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Review: 2017 GMC Sierra Denali 2500HD vs. Ram 2500 Laramie Longhorn
William Maley posted an article in Reviews
It is quite amazing how in the past few years, the humble heavy-duty pickup has morphed into a prized luxury vehicle. You might think that I am crazy for writing this, but consider how in the few years, truck manufacturers have been tailoring their models to appeal to a new audience. From new trim levels that focus primarily on luxury to new features that one would expect to find in an expensive sedan such as massaging front seats and high-quality leather. That doesn’t mean these luxury pickups have forgotten their main priority; to shoulder the weight of the world in terms of hauling and towing. Recently, we spent a week in the GMC Sierra Denali 2500HD and Ram 2500 Laramie Longhorn to get a reading on where luxury heavy-duty trucks currently stand. Exterior Neither one of these trucks has gone through any significant changes since we last reviewed them. The 2500HD comes with a new hood scoop if you option the Duramax V8 turbodiesel, while certain Ram models such as our tester come with a new grille insert featuring “RAM”. The two trucks could not be more different in terms of design elements. The Denali is more modern with a mesh grille, square headlights with LED strands, and a seemingly endless amount of chrome trim. We've found ourselves wondering if we could blind anyone while driving if the sun hit the Denali in just the right way. Meanwhile, the Laramie Longhorn feels right at home on a farm or ranch. The two-tone paint scheme of brown and beige really sets off the Ram 2500, along with the meaty 18-inch chrome wheels. The ‘RAM’ grille is a bit much, but at least it doesn’t come with large chrome lettering on the tailgate that can be reportedly seen from space. Our test truck came with Ram Box storage system. We like the additional storage and ability for the boxes to be locked, but it also means the bed is slightly narrower than a truck without it. Interior At one time, Sierra Denali was considered the pinnacle of luxury for pickup trucks. But now it pales in comparison to the likes the Ram and Ford. The Sierra Denali has the basics such as leather upholstery and stitching on the dash. But that’s about it as there isn’t the option of wood or aluminum trim. Instead, you get painted and faux-chrome like on other Sierra models. A lack of special touches hurt the Denali as well. It would be nice if there was some exclusive feature for the Denali such as a premium audio system or massaging seats. On the upside, the dashboard is laid out in a logical fashion and controls are within easy reach. Both rows of seats provide excellent support for long trips and plenty of space for most passengers. The Sierra also earns points for having numerous USB ports. Getting in and out of the Sierra 2500HD is slightly easier than the Ram 2500 as the cab height is slightly lower. Ram does a better a job in terms of luxury appointments. The Laramie Longhorn features what Ram calls ‘Natura Plus’ leather that feels quite nice when you run your hand across it. Real wood is used on the steering wheel and center stack trim to set it apart from other trims. Rear seat passengers will like the availability of heated seats, something not available on the Denali. There are other touches such as different background for the gauge package and seat pockets that are designed to look like saddle bags. It might look ridiculous to some, but Ram deserves some credit for trying to stand out. Like the Sierra, Ram has a well-laid out dashboard with controls in the place you would expect. Seats aren’t as comfortable as the Sierra, but the 2500 does match it in terms of interior space. The Ram 2500 is somewhat harder to get in as feel like to you have to take a running leap, despite there being entry rails and grab handles. It is also quite the drop when getting out. Technology If there is an area that the Sierra leapfrogs the Ram, it is in technology. The Denali comes with an eight-inch screen featuring GMC’s Intellilink system as standard. This system has been improving since we first tried it a few years ago with improved performance and better stability. The only thing that needs to fixed is the slow response of the navigation system when first launched. Using the system is easy thanks to a simple interface and physical buttons underneath the screen. The addition of Apple CarPlay and Android Auto give Intellilink more of an edge over other systems. Ram’s UConnect system was for a time considered one of the best systems thanks to a large screen and interface that offers large touchscreen buttons. It still retains these plus points, but it looks quite dated to the system found in the Sierra. A lot of this comes down to the interface which hasn’t changed since UConnect was launched a few years ago. There is a new version of UConnect that FCA has implemented into various models such as the Pacifica and the 2017 Dodge Charger that brings an updated look along with Apple CarPlay and Android Auto compatibility. Sadly, the Ram 2500 misses out on this and it is unclear whether it will get in this current-generation or in a redesign. Performance Both trucks came with their respective optional diesel engines. For the Sierra Denali 2500HD, it is an updated 6.6L Duramax turbodiesel V8 offering 445 horsepower and 910 pound-feet of torque. Ram sticks with 6.7L Cummins turbodiesel inline-six with 370 horsepower and 800 pound-feet of torque. Both engines come paired with six-speed automatic transmissions, but the Ram is available with a six-speed manual. On paper, the Sierra Denali 2500HD smokes the Ram 2500 Laramie Longhorn and this plays out in the real world as well. The Duramax gets the Sierra 2500HD up to speed at a surprising rate. It feels more like a muscle car thanks to an abundance of low-end torque and being the lightest truck in the class - 6,532 lbs for a 4WD crew cab and 6’6” box vs. 7,625 lbs for the Ram 2500 when similarly equipped. A lot of these performance gains come from changes GM made to the Duramax V8 for 2017 with most of the engine’s internals being replaced and new cool air system with a hood vent. Aside from increased power, the changes also affect how quiet this engine is. Start the engine up and you’ll faintly hear the diesel clatter from inside. The 6.7L Cummins cannot match the Duramax in outright performance. It takes about a second or two longer to hit the same speed as the Duramax. The large deficit in power and being slightly heavier than the Sierra 2500HD are the main reasons as to why. Not helping matters is the Cummins being quite louder than Duramax. At idle, it sounds like a semi-truck. Fuel Economy Neither truck is rated by the EPA as they're exempted from testing due to their heavy weight. In our week-long evaluation, both trucks returned an average of 15 mpg in mostly city driving. Towing Ram shines here as the maximum tow rating for our particular configuration (crew cab, 6’6” bed, and 4WD) comes in 17,200 lbs. GMC comes up short at 13,000 lbs in the same configuration. Ride and Handling While the Sierra Denali 2500HD may trail the Ram in terms of towing, it runs away when it comes to the ride. Despite sticking with a set leaf-springs in the rear, the Sierra 2500HD does a better job smoothing out bumps than the Ram’s coil-spring setup when the beds are empty. Fill them up and it becomes a dead heat in terms of ride quality. Ram does claw some points back as body motions are controlled better when turning and the steering doesn’t wander as much when driven on the highway. Noise isolation goes to the GMC as there has been a fair amount of work done on adding more sound insulation to the truck, along with the improvements made to the engine. Value Both of these trucks are expensive propositions. The Ram 2500 Laramie Longhorn comes in at $73,310 as equipped and the Sierra Denali 2500HD is slightly less at $70,540. The key reason for the high prices are the optional diesel engines - $8,700 for the Ram and $9,550 for the Sierra. Considering how much power you get, we give this to Sierra by a hair. Verdict If we consider these two trucks as luxury models, then we would rank the Ram 2500 Laramie Longhorn ahead of the Sierra Denali. It makes passengers feel special with various touches such as the unique leather for the trim and heated rear seats. But both trucks pale in comparison to all-new Ford F-Series Super Duty that brings massaging seats and impressive material qualities in its top trim. But when it comes to heavy-duty truck things, the GMC Sierra Denali stands above. While the Ram 2500 may have the more impressive towing numbers, the Sierra fights back with the more powerful diesel engine, better NVH containment, and a more comfortable ride. Hence why it takes this comparison test by a very narrow margin. Disclaimer: Fiat Chrysler Automobiles and General Motors Provided the trucks, Insurance, and One Tank of Gas Year: 2017 Make: GMC Model: Sierra 2500HD Trim: Denali Engine: 6.6L Duramax Turbodiesel V8 Driveline: Allison Six-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 445 @ 2,800 Torque @ RPM: 910 @ 1,600 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 6,532 lbs Location of Manufacture: Flint, MI Base Price: $58,495 As Tested Price: $70,540 (Includes $1,195.00 Destination Charge and $750.00 Duramax Plus Package Discount) Options: Duramax Plus Package - $9,550.00 Power Sunroof - $995.00 Dark Slate Metallic - $395.00 5th Wheel/Gooseneck Trailer Hi Tch Prep Package - $370.00 Off-Road Suspension Package - $180.00 Roof Marker Lamps - $55.00 Radiator Cover - $55.00 Year: 2017 Make: Ram Model: 2500 Trim: Laramie Longhorn Engine: 6.7L Cummins Turbodiesel Inline-Six Driveline: Six-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 370 @ 2,800 Torque @ RPM: 800 @ 1,600 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 7,625 lbs Location of Manufacture: Saltillo, Mexico Base Price: $57,575 As Tested Price: $73,310 (Includes $1,395 Destination Charge) Options: 6.7L Cummins Turbodiesel Inline-Six - $8,700.00 RamBox Cargo Management System - $1,295.00 Power Sunroof - $1,095.00 Tri-Fold Tonneau Cover - $545.00 Convenience Group - $395.00 Wheel to Wheel Side Steps - $395.00 Center High-Mount Stop Lamp w/Cargo View Camera - $345.00 LT275/70R18E OWL On/Off-Road Tires - $245.00 Off-Road Package - $200.00 Keyless Enter n' Go - $195.00 Power Chrome Trailer Tow Mirrors w/Power Fold Away - $195.00 Rear Window Defroster - $195.00 Clearance Lamps - $95.00 -
It is quite amazing how in the past few years, the humble heavy-duty pickup has morphed into a prized luxury vehicle. You might think that I am crazy for writing this, but consider how in the few years, truck manufacturers have been tailoring their models to appeal to a new audience. From new trim levels that focus primarily on luxury to new features that one would expect to find in an expensive sedan such as massaging front seats and high-quality leather. That doesn’t mean these luxury pickups have forgotten their main priority; to shoulder the weight of the world in terms of hauling and towing. Recently, we spent a week in the GMC Sierra Denali 2500HD and Ram 2500 Laramie Longhorn to get a reading on where luxury heavy-duty trucks currently stand. Exterior Neither one of these trucks has gone through any significant changes since we last reviewed them. The 2500HD comes with a new hood scoop if you option the Duramax V8 turbodiesel, while certain Ram models such as our tester come with a new grille insert featuring “RAM”. The two trucks could not be more different in terms of design elements. The Denali is more modern with a mesh grille, square headlights with LED strands, and a seemingly endless amount of chrome trim. We've found ourselves wondering if we could blind anyone while driving if the sun hit the Denali in just the right way. Meanwhile, the Laramie Longhorn feels right at home on a farm or ranch. The two-tone paint scheme of brown and beige really sets off the Ram 2500, along with the meaty 18-inch chrome wheels. The ‘RAM’ grille is a bit much, but at least it doesn’t come with large chrome lettering on the tailgate that can be reportedly seen from space. Our test truck came with Ram Box storage system. We like the additional storage and ability for the boxes to be locked, but it also means the bed is slightly narrower than a truck without it. Interior At one time, Sierra Denali was considered the pinnacle of luxury for pickup trucks. But now it pales in comparison to the likes the Ram and Ford. The Sierra Denali has the basics such as leather upholstery and stitching on the dash. But that’s about it as there isn’t the option of wood or aluminum trim. Instead, you get painted and faux-chrome like on other Sierra models. A lack of special touches hurt the Denali as well. It would be nice if there was some exclusive feature for the Denali such as a premium audio system or massaging seats. On the upside, the dashboard is laid out in a logical fashion and controls are within easy reach. Both rows of seats provide excellent support for long trips and plenty of space for most passengers. The Sierra also earns points for having numerous USB ports. Getting in and out of the Sierra 2500HD is slightly easier than the Ram 2500 as the cab height is slightly lower. Ram does a better a job in terms of luxury appointments. The Laramie Longhorn features what Ram calls ‘Natura Plus’ leather that feels quite nice when you run your hand across it. Real wood is used on the steering wheel and center stack trim to set it apart from other trims. Rear seat passengers will like the availability of heated seats, something not available on the Denali. There are other touches such as different background for the gauge package and seat pockets that are designed to look like saddle bags. It might look ridiculous to some, but Ram deserves some credit for trying to stand out. Like the Sierra, Ram has a well-laid out dashboard with controls in the place you would expect. Seats aren’t as comfortable as the Sierra, but the 2500 does match it in terms of interior space. The Ram 2500 is somewhat harder to get in as feel like to you have to take a running leap, despite there being entry rails and grab handles. It is also quite the drop when getting out. Technology If there is an area that the Sierra leapfrogs the Ram, it is in technology. The Denali comes with an eight-inch screen featuring GMC’s Intellilink system as standard. This system has been improving since we first tried it a few years ago with improved performance and better stability. The only thing that needs to fixed is the slow response of the navigation system when first launched. Using the system is easy thanks to a simple interface and physical buttons underneath the screen. The addition of Apple CarPlay and Android Auto give Intellilink more of an edge over other systems. Ram’s UConnect system was for a time considered one of the best systems thanks to a large screen and interface that offers large touchscreen buttons. It still retains these plus points, but it looks quite dated to the system found in the Sierra. A lot of this comes down to the interface which hasn’t changed since UConnect was launched a few years ago. There is a new version of UConnect that FCA has implemented into various models such as the Pacifica and the 2017 Dodge Charger that brings an updated look along with Apple CarPlay and Android Auto compatibility. Sadly, the Ram 2500 misses out on this and it is unclear whether it will get in this current-generation or in a redesign. Performance Both trucks came with their respective optional diesel engines. For the Sierra Denali 2500HD, it is an updated 6.6L Duramax turbodiesel V8 offering 445 horsepower and 910 pound-feet of torque. Ram sticks with 6.7L Cummins turbodiesel inline-six with 370 horsepower and 800 pound-feet of torque. Both engines come paired with six-speed automatic transmissions, but the Ram is available with a six-speed manual. On paper, the Sierra Denali 2500HD smokes the Ram 2500 Laramie Longhorn and this plays out in the real world as well. The Duramax gets the Sierra 2500HD up to speed at a surprising rate. It feels more like a muscle car thanks to an abundance of low-end torque and being the lightest truck in the class - 6,532 lbs for a 4WD crew cab and 6’6” box vs. 7,625 lbs for the Ram 2500 when similarly equipped. A lot of these performance gains come from changes GM made to the Duramax V8 for 2017 with most of the engine’s internals being replaced and new cool air system with a hood vent. Aside from increased power, the changes also affect how quiet this engine is. Start the engine up and you’ll faintly hear the diesel clatter from inside. The 6.7L Cummins cannot match the Duramax in outright performance. It takes about a second or two longer to hit the same speed as the Duramax. The large deficit in power and being slightly heavier than the Sierra 2500HD are the main reasons as to why. Not helping matters is the Cummins being quite louder than Duramax. At idle, it sounds like a semi-truck. Fuel Economy Neither truck is rated by the EPA as they're exempted from testing due to their heavy weight. In our week-long evaluation, both trucks returned an average of 15 mpg in mostly city driving. Towing Ram shines here as the maximum tow rating for our particular configuration (crew cab, 6’6” bed, and 4WD) comes in 17,200 lbs. GMC comes up short at 13,000 lbs in the same configuration. Ride and Handling While the Sierra Denali 2500HD may trail the Ram in terms of towing, it runs away when it comes to the ride. Despite sticking with a set leaf-springs in the rear, the Sierra 2500HD does a better job smoothing out bumps than the Ram’s coil-spring setup when the beds are empty. Fill them up and it becomes a dead heat in terms of ride quality. Ram does claw some points back as body motions are controlled better when turning and the steering doesn’t wander as much when driven on the highway. Noise isolation goes to the GMC as there has been a fair amount of work done on adding more sound insulation to the truck, along with the improvements made to the engine. Value Both of these trucks are expensive propositions. The Ram 2500 Laramie Longhorn comes in at $73,310 as equipped and the Sierra Denali 2500HD is slightly less at $70,540. The key reason for the high prices are the optional diesel engines - $8,700 for the Ram and $9,550 for the Sierra. Considering how much power you get, we give this to Sierra by a hair. Verdict If we consider these two trucks as luxury models, then we would rank the Ram 2500 Laramie Longhorn ahead of the Sierra Denali. It makes passengers feel special with various touches such as the unique leather for the trim and heated rear seats. But both trucks pale in comparison to all-new Ford F-Series Super Duty that brings massaging seats and impressive material qualities in its top trim. But when it comes to heavy-duty truck things, the GMC Sierra Denali stands above. While the Ram 2500 may have the more impressive towing numbers, the Sierra fights back with the more powerful diesel engine, better NVH containment, and a more comfortable ride. Hence why it takes this comparison test by a very narrow margin. Disclaimer: Fiat Chrysler Automobiles and General Motors Provided the trucks, Insurance, and One Tank of Gas Year: 2017 Make: GMC Model: Sierra 2500HD Trim: Denali Engine: 6.6L Duramax Turbodiesel V8 Driveline: Allison Six-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 445 @ 2,800 Torque @ RPM: 910 @ 1,600 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 6,532 lbs Location of Manufacture: Flint, MI Base Price: $58,495 As Tested Price: $70,540 (Includes $1,195.00 Destination Charge and $750.00 Duramax Plus Package Discount) Options: Duramax Plus Package - $9,550.00 Power Sunroof - $995.00 Dark Slate Metallic - $395.00 5th Wheel/Gooseneck Trailer Hi Tch Prep Package - $370.00 Off-Road Suspension Package - $180.00 Roof Marker Lamps - $55.00 Radiator Cover - $55.00 Year: 2017 Make: Ram Model: 2500 Trim: Laramie Longhorn Engine: 6.7L Cummins Turbodiesel Inline-Six Driveline: Six-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 370 @ 2,800 Torque @ RPM: 800 @ 1,600 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 7,625 lbs Location of Manufacture: Saltillo, Mexico Base Price: $57,575 As Tested Price: $73,310 (Includes $1,395 Destination Charge) Options: 6.7L Cummins Turbodiesel Inline-Six - $8,700.00 RamBox Cargo Management System - $1,295.00 Power Sunroof - $1,095.00 Tri-Fold Tonneau Cover - $545.00 Convenience Group - $395.00 Wheel to Wheel Side Steps - $395.00 Center High-Mount Stop Lamp w/Cargo View Camera - $345.00 LT275/70R18E OWL On/Off-Road Tires - $245.00 Off-Road Package - $200.00 Keyless Enter n' Go - $195.00 Power Chrome Trailer Tow Mirrors w/Power Fold Away - $195.00 Rear Window Defroster - $195.00 Clearance Lamps - $95.00 View full article
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Ever since Ford introduced the F-150 SVT Raptor back in 2009, there hasn’t been a manufacturer that has built a true competitor to it. Models such as the Ram 1500 Rebel and Toyota Tundra TRD Pro seem ok playing underneath the Raptor by offering a middle ground between it and your standard four-wheel drive pickup. But there is another truck that shares the Raptor’s trait of not having a true competitor. What truck may that be? That would be the Ram 2500 Power Wagon. The Power Wagon is based on the bones of the Ram 2500 heavy duty and features numerous upgrades to make it an off-road beast. The list of upgrades includes a beefy ladder chassis, solid axles, electronically disconnecting sway bar to allow for more flex when tackling difficult terrain; locking differentials, meaty off-road tires, and a new front bumper with a winch. The only powertrain on offer is the 6.4L HEMI V8 with 410 horsepower and 429 pound-feet of torque. This is paired with a six-speed automatic and four-wheel drive. I really didn’t get the chance to put all of the Power Wagon’s upgrades to the test. But with the small amount of off-road driving I was able to do, I can say Ram has a very capable truck. The four-wheel drive system is activated by a floor-mounted shifter and has a nice solid feel when moving into 4HI or 4LO. Once activated, the system paired with the locking differentials keeps power flowing to all of the wheels, despite the conditions. The suspension has excellent articulation and helps the Power Wagon drive over logs or rocks. A set of Goodyear Wranglers tires provided decent grip on loose gravel. In the mud, the Wranglers were struggling. The tires were slipping around, giving the impression that the truck on ice. Keep that in mind if you plan on taking your Power Wagon to any muddy place. Leaving the beaten path, the Power Wagon is surprisingly very refined. Despite the changes made to the suspension, the ride is very smooth and the truck glides over bumps. Ram’s engineers also did an excellent in noise isolation, a bit surprising considering the off-road tires fitted to this vehicle. The one thing that you notice is how big the Power Wagon is. Due to its size and slow steering, trying to navigate the Power Wagon into an average parking space was almost ‘Mission Impossible’. The 6.4L HEMI V8 is used in a number of FCA’s performance vehicles such as the Charger R/T Scat Pack I drove a few weeks back. But don’t think this makes the Power Wagon into a speed demon. With a curb weight that tips over 7,000 pounds, a lot of the V8’s power is used to overcome this. Despite the weight, the V8 didn’t feel overwhelmed. It was more than able to keep up with traffic. There is the added bonus of a distinctive engine note. It should be noted that 2500 Power Wagon has a max towing capacity of 9,790 pounds. In terms of fuel economy, I got an average of 12 MPG for the week. The EPA doesn’t provide fuel economy numbers since the Power Wagon is over a certain weight. The exterior is a bit much with ‘Power Wagon’ decals on the doors and tailgate, and an interesting splatter pattern on the rear fenders. I found it to be a bit much. At least on the SLT trim, there is an option to delete the graphics. Also, you can order the Power Wagon in the Tradesman and Laramie that don't come with the graphics. Getting into the Power Wagon does require some athleticism as you’ll need to leap into the cabin, despite there being some entry rails. Once inside, you’ll find a decently finished cabin with supportive cloth seats for five passengers. No one will feel uncomfortable in the back as there is more than enough head and legroom. Infotainment duties are handled by Chrysler’s eight-inch UConnect system. The system is very easy to use and quite responsive when changing from screen to screen or choosing a various audio source. The 2016 Ram 2500 Power Wagon starts at $50,715 and my tester came to a final price of $57,480 with a fair amount of options. The Power Wagon is an interesting beast in the truck landscape. It offers a surprising amount of off-road capability while retaining a high tow rating and having a very comfortable ride. But it is built for a specific audience. One that will be putting all of the off-road parts to work and being ok with having a high gas bill. It is in a class of one, much like the Raptor. Disclaimer: Ram Provided the 2500 Power Wagon, Insurance, and One Tank of Gas Year: 2016 Make: Ram Model: 2500 Trim: Power Wagon SLT Engine: 6.4L HEMI MDS V8 Driveline: Six-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 410 @ 5,600 Torque @ RPM: 429 @ 4,000 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 7,056 lbs Location of Manufacture: Saltillo, Mexico Base Price: $50,715 As Tested Price: $57,480 (Includes $1,195 Destination Charge) Options: Ram Box Cargo Management System - $1,295 UConnect 8.4 - $1,005 Cloth 40.20/40 Premium Bench Seat - $900 Luxury Group - $695 Spray-In Bedline - $475 ParkSense Front/Rear Park Assist System -$395 Center High-Mount Stop Lamp w/Cargo View Camera - $325 ParkSense Rear Back-Up Camera - $200 Remote Start System - $200 Front and Rear Rubber Floor Mats - $80 -
Ever since Ford introduced the F-150 SVT Raptor back in 2009, there hasn’t been a manufacturer that has built a true competitor to it. Models such as the Ram 1500 Rebel and Toyota Tundra TRD Pro seem ok playing underneath the Raptor by offering a middle ground between it and your standard four-wheel drive pickup. But there is another truck that shares the Raptor’s trait of not having a true competitor. What truck may that be? That would be the Ram 2500 Power Wagon. The Power Wagon is based on the bones of the Ram 2500 heavy duty and features numerous upgrades to make it an off-road beast. The list of upgrades includes a beefy ladder chassis, solid axles, electronically disconnecting sway bar to allow for more flex when tackling difficult terrain; locking differentials, meaty off-road tires, and a new front bumper with a winch. The only powertrain on offer is the 6.4L HEMI V8 with 410 horsepower and 429 pound-feet of torque. This is paired with a six-speed automatic and four-wheel drive. I really didn’t get the chance to put all of the Power Wagon’s upgrades to the test. But with the small amount of off-road driving I was able to do, I can say Ram has a very capable truck. The four-wheel drive system is activated by a floor-mounted shifter and has a nice solid feel when moving into 4HI or 4LO. Once activated, the system paired with the locking differentials keeps power flowing to all of the wheels, despite the conditions. The suspension has excellent articulation and helps the Power Wagon drive over logs or rocks. A set of Goodyear Wranglers tires provided decent grip on loose gravel. In the mud, the Wranglers were struggling. The tires were slipping around, giving the impression that the truck on ice. Keep that in mind if you plan on taking your Power Wagon to any muddy place. Leaving the beaten path, the Power Wagon is surprisingly very refined. Despite the changes made to the suspension, the ride is very smooth and the truck glides over bumps. Ram’s engineers also did an excellent in noise isolation, a bit surprising considering the off-road tires fitted to this vehicle. The one thing that you notice is how big the Power Wagon is. Due to its size and slow steering, trying to navigate the Power Wagon into an average parking space was almost ‘Mission Impossible’. The 6.4L HEMI V8 is used in a number of FCA’s performance vehicles such as the Charger R/T Scat Pack I drove a few weeks back. But don’t think this makes the Power Wagon into a speed demon. With a curb weight that tips over 7,000 pounds, a lot of the V8’s power is used to overcome this. Despite the weight, the V8 didn’t feel overwhelmed. It was more than able to keep up with traffic. There is the added bonus of a distinctive engine note. It should be noted that 2500 Power Wagon has a max towing capacity of 9,790 pounds. In terms of fuel economy, I got an average of 12 MPG for the week. The EPA doesn’t provide fuel economy numbers since the Power Wagon is over a certain weight. The exterior is a bit much with ‘Power Wagon’ decals on the doors and tailgate, and an interesting splatter pattern on the rear fenders. I found it to be a bit much. At least on the SLT trim, there is an option to delete the graphics. Also, you can order the Power Wagon in the Tradesman and Laramie that don't come with the graphics. Getting into the Power Wagon does require some athleticism as you’ll need to leap into the cabin, despite there being some entry rails. Once inside, you’ll find a decently finished cabin with supportive cloth seats for five passengers. No one will feel uncomfortable in the back as there is more than enough head and legroom. Infotainment duties are handled by Chrysler’s eight-inch UConnect system. The system is very easy to use and quite responsive when changing from screen to screen or choosing a various audio source. The 2016 Ram 2500 Power Wagon starts at $50,715 and my tester came to a final price of $57,480 with a fair amount of options. The Power Wagon is an interesting beast in the truck landscape. It offers a surprising amount of off-road capability while retaining a high tow rating and having a very comfortable ride. But it is built for a specific audience. One that will be putting all of the off-road parts to work and being ok with having a high gas bill. It is in a class of one, much like the Raptor. Disclaimer: Ram Provided the 2500 Power Wagon, Insurance, and One Tank of Gas Year: 2016 Make: Ram Model: 2500 Trim: Power Wagon SLT Engine: 6.4L HEMI MDS V8 Driveline: Six-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 410 @ 5,600 Torque @ RPM: 429 @ 4,000 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 7,056 lbs Location of Manufacture: Saltillo, Mexico Base Price: $50,715 As Tested Price: $57,480 (Includes $1,195 Destination Charge) Options: Ram Box Cargo Management System - $1,295 UConnect 8.4 - $1,005 Cloth 40.20/40 Premium Bench Seat - $900 Luxury Group - $695 Spray-In Bedline - $475 ParkSense Front/Rear Park Assist System -$395 Center High-Mount Stop Lamp w/Cargo View Camera - $325 ParkSense Rear Back-Up Camera - $200 Remote Start System - $200 Front and Rear Rubber Floor Mats - $80 View full article
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By William Maley Staff Writer - CheersandGears.com January 9, 2013 If you have been looking for a pickup that can tow a mansion with no sweat, Ram has the truck for you. Earlier this morning, Ram announced that the new 2013 Ram 3500 Heavy Duty will be able to tow a maximum weight of 30,000 pounds. To put that number into perspective, the Ram 3500 would be able to tow twelve Fiat 500s. Also, the 30,000 pound rating is 6,900 pounds more than the nearest competitors, the Chevrolet Silverado and GMC Sierra HD trucks. The 2013 Ram 3500 now boasts a Gross Combined Weight Rating 37,600 pounds. How were Ram engineers able to pull off this feat? Under the hood lies a upgraded 6.7L Cummins Turbo-Diesel that boasts a best in class 850 pound-feet of torque. There is also a stronger frame beefed-up transmission, brawnier transfer case, improved cooling system, larger front drive shafts, and U-joints. In addition, the Ram 2500 Heavy Duty gets the same improvements and sees its max tow rating grow to 18,350 pounds and Gross Combined Weight Rating to 25,000 pounds. Source: Ram Press Release is on Page 2 Ram to Build Most Capable Trucks Ever • Ram 3500 Heavy Duty's maximum trailer weight of 30,000 pounds far surpasses closest competitor's 23,100-pound max • 850 lb.-ft. Cummins Turbo Diesel is tops for torque • 37,600-pound Gross Combined Weight Rating leads all heavy-duty pickups • Ram 2500 leads all ¾-ton pickups • Ram Chassis Cab trucks also deliver best-in-class towing In the quest to build the most capable trucks available, Ram officially released class-leading towing and weight ratings for its 2013 line of Ram Heavy Duty pickups and Chassis Cab trucks. The Ram 3500 Heavy Duty pickup will claim a 30,000-pound trailer capacity thanks to a new class-exclusive 50,000 pounds-per-square-inch, high-strength steel frame, improved transfer case, higher-load transmission, an upgraded 6.7-liter Cummins Turbo Diesel engine with a best-in-class 850 lb.-ft. of torque and other significant driveline upgrades. Ram's closest competitor is limited to a 23,100-pound maximum trailer. "Ram Heavy Duty pickups deliver the attributes most important to H.D. pickup customers," said Fred Diaz, President and CEO -- Ram Truck Brand and Chrysler de Mexico, Chrysler Group LLC. "Towing capability, reliability and engine performance are ranked first through third, respectively. The 2013 Ram Heavy Duty trucks deliver all those things, as well as a low total cost of ownership. These are the most capable trucks we've ever built." The Ram 3500's Gross Combined Weight Rating (GCWR) -- which is defined by the maximum combined weight of the truck, payload and trailer -- has been raised to 37,600 pounds, which again far surpasses the closest competitor's 30,500-pound GCWR. Ram has increased the capability in its other truck models as well. For 2013, the Ram 2500 will also benefit from increased towing and GCWR. At 18,350 and 25,000, Ram 2500's towing and GCW ratings are also best among ¾-ton pickups. Ram Chassis Cab trucks also deliver maximum capability with best-in-class towing and GCWR figures 29,600 pounds and 37,500 pounds, respectively (5500 model). Ram Heavy Duty adds a number of new features for 2013, including a factory-integrated fifth-wheel and gooseneck hitch mount, a 17,000-pound Class V hitch with 1,800 pounds of tongue weight, class-exclusive electronic stability control (ESC) for dual-rear-wheels and a new Center High-Mounted Stop Light (CHMSL) –positioned camera, the first of its kind in the heavy-duty pickup category, to provide a full view of the bed for easier hook-up of fifth-wheel or gooseneck trailers as well as monitoring cargo. For 2013, all Ram Heavy Duty diesels benefit from an all-new cooling system. A high-efficiency fan, dual radiators, dual transmission coolers and low-slung charge air cooler afford 25 percent more heat-rejection capacity. Lower operating temperatures deliver improved performance, durability and lower operating costs. Cummins Turbo Diesel-equipped Ram trucks also provide best-in-class 15,000-mile oil change intervals. Ram is also introducing an industry-exclusive Ram Active Air intake system. When the intake system senses extreme heat, it draws cooler air from the front of the vehicle – a function that also engages at high altitudes for superior throttle response in low oxygen environments. When conditions are wet from snow, ice or water-fording, the system pulls air from an under-hood inlet, clear from snow packing and water. Also among the upgrades for 2013, Ram Heavy Duty front drive shafts and U-joints are sized larger to align with the truck's new Gross Vehicle Weight Rating (GVWR) and Gross Combination Weight Rating (GCWR). To handle the best-in-class towing capability of the new Ram Heavy Duty, a new front and rear suspension system with advanced geometry builds upon the chassis improvements and greatly improves overall roll stiffness. An advanced three-link front suspension on the Ram 3500 is necessary for the vehicle's higher GVWR and for use with heavy front loads, including snow plows. Additionally, a newly designed Hotchkiss leaf spring rear suspension on the Ram 3500 offers improved ride and handling while delivering higher towing and payload capability. -
By William Maley Staff Writer - CheersandGears.com January 9, 2013 If you have been looking for a pickup that can tow a mansion with no sweat, Ram has the truck for you. Earlier this morning, Ram announced that the new 2013 Ram 3500 Heavy Duty will be able to tow a maximum weight of 30,000 pounds. To put that number into perspective, the Ram 3500 would be able to tow twelve Fiat 500s. Also, the 30,000 pound rating is 6,900 pounds more than the nearest competitors, the Chevrolet Silverado and GMC Sierra HD trucks. The 2013 Ram 3500 now boasts a Gross Combined Weight Rating 37,600 pounds. How were Ram engineers able to pull off this feat? Under the hood lies a upgraded 6.7L Cummins Turbo-Diesel that boasts a best in class 850 pound-feet of torque. There is also a stronger frame beefed-up transmission, brawnier transfer case, improved cooling system, larger front drive shafts, and U-joints. In addition, the Ram 2500 Heavy Duty gets the same improvements and sees its max tow rating grow to 18,350 pounds and Gross Combined Weight Rating to 25,000 pounds. Source: Ram Press Release is on Page 2 Ram to Build Most Capable Trucks Ever • Ram 3500 Heavy Duty's maximum trailer weight of 30,000 pounds far surpasses closest competitor's 23,100-pound max • 850 lb.-ft. Cummins Turbo Diesel is tops for torque • 37,600-pound Gross Combined Weight Rating leads all heavy-duty pickups • Ram 2500 leads all ¾-ton pickups • Ram Chassis Cab trucks also deliver best-in-class towing In the quest to build the most capable trucks available, Ram officially released class-leading towing and weight ratings for its 2013 line of Ram Heavy Duty pickups and Chassis Cab trucks. The Ram 3500 Heavy Duty pickup will claim a 30,000-pound trailer capacity thanks to a new class-exclusive 50,000 pounds-per-square-inch, high-strength steel frame, improved transfer case, higher-load transmission, an upgraded 6.7-liter Cummins Turbo Diesel engine with a best-in-class 850 lb.-ft. of torque and other significant driveline upgrades. Ram's closest competitor is limited to a 23,100-pound maximum trailer. "Ram Heavy Duty pickups deliver the attributes most important to H.D. pickup customers," said Fred Diaz, President and CEO -- Ram Truck Brand and Chrysler de Mexico, Chrysler Group LLC. "Towing capability, reliability and engine performance are ranked first through third, respectively. The 2013 Ram Heavy Duty trucks deliver all those things, as well as a low total cost of ownership. These are the most capable trucks we've ever built." The Ram 3500's Gross Combined Weight Rating (GCWR) -- which is defined by the maximum combined weight of the truck, payload and trailer -- has been raised to 37,600 pounds, which again far surpasses the closest competitor's 30,500-pound GCWR. Ram has increased the capability in its other truck models as well. For 2013, the Ram 2500 will also benefit from increased towing and GCWR. At 18,350 and 25,000, Ram 2500's towing and GCW ratings are also best among ¾-ton pickups. Ram Chassis Cab trucks also deliver maximum capability with best-in-class towing and GCWR figures 29,600 pounds and 37,500 pounds, respectively (5500 model). Ram Heavy Duty adds a number of new features for 2013, including a factory-integrated fifth-wheel and gooseneck hitch mount, a 17,000-pound Class V hitch with 1,800 pounds of tongue weight, class-exclusive electronic stability control (ESC) for dual-rear-wheels and a new Center High-Mounted Stop Light (CHMSL) –positioned camera, the first of its kind in the heavy-duty pickup category, to provide a full view of the bed for easier hook-up of fifth-wheel or gooseneck trailers as well as monitoring cargo. For 2013, all Ram Heavy Duty diesels benefit from an all-new cooling system. A high-efficiency fan, dual radiators, dual transmission coolers and low-slung charge air cooler afford 25 percent more heat-rejection capacity. Lower operating temperatures deliver improved performance, durability and lower operating costs. Cummins Turbo Diesel-equipped Ram trucks also provide best-in-class 15,000-mile oil change intervals. Ram is also introducing an industry-exclusive Ram Active Air intake system. When the intake system senses extreme heat, it draws cooler air from the front of the vehicle – a function that also engages at high altitudes for superior throttle response in low oxygen environments. When conditions are wet from snow, ice or water-fording, the system pulls air from an under-hood inlet, clear from snow packing and water. Also among the upgrades for 2013, Ram Heavy Duty front drive shafts and U-joints are sized larger to align with the truck's new Gross Vehicle Weight Rating (GVWR) and Gross Combination Weight Rating (GCWR). To handle the best-in-class towing capability of the new Ram Heavy Duty, a new front and rear suspension system with advanced geometry builds upon the chassis improvements and greatly improves overall roll stiffness. An advanced three-link front suspension on the Ram 3500 is necessary for the vehicle's higher GVWR and for use with heavy front loads, including snow plows. Additionally, a newly designed Hotchkiss leaf spring rear suspension on the Ram 3500 offers improved ride and handling while delivering higher towing and payload capability. View full article
