Decent comfort
Interior fit and finish is not an issue like in previous models. The layout in Laramie trim proves comprehensive and convenient, with many useful storage compartments. On the other hand, the leather-appointed seats are a bit slippery and control ergonomics make them harder to manipulate than one would normally expect. My passenger complained about the extended bulge of the armrest, which limited his knee room. And while the audio system delivers a good sound, the buttons are unnecessarily complex.
Rather than folding the rear seatbacks down to increase cargo room inside the cabin, Dodge thought it would be a better idea to lift the seat cushions up. As far as I'm concerned, I believe that flexibility and capacity would be improved the other way around.
Ill-designed mirrors
All-around visibility is good. Larger exterior mirrors would have been appreciated for towing duties. Dodge also decided to put the convex section on the upper outside corner of each mirror, which does more harm than good: passing maneuvers were a delicate affair since I could not properly gauge the distance between the Ram and the vehicle I had just passed. Fortunately, the interior mirror came to the rescue. Backing up with a trailer presented the same challenges.
Torque and smoothness
Mated to an excellent 6-speed automatic transmission, the new 6.7L Cummins turbodiesel is a little grumpy at takeoff but, once up to speed, say at 115 kph, it purrs like a cat, revving at no higher than 1,800 rpm. Gear shifts are smooth, while the tow mode makes hill starts easier, especially when hauling a full load. The shift control function on the shift lever becomes an ally to adjust engine revs and gear ratios based on your driving style.
With a whopping 650 foot-pounds of torque, the Cummins is extremely responsive to throttle inputs without ever racing. Even under a full load, it has plenty of power in reserve.
With no trailer and an empty bed, I got the following performance results: 0-100 kph in 8.8 seconds and 80-120 kph in 7.3 seconds. As for braking, Dodge could have done a better job: over 50 meters were necessary to stop from 100 to 0 kph. This 350-hp pickup truck has a maximum towing capacity of 9,000 kilos (20,000 pounds), so it never broke a sweat with my 4,500-lb trailer.
Fuel consumption was particularly low for such a gigantic monster. At the end of my 12,000-km road trip, I wound up with an average of 18.99 L/100 km, which is far below the rating of gasoline-powered V8 engines (and even some diesel powertains) from rival automakers.
All in all, I was totally pleased with the Ram's power, flexibility and fuel economy.
Interior fit and finish is not an issue like in previous models. The layout in Laramie trim proves comprehensive and convenient, with many useful storage compartments. On the other hand, the leather-appointed seats are a bit slippery and control ergonomics make them harder to manipulate than one would normally expect. My passenger complained about the extended bulge of the armrest, which limited his knee room. And while the audio system delivers a good sound, the buttons are unnecessarily complex.
Rather than folding the rear seatbacks down to increase cargo room inside the cabin, Dodge thought it would be a better idea to lift the seat cushions up. As far as I'm concerned, I believe that flexibility and capacity would be improved the other way around.
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| The interior layout is appropriate, but ergonomics could be improved. |
Ill-designed mirrors
All-around visibility is good. Larger exterior mirrors would have been appreciated for towing duties. Dodge also decided to put the convex section on the upper outside corner of each mirror, which does more harm than good: passing maneuvers were a delicate affair since I could not properly gauge the distance between the Ram and the vehicle I had just passed. Fortunately, the interior mirror came to the rescue. Backing up with a trailer presented the same challenges.
Torque and smoothness
Mated to an excellent 6-speed automatic transmission, the new 6.7L Cummins turbodiesel is a little grumpy at takeoff but, once up to speed, say at 115 kph, it purrs like a cat, revving at no higher than 1,800 rpm. Gear shifts are smooth, while the tow mode makes hill starts easier, especially when hauling a full load. The shift control function on the shift lever becomes an ally to adjust engine revs and gear ratios based on your driving style.
With a whopping 650 foot-pounds of torque, the Cummins is extremely responsive to throttle inputs without ever racing. Even under a full load, it has plenty of power in reserve.
With no trailer and an empty bed, I got the following performance results: 0-100 kph in 8.8 seconds and 80-120 kph in 7.3 seconds. As for braking, Dodge could have done a better job: over 50 meters were necessary to stop from 100 to 0 kph. This 350-hp pickup truck has a maximum towing capacity of 9,000 kilos (20,000 pounds), so it never broke a sweat with my 4,500-lb trailer.
Fuel consumption was particularly low for such a gigantic monster. At the end of my 12,000-km road trip, I wound up with an average of 18.99 L/100 km, which is far below the rating of gasoline-powered V8 engines (and even some diesel powertains) from rival automakers.
All in all, I was totally pleased with the Ram's power, flexibility and fuel economy.
 |
| The ferociously capable powertrain really impressed me. |