2010 Dodge Ram 3500 2WD Reg Cab 143" WB 60" CA SLT

Introduction

The Dodge Ram 1500 is Chrysler's entry in the traditional American full-size pickup truck market. While it offers the expected full range of configurations, features, and options, in some important areas the Ram is significantly different from its competitors. Also, it no longer carries the Dodge nameplate, as one of the changes brought on by the reorganization of Chrysler is that the Dodge brand is now assigned to the passenger cars and the trucks are under the Ram brand name. So, from now on it is just Ram.

The Ram 1500 is available in the expected configurations: Regular Cab, Quad Cab (think of it as an extended version of an extended cab, with the rear doors hinged at their front edges), and a full four-door Crew Cab. There are three available engines: A 3.7-liter V6 of 215 horsepower, a 4.7-liter V8 of 310 horsepower, and the famous 5.7-liter Hemi of 390 horsepower. The V6 is fitted with a four-speed automatic transmission and the two V8s have a five-speed automatic. The V6 is available with two-wheel drive only, but the two V8s are available with either two- or four-wheel drive.

On the outside the Ram 1500 carries the familiar big-rig look started by Dodge. On the inside it is full of interesting features. It's an American full-size pickup truck, but it is different in several ways from its most likely competitors, the Ford F-150 and Chevrolet Silverado 1500. The interior has its own flavor and offers several interesting amenities, and the cargo box has some unique features. Underneath, where for decades pickup trucks have had live axles with leaf springs, the Ram's live axle is suspended by coil springs and it is located by four trailing links and a lateral track bar. And then there's the availability of the powerful Hemi engine.

For 2010 there are only minimal changes. There is a slightly higher Gross Combined Weight Rating (GCWR), with the V6 engine there is a fuel-saver indicator, all engines have a deceleration fuel shutoff for improved economy, there is an available integrated trailer-brake controller, and a few other details of trim or options. The 2010 Ram Heavy-Duty line has received a major facelift along with refinements throughout. Cabs are larger on the midsized 2010 models, also. It is one of those cases where mixing proven parts has a synergistic effect and results in what amounts to a new truck.

Ram Heavy-Duty models encompass the 2500 and 3500-series pickups. (And soon, the 2011 commercial-grade cab-and-chassis 4500/5500 series. You can add an aftermarket pickup bed to a 4500/5500-series if you need the maximum towing capacity for a really large fifth-wheel or gooseneck trailer, but the commercial market is specialized and not part of this review.)

As is common in pickups heavy-duty series pickups, the Ram was restyled for 2010 to go with the 2009 Ram 1500 light-duty. The HD is not identical to the light-duty trucks, but many parts are the same. The regular and crew-cab interiors are also very similar. Last year's Quad Cab model has given way to a new-for-HD Crew Cab and the monstrous Mega Cab returns.

Most of the parts and technology on the 2010 models have been proven in earlier Rams. The new cabin was tested in the 2009 Ram 1500, and the engines, transmissions and brakes were tested in the 2009 heavy-duty models. The standard and only gasoline engine Hemi is the most powerful base engine in big pickups and the Cummins turbodiesel met 2010 emissions requirements years ago. Both Ford and GM's 2010 diesel pickup engines are new designs for 2010, and both of them require a fuel additive the Dodge diesel pickup does not. Only the Ram offers a choice of transmissions and a standard exhaust brake with the diesel.

Much attention has been devoted to ride comfort and quiet on the 2010 Ram HD, and it is noticeable. The feature lists, both standard and available continue to grow, as pickups become ever-more car-like inside: heated/ventilated front seats, heated steering wheel, Sirius Backseat TV and so on. But don't confuse this with a car because it is substantially larger and will not ride softly even if you load it up.

The most capable Ram HD pickups will carry more than 5,000 pounds or tow more than 17,500 pounds. A new option is an integrated trailer brake controller. Other pickups may better these tow ratings, whether or not they actually tow any better. And trailers that heavy require a different driver's license in some states. If you need more there are always the 4500 and 5500 versions.

The Ram Heavy Duty models will work for anyone who has work to do, be it hauling construction tools and materials, plowing driveways or dragging around big trailers. They remain a compelling choice for anyone in need of a heavy-duty pickup truck, and on balance are priced very similarly to 2009 models.

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Walkaround

Everything on the Ram looks big, yet the truck takes up no more real estate than its competitors. The illusion comes from the shape, which has a definite presence.

One distinction of the Ram is that a lot of the usual gaps and spaces are noticeably narrow and tight, such as spaces between tires and fender openings, and between the cargo box and the cab. This not only looks nice and clean, but it also helps reduce wind noise and improve efficiency. From the outside the Ram looks neat and tidy. The side mirrors stand off from the door glass, the sides are fairly flat, and the tailgate spoiler and windshield are both rounded for improved aerodynamics. Seen from behind where the tires appear almost flush with the body panels, the truck looks quite trim.

There is no large seam between the front bumper and the grille and lights, and if the truck does not have fog lights the bumper does not have the outline marks that show it's missing something. The large rear bumper has half-round openings for the sport exhaust on trucks so equipped, and both seven- and four-pin trailer plugs are fitted adjacent to the rear license plate. The tailgate has a torsion bar system that cuts its apparent weight in half for ease of lowering and raising it.

Even the least expensive model has some chrome on the front rather than the complete industrial gray that typifies base models from some other manufacturers and there are plenty of paint choices. On upper trim-level variants the mirrors have LED puddle lamps and the headlamps are dual-bulb units, and on the Sport the front bumper is deeper and body-colored. The more you spend, the more chrome you get.

An aluminum hood is used on all models to save weight, and there is plenty of space below it for the aftermarket to fit superchargers and other go-fast goodies. Laramie models come with two-tone paint but you can specify a single shade, and rather than chrome-plating the aluminum wheels plastic chrome covers are used for dress-up.

The RamBox Cargo Management System, available only on the Crew Cab, includes a cargo box with a rectangular interior and no wheel-well intrusions. It measures 49 inches wide inside, so it can accommodate the ubiquitous 4x8 sheet of building material flat on the floor. Side rails with cleats secure the cargo, and a bed divider that locks into place segments the bed into smaller areas or can be flipped over and used as a bed extender with the tailgate down. Moving the interior walls inward results in sidewalls with much thicker sections, and in the tops of the two sides of the RamBox are two locking bins, capable of holding 120 standard 12-ounce cans on the left side (where the fuel fill is located) and 130 on the right, or anything else of that same volume, such as dirty clothes, tools, golf bags and so forth. These boxes have locking lids, drains, lights and 90-degree opening lids; together the volume exceeds that of a 55-gallon drum. You can fill them with ice and beverages for tailgate parties and camping. They might even hold trailer sway control equipment, though the heavy bars may be pushing the limits of the boxes. The RamBox Cargo Management System has its trade-offs. It reduces total cargo box capacity and, since the lids for the cargo bins open upwards, it is not compatible with such things as camper shells or tonneau covers. 2010 marks the first time Dodge has differentiated the styling between light-duty (1500) and heavy-duty Ram pickups. The changes are moderate and not as substantial as the 2009-to-2010 heavy-duty model was upgraded, and apply essentially from the windshield forward; the Mega Cab and dual-rear-wheel trucks have different appearance but aren't offered in the 1500 line.

With a forward tilt to the grille and an upward, inward point to the headlights, grille and bumper the new heavy-duty nose looks like a stout blunt instrument, rather like the point on an anvil. This is Dodge's in-your-face styling with a bigger face and broader shoulders.

While the style and lights are from the 1500 only the latter are the same parts. The HD's grille is larger to allow more cooling air in, the bumper is reshaped, and the hood has a larger central bulge and faux louver contouring, but the easiest way to distinguish the HD from the 1500 is the gap between the bumper and everything above it; the 1500 has no such gap.

Also new for 2010 is an HD crew cab, the same size that debuted on the Ram 1500 and a closer match to competitor crew cabs. Dodge's crew replaces the Quad Cab, and the ultra-long Mega Cab is back and uses the same rear doors as the crew.

However, the Mega Cab does not get its own bed size, the 6-foot, 4-inch box also offered behind the crew cab. It doesn't look that long behind the imposing Mega Cab but it is; you can not get a Mega Cab long-bed as it would be a bit unwieldy anywhere outside the great plains.

Dual-rear wheel trucks, including the Mega Cab use a single outside panel for the wide rear fenders, to eliminate seams and fasteners that might prove problematic long term. And the bed sides are steel, for easier straightening than fiberglass if you ding one.

The Dodge slots between the GM and Ford HD pickups in terms of sheer mass and sleekness; perceptively bigger and more angular than the GM and smoother than the Super Duty. Very mild fender flares or various colors are used on some trims, and the Power Wagon gets a new graphics package and flat, dark paint for the center of the hood.

Roof clearance lamps, government-mandated for vehicles like dual-rear-wheel pickups that exceed a certain width, now use clear lenses for a better-integrated look. Upper trim level mirrors get puddle lamps, and the flip-up towing mirrors get turn signal repeaters and a separately adjustable, much larger wide-angle element at the bottom (in tow position); in the retraced position the outboard wide-angle element is very useful in traffic and tight parking areas as you can view both rear tires. Worth noting, you can adjust the electric mirrors without having the truck switched on.

A tailgate lock is standard, as is assist so it can be opened and closed with one hand. On trucks with backup cameras, the lens is far enough from the latch so you won't scratch it opening the gate, and it gets decent protection and snow/ice rejection from the tailgate's upper lip. Bed rails are protected from load scuffing, and the bed is contoured for 2x4s and 2x6s to make it dual-level.

On trucks with satellite service for audio or navigation the antenna is on the right rear of the roof. It should be safe from contact with contractor racks or cabover campers but those pieces, or their contents, may well block the antenna's ability to receive signals.

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Driving Impression

The powerful Hemi V8, with variable intake valve timing, is rated at 390 horsepower and 407 pound-feet of torque, and delivers a wide powerband. Match the engine's power with the truck's clean aerodynamics and one result is that the Hemi's Multiple Displacement System (MDS) operates fairly often, enhancing fuel efficiency. The MDS essentially shuts off half the engine when not needed to save gas, and Chrysler says the Ram can be run past 70 mph with the MDS active. With the Hemi the Ram is among the most powerful of the full-size half-ton pickups.

Although the Ram's 4.7-liter V8 scores basically the same EPA numbers as the Hemi, it will realistically get better mileage; you can't use the Hemi's 80 extra horsepower without using more gas. The 4.7 feels the smoothest and is the quietest engine in the Ram line. It uses the same five-speed automatic as the Hemi.

The 3.7-liter V6 provides 215 horsepower and 235 pound-feet of torque. This is adequate for trucks that don't tow more than a garden tractor or routinely carry around landscape, handyman or pool service equipment. Although it comes with only a four-speed automatic, proper axle gearing (we'd recommend the 3.92:1 ratio) makes it livable and able to merge at highway speeds. It does not have enough power for serious four-wheel-drive use.

Transmissions work as expected with modern, electronic-authority automatics. If you wish to select a gear manually use the thumb toggle on the column-mount stalk or slide the floor shift left for downshifts and right for upshifts. To revert back to full automatic control, simply hold the toggle on the column shifter or push the floor shifter right for about one second.

A Tow/Haul mode is standard and is useful when towing. Activating Tow/Haul may take the truck out of top gear but it does not lock it out; you can still cruise in overdrive with tow/haul on. The Tow/Haul mode keeps the transmission cooler when towing by holding gears longer (and reducing hunting between gears) and shifting faster (and harder).

The 4WD systems have a 48/52 nominal torque split (a slight rearward bias to power delivery), 2.72:1 low range for climbing or steep descents, and are electrically shifted from 2WD to 4WD without stopping; engaging low range is done most smoothly rolling at about one-two mph with the transmission in Neutral. The 4WD systems have a Neutral position for flat-towing a Ram behind an RV or heavier construction truck. Two 4WD systems are available, and only the upgrade NVG246 (not on TRX4) has an Auto mode that allows 4WD-on-pavement use for inclement weather. This system will only help you accelerate and turn under power, it does not help you stop or change directions to avoid something.

We found the brakes work well. Antilock and stability functions are standard so all you need to do in evasive maneuvers is push the pedal and steer. In daily driving they deliver good feel and are easy to modulate, and although they handle the truck well we'd advise trailer brakes on any trailer more than 1500 pounds (less if your state requires it, of course).

A Ram will never a racecar make but it benefits the same as a racecar when weight is removed from the suspension, axles, brakes and wheels. Using aluminum in some protected front suspension pieces takes 10 pounds off each corner, and the coil/link rear suspension takes 40 pounds off the back and allows more precise wheel control. In addition, friction in the rear suspension as it moves up and down has been cut by 60 percent, so the rear axle is allowed to travel more up and down yet requires less stiffness to keep it controlled.

The Ram rides very well and in comparing it to the competitors it comes across as the best blend of ride and control, whether you're on 17-inch wheels or the big 20s. It goes where you point it without drama, the rear end feels less inclined to step sideways over a mid-turn bump or invoke the stability control, and the Ram has a feeling of good directional stability with a trailer in tow. Steering is direct, but the effort is low during maneuvers and cruising, and it increases nicely as you push the truck harder. Body roll is kept in check by stabilizer bars at both ends, yet a small amount is apparent as you turn the wheel just to keep you aware; too much roll stiffness increases ride harshness. In sum, the whole truck exhibits less of the shuddering typical of body-on-frame designs used on all full-size pickups and some big SUVs.

Off the highway the suspension offers good articulation, and keeping the wheels on the ground longer always works best. We had no issues with suspension pieces dragging or being vulnerable to rock or stump impacts. And while we didn't have a sand box handy we could not invoke any axle hop even from full-throttle standing starts in a field. Our only complaints in off-road travel are that close-in visibility suffers from the big hood, making it harder to judge the corners through rocks or trees, and the wide A-pillar base may present its own visibility issues. Also, there's little compression braking in high-range. The only apparent drawback of the suspension design is that the optional larger fuel tank is perhaps smaller than it might be otherwise, offering just six gallons more than the standard tank.

The Ram felt smooth and quiet, even on the 20-inch wheels. To our ears the Ram has the competition covered, but every ear has its preferences and many pickup owners like noise.

Payload, or how much weight in cargo and passengers a truck can carry, varies by cab, bed, drive wheels, and engine. Ram payload ratings run from 1340 pounds (for a 2WD regular cab, short bed, 4.7-liter) to 1900 pounds (for a 2WD regular cab, long bed, V6) and that's for trucks without options; if you routinely carry more than 1000 pounds of cargo it may be better to think about a Ram 2500 or another heavy-duty pickup.

Tow ratings top out at 10,200 pounds (for a Quad Cab or Crew Cab 2WD Hemi with the 3.92:1 axle ratio and 17-inch wheels), but range from a meager 3450 pounds with the V6. Most V8 models will be comfortable with a 5000-pound boat and a full load on board. Remember that the more options you add the less weight you can tow. Also, choosing those stylish 20-inch wheels will knock at least 1100 pounds off the tow rating. We'd go for the 17-inch wheels because we use trucks for towing things.

We found the Ram suspension works well for towing. With a significant trailer it still drops down in the rear (as all half-ton pickups do), but the extra lateral stiffness inherent in the coil/link design minimized the tail from moving side to side as the trailer pushed against it. Also, the electronic stability control system includes trailer sway control, a nice feature. Cooling systems appear up to the task, and towing mirrors are offered for pulling an eight-foot-wide travel or large box trailer. At minimum a Ram HD is more than 19 feet long, six-and-a-half feet wide, six feet tall, needs nearly 3.5 traffic lanes to execute a U-turn and is 5800 pounds of sink-in-hot-pavement truck. If you haven't got a lot of weight to carry or pull a 1500 will probably serve better.

That said and once accustomed to the outside dimensions, the 2010 Ram HD is not hard to drive. You need to allow a bit more space for stopping distance than the average car but that's easy given the visibility from the higher driving position. The steering is reasonably quick, and the 4WD's steering feels almost as good as that on the independently sprung 2WD. You'll be twisting the wheel more than a car to make the same turn, and the Ram changes direction easily and we couldn't overwhelm the steering pump (making it sluggish and heavy) in parking lot maneuvering or threading a 4WD through mud, trees and rock.

There are good reasons why many enthusiast magazines don't do handling tests on HD pickups because handling is a relative term. The Ram changes directions admirably and has predictable characteristics, but start horseplay in a vehicle where the rear axle alone weighs as much as a big Harley and you'll learn the hard way what drop-throttle oversteer is.

Given the engines, transmissions, brakes and basic suspension architecture are little changed from 2009, what stands out the most on the 2010 Ram is the quiet and ride smoothness. We found the Crew Cabs and Mega Cabs quiet, solid and nearly shudder free. (We haven't driven a Regular Cab.) Part of this solid feel is suspension tuning and part of the smoothness is the advanced body mounting system.

With the new seats for 2010 there is now no single aspect of the truck that will wear you out. At 75 mph on moderately good pavement we floored the pedal on a diesel and the engine wasn't heard over the road noise and wind noise wasn't heard above either. We could still converse in regular tones, even with riders in the rear seat. Since it revs higher the Hemi comes across no quieter than the diesel except at cold idle.

The 5.7-liter Hemi V8 is standard and available only on 2500 and with an automatic transmission. The Hemi, redesigned for 2009, develops 383 horsepower at 5600 rpm and, like any good truck engine, it makes more torque than horsepower, with 400 pound-feet at 4000 rpm. We could cruise along at moderate rpm doing Texas highway speeds and although the Hemi has cylinder deactivation for improved mileage it won't happen much in a 4WD pickup that weighs more than three tons. On our drive the trip computer showed an average 12.2 mpg which was frankly a bit better than we thought it would be. The Hemi is a realistic choice for those not towing severe loads, or heavy loads for long distances, where purchase price is a more important consideration than towing performance, fuel economy or maximum engine life.

The Cummins Turbo Diesel option is a proven option, ready for 2010-emissions compliance three years early. Both Ford and GM are introducing new diesel engines in early 2010 for that decree, and both of them will require the use of diesel exhaust fluid (aka urea or trade names such as AdBlue) at regular maintenance intervals. Only the cab-and-chassis diesel Rams will require the additive. Dodge's diesel option costs about $6,500. Since the engine is essentially the same as last year's and does not require the added costs associated with urea, it should remain the best buy in diesel options.

The 2010 HD also continues to offer the choice of manual or automatic six-speed transmissions for diesel buyers, although the manual is rated at 610 lb-ft of torque at 1400 rpm vs 650 lb-ft at 1500 for automatic, and the automatic is available with shorter axle ratios and higher tow ratings. Unless you do a lot of snow plow work, we recommend the automatic. The exhaust brake makes grades and slowing stress free by delivering up to 190 braking horsepower (bhp) to control descent speed, thereby leaving the service brakes cool and free for more immediate stopping.

The Cummins inline six-cylinder is built like a tractor-trailer engine, with exceptional longevity and low-rpm grunt, and frequently used in fire apparatus and motorhomes that carry 2-10 times what a Ram pickup will. Torque is what gets a load in motion, and with the Cummins making nearly as much torque when you let the clutch out as the Hemi does at 4,000 rpm, it is the obvious choice for heavy towing. Many RVers report better fuel mileage towing with their Cummins than a Hemi gets in an empty truck. On essentially the same drive that saw 12.2 mpg in a Hemi 2500, we recorded about 16.5 mpg in a 1000-pounds-heavier, dual-rear-wheel Cummins automatic.

For 2010, Dodge has added an integrated trailer brake controller to match the competition. In our trailer drives, the system worked as it should, as smooth or smoother than the most expensive aftermarket controllers. Like most such systems it does not work with all electric-over-hydraulic trailer brakes becoming more common on upper-end and heavier RV's. A fifth-wheel plug arrangement is available from Mopar and will maintain the warranty when properly installed.

The Power Wagon needs to be considered a separate model based not only on equipment but also performance. Locking differentials and a front anti-sway bar disconnect give low-speed off-highway performance no full-size pickup can match. It's also quite good at speed across a gravel road or dry wash, though not a direct match for Ford's F-150 Raptor, which will cost $41,000 with the 6.2-liter engine, has a smaller cab, and has roughly 60 percent of the payload and towing capacity of a Power Wagon.

Top tow rating with the Hemi is in the 11,350-pounds range, on a 2500 series regular cab, long bed, low trim level. Adding a larger cab, more lux or 4WD will lower the rating, possibly by 1,100 pounds. Maximum payload varies by the same parameters, engine and number of rear wheels, ranging from 1880 on a Mega Cab Laramie 2WD diesel 2500 up to 5130 pounds on a 3500 DRW regular cab 4WD long bed. The maximum tow rating is 17,600 pounds, on a diesel automatic 3500 DRW regular cab ST. Note that virtually all pickup truck tow ratings apply to a truck with a driver and only the mechanical options required; any cargo, people, or aftermarket equipment on board (winch, tool box, fifth-wheel hitch, etc.) will have to be subtracted from the max ratings.

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Interior

The seats are finished in a durable fabric that you won't stick to you in summer heat or be crusty and chilly in a blizzard. They offer good support and plenty of room. We swapped through a few Ram models back-to-back to compare the trim levels and found the seat in the base model is the same design as in the top-line models, and we had no complaints after a full day of driving. We also found we could sit in the back of a Quad Cab for 20-minute jaunts, but a six-foot passenger will be happier in a Crew Cab where rear dimensions are essentially the same as the front; only the Crew Cab has a center rear headrest.

Instrumentation includes a tachometer. The gear indicators are orange with the gear chosen shown in green. The gauges are illuminated amber at night while the controls are bathed in green. The electronic stability control switch (standard) and 4WD switch are on the dash (both 4WD systems are electrically-switched).

A typical steering-column lever controls the transmission, with a thumb toggle for independently selecting any forward gear; some people with small hands may prefer this to the bulky floor shift that comes with center console trucks. Common operating controls such as lights, wipers and cruise control are on column-mounted stalks.

The dashboard is nicely framed, with symmetry on both sides of the wheel and both sides of the truck. Upper models may be ordered with bucket seats and a fixed center console that houses storage areas and a stubby T-bar shifter on the driver's side; the shifter has chrome bulges on either side that look suspiciously like buttons but aren't. The only drawbacks to this arrangement are the loss of one seating position and the space under the central dash.

With so many trim levels to choose from you should be able to find one that meets your requirements. We found the basic ST work truck model particularly impressive. Entry-level pickups have a tendency to be penalty boxes lacking any amenity beyond a seat cushion and an ashtray, but we didn't feel penalized at all in the ST. The ST models have plastic door panels that are easy to clean and fairly scuff resistant. The standard radio does an exceptional job in light of the budget-conscious price.

As trims and prices rise so too do standard goodies and optional extras. The key goes in the dash on base trucks but others have pushbutton start, and mid-grade trucks add a voltmeter and an oil pressure indicator. Chrome rings the gauges, leather wraps the wheels on upper models, and the vehicle information center between the larger gauges offers myriad functions from trip computer and transmission fluid temperature to radio data.

The MyGig infotainment system with 30GB hard drive is available, along with navigation, dual-zone climate control, rear park sensors with audible beeps and LED warnings above the rear window, and a 150-watt, 110-volt AC outlet. A moonroof is offered on both four door cabs as is a rear-seat DVD entertainment system (though you can't get both on the Quad Cab). Alpine supplies the premium Surround Sound system, with speakers in the Crew Cab headliner above the back seat and a subwoofer under it.

Storage in all models is good, including double gloveboxes. On the Crew Cab, Chrysler claims 42 places to put things (we got bored after counting up the first 18). On some four-doors you can get under-floor insulated storage compartments, which are a clever idea and handy. The Crew Cab has a pair of AC vents mounted low in back, coat hooks that will hold plastic hangers, and cupholders in the center armrest, but there are no reading lights in back. The tunnel hump in the floor is just a couple of inches high yet plenty wide enough for the center rider to have both feet on the same level.

We found we could converse in normal tones at highway speeds back seat to front, with less than average wind, exhaust and tire noise from behind. Even a base model, with a V6 engine never recognized for a quiet or smooth demeanor, does a fine job of minimizing distracting and fatiguing noise and vibrations.

We'd rank the Ram cabin at or near the top of its class. It is closest in design and style to GM and Ford. A Ram Laramie cabin is not quite as smooth and sleek as a Chevy Silverado LTZ cabin and it is not as complicated or multi-hued-and-textured as a Ford F-150 Lariat cabin. The Nissan Titan offers good instrumentation and controls, but doesn't quite reach the refinement of the Ram. The Toyota Tundra offers similar features but the instrument panel is less integrated. The 2010 Ram heavy-duty adopts the same cabin as the Ram 1500 received for 2009; the five percent that has changed is for features or shifter locations the 1500 does not have. If you recognize anything from previous heavy-duty Rams it'll be a switch or the center seat section with fold-down armrest.

Materials and trim are appropriate by model line, be they the base truck or a Laramie Mega Cab with Ram's head embosses on the seatbacks and console. We found no fit-and-finish issues, a benefit of fine-tuning the interior during a year of half-ton production. The Laramie's fake wood looks just like real wood and gloss surfaces generate no glare to bother the occupants. Although a vinyl floor is standard on only the base ST model you can order it with a more upscale interior if it's only your boots that get filthy.

There is plenty of room in the Regular Cab for two people, three across if you don't mind the floor hump. The biggest guy we could find who claimed to be 325 on a good day had no qualms about space.

He would fit just fine in the back of the new Crew Cab which offers essentially the same head, leg and width space of the front seat. Most crew cabs have a split folding rear seat and a center armrest, and all of them have three complete baby seat anchor sets and three adjustable headrests. Our 6-foot, 3-inch tester was quite comfortable for an hour-long ride with nothing in the bed. Coat hooks are above the rear window, which can be powered open/close or replaced with a defrost-able window on most models.

The Ram Mega Cab is nine inches longer than a Crew Cab. It has an extra five inches of legroom plus space behind the reclining seatback, and with the seats folded flat offers up 72 cubic feet of lockable cargo space, considerably more than behind the front seat in a Chevy Tahoe SUV. But plan on a lot of AC use in warm climes, as the only vents in back are on the floor.

Whether in the 40/20/40 front split bench or the buckets, we found the seats quite comfortable and widely adjustable. The seat cushion and backrest adjust as a unit, unlike the separate component approach that makes you go back-and-forth to get both pieces where you like. Lateral support is notably improved over earlier models without adding any difficulty to entry and exit. Big 4WD trucks are be design tall but side steps are available.

More expensive models may be outfitted with power adjustable pedals which combine with a tilt wheel and power seat adjustments to accommodate most of the population. You can even get a heated steering wheel and ventilated cooling front seats if you don't want to give up luxury to drive a truck.

The instrumentation is complete with oil pressure and battery information, and on diesels all the ancillary gauges are numbered. On any but the ST, the center dash EVIC (Electronic Vehicle Information Display) can call up transmission temperature and tire pressures (2500 only) among the slew of data, adjustments and messages; ours told us to clean rear park sensors rolling down a dry highway so we opted to wait. We were pleased to find EVIC, navigation, audio and brake controller displays were all easily viewed through polarized lenses. The EVIC is run through buttons on the front side steering wheel spokes; the back side of the spokes is reserved for audio system functions.

Switchgear is straightforward, with audio and navigation controls above climate controls in the center stack, plus operating controls for the Tow/Haul mode, Exhaust Brake. The Light Tire Load switch on 2500 models allows you to set the tire pressure in the rear tires on an unloaded 2500 notably lower than the front, for better wear and ride comfort without the low tire pressure warning light coming on. On electric-shift 4WDs the switch is on the left side of the center panel and includes a Neutral position for flat-towing. The trailer brake controller is below the headlight switch to left about knee-high and some drivers reported the steering wheel partially obscured it.

Side pillars are larger than in some cars but you sit far enough back that they don't intimidate. The bodywork is reasonably well defined for close quarter maneuvering, and the rear park sensors and/or camera will get you within inches.

Interior storage is extensive and even better than the half-ton Crew Cab's forty-odd places to put things because the heavy-duty has no shifter and gets an extra space in the console. Upper and lower door pockets are complemented by a variety of shapes from the broad tray on the dash that we emptied on the first corner to the under-floor storage areas behind the front seats; you can't reach these from the driver's seat but the liners are removable for cleaning and locks are available.

The audio and entertainment systems bring new offerings and sonic performance for 2010. Partial credit must go to the noise and vibration tuning that includes liquid-filled body mounts that helps make this the quietest Ram heavy-duty yet without adding much weight.

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Lineup

The 2010 Ram comes in ST, SLT, Sport, TRX, and Laramie trim levels. Special edition models, such as Big Horn and Lone Star, are regional offerings and primarily cosmetic or packaging changes. (The heavy-duty Ram 2500 and 3500 pickups are covered in a separate NewCarTestDrive.com review.) Cab choices include a Regular Cab with short (6.3 feet) or long (8 feet) bed, four-door Quad Cab with short bed, and the Crew Cab with a short bed.

A V6 and four-speed automatic are standard on 2WD Regular and Quad Cabs, the 4.7-liter V8 and five-speed automatic on virtually everything else. The 5.7-liter V8 Hemi is offered across the board. No manual transmissions are offered.

Ram ST models ($20,610-$31,370) are workhorses, with standard vinyl floor and manual windows, although they do include chrome bumpers and grille outline, air conditioning, ABS, CD player, variable intermittent wipers, locking tailgate, Sentry Key and, on 4WD, electric-shift. Options include chrome wheels, two-tone paint, cruise control, trailer mirrors, limited-slip differential and alternate axle ratios, sliding rear window, and Sirius radio.

Ram SLT models ($24,855-$34,240) upgrade with carpet floor covering, floor mats, 40/20/40 split-bench seat, overhead console, cruise control, remote keyless entry, power windows and door locks, heated mirrors and 17-inch painted aluminum wheels. Options include the 5.7-liter V8, RamBox Cargo Management System, on-demand transfer case for low-range 4WD, power sunroof, power-adjustable pedals, 10-speaker Alpine Surround Sound, UConnect/navigation system and hands-free communication system with Bluetooth technology, Sirius Backseat TV radio, low-back bucket seats with cloth upholstery, ten-way power driver seat, leather-wrapped steering wheel, auto-dimming rearview mirror, rear defroster, and 20-inch aluminum wheels.

The Ram TRX ($25,405-$35,370) has SLT-level trim with some notable exceptions. The TRX features electric-shift transfer case on 4WD models, unique shocks and ride height, 17-inch aluminum wheels and a full-size spare tire, heavy-duty vinyl floor covering, cloth 40/20/40 split-bench front seat, folding rear bench seat, tilt steering column, remote keyless entry and standard two-tone paint. Pay extra for an engine block heater, power-sliding rear window, heated power folding mirrors, bedliner, 3.92:1 axle ratio, limited-slip differential, Tip Start, cruise control, and UConnect Studios Sirius Satellite Radio. The Ram Sport ($29,740-$38,475) is available in all three cab styles and is labeled Sport R/T on the Regular Cab. It adds a 5.7-liter Hemi, slate-gray contrast-stitched bucket seats, body-color fascia, fog lamps and 20-inch chrome-clad aluminum wheels. R/T models use a 4.10:1 rear axle for superior acceleration but will still tow 5000 pounds. Options mirror those on the SLT. The Ram Laramie ($36,880-$42,650) is the top of the line, with leather heated seats, dual-zone automatic climate control, steering-wheel-mounted audio controls, chromed door handles and mirrors, and security alarm. Extra-cost features include 20-inch aluminum wheels, sunroof, navigation and rear-seat entertainment. Safety features include dual front multi-stage airbags, three-point belts in all seating positions with constant-force retractors, LATCH child-seat anchors, child-protection rear door locks, electronic stability/traction control and four-wheel anti-lock brakes. Full side-curtain airbags for four-doors, back-up camera, and rear park sensors are optional.

Model Lineup: Ram ST regular cab short bed 2WD ($20,610); SLT Quad Cab 4WD ($32,085); TRX Quad Cab 4WD ($33,215); Sport Crew Cab 2WD ($35,255); R/T ($29,750); Laramie Crew Cab 4WD ($42,650).

Assembled In: St.

Assembled In: Louis, Missouri; Warren, Michigan.

Options As Tested: Navigation radio with AM/FM/CD/DVD/HDD/MP3 ($945); 20-inch wheels ($125).

Model Tested: Ram Crew Cab 1500 Laramie 4WD ($42,650).The 2010 Ram heavy-duty pickups come in ST, SLT, TRX, Power Wagon and Laramie trim levels. Three cabs (regular, crew, Mega), two bed lengths (6-foot, 4-inch, 8-foot), four wheelbases, and on 3500 single or dual rear wheels (SRW or DRW) feed the various permutations. The Power Wagon and TRX are 2500, crew cab only; the Power Wagon is 4WD and gasoline only; 3500 regular cab is DRW only; and Mega Cabs come only with the short bed.

The 2500 ($27,215-$44,830) comes standard with the Hemi V8 and five-speed automatic, no manual is offered; the Cummins 6.7-liter Turbo Diesel is optional ($6,445 with discount) with a six-speed manual or six-speed automatic. On average 4WD adds about $3,000 and a long bed about $200 over a short bed, for most Ram HD.

The Cummins diesel is standard on 3500 trucks so prices ($34,680-$50,645) cross-shopped with gasoline-engine trucks are apples-to-oranges.

For adding your own box or work platform, 3500 Chassis Cab models are still available but use the same bodywork as 2009 models, 2WD and 4WD 3500-series trucks. You can also delete the cargo box on some 2500/3500-series models.

Ram ST models (from $27,215) are commercial-grade or a blank canvas depending on your point of view: gray-painted bumpers, chrome around the grille, black mirrors, crank windows on regular cab (power windows and locks on others), vinyl 40/20/40 seat, steel wheels and a manual-shift transfer case on 4WD. A vinyl floor is standard and can be ordered in place of carpet on all but Laramie models. Not a stripper however, the ST also has an automatic transmission, 34-gallon fuel tank, air conditioning, Class IV hitch (optional in Canada) with 4/7-pin plugs, AM/FM/CD/MP3 stereo, locking tailgate and tilt steering wheel. Options for Ram ST are plentiful, including a diesel engine (which adds front tow hooks and cruise control), power heated or towing mirrors (but not powered towing mirrors), integrated trailer brake controller, sliding rear window, floor mats, cloth upholstery, DVD/HDD and Sirius audio, limited-slip differential, skid plates, various option groups, and choices for wheels, tires and axle ratios.

Ram SLT (from $30,360) adds chrome, heated power mirrors, remote keyless entry, power windows (includes rear window on four-doors), carpeting, cloth upholstery, cruise control, Sirius radio, electronic-switch transfer case, chrome wheels, and in-dash tire-pressure display (2500 only). Some notable SLT options are the brake controller, fog lamps, heated power towing mirrors, forged aluminum wheels, bucket seats and console, power seats, adjustable pedals and driver memory system, moonroof, navigation, Uconnect phone, remote start, back-up camera, security system, and rear park assist.

The TRX package (from $36,195) roughly parallels the Sport version of the 1500 Ram and is offered on 2500 crew cabs only. The short box-only TRX uses gray-painted bumpers and flares with a body-color grille, forged aluminum wheels, all-terrain tires, a limited-slip differential, skid plates, and tow hooks. Cabin appointments and options essentially mirror the SLT.

The Power Wagon ($44,830) also approximates SLT-grade and 2500 crew cab only but is built with trail use in mind. It gets electric locking front and rear differentials, a front sway bar disconnect, specific suspension with Bilstein shocks, 32-inch BFGoodrich off-road tires, a 12,000-lb Warn winch, skid plates, 4.56:1 gears, trailer brake controller, more lighting and new two-tone paint and graphics. Most of the options are luxury and convenience items such as power seats, moonroof, and navigation.

Top-line Laramie models (from $39,290) add yet more chrome, power adjustable pedals and heated mirrors on driver memory system, dual-zone climate control, 115-VAC outlet, universal door opener, 10-way/6-way power heated leather seats, heated leather steering wheel, nine-speaker DVD/HDD surround-sound audio, rear park sense, and security system. Laramie upgrades are generally limited to chrome packages, towing mirrors, skid plates, brake controller, rear window defroster, heated/ventilated power bucket seats with floor console, moonroof, navigation, backup camera and wheel and axle ratio choices.

Safety features on all HD pickups include dual front multi-stage airbags, side curtain airbags, adjustable height front belts, LATCH child-seat anchors, child-protection rear door locks, anti-lock brakes on all wheels, and tire-pressure monitors (2500 only).

Model Lineup: Ram HD 2500 ST 2WD regular cab long bed ($27,215); 2500 TRX 2WD crew cab short bed ($36,915); 2500 SLT 4WD crew cab short bed ($38,480); 2500 Laramie 2WD crew cab long bed ($39,490); 2500 SLT Mega Cab 4WD short bed ($39,990); Power Wagon ($44,830); 3500 ST 2WD regular cab long bed ($34,680); 3500 SLT 4WD crew cab long bed ($46,630); 3500 Laramie 4WD Mega Cab ($50,645).

Assembled In: Coahuila, Mexico.

Options As Tested: Leather-Trimmed Bucket seats ($500); Navigation DVD/HDD audio upgrade ($800); rearview camera ($200); anti-spin rear differential ($325); trailer brake control ($230); LT265/70R17 ($200); full-size spare ($180); UConnect Web.

Model Tested: Dodge Ram 2500 Crew Cab Laramie ($42,450).

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Summary

The Ram 1500 has the bold and brash style for which it is well known, and it's a refined package with loads of amenities for the occupants.

NewCarTestDrive.com correspondent G.R. Whale filed this report after his test drive of various Ram models in California and Tennessee. The Dodge Ram HD lineup brings a new level of refinement that is long-term more significant than the sheetmetal it's wrapped up in. Proven drivelines and components, realistic hauling and towing ratings and performance, and a broad-based set of configurations and amenities will provide the right combo for your work truck, horse-hauler or recreational tow vehicle.

NewCarTestDrive.com correspondent G.R. Whale filed this report from San Antonio, Texas.

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