body panels are exclusive to the HDs. For example, a 2500 crew cab with a 1.94 m (6 ft. 4 in.) bed is 6.07 m long—7 cm less than a 1500 with the same type of cab. And yes, the 1500 is the longer of the two! On the other hand, the 2500 is 4 cm wider and 7 cm higher.

HD models are the only RAMs to offer a crew cab with a 2.5 m (8 ft. 2 in.) bed. Thus configured, it reaches a length of 6.63 m—as long as a Jeep Compass and a half! People who want even more room can choose the Mega Cab variant, which is almost limousine-like inside. However, they’ll have to be content with the 6 ft. 4 in. bed.

Each of the six versions comes with a distinctive grille, wheels, badges and colour schemes, along with cabin décor and luxury directly dependent on the cheque handed over to the dealer. We thus began our day of tests by driving a 3500 Laramie Longhorn decked out with soft-touch leather, real wood accents and a spectacular 30.4 cm (12 in.) touchscreen—then moved on to a regular-cab 2500 Tradesman with a vinyl front bench, black plastic dashboard, 12.7 cm (5 in.) screen, and manual windows!

The contrast was startling, but buyers of a bare-bones version sacrifice little of the intrinsic qualities of the interior. Front space, a pleasant driving position and comfortable seating are all there. What’s more, the controls are significantly easier to understand than those of the large, 12-in. touch screen. Despite all the customization that screen allows, we prefer the 21.3 cm (8.4 in.) version, rightly recognized as one of the most user friendly on the market.

Like the RAM 1500 pickups, HDs with individual front seats have a centre console that is as spacious as it is versatile, with no less than 12 different configurations. Space and load opportunities also abound in the four-door cabs, thanks to a multi-adjusting rear bench and closed compartments.

All versions now include a rotary gear selector on the dash, except those equipped with the high-output diesel engine, which still have a shift lever on the steering column.

Safety

For the first time, RAM HD buyers get access to a suite of driver-assistance technologies, ranging from automatic emergency braking to surround cameras and blind zone alert. However, blind zone monitoring does not extend to the sides of the trailer, unlike certain rival systems. On the other hand, the tire pressure system can monitor up to 18 tires, including 12 on a trailer.

No agency has yet evaluated RAM HD pickups for crash protection. Obviously, the height, frontal surface and hefty weight of these trucks equate to higher-than-average protection in case of a collision. However, roll-over protection in the case of a side impact or loss of control is handicapped by their high centre of gravity.

Mechanical overview

FiatChrysler has completely reworked the RAM HD ladder chassis for 2019. It is now composed of 98.5% high-strength steel, a material that is lighter and more rigid than regular steel. In theory, that improves impact resistance as well as the balance between handling, comfort and robustness.

Meanwhile, RAM claims to have the highest towing capability of the segment: 15,921 kg (35,100 lb)—true, but barely 45 kg (100 lb) better than a Ford Super Duty. And it applies only to the RAM 3500 with a regular cab, dual rear wheels, high-output diesel engine, rear-wheel drive and a 4.10 rear axle ratio. Adding four-wheel drive or a crew cab, for example, reduces the numbers slightly. In any event, no RAM HD lists a towing capacity below 6,196 kg (13,660 lb), with the exception of the 2500 Power Wagon, tuned more for off-roading.

If you are more interested in payload than towing, choose the gasoline engine. It is lighter than the diesel, and that means more weight can be loaded in the bed. The same rule applies to a two-wheel, rather than a dual-wheel rear end, a regular cab rather than a four-door, etc. Thus, the lightest possible RAM 3500 can haul up to 3,484 kg (7,680 lb)—barely 24 kg (50 lb) more than the Ford F‑350!

The numbers war obviously applies to the engines, too. RAM becomes the first company to reach the 1,000 lb‑ft level with its diesel engine—a high-output version of the Cummins 6.7‑litre in‑line six-cylinder available since 2007. Ford and GM engines top out respectively at 935 and 910 lb‑ft; the two manufacturers are likely already plotting to become the next king of torque. They already lead in terms of power (450 or 445 hp, rather than 400 for RAM), but that spec is less important in the case of these engines, designed to be able to move a house.

FiatChrysler (FCA) still offers a “base” version of the Cummins engine; good for 370 horses and 850 pound-feet, it is the only diesel engine available on the 2500 model. It benefits from the same improvements as the more powerful variant, aimed to reduce weight and refine refinement and performance.

Of the two gas engines formerly offered, only one carries over in 2019. It is a 6.4‑litre V8 also found under the hood of vehicles such as the Jeep Grand Cherokee SRT and the Dodge Challenger Scat Pack 392. Aimed more towards robustness than pure performance, this engine outputs 410 hp and 429 lb‑ft of torque in RAM pickups. It can deactivate half of its cylinders at stable speeds for better fuel economy.

It should be noted that no manufacturer publishes fuel ratings for its heavy-duty pickups, because there is no obligation under Canadian law to do so.

The V8 is now mated to the only eight-speed automatic transmission in the segment. It is the same unit, designed by German specialist ZF, that equips the RAM 1500 and all the other FCA models equipped with a longitudinal (front-to-back oriented) engine. The two versions of the six-cylinder diesel have a six-speed transmission; the “base-engine” transmission comes from FAC, whereas the high-output engine transmission is provided by Japanese supplier Aisin.

Each of the transmissions has a much-appreciated manual mode for towing. In 4X4 models, the transmissions relay power via a High-Low transfer case. It is a part-time system, meant to be engaged only on slippery surfaces; rear-wheel mode is used the rest of the time to avoid damage to the system.

The RAM HD keeps its solid-axle suspensions for 2019, but FCA is still the only manufacturer to offer rear coil springs on its three-quarter-ton model (2500). The 3500 models call on leaf springs traditionally used on pickups for transporting heavy loads. New Frequency Response Damping shock absorbers are supposed to improve the ride without sacrificing handling.

An air suspension is available as an option on all models. It automatically adjusts the level of the vehicle when towing or hauling a load and can lower the rear end to facilitate trailer hookup. However, the cost of maintenance is generally very high over time.

Lastly, RAM revised the steering and all the components of the braking system for improved response and to accommodate the additional tow weight.

Driving impressions

Our first contact with the redesigned RAM Heavy Duty’s took place in southern Nevada, where pickups are king. Immediately on leaving Las Vegas—and even on its wide, six-lane boulevards—there is an abundance of wide-open country, perfect for evaluating these massive vehicles.

It is a fitting description for the RAM 3500 we tested first. A double cab, long bed and dual rear wheel unit, it was just as much at ease on the highway as it was unwieldy on parking lots. If you don’t like cranking the wheel, park farther away and walk! That way you’ll save a few drops of fuel that the high-output diesel siphons so thirstily.

Let’s be clear: the diesels installed in the HD trucks are there for their brute force, not to improve the environmental record of the manufacturer. The Cummins six-cylinder functions smoothly and, above all, more quietly than in any previous RAM diesel pickup. Gone is the time when you knew it was a RAM, the minute it arrived at a campground!

We had a brief opportunity to tow a 5,443 kg (12,000 lb) fifth-wheel trailer up and down a long, steep slope. Unsurprisingly, and even without dual rear wheels, the unit hooked to the trailer handled its task with ease. The integrated exhaust brake proved to be a precious ally in those circumstances.

The return trip to Las Vegas took an entirely different turn, since it was made in a regular-cab 2500 model with 2WD and a V8 engine. There was a relatively heavy load in the 2.5 m (8 ft. 2 in.) bed, yet it felt like we were driving a compact pickup, after the monster truck that came before. All exaggeration aside, the rear coil-spring suspension had no difficulty handling the load while delivering a controlled and compliant ride. The RAM 3500’s leaf springs are not yet capable of the same smoothness, but the optional air suspension limits the jarring impact on the cabin.

Ultimate smoothness in a RAM is obtained from the 2500 Power Wagon version. Like the Jeep Wrangler Rubicon, it allows you to lock the differentials separately and to disconnect the anti-roll bars to give the axles a maximum of flexibility. As a result, you can attack steep trails at seemingly ridiculous angles, for a machine of this length. The 6.4‑litre V8 complements the driving experience, with that inimitable Hemi engine rumble.

Clearly, few consumers need all the towing and hauling capability of a heavy-duty work truck… or are willing to live with their irritants (massive size, consumption, lack of agility). At least this new-generation RAM Heavy Duty does a bit more to minimize the inconveniences.