(Main Dodge Ram page.) The latest step in the ongoing pickup wars is
the Ram 2500-based Mega Cab, with the largest interior of any pickup (an amazing 145.2 cubic feet — that's larger than any Chrysler cars). Even with long-legged front passengers,
the rear passengers have loads of space to stretch their legs. This vehicle is the next best thing to a stretched
limousine, with a cab a full foot longer than the Ford F250 Crew Cab; and
it still has a six foot bed behind it.
With the Hemi, the
ordinary RAM can practically ignore most loads, tow more (more
comfortably), and impress and intimidate everyone who knows what that
nameplate implies; though with the Mega Cab, over three tons of steel and
such, the Hemi has its work cut out for it. Because of the weight, the Hemi
is standard on the Mega Cab, with the legendary Cummins turbodiesel as a
desirable option; and the Mega Cab is available in both 1500 and 2500
levels. (The Cummins provides far more torque than the Hemi, reportedly
with nearly double the gas mileage.)
truck we tested, a 1500 Laramie Mega Cab 4x4 with a 4.10 axle ratio, can
tow an incredible 8,300 pounds (without the tow package and axle, it can
tow 7,300). The curb weight is over three tons.
Under normal running, the Hemi
is now fairly quiet; once it revs over 3,000 rpm, you get a loud muscle-car
sound from the exhaust. While it has good torque throughout its range, the
Hemi seems happiest in that band of 3,000 and over; and it gets its best
mileage under 2,000 rpm and on long trips (or at least well warmed up).
Acceleration is on tap at any engine speed, and the transmission now
downshifts rapidly, resulting in 0-60 times well under ten seconds despite
the massive size and capacity. In sprints and all other driving, the
drivetrain shifts properly, and is quite well-behaved for an
A press of a button brings tow-haul mode, which provides
firmer shifts to make life easier on the transmission and prefers lower
gears to make life easier on the engine; it resets to normal mode each time
the engine is restarted, which may annoy
frequent towers. You can lock the
transmission into first or second, and "overdrive off" mode comes with two
pushes of the tow-haul button (three goes back to normal mode). Putting the
second when starting will not limit it to second gear,
but actually start
it out in second, for use on snow or other slippery
to the "winter mode" on other automatics).
automatic transmission tones down the feel of the Hemi's raw power by
absorbing sudden changes, but acceleration times are admirable, and trailer
towing is eased by the high torque available throughout its range. Heavy
loads are barely noticed.
Visibility is good in all directions. The
large outside mirrors fold in for those tight parking spaces; our test
Laramie model included outside mirror defrosters as well. Headlights are
controlled from a convenient, traditional large switch on the instrument
panel, with a pushbutton fog light switch that defaults to "off"
- a safety feature which prevents the unnecessary glare of those who always
drive with fog lights on. The bed light is now a pushbutton control that
has been separated from the rheostat, and all three are in the same area;
but at night, the cargo light button is not lit (in general, night
backlighting is applied sparingly).
Brakes have been substantially
upgraded, following Chevy's lead with its first Silverado remake. The big,
heavy Ram now stops faster than a Ford Police Interceptor, and in roughly
the same distance as an Intrepid. That's quite an
Seating has been adjusted from the last Ram we drove so
that front-seat passengers are farther away from the corners are generally
more comfortable; rear-seat passengers have lots of space in all three
positions, so you really can seat five full-sized adults in comfort. Sun
visors are large; while the Ram does not have dual visors a la Silverado,
they do slide out on their supports so they can cover the center of the
The rear seats are comfortable, and more flexible than
most pickups' rear seats - they can tilt back. Installing child seat tether
straps is easier, because there's room behind the seat and you can find and
use the hook easily. Rear passengers have 44.2 inches of legroom; or the
seats can fold flat for a class-leading 24.9 square feet of loading room.
Cornering is good considering the immense bulk and height of the
truck, providing a decent feel while keeping its grip, though due to the
size and suspension ratings wheel hop comes up both in cornering and in
rapid acceleration. The suspension could easily handle sudden applications
of power in normal situations (excluding the usual suicidal moves such as
flooring the gas in the middle of a turn), though it was accompanied by
some squealing and wheel hop. Under load, of course, the wheel hop
The ride is good for a high-capacity pickup; there is some
jouncing with an empty bed, and the suspension is fairly firm, but it is
considerably gentler than one would expect with this gross weight rating.
Adding a heavy load to the bed dampens the suspension and makes the ride
better, albeit at the cost of gas mileage (which is already about as poor
as one would expect from a high-capacity, full-sized pickup - driving
gently, we could get nearly 11 mpg in mixed driving with a warm engine, and
stayed over 9 mpg when driving normally on shorter trips. The Hemi is
considerably more efficient when warm and when kept to low rpms.)
Styling combines a mean Peterbilt look outside and a luxury-car look
inside. The white-faced gauges have sharp backlighting at night, making
them easy to see day or night; drivers get the usual temperature, voltage,
and gas level, along with oil pressure and tachometer (unlike GM, there is
no transmission temperature gauge). A bold sans-serif typeface and large
letters keep the gauges clear and easy to read. Wind noise was low except
for a moderate rushing sound by the front window, as though it was a little
open, while the climate control vents could be somewhat noisy when pushing
air around at higher fan speeds.
For the most part, controls seemed
sensible and standard for the course; a column shifter for the automatic,
wheel-mounted cruise control with audio controls behind the wheel as well
as on the dash, door-mounted window, lock and mirror controls,and a
traditional climate control console designed to be operated with gloves on,
and featuring dual-zone (driver and passenger) heat sliders. The hood
release has been moved to avoid confusion with the emergency brake, even in
the dark. Oddball controls, such as the heated seats and the control for
the small sliding back window, are in their own little section in the
center stack. The basic look and feel is sensible, integrated, and
purposeful; there is no pretense to luxury here.
The unusual feature in
our truck was the optional navigation system, identical to those featured
in other Chrysler vehicles, which is a bit slow to start up but otherwise
is very satisfactory (see full detail in our Jeep Commander review). This
unit is unusual in that it does not hinder use of the stereo; audio
features can all be accessed using the standard knobs, so the driver isn't
Visibility is aided by larger than usual windows and large
side rearview mirrors (our vehicle had special towing mirrors as well;
these are extra-large, with mini convex mirrors in the corners, and can be
manually folded in.) When the optional DVD player is installed and is
hanging down from the ceiling, much of the rear window is obstructed; and
in any case, the rear quarter has a decent blind spot from a wide pillar,
though the pickup form factor means that the blind spot is not in the same
place as in most cars and SUVs. The sheer height of the pickup blocks off
some areas, and backing up must be done with considerable caution; an
optional reverse assist would be quite handy. The headlights are very large
Storage spaces abound, including large map pockets in all
four doors, three "spring loaded" cupholders up front and two in
a console in back, two large bins in the center console, a small opening in
the center stack, a large glove compartment, and a two-level center closed
bin - each level being quite large.
Reader JTE wrote: “The mega cab was one of those ideas proposed to upper management by a group of engineers, designers, and technicians who would rather beg forgiveness than ask permission. I found Dieter Zetsche and Wolfgang Bernhard quite receptive to innovation and a certain amount of risk taking. “We knew the only way to sell it was to keep as much common with existing components. Also, the 160" wheelbase was the longest that could make a sharp turn on the Saltillo assembly line. Change made to the line for the medium duty trucks have open up the potential for Long Hauler. “Once the Mega Cab became an official program, it fell victim to the DaimlerChrysler “system” and some seating and stowage ideas were lost to the lowest bidder. There were different methods of folding the seat back and seat base. One folded the back and base up and pushed them to the cab back for an open floor lower to the ground for loading taller items (big TVs) and would fold down to give a larger cargo area (sleeper), but higher from the ground.”
The seats in our test vehicle were
very adjustable, but they are part of the Laramie option package (also
including a chrome center stack bezel, bright grille, chrome mouldings,
interior lighting package, underhood light, leather folding seats, four
wheel antilock disc brakes, fog lights, part-time shift-on-the-fly transfer
case, Infinity CD/cassette player, wheel-mounted audio controls, trip
computer, fold-flat rear floor storage, sliding rear window, auto-dimming
rear view mirror, dual zone air, and a security system). A simple switch on
the dashboard makes it possible to bring the pedals up to your feet, or
down to a comfortable depth, while switches at the base of the seat (within
easy reach; no squeezing here) move the seat up and down, forward and back,
and tilt back and forth.
Rear seats are surprisingly comfortable,
thanks partly to the ability to recline the back. Lifting a clearly marked
lever brings the seatback down immediately; there's no need for the headrest
to fold in, given how much room there is in the back seat - even with the
rear seatbacks folded down, there's room behind the front seats. This is
one big cab.
There are little places to put coins, highway passes, and
such in the
dashboard, along with large map pockets in the front doors. Our
an overhead console with a trip computer showing the usual gas
compass heading, temperature, remaining fuel, distance to empty,
time. The center console/seat provides underseat room but can
as a standard center console, with pop-up subdividers so that
you can either
store large things in it, or lots of small things in
It also has an internal power outlet and a sensibly
coin holder with no room for pennies. The console can
actually hold our
laptop along with the charger, so that we can charge it
up while driving
(we don't really recommend this because some laptops and
heat in the process.) The best-in-class-beyond-all-doubt
holders can hold large or small containers tightly.
of the good reasons for buying a Mega Cab is the fact that the massive
interior can be used to hold large objects - the seats fold down and
provide a good load surface. The rear doors open wide to make the cab
accessible; indeed, they open wider than any truck doors we've seen, nearly
a full 90 degrees. Thus, the oversized cab can actually have utility as
well as luxury.
Gauges were all sensibly placed, as were most of the
controls. The 4x4
control uses a simple knob, with three positions: all
wheel drive, four
wheel drive high, and four wheel drive low. Most of the
time, the average
driver will use AWD. An LED indicates when the
differential is in neutral.
Door controls are no longer illuminated, but
can be discerned by touch;
other controls are illuminated well at night,
though shedding some light
on the little storage nooks would also have been
helpful. Headlights are
placed on the dashboard, with a large, traditional
switch. However, the
ignition key was high up on the steering wheel, a
place. Oddly, while the cargo and interior lights
go on when you unlock
the doors, there is no power memory - when you take
out the key, the radio
and power windows suddenly stop working.
climate control is easy to operate, with a traditional rotary vent
and, in our Laramie, separate driver and passenger sliders for
Separate buttons activate the air conditioner compressor,
and rear defroster. A console below the climate control
includes seat warmers
and the four wheel drive control, while the stereo
sits in the top pod.
The usual Chrysler unit with Infinity speakers, it
provides excellent sound
with a deep bass that can sometimes rattle the
door panels; knobs control
balance and fade, while sliders control bass and
treble, which makes it
easy to adjust quickly without distraction. Separate
buttons switch modes
(tape, CD, AM/FM).
The six foot, three inch bed is
guarded by a rather heavy liftgate. Getting into the bed is easier than in
some other trucks, thanks to a step in the bumper. Our test model had a
Mopar bedliner, a $245 option which protects the bed from inevitable
scratches and then rust. The towing package runs $335, which includes a
bigger battery, with a hitch and wiring harness (the large foldaway side
mirrors we mentioned earlier are a $100 option); the anti-spin differential
rear axle is $285, and worth the price, as is the $90 engine block heater.
Our truck also came with the 4.10 axle ratio, at $50.
On a more
frivolous note, our test truck had the $490 leather bucket seat option -
something which those who seriously need the huge cab might choose to
bypass, but those who combine pickup truck and minivan might like - and the
navigation system is priced rather steeply at $1,600; the rear seat video
weighs in at $1,200.
We also recommend the $490 side curtain airbags,
the $285 anti-spin
rear differential, $70 rear window defroster and $90
engine block heater
(for those in cold climates), and $90 front hood
protection shield - the
latter looks like a natural part of the truck and
isn't obviously an add-on, though we do have to wonder about leaves and
dirt that gets wedged between the shield and the hood.
The base price of
the Laramie Mega Cab is $40,175, by no means cheap, but it is certainly
well equipped and a desired and exclusive vehicle. Standard features on the
Laramie include the Hemi V8, five-speed automatic, four-wheel antilock
brakes, SentryKey antitheft, electronic shift on the fly four wheel drive,
overhead trip computer/compass/thermometer, variable intermittent wipers,
power rear sliding window, power adjusting pedals, power windows, locks,
and mirrors, dual-zone air, tilt-wheel, cruise, remote, wheel-mounted audio
(with six-disc CD Infinity player), Sirius satellite radio, heated power
front seats, folding rear seats, fog lights, full-sized spare, and lighting
package. As ours was equipped, it ran to a full $47,170, including
The Mega Cab is a lot of truck - both in terms of capacity
and in terms of sheer size. While gas mileage is predictably dismal- par
for the class - the interior is unmatched in size, and rather comfortable
given what this truck can do. Whether you actually need the space is
another story, but the Mega Cab is certainly enjoyable - and as big as its
Dodge Ram information page
by Mike Batchelor; reprinted from 4x4Review with permission
Bragging rights are everything in the world of pickup trucks. If you can't say that your truck is the biggest, fastest or strongest, then don't bother saying anything at all.
Dodge boasts an impressive collection of class-leading pick-ups, including the fastest (Ram SRT10), strongest (Ram Heavy Duty with Cummins Turbo Diesel), most powerful (Hemi-equipped Ram 1500), and most capable off-road (Power Wagon). To this list Dodge now adds the Dodge Mega Cab, which offers the largest cab in the industry.
Beginning with the long wheelbase frame of the Heavy Duty 2500/3500 series Ram, Dodge mounted a 6-foot 3-inch bed, which gave them 20 inches of space to extend the cab—and extend they did. The already spacious rear seating area from the Quad Cab becomes positively limousine-like in the Mega Cab. With rear seats that recline more than 30 degrees and 44.2 inches of rear leg room, the Mega Cab offers more space to stretch your legs than the Mercedes S-Class (40.3), the Audi A8L (41.1), and the Maybach 62 (40.1 inches). There is so much space between that back seat and the front seat that one tester quipped that parents would find it difficult to provide “attitude adjustments” to unruly children in the back seat.
The rear seating area isn't just big; it's also flexible. The 60/40 rear seats fold down to reveal 7.7 cubic feet of storage, including two covered bins. When the rear seats are completely folded, the Mega Cab provides 16.6 square feet of flat storage area for transporting large items that need protection from the elements. The rear door, which swings out 85 degrees, is actually larger than the front door. This looks a little strange, but it makes loading and unloading large items very convenient.
While the back seat is the biggest news for the Mega Cab, it isn't the only news. All Rams benefit from a completely new interior, frame, brakes and front-end styling.
The most notable styling change is that the signature crosshair grill gets an angular makeover reminiscent of the latest Dakota. The Ram's head logo is now in the center of the grill, rather than at the top. Other than the front end, most of the bodywork carries over from the 2005 Ram.
With only two exceptions, the interior makeover is a dramatic improvement from the previous generation's interior, which was quite good already. Front seat passengers enjoy an all new dash and a floor mounted mini-console. This console provides storage and three conventional cup holders. These cup holders sadly replace the previous generation Ram's innovative adjustable cup holders. I loved the old cup holders because they adjusted to hold anything from a regular sized, half-caff-mocha-choco-carmel cappuccino from Starbucks to my 44 oz belly buster cola from Circle K. The mini-console provides convenient storage, but it eliminates floor space for the center front passenger, which in turn, limits the use of this seat to short-legged children, or adults on very short trips.
Other than these two minor quibbles, the rest of the interior is very well-executed. Buttons and switches are logically located and easy to reach. The materials, fit, and finish are of a quality befitting a vehicle that can exceed $50,000. The front seat seats are large, supportive, and Lazy-Boy comfortable.
If you don't need room for a sixth passenger, the 2006 Ram offers, for the first time, a full console and front bucket seats. The full console provides not one—but two layers of storage. As on previous Rams, the top layer is still large enough to hold most laptop computers. The full console provides a generous bin, which was designed with fast food bags in mind. Yes, that's right – someone actually designed and installed a happy meal container. I prefer the standard bench seat and flip down console, which provide nearly as much storage and room for a sixth passenger.
Astronauts have gone into space with less technology than is now available on the Mega Cab. In addition to a DVD based navigation system, a 384-watt Infinity sound system, and a rear seat DVD entertainment system (complete with wireless headphones) the Ram also offers Bluetooth mobile phone integration and Sirius satellite radio. The Ram Mega Cab is also the only pickup truck to offer the option of having a sunroof AND a rear seat entertainment system at the same time. Stretching out in the back seat of a pickup with the DVD system on and the seats reclined made us feel a little like redneck rock stars.
Only two engines are available in the Mega Cab. 1500's come standard with the 5.7L Hemi delivering 345 HP and 375 lb.-ft of torque. 2500 and 3500 series Mega Cabs are equipped with the 5.9L Cummins Turbo Diesel that twists the driveshaft with 325 HP and a whopping 610 lb-ft of torque.
If you have ever wondered what it would be like to drive a big rig, you should drive a Mega Cab 3500 4X4 equipped with the Cummins Turbo Diesel and the six-speed manual transmission. This is probably as close as you are going to get—without signing up for truck driving school. The seat is so high that my ears popped a little as I climbed aboard. The engine offers a great deal of diesel character without feeling like a refugee from a farm equipment auction. Second gear starts are the rule, unless you are hauling something unusually heavy. With 610 lb-ft of torque, shifting is purely optional once you reach cruising speed. The Cummins-equipped Ram pulls brutally hard in any gear.
We also had an opportunity to sample the 5.7-liter Hemi-equipped Mega Cab. The character of this engine is unchanged from previous Hemi equipped Rams, but the big news with the Hemi is that is now equipped with Dodge's Multi Displacement System (MDS), which deactivates four cylinders when extra power is not needed. This system greatly increases fuel mileage and is totally transparent to the driver. The only way to tell that the system is working is to actively monitor the fuel economy. The Hemi is quiet and smooth. I think it is a little too quiet, as the bad boy exhaust burble from the pervious Ram is now gone. When you mash the gas, however, the Hemi snaps to attention and launches the big Ram forward with authority. Of course, with gas at $2.80 a gallon, we recommend that you save this guilty pleasure for special occasions.
On the road, the muscular and athletic character of the previous Ram is carried over. The nicely weighted and accurate steering, combined with a very stiff chassis and composed ride, make the Ram feel more nimble than its 6500-lb curb weight would suggest. The four wheel disc brakes do an admirable job of bringing the mammoth truck to a stop.
Innovation doesn't come cheap, however. Having the most spacious pickup truck ever produced is going to cost you. A 1500 SLT 4X4 Mega Cab with a Hemi and cloth interior will set you back about $35,980. A fully loaded 3500 Laramie with a sunroof, DVD entertainment system, navigation system, heated leather seats and a Cummins Turbo Diesel will cost over $50,000.
I genuinely like the Mega Cab. It is refined, powerful and loaded with character. It boasts the biggest interior, two of the most powerful engines in the industry, and it does all this without compromising comfort or style. In a world where bragging rights are what it is all about, the Mega Cab is tough to beat.
I genuinely enjoyed driving the Dodge MegCab and was reluctant to hand over the keys. It's rugged enough for the cowboy on the plains, yet refined enough for an evening on the town, plus it's loaded with character. On the whole, while the MegaCab is a very attractive package to people who need a massive truck with tons of space and power in excess like this, most buyers would probably be better off with something smaller, more fuel efficient and easier to park.
On the other hand, if you really need a pickup truck that can tow nearly 8 tons, pack in six adults and load up the bed, the MegaCab is at the head of its class.
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