Apart from powerplant sounds, the most apparent differences in driving a Ram HD come from the ride and braking. The Ram HD 2WD uses coil-sprung independent suspension with aluminum upper A-arms, similar in concept to 1/2-tons but substantially revised. Steering is now by rack-and-pinion, which has eliminated any trace of wander, gives immediate response and feedback, and compares nicely to a Lightning.
The solid axle used on 4WDs can't be combined with rack-and-pinion, but the recirculating-ball system has been revised. We noticed the much faster response at first maneuver (less than three turns, lock to lock) and suspect it may turn tighter than previous HDs despite the added wheelbase (repeated backing of a trailer demonstrated that the new pump does move more fluid). The 4WD front end remains a coil/link design, and the radius rods are now boxed for more stability.
Out back, the leaf springs have been moved further outboard and lengthened a few inches for a softer ride. You'll notice it more on 3500s, however, because the spring pack has a two-leaf overload/three-leaf main setup. Ride quality is better unloaded and less punishing when weight puts you on to the secondary pack. The rear shocks are staggered, with the driver's side leaning backward and the other side forward to clear fuel tanks and exhaust pipes.
The last major mechanical upgrade, especially relative to pre-2001 HDs, is the braking system. Standard 17-in. wheels cover rotors almost 14 in. in diameter front and rear, with twin-piston calipers on all front brakes and some rears. Four-wheel anti-lock is standard on all HD Rams and pedal feel is markedly improved over earlier models, and while we couldn't test fade resistance by unplugging the 6-ton-trailer's brakes, we expect it to be similarly improved.
Changes to the Ram HD cabin are much the same as the 1500 that debuted last year. A three-model lineup includes base ST, better SLT, and Laramie to replace the previous SLT+. Top-line Laramies come with aluminum wheels (at least on SRW), adjustable pedals, leather, and dual-zone climate control. Front doors curve inward at the bottom, for less climbing to get into a tall 4WD, rear doors swing almost 90-degrees to facilitate entry, and the pocket in the back edge of the regular cab door looks like an ideal spot for your fire extinguisher. The only changes between the 1/2-ton and HD interiors are shifters and numbered gauges for diesel trucks.
We expect Dodge's sales rates of about 70-percent diesel and 70-percent four-wheel drive will remain for the new truck; the diesel gives big-block torque and V-6 mileage with excellent longevity, and 4WD gives extra traction and the solid axle's ability to carry a camper or heavy payload without realigning the front end.
We'll have a test on new diesels and 1-tons as soon as they become available. Expect pricing to rise slightly.