The 2002-2005 Dodge Ram Heavy Duty Engines

Cummins 610 Turbodiesel

The Cummins 610 Turbo Diesel, available on 2005 models, is more powerful, and particulates and nitrogen oxides (NOx) have been reduced to meet all states' emission standards - even California's. The piston combustion bowl and a high-flow, electronically controlled waste-gated turbocharger match boost pressure with engine needs to reduce emissions. This solution does not require exhaust gas recirculation, avoiding the need for over 50 components.

More to the point for most owners, the 610 has, appropriately, 610 lb.-ft. (827 N•m) of torque starting at 1,600 rpm.

The Cummins turbodiesel also provides an average of 350,000 miles before an overhaul is needed, thanks partly to gallery cooled, high-strength aluminum pistons; gallery cooled, high-strength aluminum pistons, high-strength Inconel® exhaust valves and high-cobalt Stellite® exhaust valve seats, a high-strength exhaust manifold with multi-layer gasket between head and manifold; and forged steel, fracture-split connecting rods.

The Cummins 610 is quieter due to many noise reduction systems, including pilot injection - a short burst of fuel before the main injection which reduces the spike in combustion pressure for dramatically quieter combustion.

Doug Hetrick noted that the Cummins diesel is available on the Ram 2500 SLT and all 3500 models, according to Dodge's Web site; only the 610 was available when he tried the build-a-car feature, not the other Cummins diesels listed later on this page.

The 345 horsepower 5.7-liter HEMI Magnum V-8

Dodge Ram - 5.7 Hemi engine The 2003 Dodge Ram 2500 and 3500 heralded the return of one of the most legendary names in automotive lore: HEMI. The new 5.7-liter HEMI Magnum engine is the standard engine on the Dodge Ram Heavy Duty, producing a class-leading 345 horsepower at 5,400 rpm and 375 lb.-ft. of torque at 4,200 rpm. It provides best-in-class acceleration and towing capability compared with competitive vehicles with similar size gasoline engines.

"We liked the elegance and simplicity of the HEMI design and it beats a dual overhead camshaft design in terms of torque and power for a heavy-duty truck," said Schaum. "We think that the central camshaft, pushrod design is the optimal solution for vehicles with large mass designed to carry heavy loads."

Although the HEMI name is linked historically to performance vehicles, its power, durability and torque made it an ideal and long-serving truck engine. Dodge debuted its original HEMI in 1953, and the very next year saw the first application of Dodge HEMI power in a heavy-duty Dodge truck. In 1954, Dodge offered the 241 cubic inch HEMI V-8 in its two-and-a-half ton K model. Just as today, Dodge was the only manufacturer offering a HEMI V-8 engine, which was an ultra-modern engine that could out-accelerate and out-tow its competition. Some things never change.

Dodge Hemi 5.7 V8 engine

"This is one of the most technologically advanced engines ever engineered by the Chrysler Group," said Floyd Allen, Vice President, Product Powertrain Team. "Durability and power were key points for this engine, but the new 5.7-Liter HEMI Magnum has such advances as a composite integrated air fuel module and electronic throttle control. Its hemispherical head design allows the use of larger valves and provides better air flow to the combustion chambers. We were also able to reduce emissions and gain approximately an eight percent fuel efficiency improvement."

The all-new HEMI Magnum also features cross-flow aluminum cylinder heads with hemispherical combustion chambers and investment cast, steel rocker arm actuated splayed valves for high air flow; two spark plugs per cylinder for fast, efficient combustion and improved idle quality; and a new direct ignition system with high-power coils ensuring consistent, complete combustion. A fully-balanced, cast, nodular iron crankshaft running in cross-bolted steel main bearing caps reduces deflection and vibration for reduced noise, vibration and harshness (NVH).

The Hemi engine will be hooked up with the 545RE five-speed automatic or a manual transmission.

Other diesels

Note: this information was current in 2002-2004. In 2005, the Cummins 610 replaced all other diesels in Dodge trucks, according to Doug Hetrick.

Cummins Ram badge Not only is the Cummins Turbo Diesel the most powerful diesel engine available in a full-size pickup, it is also one of the most drivable throughout all operating ranges. Maximum torque for the common rail injected Cummins Turbo Diesel occurs 400 rpm lower than the GM Duramax, and 100 rpm lower than the Ford Power Stroke. The Cummins Turbo Diesel engine also produces 20 percent more torque at 1000 rpm, and 10 percent higher clutch engagement torque than its predecessor. That relates to noticeably better vehicle launch when towing and accelerating, better drivability, and fewer and smoother shifts. (In 2005, the 610 was introduced as well - see top of page.)

Cummins turbo diesel engine In addition to the High Output version, the Dodge Ram Heavy Duty is available with a standard Cummins Turbo Diesel, which also employs high-pressure, common rail injection. The standard Cummins Turbo Diesel boosts its horsepower rating to an impressive 250 horsepower at 2,900 rpm (up from 235 horsepower at 2,700 rpm) and produces an equally impressive 460 lb.-ft. of torque at 1,400 rpm.

The High Pressure Common Rail Cummins Turbo Diesel

Delivering 555 lb.-ft. of torque at 1,400 rpm and 305 horsepower at 2,900 rpm, the new 5.9-liter High Output Cummins Turbo Diesel was the most powerful turbo diesel engine available in the heavy-duty market when introduced in 2002, delivering a class-leading trailer towing rating of 23,000 lbs. (GCVWR). (It was superceded by the Cummins 6100 with 610 lb-ft of torque at 1,600 rpm - see top of page).

With nearly 75 percent of Ram 2500/3500s being sold with the Cummins Turbo Diesel engine option, it has one of the most devoted followings of any heavy-duty pickup. Cummins owners will accept nothing but the best, and the new turbo diesel delivers with improvements ranging from an all-new block to a new high-pressure, common rail fuel-injection.

The new 5.9-liter Cummins Turbo Diesel is so tough it is certified to a longer engine life than the diesels offered by Chevrolet and Ford, with an average major overhaul interval of 350,000 miles. An inline six, the new 5.9-liter Cummins has 25 to 30 percent fewer parts than typical V-8 diesels, which means better reliability, critical when downtime can mean lost business and revenue. Additionally, oil drain/filter service intervals have been doubled from 7,500 miles to 15,000 miles for schedule A service and from 3,750 miles to 7,500 miles for schedule B service.

New High-Pressure Common Rail Injection System

More than just the master of big twist, the all-new Cummins Turbo Diesel has been radically overhauled. Quietness, power and durability are hallmarks of the new Cummins. The new high-pressure common rail fuel injection systems designed for the 2003 Dodge Ram Heavy Duty use pilot injection - the injection of a small amount of fuel to start combustion - before the main, power-producing fuel charge is injected. This has the effect of smoothing out combustion pressure in the cylinder, which can be the primary source of low- and mid-range speed noise in diesel engines.

A gear-driven fuel pump delivers fuel to the rail and is electronically controlled to optimize fuel pressure at the individual injectors. The system provides injection pressures up to 23,200 psi (1600 Bar) and is less dependent on engine speed than traditional pump-line injection systems. The result is cleaner combustion and higher low-speed torque with better vehicle response and acceleration.

In addition to the use of pilot injection to smooth combustion pressure, the fuel-injection calibration - timing, pressure and quantity - has been refined across the entire range of speeds and loads to ensure smooth, quiet combustion. The use of pilot injection during starting also provides gasoline engine-like cold starting capability (verified at temperatures as low as minus 40 degrees Fahrenheit during testing above the Arctic Circle).