Dodge Ram 2500 Mega Cab Tow Test Stuart Bourdon Trailer Boats July 18, 2007

Dodge Ram Mega Cab 3?4- and 1-ton trucks are impressive tow vehicles in every respect, not the least of which is their massive interior room. Despite recent competition from the new Toyota Tundra Crew Max 1?2-ton, the Mega Cab remains the biggest of the big boys. Numbers only tell half the story, though. When you climb inside, the cab overwhelms you. I am 6 feet, 2 inches tall, and I feel small in the cavernous Mega Cab.

We have observed in previous tests that the Ram Mega Cab is a firmly planted and steady tow vehicle. The four-wheel-drive (4WD) 2500 model subject of this evaluation was no different. Even with 9260 pounds of Sea Ray 260 Sundancer cruiser behind it, the rig never gave us the slightest hint of quirky handling. So what’s new? How about a powerful new diesel-and-transmission package.

Now, with Dodge’s mid-year introduction of a 6.7L 24-valve I-6 turbodiesel, the truck we’ve dubbed King Kong just got larger. The Ram 2500 and 3500 (including Mega Cab models) offer best-in-class 650 lb.-ft. of low-down torque with the new 350 hp Cummins engine.



QUIETER, CLEANER, MORE POWERFUL

This intercooled 6.7L (408 cid) diesel features an OHV design and is enhanced with an electronically controlled variable geometry turbocharger (VGT) that precisely coordinates boost pressure with the engine’s power needs. The VGT system uses 16 fixed vanes and a sliding nozzle to deliver the variable geometry, and also incorporates an electric valve for optimized combustion, lag-free acceleration and reduced emissions.

Dodge claims the new diesel is 50 percent quieter than the 5.9L Cummins diesel, and, in fact, we could actually carry on a conversation while standing next to the engine while it was running. New motor mounts, a constrained-layered oil pan, intake silencer and engine-block shield act in unison to create a quieter cabin, as well.

The 6.7L diesel is cleaner, too, offering a

90 percent reduction in particulate matter and 50 percent reduction in nitrogen oxide emissions; it meets all 2010 U.S. federal and state emissions standards. The new engine also features B5 biodiesel compatibility, as well as a self-cleaning diesel particulate filter located within its forward exhaust system. The muffler is not part of the system’s particulate control, and so can be changed out for a custom aftermarket muffler without altering the vehicle’s emissions compliance.



BRAKING NEWS

Even more significant is the industry-first integrated exhaust brake. Using the 6.7L Cummins turbocharger, the exhaust brake helps hold speed in check when you’re negotiating steep grades. This served us well during our testing, and helped reduce the use of the truck’s wheel brakes so overheating and fading was less of a concern while towing the heavy cruiser down Southern California’s notorious Cajon Pass.

This engine’s raw power output is astounding. Our towing and nontowing 0-to-30 mph acceleration times were quick (6.8 seconds while towing), but should be footnoted: When performing these tests, the rear tires broke loose every time we launched the truck from a stop. Power came on like a bull all the way to about 3000 rpm, at which point it quickly fell off. This sort of power curve is typical of diesel engines, but we were surprised by the less-than-stellar towing passing-range (40-to-60 mph) time of 14.5 seconds.



GEAR CHOICES

Backing up the 6.7L turbodiesel is a new six-speed automatic transmission. And as if a wide array of gear choices were not enough, Dodge has added an Electronic Range Select system that allows the driver to manually select the most appropriate gear for the specific towing situation.

The six-speed tranny’s wide gear ratios include a sixth (0.625:1), or second overdrive gear that allows the engine to operate at a very low rpm — even at highway speeds. First gear isn’t all that low (3.231:1), at least compared to some other automatics available in modern pickups and SUVs, but with the Cummins’ massive torque and a set of (standard) 3.73:1 axle gears, our quick acceleration times were no surprise.

We’ve never been fond of steering-column-mounted gear levers, and when this one was pulled into the Drive position, it sat just inches above my knee — close enough to be accidentally struck when I lifted my leg quickly to apply the brakes. Then again, Dodge has done something we do like with the gearshift: Aside from the Tow/Haul mode switch at the tip of the stalk, there is a small toggle switch (+ or -) that lets you shift through all six gears one by one.

Shift quality was not harsh, but we must categorize it as “strong and abrupt” under steady acceleration. It didn’t matter. There are so many things to love about this transmission that a lurch accompanying a shift under stiff acceleration didn’t bother us.



CLASSIC CHASSIS

Our truck’s steering was quick and spot-on. Snap lane changes were accompanied by an abrupt wiggle-waggle from the trailer, but before you could say “sway,” the boat was back in line.

Tongue weight was no problem, either. The rear end settled about 4 inches under the 860 pounds of tongue weight from the trailer-bound Sea Ray 260 Sundancer, but we never hit the bump stops during our long day of testing. Our 4WD model’s overall ride quality was actually sweetened under the weight, which helped smooth out the jarring and hopping that we endured from the relatively stiff unladen chassis during nontowing jaunts.

Stopping power was as good as the truck is big. Thanks to large (nearly 14-inch) disc brakes, augmented with four-wheel ABS and a hydraulic boost system on all four corners, the 2500 Mega Cab’s average recorded towing braking distance was short (for a truck this size) and well-mannered. When not towing, however, the Ram 3?4-ton nosedived noticeably under panic-stop brake testing.



DRIVER PERSPECTIVE

The driver seems higher off the road surface than with other full-size pickups, offering a scope of vision that’s especially helpful when towing in traffic. Lots of glass also aids visibility. And although the standard side mirrors that came with our test unit were acceptable for towing, we highly recommend the larger optional towing mirrors. >

Our rig’s seats were well cushioned but supportive — it never felt like we had sunk into our aunt’s overstuffed couch. Interior controls were easy to reach, and we liked the contrast of the white-faced dials, black numbers and bright orange indicator needles. They make it easy to register information with just a quick glance. The only negative comment we have concerning the interior appointments on this test unit are the too-small numbers and letters on buttons and switches surrounding the LCD navigation/

audio system. It takes too much time to search for the right one, and that’s time not spent watching the road.



FINAL ANALYSIS

Despite a few details we would change, such as the overstiff suspension and tiny markings on some of the interior controls, this truck delivers much of what we look for in a good tow vehicle.

It offers a steady footprint to help control a large towed load, and provides awesome power from off-idle through 3000 rpm, a wide-range of gears to choose from for any towing situation, lots of comfortable interior room, and excellent visibility. In short, the 2007 Dodge 2500 Mega Cab with the new 6.7L I-6 turbodiesel and six-speed automatic is a truck that anyone with a big boat will love.



SPECIFICATIONS

DODGE RAM 2500 MEGA CAB 4WD

Base Price $43,090

Price as Tested $57,170

ENGINE

Displacement/Type 6.7L/OHV 24-valve

I-6 turbodiesel

Net Torque 650 lb.-ft. @ 1500 rpm

Net Horsepower 350 @ 3013 rpm

Fuel Delivery Electronic high-pressure common rail

Fuel Requirements Ultra-low-sulfur diesel

DRIVETRAIN

Transmission Six-speed automatic (68RFE Orion)

4WD System Electronic two-speed part-time

Axle Gears 3.73:1

CHASSIS

Body/Frame Body on ladder-style full-length

steel tube frame

Front Suspension Live axle, Quadra Link leading

arms, track bar, coil springs, stabilizer bar,

gas-charged shock absorbers

Rear Suspension Live axle, longitudinal leaf springs,

gas-charged shock absorbers

STEERING SYSTEM

Type Power recirculating ball

Turning Circle 52.5’

Wheels 17x8-inch chrome-clad aluminum

Tires LT265/70R17E

BRAKE SYSTEM

Type Hydraulic boost, four-wheel ABS

Front 13.9” vented discs (313.2 sq. in. swept area)

Rear 13.9” discs (309.6 sq. in. swept area)

DIMENSIONS AND CAPACITIES

Wheelbase 160.3”

Track (front/rear) 69.5”/68.2”

Length 247.7”

Width 79.5”

Curb Weight (public scale) 7620 lbs.

GVWR 9200 lbs.

GCWR 20,000 lbs.

Fuel Capacity 34 gals.

TOW PACKAGE

Max. Tow Rating (as tested) 10,000 lbs. (conv. hitch)

Hitch Class IV receiver

TRAILER/BOAT DATA

Trailer Trail-Rite (9999-lbs. GVWR) galvanized,

tandem-axle, dual disc brakes

Boat Sea Ray 260 Sundancer

Trailer/Boat Weight 9260 lbs.

Tongue Weight 860 lbs.



Special thanks to Newport Boats (949/646-8888;

newportboats.com) in Newport Beach, California,

for providing the Sea Ray 260 Sundancer for this

evaluation.





BONUS WEB INFORMATION

SIZING UP THE MEGA CAB

Although most Trailer Boats readers are familiar with the basics of the Dodge Ram Mega Cab pickups due to the tests published in past issues (it has been around since its introduction in late 2005 as a 2006-model-year vehicle), some of its larger virtues bear repeating.

The Dodge 2500 Mega Cab four-wheel-drive (4WD) model we tested offers the industry’s largest pickup interior space (143.2 cubic feet), and longest cab (111.1 inches). It also features an innovative folding rear seat and cargo floor for the largest interior cargo volume (72.2 cubic feet), and largest flat-floor load area (16.8 square feet). In addition, it delivers best-in-class rear-passenger legroom (44.2 inches); offers the largest rear door opening (at 35.4 inches wide by 35.5 inches high); the largest full-size rear door open angle (85 degrees); and it was the first to offer reclining rear seats with a range from 22 to 37degrees of back seat tilt. About the only truck that can challenge it, dimension-wise, is the new Toyota Tundra Crew Max 1?2-ton.