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Dodge Ram 2500 V-10

Not everyone drives a pickup for the right reasons - namely, because they have to haul stuff around. According to government statistics, most pickup buyers are using their vehicles for ordinary commuting. The Dodge Ram 2500 is not designed for that sort of thing. It's designed to work.

The Ram 2500 can have any of four engines, three of which are based on the time-honored LA series, which have earned a reputation for being bulletproof. The more infamous engine is the V-10, a close relative of the Viper's amazing powerplant, but tuned for torque and longevity rather than speed. That's what we tested.

The Ram series also has a powerful V-6 (also based on the LA series!) and two V-8s, the 5.2 and 5.9, familiar to car buyers for roughly 30 years as the 318 and 360. These engines were bulletproof when they were first designed and have been improved over the years. They are more powerful than ever now, thanks to redesigned heads and fuel systems.

For those who want the best possible engine for towing, who think they might just be keeping their truck for a long, long time, there is a $3,000 diesel option. This buys what might be the very best diesel available to ordinary folk. Cummins, its maker, claims the engine can go 400,000 miles before the first overhaul; it also gets substantially better gas mileage, and can pull a heavy load without resorting to high engine speeds. What you give up is basically horsepower. Diesels have a lot of kick but they don't have a wide power band.

Gear ratios are very important: a low ratio (e.g. 3:1) increases gas mileage, but cuts towing capacity. Few need the highest ratios (over 4:1). One expert said that the same truck (diesel, automatic) would get over 20 mpg at 65 mph with a 3.08 ratio, but only 15 mpg with a 4.10 ratio; lowering the speed to 55 mph could raise mileage by 15%!

Our 3500 had a heavy duty suspension and four wheel drive, which is a little self-defeating, since the two wheel drive models can haul more and get better mileage. For those unfamiliar with four wheel drive, we must note that it is normally not active - you have to turn it on when you find yourself on snow or dirt, and even then at the cost of your turning radius and handling.

Unlike cars, pickups generally come with five-speed transmissions on the premium engines as well as base versions. Manual transmissions can aid gas mileage and avoid the power losses of automatics; this allows one to use a lower gear ratio, which saves even more gas. Manual transmissions have been improving in smoothness and ease of use. If you do get an automatic, consider a transmission intercooler (which comes with some engines), which can increase the transmission's lifespan if you tow or haul heavy loads.

The 8-liter V-10, a $1,000 option, was quiet, smooth, and always ready. While tame under partial throttle, it could easily break the rear tires loose. We averaged about 12 mpg in mostly highway driving; the Cummins diesel, which has an excellent reputation for longevity and efficiency, is said to average 18-20 mpg.

The automatic transmission shifted firmly and had a tight feel. The shifts were noticeable but not jarring, and the transmission stayed in a low gears while accelerating instead of up-shifting; the computer predicted our needs well.

Braking was decent, but the Silverado series is better. Traction was surprisingly good, and rough roads did not seem to hurt the handling much, despite the jouncing of the cab.

Though the engine itself was quiet, there was wind noise at highway speeds, and the exhaust was fairly loud. The heavy duty suspension and four wheel drive may have been to blame, as the truck was higher off the tires and ground than normal.

The Ram was relatively good on bumps and uneven road surfaces, but bumps tended to "jounce" the truck. Carrying even a light load made the ride much better.

Getting in and out of our higher-than-usual, heavy-duty version was difficult, but using the bumper as a step helped us to get into the bed.

Ford could learn a lot more from the Dodge. For some reason, when they copied the exterior, they missed a few tricks - like the intelligent tailgate design, or the way that the grille was attached to the hood to make it easier to get to the engine. (Ford copied the look, but not the function. Are we surprised?)

The interior of the Ram was clearly designed for work. Six people can fit in the cab, though the ones in the back won't have much legroom (on the other side, the space saved in the cab helped in parking and turning). The four doors were handy, though you can't open a rear door unless the front door is open. The instrument panel was clearly laid out, and only the ventilation controls were poorly designed: Dodge assumes that you want the air conditioner to run when the defroster, vent, or bi-level is on. The horn required effort.

The seat belts were attached to the seats, making them harder to put on but easier to get into the back seats. Controls were clear and visible, and the optional radio was surprisingly good.

There were many reliability problems when the Ram was first introduced; these seem to have been addressed over the years. However, it is getting near time for its "replacement." Given Chrysler's recent efforts, though, expect an evolution rather than a revolution, with quality and polish as the primary goals. This generation may also be the last to use the LA series engines, as the "Next Generation" series spawns new motors.

The Dodge Ram is still the best-looking truck on the road, and is easily the equal of the Ford F-250. Still, we look forward to the next generation.

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