2007 Dodge Ram Review

Specifications

There are trucks and then there are trucks. Not just in a bigger is better kind of way, but in a heavy-duty work truck kind of way that actually lives up to the cliché.

With winter quickly approaching, I figured that it was time for a trip to the landfill, the hazardous waste depot and the auto wreckers before the weather gets too cold and they become covered with snow. Over the years I have collected many leftover pieces and spare parts from all the various vehicles I’ve owned, and at my wife’s insistence I finally came to the realization that I don’t need to keep everything. Besides, it doesn’t hurt that prices for metal, aluminum and copper are quite high right now, and if you have enough you can trade in a pile of scrap for a few extra bucks. My vehicle of choice for the haul? A Ram 2500 Heavy Duty with the biggest, baddest engine it’s offered with.

Well when it was all said and done, the Ram and I (more so the Ram) hauled a total of 3,500 pounds between the bed full of engine blocks, a transmission or two (and who knows what else) and the entire frame of a car attached to the rear via a dolly. Driving the Ram relatively loaded up - I say relatively as the this particular model boasts a towing capability of over 16,000 pounds and a payload of over 5,000 pounds - felt effortless. The primary reason behind the Ram’s towing prowess is an important option, the 6.7-liter Cummins turbo diesel. It’s also the priciest option at $6,100. The new 6.7 replaces the venerable 5.9-liter Cummins turbodiesel motor for this year, and produces 350 horsepower at 3,000 rpm. More importantly it makes 650 lb-ft of torque at 1,500 rpm, perfect for hauling your junk, your friends’ junk and their friends’ junk too… not to mention my junk. If you don’t get the automatic, peak torque drops to 610 lb-ft, assumedly rated lower so it won’t rip the gears apart.

It isn’t just the engine that’s all new with this truck, however, it’s the transmission too. The six-speed automatic was built to take the loads of the upgraded engine (hence the higher torque rating), and also features an integrated Electronic Range Select (ERS) manumatic mode that enables the driver to select desired gears to match driving conditions and deliver greater control when towing and hauling. I never needed to use the system when towing with the 2500, but I can see where it could be beneficial with really heavy loads or when ascending steep inclines.

Not wanting to mess with the success of the Cummins 5.9-liter inline-six turbo-diesel engine, the new 6.7-liter retains more than 40 percent of its components, but is 50-percent quieter with improved performance, greater fuel economy, stronger durability and significantly reduced emissions. The new 6.7-liter has also been designed to operate on Ultra-Low Sulfur Diesel Fuel as well as Biodiesel.

Dodge’s engineers weren’t just satisfied with comparisons to the big rigs when it came to styling, but wanted it to sound like a highway truck under deceleration too, so they fitted the first-ever integrated exhaust brake (a.k.a. “jake brake”) to be available in a “light duty” truck direct from the factory. Utilizing the turbocharger, the exhaust brake significantly improves control when towing heavy trailers downhill. Benefits from the exhaust brake include increased braking control, a reduction in brake fade and overheating, as well as extended brake life. Of course this means you might now have to pay attention to those signs that have popped up everywhere asking truck drivers to refrain from using compression braking. Hmmm… are those signs actual by-laws or mere suggestions? I think anything that enables trucks to stop safely is worth a bit of extra noise in my book.

Speaking of noise, the Ram 2500 doesn’t sound like a diesel from inside the cab. Several key features contribute to the overall feeling of quietness and refinement such as new engine mounts and a constrained-layered oil pan, plus an intake silencer, engine-block shield and machined crankshaft counter weights significantly contribute to the quieter acceleration. The result is a 50-percent quieter engine and a 3 db reduction in cabin sound levels. It works, as I am pretty sure my Dad’s fourth-generation VW Golf TDI is slightly noisier inside.

While its a long way up into that quiet cabin, the optional chrome side steps and grab handles help a lot. As my test example was a loaded up Laramie model, boasting power heated leather seats and dual zone climate control, to name a few items. It also featured a lot of un-pickup truck like options such as a navigation system, Infinity audio system, Sirius Satellite radio, large glass sunroof, and a rear seat DVD entertainment system with remote and two wireless headsets. Another luxury that most pickups can’t put a price tag on is space, something that this Mega Cab has down packed. It’s about as big as the living room in my house, allowing even the tallest folks to stretch out in comfort.

Back in the driver’s seat the controls are quite intuitive, but it’s a bit of a reach to the navigation system or climate control. The navigation unit is very good, yet is not the fantastic MyGIG entertainment system found in some other Chrysler products. The quality of the leather seating surfaces isn’t too bad either, but I am worried about their durability over the long haul. Still, while very flat with minimal lateral support they’re actually quite comfortable. Overall interior quality varies, and while some pieces are very good some aren’t quite what you’d expect to find in a vehicle that costs almost $60,000. Personally, I could really live without the plastic wood.

Dodge has done an admirable job making giant pickup truck fit all sorts of body types, not just the big, burly contractors and construction workers you’d expect to be seen behind the wheel. Power-adjustable pedals are a thoughtful touch to ensure comfort for tall and short rivers. The side mirrors provide two views on both sides, close-up and wide-out. In addition, the mirrors flip up 90 degrees for keeping tabs on oversize trailers. A downside to the large mirrors? The bright lights of traffic are annoying in such a large glass surface, especially at night on the highway. The rear view mirror is auto dimming, and it would be nice if the sides were as well. They are heated though, which is nice for visibility in the winter months.

In terms of the actual drive, there isn’t all that much to say about the Ram as a normal passenger vehicle if you’re used to driving a regular car (like me). The chassis is stiff, the suspension firm and both help contribute to a solid buttoned down feel. For such a large vehicle the Ram 2500 corners flatly with minimal body roll. The ride is pretty choppy with lots of axle hop on rough roads, and it didn’t seem to get any better when loaded down. Unladen and in the wet the rear end has a tendency to step out if you dip too deeply into the Cummins’ torque.

After receiving a mild refresh a couple of years ago that continues on the big rig theme, the Ram still looks good even if it isn’t as fresh and innovative as it was in 1994. The large chrome grille is still in-your-face bold (nope, no changes there), and the round fog lights add a touch of sportiness. Chrome mirrors and door handles would have been preferable to the black plastic ones on this tester in order to keep the look consistent with the big chrome grille and the chrome-clad bumpers. If you don’t need the Mega Cab, there are still plenty of choices for you, your crew or your cargo. Likewise, if you’re into the heavy duty truck scene but don’t want a diesel, there’s always the trusty 345-horsepower 5.7-liter HEMI V8.

So far, the heavy duty truck arena is populated only by the Americans, and unfortunately, of the big three’s trucks the Ram is starting to show its age. While the powertrain is well up to scratch, the rest of the truck could do with an update to improve its dynamics when unloaded. Dodge has adjusted its pricing for next year, slashing its window stickers so that the Ram 2500 is more competitive with the other two trucks in its class, with a base price of $25,680. However, that still isn’t enough to undercut the Ford F-250 Super-Duty at $22,390, and the Chevrolet Silverado 2500 HD at $23,935 (the GMC Sierra 2500 HD is also in this class). Meanwhile, Dodge may face further competition down the road from Toyota and Nissan as they contemplate offering trucks that can do more than the quarter-ton vehicles they currently sell. Toyota recently showed off a Tundra with a turbodiesel engine and dual rear wheels at SEMA, which, if produced, would certainly change things in the HD range. However, it’s worth noting that Dodge will be updating the Ram sooner rather than later, and we could see the Ram 2500 back at the front of its game as soon as it debuts.