Also, I particularly appreciated the sensor-activated exterior light illuminating the box, as well as the very large outside mirrors including a vertical convex section.
Two engines to get the job done
The automaker has endowed this leviathan with two engines, a gas-powered, 5.7-litre V8 HEMI and a 6.7-litre, V6 Cummins Turbo Diesel engine. The latter unleashed the fury of its 350 ponies to get my tester moving.
For heavy-duty jobs, you can’t ask for more. The Cummins delivers 650 ft-lb of torque as early as 1,500 rpm! With this engine, hauling a 6,101-kg load (the maximum towing capacity for the Ram 2500) is child’s play. However, fuel efficiency is, as expected, rather abysmal. At the end of our test period this winter, we were unable to manage better than an average of 19.5 litres per 100 kilometres.
Chrysler touts the presence of triple layer weather stripping between the 2010 Ram’s front doors and chassis, that purportedly keeps water from seeping in and, especially, reduces unwanted noise, thus helping to improve the cabin’s soundproofing. Indeed, the interior of the Ram is quite tranquil, at least at low rpm. However, as soon as you push the Cummins engine you’re reminded that you’re dealing with a diesel engine. This year, though, Ford demonstrated with its new Power Stroke engine that it is possible to drive a big Super Duty pickup that’s as quiet as an automobile. The Ram still needs to work on this.
On start-up, as with any diesel engine, the Cummins’ combustion chambers need to warm up. Three or four seconds suffice, but on a cold start you have to wait a good 15 seconds or so before urging the engine on.
On a different note, the recirculating ball power steering shared by the Ram 2500 and 3500 is not a model of precision. It requires the driver’s constant attention. The Ram 1500 and its rack-and-pinion power steering is much more enjoyable.
On the other hand, it’s easy to forgive the primitive side of a truck when you know it’s designed first and foremost for heavy-duty labour. It’s the nature of the beast, after all.
Two engines to get the job done
The automaker has endowed this leviathan with two engines, a gas-powered, 5.7-litre V8 HEMI and a 6.7-litre, V6 Cummins Turbo Diesel engine. The latter unleashed the fury of its 350 ponies to get my tester moving.
For heavy-duty jobs, you can’t ask for more. The Cummins delivers 650 ft-lb of torque as early as 1,500 rpm! With this engine, hauling a 6,101-kg load (the maximum towing capacity for the Ram 2500) is child’s play. However, fuel efficiency is, as expected, rather abysmal. At the end of our test period this winter, we were unable to manage better than an average of 19.5 litres per 100 kilometres.
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| The Cummins delivers 650 ft-lb of torque as early as 1,500 rpm! (Photo: Matthieu Lambert/Auto123.com) |
Chrysler touts the presence of triple layer weather stripping between the 2010 Ram’s front doors and chassis, that purportedly keeps water from seeping in and, especially, reduces unwanted noise, thus helping to improve the cabin’s soundproofing. Indeed, the interior of the Ram is quite tranquil, at least at low rpm. However, as soon as you push the Cummins engine you’re reminded that you’re dealing with a diesel engine. This year, though, Ford demonstrated with its new Power Stroke engine that it is possible to drive a big Super Duty pickup that’s as quiet as an automobile. The Ram still needs to work on this.
On start-up, as with any diesel engine, the Cummins’ combustion chambers need to warm up. Three or four seconds suffice, but on a cold start you have to wait a good 15 seconds or so before urging the engine on.
On a different note, the recirculating ball power steering shared by the Ram 2500 and 3500 is not a model of precision. It requires the driver’s constant attention. The Ram 1500 and its rack-and-pinion power steering is much more enjoyable.
On the other hand, it’s easy to forgive the primitive side of a truck when you know it’s designed first and foremost for heavy-duty labour. It’s the nature of the beast, after all.
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