Although Texas likes to proclaim that it's the spiritual home of "bigger is better," the fact is, pretty much all of America seems to subscribe to this idea. Whether it's quarter-pound hamburgers, 100-story skyscrapers or nine-passenger SUVs, "going big" is practically a national pastime.
This would seem to explain our fascination with full-size trucks, several million of which are sold each year. Refined to the point of luxury, they are used as commuter vehicles as often as work trucks, rarely being asked to haul anything more than a briefcase or a houseplant.
As big as this segment of the market may have become, there's still a solid contingent of truck users who need more than just a little extra capacity for weekend chores. These are the kind of buyers who have something in tow more often than not, and who can recite their vehicle's maximum payload rating as readily as their home phone number. It's for these kinds of truck drivers that the heavy-duty Ram exists, and after driving a decked-out one-ton version for a week, it's safe to say that hard-core users will have little to complain about when they drive Dodge's latest effort.
Fully redesigned for 2003, the heavy-duty Ram takes all the functionality of the standard model and applies additional doses of power and capability where it's needed most. Not surprisingly, much of the effort was directed toward the engine bay, as the Ram now boasts one of the most powerful lineups of gas- and diesel-powered engines this side of a Kenworth dealer.
Standard equipment on all heavy-duty Ram trucks is the recently reintroduced Hemi V8, which produces an impressive 345 horsepower and 375 pound-feet of torque from its 5.7 liters of displacement. As powerful as it is, however, according to Dodge, 75 percent of heavy-duty Ram buyers opt for an optional Cummins turbodiesel engine instead, two of which are now available depending on how much power you really need.
The standard 5.9-liter diesel is rated to produce a maximum of 250 hp and 460 lb-ft of torque at 1,400 rpm, numbers that would have easily put it at the head of the pack just a few years ago. But in today's highly competitive climate, buyers demand even more power — and Dodge responded. Our particular test truck was equipped with the top-of-the-line Cummins diesel, a high-output version of the standard 5.9-liter motor that is capable of producing 300 peak horsepower and 555 lb-ft of torque at 1,400 rpm.
Reengineered to not only run smoother and with less noise than most diesel engines, the high-output 5.9-liter boasts serious durability with an average rebuild interval of 350,000 miles according to Dodge. In our daily driving, the engine's reduced noise was noticeable compared to the last Cummins diesel we drove, but don't think that you're not going to wake up the neighbors when you fire this baby up in the morning — it's still loud. We didn't perform our usual sound meter testing, but we would guess that Ford's Powerstroke diesel is slightly quieter on average.
Power is certainly in abundance as the Ram demonstrated a strong, steady pull from idle to redline regardless of vehicle speed. With a maximum torque peak that's reached at lower rpm than both Ford and GM's diesels, the Ram comes on strong early and suffers little drop-off thereafter. A six-speed manual is the standard transmission, but our vehicle was equipped with the optional four-speed automatic. Gear changes were relatively smooth and predictable, but Ford's Torqueshift automatic is slightly better in this regard.
You don't expect a one-ton truck that can tow over 15,000 pounds (15,450-pound maximum) to ride like just any old pickup, especially one with dual rear wheels and four-wheel drive like our test vehicle. But get behind the wheel of one of these Rams and you might be surprised at how civil it can be when called into commuter duty. A new hydroformed frame provides the support for a revised coil spring/beam axle front suspension (4WD only) and a traditional left spring/beam axle rear suspension. One-ton models feature reduced rear spring rates for better ride quality during lightly loaded conditions while auxiliary leaf springs assure that maximum payload and tow ratings are maintained.
The recalibrated setup makes for a reassuringly firm, but certainly not harsh, ride quality that can be tolerated in day-to-day driving. Freeway expansion joints were the only noticeable hazards, as they sent the big rig into an endless fit of undulations that made conversations sound like scratched CDs. Although two-wheel-drive models were upgraded with rack-and-pinion steering systems, four-wheel-drive Rams also received revisions to their recirculating ball system for improved feel and a tighter radius. Like the suspension, the steering surprises you with its ability to make such a large truck feel like your average half-ton. There's almost no dead spot-on center, and the quick ratio makes it easy to whip the truck around tight turns. "It looks intimidating, but once I was behind the wheel, it was as easy to drive as an average sedan," wrote one editor.
Further contributing to the big Ram's easygoing nature is an interior that's both highly functional and cleanly designed. Almost all controls are right where you would expect them to be and usable at a glance. It didn't hurt that our test truck was decked out with the optional Laramie package that added upscale features like leather seating, steering wheel audio controls, an overhead trip computer, a push-button transfer case and an Infinity sound system.
Getting in requires a big step up and a firm grip on the interior grab handle as you might expect, but once you're situated, the seats prove soft and comfortable. Between the power-adjustable pedals and the eight-way power seats (also part of the Laramie package), almost any size driver can get comfortable quickly. Extra-large extended side mirrors give you plenty of coverage to make sure that the dual rear wheels aren't headed for an inadvertent brush with a curb, although we still managed to pull it off a few times.
Accommodations for the rear passengers aren't quite as plush or as spacious, as the Ram is several inches short on legroom compared to a GM or Ford crew cab. Two adults can fit with reasonable comfort, but on longer trips it would feel cramped. When passenger space isn't needed, the seats flip up and out of the way to create a flat interior load space. Storage up front is plentiful as the Ram continues to use Dodge's trademark center console that features both adjustable compartments and an integrated power plug. Huge adjustable cupholders and well-placed grocery bag hooks further contribute to the Ram's everyday functionality.
Whether such a truck would be a strict work vehicle or do double-duty as a family hauler matters little, as the Ram has the personality to accomplish both. Its stout frame, tough suspension design and powerful engine lineup ensure that it has all the capability you could possibly need in a work vehicle. The new high-output Cummins diesel isn't quite as refined as Ford's latest oil burner, but there's no doubt that it has the power and performance to perform equally Herculean towing tasks. Combine such traits with a livable ride quality and a practical, sharply designed interior, and it's easy to see why our time with the Ram produced overwhelmingly favorable impressions. When it comes to heavy-duty trucks, GM and Ford may have the better sales numbers, but Dodge looks as though it may have the better truck
This would seem to explain our fascination with full-size trucks, several million of which are sold each year. Refined to the point of luxury, they are used as commuter vehicles as often as work trucks, rarely being asked to haul anything more than a briefcase or a houseplant.
As big as this segment of the market may have become, there's still a solid contingent of truck users who need more than just a little extra capacity for weekend chores. These are the kind of buyers who have something in tow more often than not, and who can recite their vehicle's maximum payload rating as readily as their home phone number. It's for these kinds of truck drivers that the heavy-duty Ram exists, and after driving a decked-out one-ton version for a week, it's safe to say that hard-core users will have little to complain about when they drive Dodge's latest effort.
Fully redesigned for 2003, the heavy-duty Ram takes all the functionality of the standard model and applies additional doses of power and capability where it's needed most. Not surprisingly, much of the effort was directed toward the engine bay, as the Ram now boasts one of the most powerful lineups of gas- and diesel-powered engines this side of a Kenworth dealer.
Standard equipment on all heavy-duty Ram trucks is the recently reintroduced Hemi V8, which produces an impressive 345 horsepower and 375 pound-feet of torque from its 5.7 liters of displacement. As powerful as it is, however, according to Dodge, 75 percent of heavy-duty Ram buyers opt for an optional Cummins turbodiesel engine instead, two of which are now available depending on how much power you really need.
The standard 5.9-liter diesel is rated to produce a maximum of 250 hp and 460 lb-ft of torque at 1,400 rpm, numbers that would have easily put it at the head of the pack just a few years ago. But in today's highly competitive climate, buyers demand even more power — and Dodge responded. Our particular test truck was equipped with the top-of-the-line Cummins diesel, a high-output version of the standard 5.9-liter motor that is capable of producing 300 peak horsepower and 555 lb-ft of torque at 1,400 rpm.
Reengineered to not only run smoother and with less noise than most diesel engines, the high-output 5.9-liter boasts serious durability with an average rebuild interval of 350,000 miles according to Dodge. In our daily driving, the engine's reduced noise was noticeable compared to the last Cummins diesel we drove, but don't think that you're not going to wake up the neighbors when you fire this baby up in the morning — it's still loud. We didn't perform our usual sound meter testing, but we would guess that Ford's Powerstroke diesel is slightly quieter on average.
Power is certainly in abundance as the Ram demonstrated a strong, steady pull from idle to redline regardless of vehicle speed. With a maximum torque peak that's reached at lower rpm than both Ford and GM's diesels, the Ram comes on strong early and suffers little drop-off thereafter. A six-speed manual is the standard transmission, but our vehicle was equipped with the optional four-speed automatic. Gear changes were relatively smooth and predictable, but Ford's Torqueshift automatic is slightly better in this regard.
You don't expect a one-ton truck that can tow over 15,000 pounds (15,450-pound maximum) to ride like just any old pickup, especially one with dual rear wheels and four-wheel drive like our test vehicle. But get behind the wheel of one of these Rams and you might be surprised at how civil it can be when called into commuter duty. A new hydroformed frame provides the support for a revised coil spring/beam axle front suspension (4WD only) and a traditional left spring/beam axle rear suspension. One-ton models feature reduced rear spring rates for better ride quality during lightly loaded conditions while auxiliary leaf springs assure that maximum payload and tow ratings are maintained.
The recalibrated setup makes for a reassuringly firm, but certainly not harsh, ride quality that can be tolerated in day-to-day driving. Freeway expansion joints were the only noticeable hazards, as they sent the big rig into an endless fit of undulations that made conversations sound like scratched CDs. Although two-wheel-drive models were upgraded with rack-and-pinion steering systems, four-wheel-drive Rams also received revisions to their recirculating ball system for improved feel and a tighter radius. Like the suspension, the steering surprises you with its ability to make such a large truck feel like your average half-ton. There's almost no dead spot-on center, and the quick ratio makes it easy to whip the truck around tight turns. "It looks intimidating, but once I was behind the wheel, it was as easy to drive as an average sedan," wrote one editor.
Further contributing to the big Ram's easygoing nature is an interior that's both highly functional and cleanly designed. Almost all controls are right where you would expect them to be and usable at a glance. It didn't hurt that our test truck was decked out with the optional Laramie package that added upscale features like leather seating, steering wheel audio controls, an overhead trip computer, a push-button transfer case and an Infinity sound system.
Getting in requires a big step up and a firm grip on the interior grab handle as you might expect, but once you're situated, the seats prove soft and comfortable. Between the power-adjustable pedals and the eight-way power seats (also part of the Laramie package), almost any size driver can get comfortable quickly. Extra-large extended side mirrors give you plenty of coverage to make sure that the dual rear wheels aren't headed for an inadvertent brush with a curb, although we still managed to pull it off a few times.
Accommodations for the rear passengers aren't quite as plush or as spacious, as the Ram is several inches short on legroom compared to a GM or Ford crew cab. Two adults can fit with reasonable comfort, but on longer trips it would feel cramped. When passenger space isn't needed, the seats flip up and out of the way to create a flat interior load space. Storage up front is plentiful as the Ram continues to use Dodge's trademark center console that features both adjustable compartments and an integrated power plug. Huge adjustable cupholders and well-placed grocery bag hooks further contribute to the Ram's everyday functionality.
Whether such a truck would be a strict work vehicle or do double-duty as a family hauler matters little, as the Ram has the personality to accomplish both. Its stout frame, tough suspension design and powerful engine lineup ensure that it has all the capability you could possibly need in a work vehicle. The new high-output Cummins diesel isn't quite as refined as Ford's latest oil burner, but there's no doubt that it has the power and performance to perform equally Herculean towing tasks. Combine such traits with a livable ride quality and a practical, sharply designed interior, and it's easy to see why our time with the Ram produced overwhelmingly favorable impressions. When it comes to heavy-duty trucks, GM and Ford may have the better sales numbers, but Dodge looks as though it may have the better truck
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