2011 Dodge Ram Chassis Cabs: Ram 3500, Ram 4500, Ram 5500
The Dodge Ram Heavy Duty pickups (Ram 2500 and Ram 3500) will appear in calendar-year 2009 for the 2010 model year. The Dodge Ram Chassis Cabs will have a short 2010 model year and will all be built within calendar-year 2009; 2011 models will have the new styling and interiors, and will be built starting in April 2010.
The Ram 3500 will (for 2011) have best in class 26,000 pound GCWR and 13,000 pound GVWR. Despite all new styling, the upfit capability will remain the same, and a new crew cab will be launched.
Ram 3500 will have a choice of Hemi or Cummins diesel, with a base weight of 5,913 - 7,474 lb (diesel adds around 700 lb to base models, and 4x4 adds 200 lb; increasing capability and the crew cab account for the rest of the spread.)
2011 Dodge Ram Heavy Duty
The Ram Heavy Duty is aimed at commercial and fleet users, buyers of serious, diesel-powered chassis cabs; upfitter friendliness and low maintenance costs are best in class.
The 2011 Dodge Ram chassis cabs will continue to use the previous generation’s proven chassis and frame, but with more comfort, higher capabilities, and more body options, including a crew cab.
Thanks partly to a new six-speed transmission, chassis cab gas mileage has been best in Class 4 and Class 5 — 14% better than Ford F-550 and 23% better than GMC C5500. Still, the 2011 Dodge Ram will have the largest standard fuel tank (52 gallons).
For lower maintenance and better stopping power, the Ram 4500/5500 has the largest front brake rotors (390 mm) and calipers (66 mm), and a standard diesel exhaust brake. The standard diesel 24,000 lb. Gross Combined Weight Rating (GCWR) and optional 26,000 lb. GCWR package are both best-in-class on 3500.
The ride was greatly improved through re-tuned suspension components; handling under a full load was also beefed up. Fluid-filled hydro-mounts under the cab reduce beaming and bounce over rough surfaces. (What are fluid-filled hydro-mounts? Here’s what Dodge said: “C-pillar hydro mounts were added to improve damping through the frame-bending mode frequency in order to better manage shake and after-shake response. The result is reduced shake and improved ride.”)
The 6.7 Cummins turbodiesel will be essentially unchanged, but with a new particulate feature that slashes nitrides of oxygen by 90%; in the pickups, the engine produces 350 hp at 3,000 rpm, and 650 lb-ft of torque at a stunning 1,500 rpm, just off idle (automatic transmission). With the G56 manual transmission, the Cummins puts out 350 hp and 610 lb-ft of torque; with the chassis cabs, 305 hp and 610 lb-ft of torque.
Maintenance for the Cummins engine includes 7,500 mile oil changes and overhauls at 350,000 miles (100,000 miles more than Ford or GM). It includes an exhaust brake, a major safety feature and unique in this segment; and a B20 (biodiesel 20%) version for fleet buyers. Power-wise, the Cummins engine has the same ratings as the Ford Super Duty diesel (though peak torque comes in earlier), while the Silverado’s Isuzu-boosted Duramax diesel has 15 more horsepower and 10 lb-ft more torque.
In chassis-cab service, the engine meets 2010.5 emissions standards in 50 states, thanks to diesel exhaust fluid (DEF) injection based on urea injection Selective Catalyst Reduction (SCR) technology. The standard diesel has a 5 year/100,000 mile warranty, the best in its class. The base alternator increased from 136 to 180 amps.
Ram Chassis Cabs come with a proven six-speed Aisin automatic transmission (with 3-year/180,000-mile warranty) or a six-speed manual transmission. The commercial-grade six-speed automatic is electronically controlled, with excellent shift quality (using advanced electro-hydraulic clutch-to-clutch control) and close gear ratios with both static and mobile PTO capability. With more control, the six-speed manual transmission achieves a high-ratio sixth gear for longer highway cruising.
The Aisin torque converter now locks up in PTO mode for better fuel economy and speed control while using aerial lifts and air compressors; customers also have the ability to program a precise engine RPM that is activated immediately when the PTO is engaged. This eliminates the need to toggle up to the desired engine RPM.
4x4s get one of two transfer cases: the manual NV271 unit (ST and Power Wagon) or the electric, shift-on-the-fly NV273 case. Axle ratios are 3.42, 3.73, 4.10 or 4.56.
The interior was naturally upgraded, with optional heated/ventilated front seats; heated rear-seats and steering wheel; automatic temperature control; two-tone upholstery; memory seats, radio and mirrors; navigation; adjustable pedals and numerous infotainment options including Backseat TV(tm) with three channels of programming, uconnect tunes with a 30-gigabyte hard drive, and a first-in-segment 10-speaker surround-sound system. Numerous storage options include in-floor storage.
Upfitter friendliness continues partly by using the existing commercial-grade frame and suspension system with best-in-class (for 3500) frame steel strength (50,000-psi). Maintaining its common architecture for commercial applications, the one-piece C-channel rear-frame rail’s riveted crossmembers provide more durability than traditional welds or bolts. In addition, rivets allow for easy removal and/or replacement of components during upfits and modifications; and using the industry standard 34-inch spacing without the “gotchas” of raised surfaces allows for easy adaptation of add-ons designed for other trucks. All chassis components are below the frame surface.
The one-piece C-channel frame, sheer plate or u-bolt access along the length of the frame, and shear plate mounting locations identified along the frame contribute to the Ram 3500, 4500 and 5500 Chassis Cabs’ upfitter friendliness, as do commercial-grade service and support with Body Builder Guides and hotline support from the engineering team.
The 2011 Dodge Ram 3500, 4500 and 5500 Chassis Cabs now feature four all-new upfitter switches integrated on the instrument panel; each is linked to an auxiliary Power Distribution Center (PDC) under the hood which includes one fused 20-amp battery feed and one 20-amp fused relay controlled by the ignition. Two switches are ignition-fed and the remaining two are either battery or ignition. Switch outputs are under the hood. A seven-circuit trailer harness and a special upfitter jumper cable – a wiring harness for ancillary power needs -- are both standard.
Incorporated into the design is a rear ground stud rated for 50 amps. Electrical connections are user-friendly thanks to one fused battery feed and one fused ignition feed routed into the cab and to the rear of the chassis. With built-in PTO capability, all models feature a heavy-duty cooling system in order to meet additional heat loads that are often generated from PTO upfits and/or extreme hauling.
A capped auxiliary fuel line on the fuel tank facilitates the use of auxiliary equipment running on fuel. Fuel and brake lines are routed together on the frame’s driver side to make better use of space along the frame. Both standard and optional fuel tanks feature a through-the-frame fuel filler (external on the mid-ship tank) allowing virtually any upfit without the need for additional modification. The new urea system is placed in unused space, out of the way and under the cab for added upfitter convenience.
Suspension
Engineered to deliver precise feel and response for better handling, the Dodge Ram Chassis Cab’s steering and suspension system boast superb strength with a focus on improved load capacity, increased durability and refined handling. Two-wheel-drive and four-wheel-drive models feature a recirculating ball system that provides precise response and an on-center steering feel through lower internal friction.
Featuring solid front and rear axles, and a five-link, coil-spring front suspension with solid axle, a front and rear link-type sway bar and heavy-duty tubular shock absorbers are standard. The rear suspension on two- and four-wheel-drive models is equipped with leaf springs and includes standard two-stage springs as part of the design for greater load-carrying capability and better ride with light loads.
Rear axle ratios on Ram 3500 are 3.42, 3.73, and 4.10:1; rear axles for Ram 4500 are 4.10, 4.44, and 4.88; while the Ram 5500 only has 4.44:1 and 4.88:1. Base weight for the Ram 4500 starts at 7,599 lb (4x2) and rises to 8,655 lb (Crew Cab 4x4); the 5500 weights are similar. Maximum GCWR on both 4500 and 5500 is 26,000 lb, while GVWR ranges from 15,000 to 16,500 on Ram 4500 and from 18,750 to 19,500 on Ram 5500.
Cab to axle lengths on Ram 3500 are 60 and 84 inches (just 60 on crew cab); 60, 84, 108, and 120 on Ram 4500/5500 regular cab, and 60 and 84 on Ram 4500/5500 crew cab.
| Interior Specifications | Regular Cab | Crew Cab |
|---|---|---|
| Headroom | 40.3 | 41.0/39.9 |
| Legroom | 41.0 | 41.0/43.1 |
| Shoulder room | 66.0 | 66.0/65.7 |
Aerodynamics
When fuel prices shot up and gas mileage became politics, aerodynamics gained a new prominence — not that Chrysler had not already been moving back towards its pre-Daimler aero emphasis. Thus, styling followed both aesthetics and aerodynamics.
The tailgate is sculpted for better air flow, incorporating a spoiler in the upper part of the sheet metal. This tailgate also accommodates an available back-up camera for convenient trailer hook-ups and includes a lift-assist feature that makes raising and lowering a one-hand operation. Standard bedrail protection is included with both the 6-foot-4-inch. and 8-foot cargo boxes. The boxes now feature bedrail caps that protect sheet metal from dents and scratching.
External mirrors are sculpted to produce a more useable area, with aerodynamic benefit and less noise. Mirrors are equipped with turn-signal indicators, memory function, puddle lamps and adjustable convex mirrors. Depending on trim level, mirrors are finished in black, or black and chrome. The larger 7-in. x 11-in. mirror for trailer towing is standard on 3500 models and available on 2500 pickups. These mirrors flip up and out into a vertical configuration for trailer-tow use. Front fenders and headlamps of the new 2011 Dodge Ram 2500 and 3500 are shared with light-duty pickup models.
| 2011 engines | 5.7 Hemi | Cummins Diesel |
| Horsepower | 383 @ 5,600 | 305 @ 2,900 |
|---|---|---|
| Torque | 400 @ 4,000 | 610 @ 1,600 |
| Bore x Stroke | 3.92 x 3.58 (V8) | 4.21 x 4.88 (I6) |
| Features | Active intake, VVT | Variable geometry turbo Integrated exhaust brake |
The new grille includes a chromed surround with either black center bullets (ST, SLT and Power Wagon models) or chromed center billets (Laramie, Big Horn and Lone Star models).
To accommodate cooling requirements of the 6.7-liter Cummins Turbo Diesel engine, the new 2011 Dodge Ram chassis cab grille opening is larger than the light-duty grille. The larger grille requires a taller hood that incorporates “louvers” on each side. Access to the front winch (on Power Wagon models) and tow hooks led to the unique front-bumper design.
Front and rear doors follow the style pioneered by the 2009 Dodge Ram 1500 – a design that places the door cut to the side of the truck, rather than into the roof, in order to reduce wind noise and weight.
Safety features
- Advanced antilock brakes modulate the four brakes individually
- Load-limiting retractors have a two-stage system to limit maximum force on the seat belts
- Steering columns have two hydroformed coaxial tubes that move relative to each other in order to allow the column to move forward for enhanced energy-absorption during an impact
- In an accident, the interior lights are turned on and doors unlocked for rescue people
- Front seat belts are height adjustable
- New pillars are designed to limit head impact force
- Power adjustable pedals to avoid accidents
The rumor mill: who got it right?
oh20 had predicted the crew cab with an eight foot bed; the upgraded interiors and creature comforts (right down to heated steering wheel and ventilated seats); and audiophile option. He also predicted active head restraints, turn signals in the mirrors, and blind spot detection; we don't know about these yet. We'd expected the new smaller Cummins diesels, but those were officially delayed.
