Dodge’s New 2010 Heavy-Duty Pickups: Ram 2500 and 3500

18
Dodge’s New 2010 Heavy-Duty Pickups: Ram 2500 and 3500

Unveiled simultaneously at the Chicago Auto Show and Canadian International Auto Show in Toronto, Dodge made a big (and we mean big) splash with its new lineup of Heavy-Duty pickups.

Both the new Ram 2500 and Ram 3500 will be available with either the new 5.7-liter HEMI V8 or a 6.7-liter Cummins turbo diesel. The HEMI makes 383hp at 5600 rpm and 400 ft-lbs of torque at 4000 rpm, although for serious work it’s best to opt for the diesel with 350hp at 3000 rpm and a massive 650 ft-lbs of torque at just 1500 rpm. That Cummins diesel meets all 50-state emissions requirements and is the only engine it this segment to feature a standard exhaust brake to reduce brake fade and increase brake life. The brakes are, however, still impressive with front 14.2-inch and rear 14.1-inch units with ABS.

The 6.7-liter Cummins is available with either a 68RFE six-speed automatic or a G56 six-speed manual transmission with an ultra-low first gear for towing.

The 3500 is offered in three cab styles (regular cab, crew-cab and Mega Cab) and two cargo-box sizes (6-foot-4-inches and 8 feet), in single and dual-rear-wheel configurations with an integrated trailer brake controller. Five trim levels are available: ST, SLT, TRX, Laramie and Power Wagon.

The Ram 3500 with the Cummins diesel offers a towing capacity of 18,500 lbs with a max payload of 5,110 lbs. Auto-box dually models with the 4.10 rear end get an increased Gross Combined Weight Rating (GCWR) of 24,5000 lbs – up 500 lbs. The 4×2 3500 models increase from 23,000 lbs tt 24,000 lbs.

Both 4x4s and 4x2s get increased Gross Axle Weight Ratings (GAWR) due in part to larger front axle U-joints. Diesel 4x4s now have a rating of 5,500 lbs (up from 5,200 lbs) and diesel 4x2s get a 5,000 lb rating (up from 4,700 lbs.)

The 2500 4×4 crew cab diesel trucks get an increase GCWR of 9,600 lbs – up from 9,000 lbs.

DG010_019RC.jpgDG010_018RC.jpg

To help with towing, Dodge has equipped its new Heavy-Duty trucks with a towing mode as well as an Electronic Range Select, which lets drivers manually limit the highest available gear, and perform manual upshifts and downshifts based on road speed and engine rpm.

3500 models now come standard with 7×11-inch tow mirrors with larger convex glass surfaces. Instead of using separate mirrors for seeing around a large trailer, these mirrors fold out and up to do double-duty.

DG010_008RC.jpg

Outside, the new Heavy-Duty Ram models come with unique styling cues for 2010 and yet maintain the new Ram look. “We brought some of the best design cues from our Dodge Ram 1500 to the new 2010 Dodge Ram Heavy Duty, yet we set the 2500 and 3500 pickups apart from our light-duty trucks,” said Ralph Gilles, Vice President – Design. “The ‘big-rig’ styling is even more pronounced, with the classic Dodge look that conveys bold, powerful and capable.”

One particular change is in the size of the grille, with a larger front opening and taller hood to accommodate (and feed air to) the 6.7-liter Cummins turbo diesel. Heavy-Duty models also get a unique bumper design to allow better access to the tow hooks and winch on Power Wagon Models.

DG010_009RC.jpgDG010_011RC.jpg

Inside, the Heavy-Duty models get heated front and rear seats and a heated steering wheel, memory seats, navigation, adjustable pedals and numerous audio/video options including a 10-speaker sound system and SIRIUS Backseat TV with three channels.

Heavy-Duty Mega Cab models also boast best in class interior room with the largest and longest cab (143.2 cubic feet and 111.1 inches long); the most interior  volume (72.2 cubic feet); the most cargo volume behind rear seat (7.7 cubic feet); the largest flat-floor load area (16.8 square feet); the most second-row leg room (44.2 inches); the largest rear-door opening (34.5 inches wide, 35.5 inches high); the largest rear-door open angle (85 degrees); and first-ever reclining rear seats (22- to 37-degree seat-back angle).

“Our new 2010 Dodge Ram 2500 and 3500 pickups continue to build on Dodge Ram’s leadership in the Heavy-Duty pickup segment,” said Scott Kunselman, Vice President of the Jeep/Truck Product Team at  Chrysler. “Our Ram Heavy-Duty pickups reinforce Dodge Ram’s bold and powerful reputation, and provide improved capability in critical areas of the segment.”

GALLERY: Dodge Ram 2500 and 3500

DG010_002RC.jpgDG010_007RC.jpgDG010_025RC.jpg

More on the new Dodge Ram 2500 and 3500 Heavy-Duty Pickups  after the jump:

Dodge Introduces “New Crew” of Ram Heavy-Duty Pickups New 2010 Dodge Ram 2500 and 3500: Ultimate Heavy-Duty Pickup Trucks •    The New Crew: the 2010 Dodge Ram Heavy Duty is available for the first time in a crew-size cab model — providing Dodge with a formidable entry in the highest-volume part of the heavy-duty pickup segment (approximately 50 percent) •    Cummins and HEMI®: Choice of legendary diesel- and gasoline-fueled powerplants o    6.7-liter Cummins Turbo Diesel produces 350 horsepower (261 kW) at 3,000 rpm and 650 lb-ft. of torque (881 N•m) at only 1,500 rpm. The 6.7L meets the most stringent of 50-state emission requirements and includes a segment-exclusive standard exhaust brake o    5.7-liter HEMI V-8 delivers 383 horsepower (286 kW) at 5,600 rpm and 400 lb.-ft. of torque (542 N•m) at 4,000 rpm. Features variable valve timing for greater efficiency and performance •    Improved driving dynamics: o    Ride greatly improved with re-tuned suspension components o    New C-pillar with fluid-filled hydro mounts o    Handling of fully loaded vehicle greatly improved with new suspension tuning •    Ram 3500 with dual-rear wheels, diesel engine, automatic transmission and 4.10 rear axle has an increased Gross Combined Weight Rating (GCWR) of 25,400 lbs. •    Ram Heavy Duty 2500 Gross Vehicle Weight Rating (GVWR) increases to 9,600 lbs. from 9,000 lbs., a 600 lb. increase on crew cab and Mega Cab 4×4 models equipped with the Cummins Turbo Diesel engine •    Increased front Gross Axle Weight Rating (GAWR) of 5,500 lbs. on 4×4 models equipped with the 6.7-liter Cummins Turbo Diesel engine allows for more front-weight carrying capability including greater snowplow weights •    Premium front seating with heat and ventilation; heated rear-seats, heated steering wheel; automatic temperature control; two-tone upholstery; memory seats, radio and mirrors; navigation; adjustable pedals and numerous infotainment options including SIRIUS Backseat TV™ with three channels of programming, uconnect tunes with a 30-gigabyte hard drive and an available first-in-segment 10-speaker surround-sound system •    Numerous storage options including in-floor storage •    Ram Heavy Duty 3500 offers superior towing capability at 18,500 lbs. and a maximum payload of 5,110 lbs. •    Offered in three cab styles (regular cab, crew-size cab and Mega Cab) and two cargo-box sizes (6-foot-4-inches and 8 feet), single and dual-rear-wheel configurations Integrated trailer brake controller •    Available in five distinct trim levels – ST, SLT, TRX, Laramie and Power Wagon •    Exterior styling differentiates light-duty and heavy-duty models with unique grille, hood and bumpers •    More than 25 safety and security features •    B20 package available to fleet customers only •    Trucks to arrive in fall 2009

Chicago , Feb 11, 2009  –  Bold, powerful and capable. Today at the Chicago Auto Show, Dodge introduced the new 2010 Dodge Ram Heavy-Duty lineup, offering first-time innovations and features along with new standards of strength, utility and driveability. “Our new 2010 Dodge Ram 2500 and 3500 pickups continue to build on Dodge Ram’s leadership in the Heavy-Duty pickup segment,” said Scott Kunselman, Vice President – Jeep®/Truck Product Team, Chrysler LLC. “Our Ram Heavy-Duty pickups reinforce Dodge Ram’s bold and powerful reputation, and provide improved capability in critical areas of the segment.” First and foremost, the new 2010 Dodge Ram is about capability. In fact, its many features — including powertrain, towing and payload capacities, driving dynamics, amenities and styling – truly make it the ultimate heavy-duty pickup truck. “This is the continuation of the reinvention of our Dodge Ram lineup,” said Mike Accavitti, Director – Dodge, Chrysler and Jeep Brands. “Over the past five years, Dodge has gained market share in the heavy-duty pickup segment, and to stay on that track, Dodge keeps innovating. Our new 2010 Dodge Ram 2500 and 3500 pickups will continue to build on our momentum.” Dodge’s Heavy-Duty Résumé Dodge continues its strong heritage in the Heavy-Duty truck market by building on its past. Since 2003, Dodge has launched new models or made improvements to its Heavy-Duty lineup: •    2003 – Launched all-new version of Ram Heavy Duty •    2004 – Introduced diesel engine improvements •    2005 – Introduced Dodge Ram Power Wagon •    2006 – Introduced Dodge Ram Mega Cab •    2008 – Introduced (2007.5) New 6.7L Cummins Turbo Diesel engine •    2009 – Introduced new 5.7L HEMI engine and new brake system for added brake life and improved fuel economy and new 3.42 axle ratio on diesel automatic transmission And new for 2010, the Crew Cab with six-foot, four-inch box replaces the Quad Cab to meet Heavy-Duty customer needs and focus on overall vehicle refinement and ride comfort.

Ultimate Hauling and Towing Capability

The backbone of 2010 Dodge Ram Heavy-Duty pickups is a hydro-formed, fully boxed frame with advanced torsional rigidity and stiffness. A coil-spring suspension setup is used up front, while the multi-leaf spring design is maintained in the rear for heavy-duty capability. Front and rear shocks and springs are tuned for optimum ride quality and capability. Customers in the heavy-duty segment have a range of needs, and most of them involve high levels of capability. The new 2010 Dodge Ram 2500 and 3500 are designed to deliver a total package: •    Increased Gross Vehicle Weight Rating (GVWR) on 2500 4×4 crew cab diesel models to 9,600 lbs. from 9,000 lbs. •    Increased Gross Combined Weight Rating (GCWR) on 3500 dually models with diesel, auto transmission and 4.10 rear axle to 25,400 lbs. from 24,000 lbs. •    Increased Gross Combined Weight Ratings (GCWR) on 3500 4×2 models to 24,000 lbs. from 23,000 lbs. •    Increased front Gross Axle Weight Ratings (GAWR) on several models: o    To 5,500 lbs. from 5,200 lbs. on diesel 4×4 pickups o    To 5,000 lbs. from 4,700 lbs. on diesel 4×2 pickups Suspension upgrades and larger front axle U-joints, combined with increased front GAWR, result in increased front-weight carrying capability – a must for larger snowplows. Towing capability is a strong suit with the new 2010 Dodge Ram 2500 and 3500 pickups, with the only standard exhaust brake in the segment (diesel-equipped models). This feature reduces brake fade, prolongs brake life and provides confidence and safety when hauling heavy loads on downhill grades. Large front (360 mm) and rear (358 mm) brakes with integrated Anti-lock Brake System (ABS) increase brake life and braking stability. An available integrated trailer brake control provides better driver control in towing situations. Trailer brake control information is conveniently displayed in the Electronic Vehicle Information Center (EVIC) which is standard on diesel models and available on gas SLT, TRX and Laramie models. In addition, new 2010 Dodge Ram transmissions include Electronic Range Select, which enables the driver to manually limit the highest available transmission gear, allowing manual upshifts and downshifts based on road speed and engine speed. A tow/haul mode switch enhances tow capability while towing. Tow/haul mode is available on both five-speed and six-speed automatic transmissions. Other tow-friendly features include improved trailer-tow mirrors with integrated turn signals, memory function, and puddle lamps. The larger 7-in. x 11-in. trailer-tow mirrors offer improved visibility with larger convex glass surfaces. Mirrors flip up and out in a vertical configuration for improved visibility around wide trailers. Trailer-tow mirrors are now standard on 3500. Ultimate Powertrains In terms of power, the new 2010 Dodge Ram Heavy Duty tops the charts with the available, legendary 6.7-liter Cummins Turbo Diesel engine, which produces 350 horsepower (261 kW) at 3,000 rpm and 650 lb.-ft. of torque (881 N·m) at only 1,500 rpm. The most durable and reliable engine in its class, the 6.7-liter Cummins Turbo Diesel features standard oil-change intervals of 7,500 miles. It also has life-to-major overhaul intervals of 350,000 miles, providing more than a 100,000-mile advantage over the competition. And it’s as clean as it is durable. The Cummins 6.7-liter Turbo Diesel engine uses a diesel particulate filter (DPF) to virtually eliminate particulate matter emissions and an absorber catalyst to reduce oxides of nitrogen (NOx) by as much as 90 percent, in order to meet stringent 2010.5 diesel emissions requirements. Backing up the 6.7-liter diesel is a choice of either a G56 six-speed manual transmission or a 68RFE six-speed automatic transmission. The six-speed manual has an ultra-low first-gear ratio, which makes it ideal for heavy hauling requirements, while the six-speed automatic offers ease of driveability and towing. The other choice for 2010 Dodge Ram Heavy-Duty customers is the standard 5.7-liter HEMI® V-8 gasoline engine, delivering 383 horsepower (286 kW) at 5,600 rpm and 400 lb.-ft. of torque (542 N•m) at 4,000 rpm. The 5.7-liter HEMI was redesigned for 2009, with several new and improved technologies: •    Variable Valve Timing (VVT) •    Increased compression ratio •    Active intake manifold with long runners for low-end torque and short runners for high-rpm power •    Improved cylinder head port flow efficiency •    Reduced-restriction exhaust and induction systems The 5.7-liter HEMI comes standard with the heavy-duty 545RFE five-speed automatic. It offers Electronic Range Select and tow-haul capability that provide a unique shift schedule that minimizes gear hunting while towing heavy loads. It also provides automatic downshift capability while decelerating. Two 4×4 transfer cases are available – the NV 271, a manual unit standard on ST and Power Wagon models; and the NV273, an electric shift-on-the-fly transfer case, standard on SLT and Laramie models. A choice of four axle ratios are available on new 2010 Dodge Ram 2500 and 3500 Heavy Duty pickups, depending on equipment level: 3.42, 3.73, 4.10 or 4.56.

Ultimate Off-Road Capability

The Dodge Ram Power Wagon returns for the 2010 model year. Equipped with electric-locking front and rear differentials, electronic disconnecting sway bar, Bilstein shocks, 32-inch BF Goodrich off-road tires, underbody skid plate protection, 4.56 axle ratio for hill climbing and a custom-built Warn® 12,000-lb. winch is accessible through the front bumper.

Improved Ride Comfort

Improved suspension tuning and new C-pillar hydro mounts were added to improve damping through the frame-bending mode frequency in order to better manage shake and after-shake response. The result is reduced shake and improved ride.

Bold Exterior Design

The new 2010 Dodge Ram Heavy Duty pickups carve out a unique design with styling differentiated from the all-new 2009 Dodge Ram light-duty lineup. “We brought some of the best design cues from our Dodge Ram 1500 to the new 2010 Dodge Ram Heavy Duty, yet we set the 2500 and 3500 pickups apart from our light-duty trucks,” said Ralph Gilles, Vice President – Design. “The ‘big-rig’ styling is even more pronounced, with the classic Dodge look that conveys bold, powerful and capable.” Styling the new 2010 Dodge Ram Heavy Duty encompassed practical as well as aesthetic considerations. For example, to accommodate cooling requirements of the 6.7-liter Cummins Turbo Diesel engine (perennially the most popular powerplant in the Ram Heavy Duty lineup with a take-rate of 90 percent), the new 2010 Dodge Ram Heavy-Duty grille opening is larger than the light-duty grille. The larger grille, in turn, requires a taller hood that incorporates “louvers” on each side. And, access to the front winch (on Power Wagon models) and tow hooks led to the unique front-bumper design. The new 2010 Dodge Ram Heavy-Duty grille includes a chromed surround with either black center bullets (ST, SLT and Power Wagon models) or chromed center billets (Laramie, Big Horn and Lone Star models). Dodge Ram 2500 and 3500 TRX models feature a body-color surround with black center billets. The grille is body-mounted, while the bumper is frame-mounted. Front fenders and headlamps of the new 2010 Dodge Ram 2500 and 3500 are shared with light-duty pickup models. External mirrors are sculpted to produce a more useable area, with aerodynamic benefit and less noise. Mirrors are equipped with turn-signal indicators, memory function, puddle lamps and adjustable convex mirrors. Depending on trim level, mirrors are finished in black, or black and chrome. The larger 7-in. x 11-in. mirror for trailer towing is standard on 3500 models and available on 2500 pickups. These mirrors flip up and out into a vertical configuration for trailer-tow use. Front and rear doors follow the style pioneered by the 2009 Dodge Ram 1500 – a design that places the door cut to the side of the truck, rather than into the roof in order to reduce wind noise and weight. Dual-rear-wheel fenders (3500 Dually only) are new for 2010 and offer an appearance that communicates quality and achieves improved aerodynamics. The tailgate is sculpted for better air flow, incorporating a spoiler in the upper part of the sheet metal. This tailgate also accommodates an available back-up camera for convenient trailer hook-ups and includes a lift-assist feature that makes raising and lowering a one-hand operation. Standard bedrail protection is included with both the 6-foot-4-inch. and 8-foot cargo boxes. The boxes now feature bedrail caps that protect sheet metal from dents and scratching.

Upgraded Interiors: Ultimate Comfort, Convenience and Appearance

Inside, the new 2010 Dodge Ram Heavy Duty offers abundant amenities, comfort and convenience. Many of the comfort and convenience features were pioneered with the 2009 Dodge Ram 1500. Interior appointments include soft-feel door bolsters and armrests and one-piece molded door panels. Seats are redesigned with improved power lumbar and lateral support. Six-ring instrumentation keeps track of vehicle functions, while many controls are arrayed in the center stack for easy reach to buttons and knobs. Other available features include two-tone upholstery with full-width contrasting stitching on the instrument panel; premium seating with heat and ventilation; heated rear seats, heated steering wheel; automatic temperature control; two-tone upholstery; memory seats, radio and mirrors; navigation; adjustable pedals and numerous infotainment options including SIRIUS Backseat TV™ with three channels of programming, uconnect tunes with a 30-gigabyte hard drive and an available first-in-segment 10-speaker surround-sound system. Storage is top-of-mind with many work- and leisure-oriented customers, and Dodge provides many more storage locations in its new 2010 Ram Heavy Duty pickups. A new-for-2010 available center console features an upper bin that is large enough to hold a laptop computer (with an accessible power outlet), and a lower bin that accommodates hanging files. In addition, the console offers several other storage compartments. Additional storage locations are built into the instrument panel, front and rear door panels, seat backs, and even the floor – in the crew-size cab, two in-floor bins located in the rear footwells of the crew cab offer storage enough for ten 12-ounce cans. Bins have removable liners for easy cleanout. Upper and lower glove boxes provide a total of more than 800 cubic inches of storage.

The Ultimate Cab – Mega Cab

The new 2010 Dodge 2500 and 3500 Mega Cab models retain their title of best-in-class interior room in the segment – including the largest, longest cab (143.2 cubic feet,111.1 inches long); largest interior cargo volume (72.2 cubic feet); largest cargo volume behind rear seat (7.7 cubic feet); largest flat-floor load area (16.8 square feet); largest second-row leg room (44.2 inches); largest rear-door opening (34.5 inches wide, 35.5 inches high); largest rear-door open angle 85 degrees); and first-ever reclining rear seats (22- to 37-degree seat-back angle).

Ultimate Lineup

All in all, the new 2010 Dodge Ram Heavy Duty pickups are the result of exhaustive research and study. “We went all over the country to learn how people really use their heavy-duty trucks at work and play,” said Accavitti. “We did our research with a cross-functional team, because we create new vehicles with cross-functional teams. And what we learned, we brought to the process of creating the all-new 2010 Dodge Ram 2500 and 3500 Heavy-Duty pickups.” What research confirmed was that heavy-duty customers wanted a cab with four full-size doors. So the big news for the new 2010 Dodge Ram Heavy Duty pickups is the addition of a crew-size cab, which accounts for approximately 50 percent of the segment. Also available are regular cab and Mega Cab models. Customers also wanted choice in packaging and equipment. Five distinct trim levels are offered – ST, SLT, TRX, Laramie and Power Wagon. Each has a unique appearance and offers various equipment options. “The Heavy-Duty segment comprises about a third of the full-size truck market, and its customers are the most brand-loyal in the industry,” said Accavitti. “With five models, we want to provide them with the ultimate lineup of heavy-duty pickups.” More Than 25 Safety and Security Features Chrysler employs a two-fold approach to safety: passive safety features including pre-tensioning and load-limiting seat-belt retractors and supplemental side air bags; and active safety features including responsive steering, handling and braking. Following are more than 25 safety and security features available on new 2010 Dodge Ram 2500 and 3500 Heavy-Duty pickups: •    Anti-lock Brake System (ABS): Senses and prevents wheel lockup, offering improved steering control under extreme braking and/or slippery conditions •    Advanced multi-stage air bags: Uses either an Occupant Classification System or a Low-risk Deployment Air Bag for the front passenger •    BeltAlert: Periodically activates a chime and illuminates an icon in the instrument cluster to remind the driver and front passenger to buckle up if a vehicle is driven without the driver being properly belted •    Brake/Park interlock: Prevents an automatic transmission or transaxle from being shifted out of Park unless the brake pedal is applied •    Child-protection rear door locks: Disables the rear doors’ inside-release handle via a small lever on the door-shut face •    Constant-Force Retractors (CFR): Distribute force or load exerted on a seat belt, and then gradually releases the seat-belt webbing in a controlled manner •    Crumple zones: Designed to compress during an accident in order to absorb energy from an impact, decreasing transfer of that energy to occupants •    Electronic brake force distribution: Adjusts braking pressure front to rear, based on weight distribution of passengers and cargo, to minimize brake dive during hard braking •    Energy-absorbing steering column: The manual-adjust steering column utilizes two hydro-formed coaxial tubes that move relative to each other in order to allow the column to move forward for enhanced energy absorption during a crash. The power-adjust steering column employs a calibrated bending element that deforms during column stroke for optimal energy management •    Enhanced Accident Response System (EARS): Makes it easier for emergency personnel to see and reach occupants in the event of an accident by turning on the interior lighting and unlocking doors after air bag deployment. Also shuts off the flow of fuel to the engine •    Height-adjustable seat belts: Allows occupants to raise and lower the shoulder belt. Encourages seat-belt usage by offering a more comfortable fit •    HomeLink universal home security system transceiver: Stores three separate transmitter radio-frequency codes to operate garage-door openers, security gates, security lighting or other radio-controlled devices •    Interior head-impact protection: Interior pillars above the beltline and instrument panel, including areas around windshield and rear window headers, roof and side-rail structures, and shoulder-belt turning loops specifically designed to limit head-impact force •    Knee bolsters: The lower instrument panel and the glove box door are designed to properly position the occupant, enabling air bags to work effectively •    Lower Anchors and Tethers for CHildren (LATCH) Child Seat Anchor System: Designed to ease installation of compatible aftermarket child seats •    Low-risk deployment air bag: Front-passenger air bag that uses unique shape, venting, folding patterns, advanced inflators or a combination of these four technologies to position and inflate the restraint properly for a belted passenger, while also meeting federal safety requirements for out-of-position, small occupants and rear-facing infant seats. Occupants are advised to always sit properly in their seats with the seat belt fastened. Children 12 years old and younger should always be seated in the back seat correctly using an infant or child restraint system, or have the seat belt positioned correctly for their age and weight •    Parksense® Rear Park Assist System: Assists at low speeds in Reverse to detect stationary objects. Consists of visible (interior lights seen with rearview mirror) and audible warnings for the driver •    Power-adjustable pedals: Allows brake, accelerator and clutch (if equipped) pedals to move toward or away from the driver in order to achieve a safe and comfortable seating position for improved vehicle control •    Remote Keyless Entry: Locks and unlocks doors, and turns on interior lamps. If the vehicle is equipped with a vehicle-theft security alarm, the remote also arms and disarms that system •    Seat-belt pretensioners: During a collision, the impact sensors initiate front seat-belt pretensioners to immediately remove slack, thereby reducing the forward movement of the occupants’ heads and torsos •    Sentry Key® engine immobilizer: Utilizes an engine key that has an embedded transponder with a pre-programmed security code to discourage vehicle theft. When the key is inserted into the ignition, the controller sends a random number to the transponder and the engine is allowed to start. If an incorrect key is used, the engine will shut off after a few seconds •    Standard side-curtain air bags: Extends protection to all outboard front- and rear-seat passengers. Each side air bag has its own impact sensor in order to autonomously trigger the air bag on the side where an impact occurs •    Supplemental side air bags: Provide enhanced protection to the driver and front outboard passenger in certain impacts. Each side air bag has its own impact sensor which autonomously triggers the air bag on the side where the impact occurs. Supplemental side air bags are housed within the outboard side of each front seat •    Three-point seat belts: Front outboard seating positions and all rear seating positions in the Dodge Ram 2500 and 3500 Heavy-Duty pickups have lap and shoulder belts •    Tire Pressure Monitoring (TPM): Informs driver when tire pressure is too low. SLT and Laramie systems display actual tire pressure at each wheel. Pressure-sensor modules within the valve stems of all four road wheels send continuous radio-frequency signals to a receiver and the system (2500 only) •    uconnect phone: Uses Bluetooth technology to provide voice-controlled wireless communication between the occupants’ compatible mobile phone and the vehicle’s onboard receiver. The hands-free option promotes safety, freedom, value and flexibility Saltillo Assembly Plant The new 2010 Dodge Ram 2500 and 3500 Heavy-Duty pickups will be built at Chrysler’s Saltillo Assembly Plant in Coahuila, Mexico. One of the company’s most flexible plants, the Saltillo plant also produces the Dodge Ram Mega Cab, Ram Power Wagon, and Ram 3500 and 4500 and 5500 Chassis Cabs. A key enabler in bringing new Dodge Ram trucks to market is Chrysler’s Flexible Manufacturing Strategy (FMS). Based on extensive use of robotics in the body shop, FMS provides the ability to balance production with demand. FMS also affords the company the ability to efficiently build low-volume vehicles that take advantage of market niches and, as needed, to quickly shift production volumes between different models within a single plant or among multiple plants. It not only allows the company to produce a high-quality product, but to do so faster and at lower cost. Production of the new 2010 Dodge Ram 2500 and 3500 Heavy Duty pickups will also be enabled by the plant’s recent expansion, which allows the facility to manage the added complexity of the Dodge Ram Heavy Duty pickups’ chassis and suspensions, including two chassis lengths, regular, crew-size cab and Mega Cab versions, 4×2 and 4×4 variants, and single- and dual-rear-wheel models. The Saltillo Assembly Plant has 1,700 employees working on two shifts and is one of five Chrysler LLC manufacturing facilities in Mexico.

  • john e. terlap

    when will the public be able to order the 2010 dodge?

  • Ernie

    Wow that’s a serious hauler. I love the styling tweaks and hats off to the cummins diesel for clean power. Standard engine break…that’s fantastic. This should sell well.

  • Eric Wygant

    I own a 2003 dodge 3500 quad ram. the cab on truck is built cheaply the road noise inside the cab is awful.the seats in the cab are eye apealing but not very comfortable.I sat in a ford cab and could see the differance of the road noise and the better quality of there cab,dodge needs to step up, and make a quality cab like ford cab.I would spend 2 or 3 thousand more on a nicer cab.dodge step to the plate.

  • Gordon

    Love the changes, I hope Dodge solved the problem with not being able to fill the diesel tank through the dinky line. Takes me 10 plus minutes to get the last 5 gallons in. If my 04 didn’t run so well, I would think seriously about getting the 2010.

  • Jeff

    I still have no confidence that Dodge is making better quality vehicles! Not to mention that Fiat is doing what it can to eliminate the Dodge/Chrysler brand. Take the Cummins out and the shell is just a Dodge, sub par.

  • matt

    dodge makes nice trucks but what i cant understand is why they have to be made in mexico. they used to have a st.louis plant but they shut it down. i guess they think americans dont need those kind of jobs but we should buy their trucks. dont make much sense to me.

  • Garnet

    Eric,, A ford is nice but it aint a Dodge. I have a 94 2500 and a 04 2500, both 5.9`s and yes Dodge is abit lite on the fancy doo dads, but that aint what makes a truck.
    My 04 is very quiet compared to my 94 but it should be..lol I have 300,000 miles on the 94 and never touched the engine yet. Everything on the engine except the turbo has been replaced or rebuilt.
    I doubt a Ford owner could boast that lol Only place I see Dodge screwed up abit was with the change to the 6.7`s :`(

  • Alex

    Garnet, Nice try boosting about the 30o,ooo on your Dodge. I have 298,000 on my 99 Ford and the only thing I’ve replaced is the starter and oil… The 7.3 is still pulling my 13,000 lbs race trailer to this day at 16 MPG at 68 mph at 70 it’s drops this a rock. And just to add the 99 Ford Super Duty is loud with engine noise. There both good trucks..

  • Ross

    I have to agree with Garnet, they are both good trucks, and so is the Chevrolet and GMC. It’s mostly what you prefer. I’ve never heard anyone badmouth the Cummins diesel though. Ford had a miserable diesel until recently. Many lawsuits over it, I hear. Leaked all over the place. However, that is history now and they’re all good. I just prefer the almost complete reliability of the Cummins, as do most people. I also prefer the looks of the Dodge since 1994. I drove a new GMC diesel last year. It was a bit faster than the Dodge, but I didn’t like everything else as well as the Dodge. My good friend is a GMC fanatic, but he said, to be honest if he were buying today (last year) he preferred the Dodge over the GMC.

  • Floyd Young

    It does not matter what manufacture of truck is purchased because there will eventually be problems with all mechanical applications. Each company says their products are best. Each vehicle will perform diffently accoding to the abuse that it is under and the regular vehicle service care it is provided.

    I had a normally aspirated Ford V-8 250 with manual transmission that gave 17 mpg empty. The unit was worked very hard pulling a 24 ft flat deck and an oil control ring on one of the pistons broke at 128,000 miles. While pulling some extremely heavy loads, I think high rpm did the engine harm, but it could not develop enough power at low rpms. Engine oil and filter were change every 3,000 miles because the engine leaked out oil. The body stood up fairly well. The next Ford 250 truck had the same engine and tranny, but the mileage was worse both empty or loaded and the engine had the same lack of bottom end power. The main problem was that the body and engine were plain junk. Before the warranty was off first both engine heads had to be replaced. Next the front wheel bearings over heated. Never had a problem with the tranny or differential gears, but the rear wheel stud threads came off with the wheel nuts when we had to replace the left side broken axle. Warranty was off so I replace both axles with axles from the previous Ford truck differential because both side wheel stud threads were ruined. My son had problems with his Ford body also and we have not bought another Ford.

    My 2005 3500 Dodge CTD 6 speed manual is performing better than I expected. I have to watch the pyrometer as I have a tendency to try pull the guts out of a unit. The Cummins has so much low end torque I do not need to touch the fuel feed and it can lift the load on level hard ground when I abruptly engage the clutch. The only problem I had with the Dodge was with one wheel rim cap that started to peel off the chrome. The Cummins gives 23 mpg empty and 16 to 18 mpg when moderately heavy loaded. When a stong tail wind is behind the engine gives better mileage. Great engine. Good truck. I got my money worth and more. The Cummins has made me a confirmed I-6 engine enthusiast. I am glad I bought a 2005 5.9 before the pollution control equipment was installed on the 6.7 liter engines. I never was a Dodge man but I am now and I am thankful I tried a Dodge because I looked at a GMC diesel first.

  • Rich Feiller

    my ’03 2x 3500 dully CTD was good, my ’05 4x 3500 dully CTD was even better. now my ’08 4 5500 is even better with the 6.7 and 6spd auto. Drat; why do the 2011’s look so darn good with all the changes? I can’t trade in my ’08 it doesn’t have enough miles on it and my wife refuses to trade in her chry 300C AWD. even though i told her the new rams have more horse power and torque.

  • Paul McHugh

    I bought my Dodge 3500 new in 1995 after driving a Ford 7.3. At 340,000 miles I had the 5 speed transmission rebuilt and new clutch installed. Now with 411,000 miles on it I am planning another trip to Cal.. I have replaced the killer pin up front and have noticed a slight leak around the valve cover gasket. I will adjust the valves now and am trying to decide weather or not to mess with the injectors. It has been a great truck and I am going to give it a new paint job and drive it for another 400,000 miles or more. I do feel bad about our trucks being built in America. I would consider buying another and keeping my 95 for a back up. I have put a stage 3 fuel plate on it but other than that it is all original.

  • Floyd Young

    The only thing I do not like about my Dodge CTD is the fact that it will not self-vacuum out the cab interior, nor give itself an exterior wash job. I drove a friend’s empty 2005 GMC 2500 Allison/Duramax configuration and it felt loose, sluggish and rather high reving at low and moderate road speeds. The Duramax engine was no quieter and even louder on the highway than my 2005 Dodge Cummins. The GMC Duramax engine seems to turn about the same engine speed as my Cummins at highway speed limits. Both are four wheel drive units, but the Dodge just feels tighter and more responsive to the steering wheel.

    My Dodge CTD gets better all around mileage than the GMC Duramax. In the spring of 2008 I drove empty up slightly inclined terrain for 200 miles at 65 mph in front of a very strong cross/tail wind and the Cummins used 1/8th of a tank of fuel. It worked out to forty some mpg and did it ever open my eyes to the fact that air drag uses a lot of excess fuel. The Dodge frontal area is rather aerodynamic. I try to drive not over 60 mph when pulling a trailer for safety sake and I feel it helps keep fuel consumtion down by reducing air drag. Fuel consumption goes up when pulling heavy loads up steep inclines in the mountains.

    I have to admitt that my Dodge is an excellent vehicle for doing any type of hauling work and it is a quiet running engine. I will never need another 3500 model other than this Dodge and if I ever need a 4500 or 5500 it will be a Dodge. I am sure satisfied I tried a heavy duty Dodge pickup and I am now looking at a light duty Dodge 1500 Hemi. The 1500 models are on coil spring suspensions all around.

  • Todd Lawson

    I just learned that my new 2010 Dodge 3500 mega cabs integrated trailer brake system is not compatible with elect over hyd brake systems used on the high end 5th wheel RV’s . Has anyone else had this problem?

  • Floyd Young

    To solve the problem of incompatability with electric over hydraulic trailer brake systems, regarding the factory integrated trailer brake controller supplied within the 2010 Dodge trucks, tell Chrysler to phone Hensley Mfg. Inc. 1-800-410-6580 or else log onto http://www.hensleymfg.com to find out about their superior functioning TruControl brake controller that works with either electric or hydralic trailer brakes. Hensley stands behind all their quality products without any hassle to their customers.

    My TruControl unit functioned smoothly and effectively on steep mountain declining grades during unexpected panic slow down incidents, just before entering hair pin turns. The TruControl unit even functioned flawlessly when applied during a tight downgrade turn, while half way into the turn, and still traveling too fast for safely negoiating that abrupt change of direction. The TruControl software automatically compensates the correct trailer braking force needed for the percentage of decline steepness. I enter 0 into the CALIBRATION MODE after first installation or anytime thereafter on level ground. Depending on the trailer load weight I just enter the appropriate Trailer/Tow Vehicle Configuration number into the software and TruContol physically does the rest to decelerate the rolling unit speed remarkably well, to my amazement. There is no skidding of trailer tires.

  • Floyd Young

    The 5.7 liter Hemmi engines have a Multiple Displacement System and Variable Valve Timing. When four of the cylinders are not under power is there a relief valve system bleeding off compression that will prevent pumping losses? Pumping losses decrease fuel economy.

    My small diesel tractor has a pull out nob that decompresses the two cylinders during cold weather starting. The starting motor easily cranks for a couple of seconds to get the engine rpm up and then the nob is pushed in to let compression heat the air and cylinder head. When the temperature increases some the fuel is injected and the diesel engine starts.

  • Floyd Young

    After 14 months of recovery, Canadian auto sales hit the skids in February. And, somewhat surprisingly, it was car sales that took the hit, not trucks, dispite a spike in fuel prices.

    Chrysler Canada Inc. was the primary driver of those improved truck numbers, with a 21.6 percent surge in its truck sales during the month compared to a year ago.

    At the same time, its Detroit rivals, Ford and General Motors, whose own sales momentum has been built on the back of trucks over the past year, suffered double-digit declines.

    Chrysler was also the only one of the Detroit Three to post a sales gain in February 2011, up 8.5 percent year-over-year. That allowed Chrysler to overtake GM in the sales race in the first two months of the year. Chrysler had a market share of 15.9 percent at the end of February, less than a percentage point behind Ford at 16.8 percent and well ahead of GM at 14.9 percent.

  • fiat single pick up around 13.000 euro

    with pictures and information

x

Subscribe to our email newsletter and automatically be entered to win.