Automotive Reviews
Posts tagged Dodge
2006 Dodge Charger SXT
Nov 7th
The Mustang has gone retro, and Pontiac’s GTO is back. Big horsepower is big news once again. Now the last member of the Big Three has gotten into the game, and with the return of the Dodge Charger, the muscle car days are officially back, right?
Charger R/T pictured
Well, yes and no. You see, the 2006 Charger is rear-wheel drive, unlike the last attempt to resurrect the nameplate, and you can get a Hemi V8 under the hood for blistering straight-line performance. There’s just one catch, however. Muscle-car purists, avert your eyes: the new Charger is a four-door sedan. More >
2010 Ram Power Wagon
Jan 22nd
For some folks, Dodge’s Power Wagon represents the Ultimate Truck. This is a vehicle whose name is a veteran of several wars and has conquered some of the least hospitable terrain on earth, and it’s not about to let down its predecessors. Of course, that’s just the name, and it’s gracing an all-new truck underneath. Can the new Power Wagon live up to its legacy?
As with past versions, the Power Wagon is available only on the sturdier chassis of the heavy-duty Ram. The Power Wagon as we know it today has existed quietly since 2005, as the toughest off-roader in Dodge’s stable. A modified suspension, locking differentials, underbody armor and of course a winch mounted behind the front bumper all ensure that this truck is ready for serious off-road action.
It graduates to the third-generation Ram platform for 2010, and picks up a bit more distinction. The Power Wagon is available as a Crew Cab model with a 6’4″ cargo box. A distinctive yet tasteful graphics package brings to mind the Power Wagons of the 1970s, with a blacked-out hood and red-lined POWER WAGON lettering emblazoned on the tailgate and just under the hood scallops that set the heavy-duty Rams apart from the lesser half-ton trucks. The integrated 12,000-pound Warn winch rides behind the front bumper, and the Power Wagon features some of the most extensive underbody armor to be found on any factory-built truck, with hefty skid plates and a metal cage protecting all of the Power Wagon’s vitals. This is a mean truck. It might use that winch to help yank a stuck truck out of the mud…or it might just calmly watch it die.
On the inside, the Power Wagon shares appointments with the Ram 1500, including handsome carlike soft-touch surfaces on the dash and elegant full stitching. The seats are comfortable enough for all-day driving, and there are dozens of cubbies for gear, including under-floor storage in front of the rear seats that can stow drinks and ice. An available backup camera in the tailgate is also helpful for negotiating tough off-road obstacles. Don’t let the soft materials and high-tech tricks fool you, though; the Power Wagon is a serious piece of equipment.
Only one powertrain is offered: the HEMI 5.7 liter V8. Tweaked for 2010, the HEMI features variable valve timing, and Dodge’s engineers have improved both output and fuel economy. In the Power Wagon, this engine produces 383 horsepower and 400 pound-feet of torque. It’s backed up by a five-speed automatic transmission. Unfortunately, the massive torque of the Cummins turbodiesel can’t be had in the Power Wagon, as the longer engine interferes with the mounting of the winch. That’s a shame; a diesel, six-speed manual Power Wagon would be a hellacious thing indeed. The HEMI’s instant power is well-suited to off-road duty, however. That’s a good thing, considering the standard four-wheel drive. Though the front and rear locking differentials are engaged electronically, the four-wheel drive is controlled by a lever rather than a push-button, reminding you that the Power Wagon is a Serious Truck in the old-school sense of the word.
On pavement, the Power Wagon rides like a truck, in a good way. Bilstein shocks provide a compliant ride that’s stiffer than that of the standard Ram 2500. An electronically disconnecting swaybar improves suspension articulation, reducing the body twist and toss that are common to large pickup trucks on uneven trails. For drivers who like a truck to feel sturdy and firm, the ride is perfect; it’s not bouncy over small bumps, but there’s not a hint of float in it as well. Off-road, this translates to a suspension that’ll keep the driver informed of what’s going on underneath, even when it’s out of sight. Walking the Power Wagon around obstacles is easy, even with limited visibility.
Driving this truck off-road is an experience. Where off-roaders like the Jeep Wrangler and Land Rover LR3 are all about finesse in the rough stuff, the Power Wagon is as un-subtle as it gets. This is a punch-it-and-hang-on off-roader, bred for tackling muddy bogs and slippery hills with gusto. A combination of grippy 32-inch BF Goodrich tires, an ultra-low 4.56 axle ratio and Bilstein shocks allow for a level of point-and-shoot hill climbing that’s unheard of in a stock Wrangler. The Power Wagon positively churns through hostile terrain, the HEMI singing a song of unembarrassed horsepower, yet the steering remains responsive even with all three differentials locked up. More than once, it looked like the truck would be powering into the woods with a bootfull of opposite lock dialed in, and at the last moment the Power Wagon would hook up and turn just the right way in a slow-motion four wheel drift. This is not to say that the Power Wagon can’t “Tread Lightly,” of course. Healthy approach and departure angles, articulation and breakover angle combined with a controllable throttle mean that it can creep with ease. But when the situation requires power, that’s where this truck shines.
The Power Wagon is a truck that knows its purpose in the market, and it’s got nothing to do with fashion or trends. When asked how Ford’s hot-rod off-road pickup the SVT Raptor compared to the Power Wagon, one Dodge representative said that the Raptor was a nice truck, but that the Power Wagon “will be around long after it’s gone.” For a hard-working tough truck like this one, longevity just might be the biggest achievement of all. Of course, that durability and toughness doesn’t come cheap: pricing starts at $45,780.
Specifications: All specs are for the 2010 Ram 2500 Power Wagon.
Length: 237.4 in.
Width: 79.1 in.
Height: 78.4 in.
Wheelbase: 148.9 in.
Curb weight: 6398 lb.
Towing capacity: 10,450 lb.
Payload: 2400 lb.
Base price: $45,780
Engine: 5.7 liter OHV V8
Drivetrain: five-speed automatic transmission, four-wheel drive
Horsepower: 383 @ 5600
Torque: 400 @ 4000
2010 Dodge Ram HD
Nov 6th
I took the wheel of the 2010 Dodge Ram 3500 and settled in comfortably, looking out over a large, domed hood. Beneath that hood, a 6.7 liter Cummins diesel V8 burbled in contentment. The big pickup rumbled to life with the barest urging from the throttle, and pulled smoothly into traffic with the satellite radio playing and the climate control keeping the Texas humidity at bay. The fact that the truck was pulling a gooseneck trailer carrying 11,000 pounds of hay didn’t seem to concern it or burden it in the least.
Heavy-duty pickups account for a third of the Dodge Ram’s sales. It hasn’t always been obvious, because the big Rams look just like the half-ton versions. That changes for 2010, as Dodge’s heavy-duty lineup gains some styling distinction. The point of these Big Things is to work, and to work hard, so GVWR and axle weight ratings have been increased. While making it tougher, however, Dodge also took a page from the half-ton book and made the big Ram a bit more human-friendly as well. The viability of Dodge’s car lineup has been called into question in recent years, but there’s no doubt that this company knows how to build a good truck.
You can’t have a good workin’ truck without a hard workin’ engine, and the heavy-duty Ram offers two. In fact, the Ram’s engines are almost as well-known as the truck itself. The HEMI and Cummins are both icons in the world of trucks; the HEMI is known for horsepower, while the Cummins diesel is all about torque. The 5.7 liter HEMI V8 is paired with a five-speed automatic transmission and features a proven overhead valve design and variable valve timing for improved economy and horsepower. Output is increased to 383 horsepower for 2010. At the top of the range, the hefty 6.7 liter Cummins straight-six is available with a choice of six-speed manual or six-speed automatic. It’s not a stretch to say that this engine was born to work. The massive turbodiesel puts out 350 horsepower and 650 pound-feet of torque. Four-wheel drive is available, of course. The Ram 3500 will happily tow up to 17,600 pounds when properly equipped, and payload is over 3000 pounds.
Dodge knows that most of its diesel-pickup buyers are looking to tow, so an exhaust brake is also standard on the Cummins engine. The system, which works by holding in exhaust gases to slow the crankshaft’s rotation, makes downhill descents with almost six tons of hay out back a sweat-free process. Additionally, the trailer-towing mode on the six-speed automatic transmission allows the driver to select the highest gear, both to keep the transmission from hunting on long upgrades and to keep speed down on long downhills.
To haul all of that weight and remain driveable, the Ram 3500 is equipped with coil springs in the front. Additional beef was built into the front end so the Ram can easily support the added weight of a snowplow. The rear suspension uses leaf springs instead of the link-coil setup found on the 1500, which improves capacity. In spite of the tougher suspension, ride improvements mean that the Ram doesn’t drive like a buckboard, even when unloaded. Even without using the exhaust brake in the diesel, the standard anti-lock brakes stop this big vehicle confidently.
You want your heavy-duty pickup truck to have a bit of style? You got it. The basic Ram face is the same as the 1500, but it’s now distinguished from its little brother with a taller grille that’s available in chrome or body color. The hood has louver-like intents in it, and it’s taller as well, increasing the big-truck resemblance. The front of the HD Ram is breastbone high to the average male adult. The chrome bumper isn’t a throwback; it’s a truck thing, capable of mustering the occasional nudge to a fence or reluctant cow without damage.
The HD Ram is still aerodynamic, in spite of its taller visage; this translates to a quieter freeway ride as well as slightly improved fuel economy. A Crew Cab model is new, replacing the Quad Cab model with a full-size crew cab for the first time. The Mega Cab has been tweaked to share its rear doors with the crew cab, to help keep costs down. The flip-up towing mirrors measure seven by eleven inches, and now include turn signal repeaters and puddle lamps. Dual rear wheel Rams have a one-piece stamped metal box rather than the tacked-on overfenders often found on duallies, to reduce complexity. The heavy duty Ram’s unique wheels aren’t shared with the 1500.
Something that is shared with the junior pickups is the luxurious, useful and comfortable interior. A dual glovebox and big console are designed for long trips. The instrument panel uses carlike soft-touch materials, but it’s still all truck, with a laptop-sized console. The available heated and cooled front seats, heated rear seats and heated steering wheel are all about improving comfort when the weather isn’t ideal. Working and towing trucks have a great need for interior storage; cupholders aren’t as important as places to put gloves, tow straps and tools. There are forty-three storage bins scattered throughout the interior. There are small storage bins under the floor in the rear as well. The HD Rams use column shifters, so console-equipped trucks use the same pieces as the floor-shifted 1500, but have an additional cubby there. A handy instrument panel display provides the truck’s vital statistics, including transmission temperatures and trailer brake status. The Mega Cab adds nine inches of rear seat room over the Crew Cab, and the rear seats recline, split/fold 60/40, and fold flat.
Pricing hasn’t been set yet, but Dodge says that at the entry level, pricing on the Ram HD regular cab 4×2 ST drops by $1970. Prices are down across the board, in fact. Prices down, ability up? That’s the kind of deal truck guys like to hear about.
Specifications: All specs are for the 2010 Dodge Ram 3500 Laramie Crew Cab
Length: 259.4 in.
Width: 79.1 in.
Height: 78.3 in.
Wheelbase: 168.9 in.
Curb weight: 7618-7537 lb.
Towing capacity: 16,800 lb.
Base price: Not yet released.
Engine: 6.7 liter OHV inline six-cylinder turbodiesel
Drivetrain: six-speed automatic transmission, four-wheel drive
Horsepower: 350 @ 3000
Torque: 650 @ 1500