The Ram Heavy Duty->ke4685 has been around since 1981 when Dodge->ke28 introduced the three-quarter and one-ton trucks. The Ram->ke4211 was available with an innovative, 5.9-liter, Cummins turbo-diesel, something GM->ke2320 and Ford trucks->ke4236 couldn’t boast. The old Cummins turbo-diesel saw Ram Heavy Duty sales grow, thanks to its direct-injection fuel system, turbocharger, and greater power outputs than the competition.

Four generations of trucks later, the Ram Heavy Duty is still powering ahead of the competition with its Cummins turbo-diesel power, unmatched payload and towing stats, and its rugged, big-rig-like looks.

The 2015 model year sees some fairly significant changes for the Ram truck, mostly dealing with its updated, 6.7-liter, Cummins powerplant and the trucks certification with the Society of Automotive Engineers’ J2807 towing standards. Though the Cummins is the headlining engine, Ram (no longer Dodge since 2010) also offers a 6.4-lite, HEMI V-8 and the venerable 5.7-liter, HEMI V-8.

With three cab configurations, three bed lengths, two engines, and two- or four-wheel-drive offered, the Ram 2500 and 3500 can be built to suit whatever job needs doing. Heck, Ram even offers a chassis cab version of the 3500 prepped and ready for aftermarket bed applications.

Click past the jump to read more about the Ram 2500 and 3500 Heavy Duty Models

2015 Ram Heavy Duty

Specifications
  • Make: Array
  • Model: 2015 Ram Heavy Duty
  • Engine/Motor: inline-6
  • Horsepower: 385 @ 2800
  • Torque: 865 @ 1700
  • Transmission: six-speed automatic
  • [do not use] Vehicle Model: Array
Pros
Cons

Official Ram Video

Exterior

The Ram Heavy duty lineup takes its styling cues directly off the Ram 1500 series truck. That doesn’t mean the Heavy Duty is a dead ringer for the 1500 though. A taller grille allows more airflow into the radiators while offering a more aggressive look. The front bumpers are also different, with the Heavy Duty still retaining the larger, more landscape-oriented fog lights. Stout tow hoods protrude from the chrome bumper and provide recovery points for pulling lesser trucks out of sticky situations.

The 3500 series is available with the dual-rear-wheel axle, meaning the rear fenders must accommodate the extra tire width. Ram’s fenders smoothly wrap around the truck and look integrated, rather than Ford’s fenders that look glued on.

Towing mirrors are standard fare for this size truck and the Ram’s exterior mirrors swivel 90 degrees to provide a larger viewing area when towing. The 3500s also have big-rig-style wheels with chrome for days. In fact, a large majority of the truck is covered in chrome.

Interior

Inside the Ram Heavy Duty is a cabin as spartan or luxurious as you want to make it. Vinyl floors and seats dominate the Tradesman trim level and offer a no-nonsense combination of ruggedness and comfort. Of course, the Laramie Longhorn trim level affords all the bells and whistles normally found on expensive luxury sedans. Heated leather seats with power adjustment, power-adjustable pedals, the intuitive 8.4-inch Uconnect infotainment system, and more storage compartments than you can shake a stick at.

Like the exterior, the interior takes after the Ram 1500’s styling. Fit and finish are top notch and NVH levels are extremely low. The Ram Heavy Duty also offers plenty of tow-ready features inside the cabin. An available backup camera helps with trailer hook-ups, an integrated trailer brake controller ties the trailer’s brakes in with the truck’s ABS system, while the truck’s stability control software will help counter trailer sway by modulating the brakes independently of each other.

The driver’s gauge cluster is simple and easy to read with all the pertinent information ready for quick viewing. The Ram comes with either a steering column-mounted gear shifter or a floor-mounted manual transmission. Yes, the Ram Heavy Duty is the last remaining HD truck with a manual transmission.

2014 interior shown

Drivetrain

Speaking of the drivetrain, the Ram Heavy Duty offers three of the most powerful engines in its class. First up is the standard 5.7-liter HEMI V-8. It kicks up 383 horsepower and 400 pound-feet of torque. It comes mated with the 66RFE six-speed automatic transmission. Next up is the optional 6.4-liter gasoline-fed HEMI V-8. While the engine shares the same displacement as a few of Dodge’s SRT-branded performance vehicles, Ram says this engine is tailored specifically for truck duty. The 6.4-liter boasts the best-in-class horsepower and torque ratings at 410 horses and 429 pound-feet.

Of course the engine of choice for maximum capabilities is the newly improved 6.7-liter Cummins turbodiesel. The engine comes in three separate versions, with the first being offered with the segment exclusive six-speed manual transmission. In this form it generates 350 horsepower and 660 pound-feet of torque. The second version is mated to the 68RFE six-speed automatic. It’s tuned to deliver 370 horsepower and 800 pound-feet of torque.

The third version of the Cummins is Ram’s crown jewel: the 6.7-liter Cummins High Output. It’s mated to the Aisin six-speed automatic transmission and is tuned to make an impressive 385 horsepower and 865 pound-feet of torque.

Engine

Transmission

Horsepower @ RPM

Torque @ RPM

5.7-liter HEMI V-8

66RFE Six-speed Auto

383 @ 5,600

400 @ 4,000

6.4-liter HEMI V-8

66RFE/68RFE Six-speed Auto

410 @ 5,600

429 @ 4,000

6.7-liter Cummins TD I-6

Six-speed Manual

350 @ 2,800

660 @ 1,400

6.7-liter Cummins TD I-6

68RFE Six-speed Auto

370 @ 2,800

800 @ 1,600

6.7-liter Cummins TD I-6 High Output

Aisin Six-speed Auto

385 @ 2,800

865 @ 1,700


Frame and Suspension

Torque-rich engines would be nothing without a strong backbone. The Ram Heavy Duty’s frame is constructed with high-strength steel rated at 50,000 psi. The frame’s design includes eight separate cross members that hold the two hydroformed main frame rails together. Out back, the frame is fully boxed and welded to provide a stable platform for towing and hauling.

The Ram Heavy Duty uses a similar rear suspension system as its light duty brethren. The five-link system holds the solid axle in place while coil springs and shock absorbers help carry the load. An air-ride suspension is available and provides automatic load leveling and an even more compliant ride.

While the Ram 2500 uses the updated suspension, the Ram 3500 still sticks with the old school leaf spring design. However Ram has added the air ride suspension to alleviate the negative attributes of rear leaf-type suspensions. It takes a lot to haul 30,000 pounds and the coil spring suspension just isn’t rated for such loads.

Both the 2500 and 3500 uses the same front suspension system, however. A three-link system mounts the solid axle in place. Stiff components and a thick sway bar helps reduce body roll when cornering.

Pricing

Ram has yet to release pricing for the 2015 Heavy Duty, but it’s unlikely prices will skew far from the 2014 pricing.

For 2014, the Ram Heavy Duty starts at $30,115 for the base model 2500 Tradesman. That gets you a 5.7-liter HEMI V-8, the base six-speed automatic, two-wheel-drive, and a sparse cabin made to resist the dirt and grime of a worksite. At the other end of the spectrum is the 3500 Laramie Limited starting at $53,305. Start adding options like the Cummins turbodiesel ($8,160), the Aisin six-speed automatic ($2,995), the air ride suspension ($1,595), and you’ve got yourself a $70,000 truck.

Competition

Chevrolet Silverado HD

The Chevrolet Silverado HD is certainly a strong competitor in this three-dog fight. It enjoys a restyled exterior and interior, matching that of the 1500-series trucks. What remains the same is the Chevy’s fully boxed, hydroformed frame with its two available engines.

The Silverado HD’s stock powerplant is a 6.0-liter V-8 making 360 horsepower and 380 pound-feet of torque. The 6.6-liter Duramax turbo-diesel is the workhorse of the two, delivering 397 horsepower and 765 pound-feet of torque. An Alison transmission is available with either engine and provides six speeds of pulling power. Max towing for the Silverado 3500 HD is listed at 24,500 pounds at the fifth wheel.

Pricing for the Silverado HD starts at $32,405 for the 2500 series and $32,805 for the 3500. Pricing rockets past $60,000 with all the options added to the 3500 Silverado.

Ford Super Duty

While Chevrolet and Ram make excellent trucks, the Ford continues to wear the crown of best-seller. Available in the F-250, F-350, and F-450 guises, the Ford offers plenty of choices for customers looking for the Goldilocks truck. Numerous cab, bed, and driveline options means the Ford Super Duty can be made to order.

Two engines are offered in the Super Duty: the 6.2-liter gasoline mill kicking out 385 horsepower and 405 pound-feet of torque, and the mighty 6.7-liter Power Stroke V-8 turbo-diesel. It makes an impressive 440 horsepower and 860 pound-feet of torque. In F-350 form, the truck is rated to pull 26,700 pounds on a fifth wheel, though stepping up to the F-450 gets you 31,200 pounds of towing. However, like the Chevy, those numbers aren’t SAE J2807 certified.

Pricing for the Ford Super Duty starts at $31,045 for the base F-250, $31,940 for the F-350, and $51,720 for the F-450.

Conclusion

The Ram Heavy Duty lineup boasts some impressive stats with its SAE J2807-certified towing and hauling ratings matched to one of the most respected engine builders in the industry. While Cummins and Ram have been working together for over 30 years, it’s Ram’s other innovations that combine to make it a solid product. An untraditional rear suspension with available air ride system, a quiet cabin, Chrysler’s 8.4-inch Uconnect infotainment system, the limo-like Mega Cab, and two potent gasoline engines add together in making the Ram what it is.

Of course all that comes at a price. Adding the turbo-diesel to the top trim level in the Ram 3500 results in a sticker price exceeding $70,000 – well above the sticker price of similarly equipped Chevy or Ford products.

Price of the top trim levels aside, the Ram Heavy Duty trucks offer a great solution to those looking to get work done on daily basis.