According to Fred Diaz, President and CEO of the Ram Brand, so far in the 2012 calendar year, the Ram truck has gained 2.5 percentage points of market share. That's extremely hard-fought territory, because Ford, GM, and Chrysler derive a lot of their profits from the sales of full-size trucks. Model-year 2013 is Ram's turn to bask in the spotlight with many changes and new features to pique buyers' interest. But following right on its heels in the 2014 model year are a new-generation Chevy Silverado and GMC Sierra, and not long after that the next version of the sales-leading Ford F-150. The big factor that's boosting full-size truck sales is the return of the personal-use buyer. During the recent recession that saw both high unemployment and high gas prices, work-truck demand stayed relatively constant, but many recreational truck buyers either delayed a purchase or downsized to something more affordable and fuel efficient.
Back in 2009, product planners were figuring the 2013 Ram 1500 pickup would be a mild refresh, but along the way it became a major program with lots of new content. Taking a page out of Ford's F-150 play book, the 2013 Ram 1500 pickup is launching with a multitude of models, featuring 11 different trim levels, making it easier than ever to have a Ram truck your way. Back for 2013 are three body styles: the three-passenger Regular Cab, 5-6-passenger four-door Quad Cab and, with about six inches more rear legroom, the 5-6-passenger four-door Crew Cab. The Regular Cab can be had with a 6-foot 4-inch short box or 8-foot long box, Quad Cab with the 6-foot 4-inch box, and Crew Cab with a choice of 5-foot 7-inch short box, or the longer 6-foot 4-inch box, a new option this year. A spray-in bedliner is optional. So is a cargo management system with a movable, lockable center divider, and sliding bedside cleats. The Ram-exclusive, lockable Rambox bins on the outer panels of the bed are now available with every cab and all beds except the 8-footer.
There's better efficiency, more luxury, and way more features this year. Although the fleet SL model does cheap out with crank windows, hard-plastic door armrests, and deletes the upper glove-box door, the retail models Ram sells to the public are fairly well equipped. All retail trucks, even the base
Tradesman, get standard tilt wheel, cruise control, A/C, intermittent wipers, automatic headlamps, USB port, mobile device auxiliary jack, two 12-volt outlets, power windows with driver's one-touch up and down, a locking tailgate, trailer-tow pin connector, 4-wheel ABS, stability control, traction control and roll mitigation, hill-start assist, trailer-sway control, tire-pressure monitor, and a full-size spare.
The lineup now includes the work-oriented Tradesman with a standard 4.7-liter V-8 and the sporty, value-filled 5.7-liter Hemi-powered Express. There's also the rugged Outdoorsman with LT265/70R17 on/off-road tires, front suspension and transfer-case skid plates, power folding mirrors, 5.7-liter Hemi and more. The ultra-luxurious Laramie Longhorn adds power adjustable pedals, LED courtesy lamps, real wood center stack, door and steering wheel trim, dual-zone A/C, power memory front seats, heated and ventilated front seats with driver's lumbar adjust, heated steering wheel and rear seats, leatherette seat trim, and 110-115-volt outlet. There's a new HFE high-mileage model with stop/start technology. At the other end of the spectrum is the street-tough R/T 4x2 regular cab short box with 285/45 all-season tires on 22-inch forged aluminum wheels, the 5.7-liter Hemi V-8, 4.11:1 final drive, sport dual exhaust, billet grille, body-color grille surround, door handles and rear bumper, sport performance hood, and Sport LED turn/stop/tail/running lamps.
Before the first "big-rig" look Dodge Ram made its debut for the 1994 model year, the Ram was a distant third in the U.S. full-size pickup rankings, kept alive by government fleet sales and a small but dedicated contingent of horse-trailering equestrians who were drawn to the Cummins turbodiesel. Sales leapeddramatically with the 1994 model and its gaping cross-hair grille and slope fenders have been with the Ram ever since. Several styling iterations later, the big-rig design still makes the Ram stand out in a cowboy bar parking lot.
When it came time to "refresh" the Ram for 2013, the rallying cry was: "don't screw up the great Ram pickup look!" So the new Ram's grille is enhanced, an inch taller, and bolder than ever. The bumper is now more heavily contoured with vertically oriented foglamps (for better light distribution) and the tow hooks on 4x4s are more prominent, easier to latch onto. The uplevel headlamps on Sport, Laramie, and Laramie Longhorn are now bi-function projector beams. LED turn/stop/tail/running lamps add crispness and nighttime drama at both ends of Sport, Laramie, and Laramie Longhorn models. There are actually seven different grilles, with black, chrome or body-color surrounds and variations of blackout hexlink, chrome mesh, and cool billet inserts. Available on Sport and standard on R/T is a "performance" hood with power bulges.
The real action, however, happens behind the grille, where a new movable air shutter system (on models with 8-speed transmission only) blocks off up to 80 percent of the airflow through the grille to improve aerodynamics and fuel economy by sending more air around the truck instead of into the engine bay, except when max cooling is needed for big loads and/or hot days. Speaking of fuel economy, the new Ram's front fascia dips down lower to the ground as well, again in the interest of improving aerodynamics. The pliable edge of the air dam allows it to deform, then snap back into shape if it encounters a rock or curb. Also aiding the fuel-economy effort are new optional side steps, which continue past the cab and terminate at the rear wheel openings, helping smooth airflow around the truck. As an added bonus, the Ram's side steps are useful when loading cargo in the front of the bed.
With the 2009 Ram introduction, Chrysler's full-size truckmeisters definitely raised the bar on interior design, material usage, and feature content. Already impressive, the new Ram's interior is even better for 2013. It's a quiet and comfortable place, with thoughtful details like a central locking system that locks not only the doors, but the tailgate and available Rambox bins on the exterior of the bed. This year, Ram expands the use of soft-touch materials and introduces genuine wood trim on premium models. There is generous application of ambient lighting, illuminated by LEDs in premium models. New for 2013 is a reconfigurable 7-inch color multiview display between the speedo and tach, available on SLT, Big Horn, and Outdoorsman and standard on Sport, Laramie, and Laramie Longhorn. The display communicates vehicle status such as trip odometer, digital speed readout, trailer-towing information, audio status, stored messages, transmission temperature, compass heading, ambient temperature and much more. New options include remote start, passive entry, keyless start, Rain Sense wipers, Smart Beam auto-dimming headlights, and a power sliding rear window with defrost.
There's big news under the hood with the introduction of the Pentastar 3.6-liter V-6. It's so good that buyers no longer have to automatically default to the 5.7-liter Hemi V-8 as a viable powerplant for a full-size pickup weighing north of 4500 lbs. The V-6 is standard on the high-volume Ram SLT and high-mileage HFE models. This four-valve-per-cylinder DOHC 3.6-liter V-6 recently made its debut in the Chrysler 300 and Dodge Charger. Ram engineers have done a great job of tuning the engine's throttle progression and the new standard wide-ratio 8-speed transmission's shift maps for quick response. With variable valve timing and continuously adjustable cam phasing, the 305-hp 3.6-liter V-6 is so responsive throughout its rpm range and gets such good fuel economy that it makes the carryover 310-hp 4.7-liter V-8 largely superfluous. At an EPA-estimated 17-mpg city/25-mpg highway, that's a 20 percent gas mileage improvement over last year's standard 3.7-liter V-6. The new 3.6-liter V-6 will tow nearly as much (up to 6500 pounds) as the middle engine choice, the 4.7-liter V-8. And the 4.7-liter, despite its smaller size, does no better in the fuel efficiency department than the 5.7-liter Hemi V-8. For the Ram buyer who runs empty most of the time, is looking for max fuel economy and plans only occasional light-to-medium towing, the new Pentastar V-6 deserves a serious look and a test drive. It's E85-compatible as well.
The new HFE (High Fuel Efficiency) model boasts a headline-grabbing 18-mpg city/25-mpg highway EPA fuel economy rating. It's built on the lightest-possible Ram 1500 chassis, a Regular Cab 4x2 with the 6 foot, 4-inch bed, with an 8-speed automatic and tall 3.21:1 final drive. This 3.6-liter V-6-powered truck features stop/start technology that automatically shuts off the engine at stoplights. Then when the driver lifts his foot off the brake, the 12-volt starter cranks the engine back to life. The system has a high-capacity battery and alternator to withstand the rigors of frequent engine starts. With about a second of crank time each the engine is restarted, it's not as seamless in operation as some mild hybrids with 36-volt systems, like the Chevy Malibu ECO, which restart the engine smoothly and in a fraction of a second, but it's certainly a system you can live with. Ram gives drivers the option of turning stop/start off if desired via a dash switch.
Then there's the default choice, the legendary 5.7-liter Hemi V-8, which is standard on the Express, Big Horn/Lone Star, Outdoorsman, Sport, R/T, Laramie, and Laramie Longhorn. Like the 3.6-liter V-6, it has variable valve timing for a broad torque band. It also features mileage-improving cylinder deactivation that shuts off fuel to four of the eight cylinders under low-load conditions when full power is not required. Ram tells us the new Torqueflite 8 transmission teamed with the Hemi and,the 3.92:1 final drive is expected to be in excess of 11,000 pounds. An optional integrated trailer brake controller is located within easy reach on the center stack.
Take a peek under the Ram's massive hood and there's definitely more room behind the Ram's grille cross-hairs for more engine--as in a certain longer inline-six oil-burner! The new Pentastar V-6 is so far back in the chassis, it barely edges forward of the front axle centerline. Even the 5.7-liter Hemi V-8 looks like it's lost inside the cavernous engine room. Chrysler executive's lips are sealed on this one.
Speaking of the new Torqueflite 8, it comes in two flavors: a light-duty ZF 8HP45 with 332 lb-ft of torque capacity for use behind the new 3.6-liter V-6 and a medium-duty 516 lb-ft-capacity ZF 8HP70 unit teamed with the 5.7-liter Hemi V-8. Both 8-speeds have identical, widely spaced ratios, with a super-low first gear for quick launches and two tallish overdrive ratios up top. You might think with that many gears the 8-speed would be tripping all over itself, constantly swapping gears to find the optimal ratio. But the reality is this gearbox does a great job of quickly zeroing in on the right ratio with its five closely spaced middle gears for any given throttle position, road speed, or load--much better than the old gearbox handled just six cogs. The wider selection of ratios helps keep the engine running at its most efficient rpm. The 8-speed's shifts are milliseconds quick and seamless to boot.
The new 8-speed's dash-mounted transmission range-select knob has a precise, yet substantial feel -- something more than just a big radio volume knob. There's a delicate balance that had to be achieved to find a shifter solution that feels natural to pickup truck owners with work gloves or weathered, calloused hands more accustomed to moving a hefty lever a few inches and not even thinking about it. Getting the previous floor shifter off the console frees up valuable stash space right where you want it. And the advantage over the previous column-shift design is a clear sight line to the center stack controls for 4WD, climate, and audio. It just takes a little getting used to the first few times you reach for a lever-type shifter that isn't there anymore when trying to make a quick 3-point turn on a crowded street. Selections are Park, Reverse, Neutral, and Drive. There is no Low that can be selected by twisting the knob; downshift buttons on the right steering wheel spoke accomplish this task. These are small and could be mistaken for audio tuning buttons by the first-time user. It's not a true tap-shift system because the driver can force the transmission to downshift with throttle input, but rather one that lets the driver manually block out the highest gears, say for descending a mountain grade.
There are two transfer cases on 4WD models: a traditional shift-on-the-fly Borg Warner 44-45 unit for Tradesman, Express, Outdoorsman, and SLT models, and a shift-on-demand Borg Warner 44-44 with an Auto 4WD setting, standard on V-8-powered Big Horn, Sport, Laramie, and Laramie Longhorn. The range select is via a large knob on the center stack above the driver's knee on Rams with 6-speed automatics, and done with somewhat smallish buttons under the rotary shifter knob when equipped with the new ZF 8-speed autobox. Both cases offer a 2.64:1 low-range ratio and selectable neutral position. Combined with the ultra-low 4.71:1 first of the new 8-speed automatic and 3.92:1 final drive of the 4x4 Outdoorsman, that gives off-roaders an effective 48.7:1 reduction for slow-crawling in first gear.
Ever more ambitious federal fuel-economy targets now provide the incentive for improved fuel efficiency. A new thermal management system addresses the problem of parasitic losses and sluggish shift performance of an automatic transmission in cold weather by warming transmission fluid in a heat-exchange unit with warm engine coolant. Another new technology called pulse-width modulation controls the fuel pump and cooling fan, running them only as much as needed, reducing the electrical load the charging system places on the engine. The Ram 1500's new electric power steering system works on the same principal, providing boost to reduce steering effort only to the degree that it's needed. EPS alone netted a 2 percent fuel economy improvement and eliminated a 5-hp drag on the engine from the previous hydraulic pump, which ran continuously whether steering boost was needed or not. The rack-mounted EPS does a good job of providing linear steering response with low friction and the on-center feel of a well-tuned hydraulic gear, something earlier electric steering systems in competitor vehicles lacked.
Another Ram fuel-economy enabler is weight reduction. The 2013 model uses more high-strength steel in the frame, saving up to 13 pounds in the process. Further, the new frame is stiffer, something that's immediately apparent by the reduced sound of flex and twisting when driving the new Ram over uneven terrain off-road. An aluminum hood, aluminum front lower control arms, and other weight-saving measures such as high-strength steel bed crossmembers also help get the mass out.
Already benchmarked by other truck makers for its comfortable ride as a result of its class-exclusive multi-link live axle coil-spring rear suspension, Ram ups the ante for 2013. Borrowing from lessons learned on the Jeep Grand Cherokee, air suspension is now available on the 2013 Ram pickup. It's optional on all Quad Cab and Crew Cab models, but not available on Regular Cabs, even those with R/T trim. Four air springs replace the coils in the front and rear suspension and cushion the ride, noticeably reducing impact harshness over ruts, bumps and uneven pavement.
This gem of a system has five modes and is controlled by a switch on the center stack. Left to its own devices, the truck stays at normal ride height until highway speeds are achieved, whereupon the air springs lower ride height just over an inch at highway speeds (60 mph) to improve aerodynamics and help improve fuel economy. Another feature of the air suspension is a kneel mode which can be manually selected to make passenger ingress and egress easier and ease the lifting of cargo into the bed. For off-road operation, ride height can be increased either 1.2 inches or 2 inches, which Chrysler claims gives the Ram 1500 class-leading ground clearance, breakover angle, and departure angle. No other full-size pickup has anything like it. In the quest for the best full-size pickup ride quality, payload capacity isn't sacrificed; Ram claims a credible 1930-lb payload capability.
One thing's for sure -- buyers and the things they carry or tow aren't getting any smaller, so there's a continuing need for trucks that have the space and power to get the job done. Chrysler has met the challenge, the same one that's facing all truck makers, to find a way to maintain the capabilities that full-size truck buyers want while meeting ever-tougher fuel economy requirements mandated by the U.S. government.
Ram Trucks Timeline: From Early '80s Refresh to Stand-Alone Brand
Symbol from Chrysler's Past Becomes a Modern-Day Icon
By Edward A. Sanchez
Chrysler received a lot of attention (and some criticism) for breaking off Ram as a stand-alone truck brand in 2009 but many may not realize that it wasn't the first time such a move took place. The first time around was shortly after Lee Iacocca took the helm at Chrysler. Starting with the 1981 model year, Dodge's D-series trucks were rebranded as the Dodge Ram line of pickups. Along with the name change came the prominent use of the Ram's head symbol that dated back to a 1930s-era design from Avard Fairbanks.
First Generation: 1981-1993
1981 Dodge Power Ram Custom SE
The Dodge D-Series trucks that the first-generation Rams were based on dated back to 1972 and the D-Series name itself went back to 1961. In 1981, the first year of the Ram badge, the pickups featured a styling update with single sealed-beam rectangular headlights and wrap-around taillights. The interior was updated with newer bench seat and gauge cluster designs. Initially, the Ram carried over most of the D-Series mechanicals, but major updates came in 1988, when the 3.9-liter V-6 replaced the storied but aging slant-six. That same year, the 318 cubic-inch (5.2-liter) V-8 got throttle-body fuel injection. In 1989, the 360 V-8 (5.9-liter) V-8 got throttle-body injection as well and all models got rear-wheel ABS.
1989 also marked the introduction of the Cummins turbodiesel inline-six engine. Although its output figures of 160 hp and 400 lb-ft seem modest by today's standards, the torque was by the highest of its peers, which at the time consisted of naturally aspirated V-8 diesel engines. Although the engine was capable of higher power and torque outputs, as its wide use in marine and commercial applications proved, it was deliberately de-tuned in order to work reliably with Chrysler's A727 three-speed automatic transmission.
Although falling far behind its peers from Ford and GM in terms of styling, Chrysler continued to improve the aging platform, adding port fuel injection to the 3.9-liter V-6 and 5.2-liter V-8 in 1992 and to the 5.9-liter V-8 in 1993, dubbing the newly-invigorated engine line the 'Magnum' engine series. At first glance, it seemed these upgrades were wasted on the two decade-old platform, but the truck-buying public would soon see these upgrades put to good use.
Second Generation: 1994-2002
1994 Dodge Ram 1500 4x2
The 1994 Ram marked a radical departure from its predecessor inside and out. Compared to GM's handsomely rounded but conservative full-size models and Ford's slab-sided F-Series, the 1994 Ram's prominent grille and dropped front fenders were evocative of big-rig styling. Considered controversial by many, the styling gamble paid off handsomely as sales of the 1994 model were more than double that of the 1993. The hot streak continued for several more years, with sales peaking at more than 400,000 units in 1999. When the new 2500 and 3500 models made their debuts, an 8.0-liter V-10 loosely based on the 5.9-liter V-8 that made 300 hp and 450 lb-ft of torque also bowed. This iron-block engine was the basis of the Dodge Viper supercar's engine, which featured an aluminum block for lighter weight.
While Ford and GM had already introduced three-door options on their extended-cab models, Ram was the first to offer rear-hinged doors on both sides of its extended-cab model with the Quad Cab in 1998. That year also saw the introduction of the 24-valve Cummins ISB engine, which raised power and torque output and is considered by many as marking the beginning of the modern diesel truck horsepower race since both Ford and GM fielded substantially more powerful engines just a few years after its launch.
Third Generation: 2002-2008
2002 Dodge Ram Regular Cab Sport 4x4
Having established itself as a legitimate player in the full-size truck arena, Dodge was in no way slowing down on innovations with the Ram. The new 2002 model was nearly as big a break from its predecessor as the 1994 was from the 1993.
The 5.9-liter V-8 carried on for one model year before it was replaced by the highly anticipated Hemi 5.7-liter V-8. Although slightly smaller in displacement than its predecessor, the new engine made 100 more horsepower and 40 more lb-ft of torque thanks to its performance-engineered high-flow heads with large valves and dual spark plugs. Combined with a new five-speed automatic transmission, the new powertrain was also more fuel-efficient than its predecessor.
Although the Ram did not offer a true crew cab model like its competitors, it split the difference with a new front-hinged Quad Cab that offered a reasonably roomy rear seat but lacked the stretch-out room its competitors offered. All rear-seat room shortcomings were rectified in 2006 with the introduction of the Mega Cab that added a truly cavernous rear seat at the slight expense of bed length (it was only available with a 6.5-ft bed). All Mega Cab models were based on the three-quarter-ton chassis, even the '1500' model, which was a 2500 with softer springs.
In 2004, Chrysler launched the Ram SRT-10. Powered by the Viper's 8.3-liter aluminum-block V-10, it was initially available as a regular cab with a six-speed manual transmission. A Quad Cab version was added in 2005 along with an automatic transmission. Launched at about the same time, the Rumble Bee and Daytona models applied some of the style and substance of the SRT in more affordable Hemi-powered packages.
The Power Wagon off-road version of the Ram 2500 also joined the lineup in 2005. It would go on to win numerous accolades and awards for its outstanding off-road capability.
Fourth Generation: 2009-Present
2009 Dodge Ram 1500 Laramie
Never one to rest on its laurels, Ram continued to innovate with its fourth-generation models. The 2009 Ram 1500 models switched from the industry-standard rear leaf springs to coil springs. This completely bucked convention -- rear coil springs hadn't been used in full-size trucks for more than four decades -- but engineers were convinced the ride and handling benefits were worth the small sacrifice in payload and towing. 1500 models also received a legitimate Crew Cab option in addition to the Quad Cab, leaving the Mega Cab option to the 2500 and 3500 models.
The other big noteworthy innovation on the fourth-generation Rams was the RamBox lockable storage bins along the top edge of the bedsides. The compartments were both illuminated and featured drainage, which gave drivers the option of secured storage for important items that they didn't necessarily want to carry in the cab.
In 2011, in classic Mopar fashion, Ram introduced the Tradesman model that featured the Hemi V-8 in a stripped-down model with vinyl or cloth seats and vinyl or carpeted flooring. It didn't forsake comfort and convenience entirely, however, and came with standard air conditioning, tilt steering wheel, an iPod connector, and locking tailgate. The Ram 1500 Express applied a monochrome paintjob and 20-inch wheels to the basic packaging of the short bed Tradesman for a sportier appearance.
Although the 2013 Ram is not technically an all-new model, the addition of an eight-speed transmission and the 3.6-liter Pentastar V-6 as the new base powertrain, as well as a new optional air suspension, shows that Ram is continuing its tradition as an innovator in the full-size truck category. Indications of a turbodiesel V-6 option coming soon also count as a major change.
|2013 Ram 1500 |
| POWERTRAIN |
| DRIVETRAIN LAYOUT || Front engine, RWD/4WD |
| ENGINE || 60-deg V-6, alum block/heads |
| BORE X STROKE || 3.78 x 3.27 in |
| DISPLACEMENT || 220 cu in/3.6L |
| COMPRESSION RATIO || 10.2:1 |
| VALVE GEAR || DOHC, 4 valves/cyl |
| POWER (SAE NET) || 305 hp @ 6400 rpm |
| TORQUE (SAE NET) || 269 lb-ft @ 4175 rpm |
| OPT ENGINE || 90-deg V-8, iron block/alum heads |
| BORE X STROKE || 3.66 x 3.40 in |
| DISPLACEMENT || 287 cu in/4.7L |
| COMPRESSION RATIO || 9.0:1 |
| VALVE GEAR || SOHC, 2 valves/cyl |
| POWER (SAE NET) || 310 hp @ 5650 rpm |
| TORQUE (SAE NET) || 330 lb-ft @ 3950 rpm |
| OPT ENGINE || 90-deg V-8, iron block/alum heads |
| BORE X STROKE || 3.92 x 3.58 in |
| DISPLACEMENT || 345 cu in/5.7L |
| COMPRESSION RATIO || 10.5:1 |
| VALVE GEAR || OHV, 2 valves/cyl |
| POWER (SAE NET) || 395 hp @ 5600 rpm |
| TORQUE (SAE NET) || 407 lb-ft @ 3950 rpm |
| TRANSMISSION || 65RFE 6-speed automatic (std w/4.7L, 5.7L) |
| 1ST || 3.00:1 |
| 2ND || 1.67:1 |
| 3RD || 1.50:1 |
| 4TH || 1.00:1 |
| 5TH || 0.75:1 |
| 6TH || 0.67:1 |
| REVERSE || 3.00:1 |
| AXLE RATIOS || 3.21:1, 3.55:1, 3.92:1, 4.10:1 |
| FINAL-DRIVE RATIOS || 2.15:1, 2.38:1, 2.63:1, 2.75:1 |
| OPT TRANSMISSIONS || 8-speed automatic (8HP45 3.6L, 8HP70 5.7L) |
| 1ST || 4.71:1 |
| 2ND || 3.14:1 |
| 3RD || 2.10:1 |
| 4TH || 1.67:1 |
| 5TH || 1.29:1 |
| 6TH || 1.00:1 |
| 7TH || 0.84:1 |
| 8TH || 0.67:1 |
| REVERSE || 3.30:1 |
| AXLE RATIOS || 3.21:1, 3.55:1, 3.92:1 |
| FINAL-DRIVE RATIOS || 2.15:1, 2.38:1, 2.63:1 |
| TRANSFER-CASE MODEL || BW 44-45 (part-time), BW 44-44 (on-demand) |
| LOW-RANGE RATIO || 2.64:1 |
| MAX CRAWL RATIOS (1ST X AXLE GEARS X LOW RANGE) || 32.5:1, 48.7:1 |
| DIMENSIONS/CAPACITIES |
| WHEELBASE || 120.5, 140.5 in |
| LENGTH x WIDTH x HEIGHT || 209.0-229.0 x 79.4 x 74.4-79.9 in |
| TRACK, F/R || 68.0-68.6/67.5-68.0 in |
| APPROACH/DEPARTURE ANGLE || 13.8-24.0/18.7-27.8 deg |
| GROUND CLEARANCE || 6.6-11.4 in |
| CURB WEIGHT || 4502-5859 lb |
| PAYLOAD CAPACITY || 940-1930 lb |
| GVWR || 6010-6800 lb |
| GCWR || 9500-15,650 lb |
| TOWING CAPACITY || 4000-10,450 lb (5.7L/8A data NA) |
| SEATING CAPACITY || 3-6 |
| HEADROOM, F/R || 39.9-41.0/39.7 (QC), 39.9 in (CC) |
| LEGROOM, F/R || 41.0/34.7 (QC), 40.3 in (CC) |
| SHOULDER ROOM, F/R || 66.0/65.7 in (QC, CC) |
| BED L X W X H || 67.4, 76.3, 98.3 x 66.4 x 20.0 in |
| WIDTH BETWEEN WHEELHOUSINGS || 51.0 in |
| BED VOLUME || 50.3, 57.5, 74.7 cu ft |
| CHASSIS |
| CONSTRUCTION || Body on frame |
| SUSPENSION, FRONT/REAR || Control arms, coil springs, anti-roll bar/live axle, coil springs, anti-roll bar, opt air susp |
| STEERING TYPE || Power assist electric |
| RATIO || 17.9:1; 19.1:1 |
| TURNING CIRCLE || 39.3-45.5 ft |
| TURNS LOCK-TO-LOCK || 3.3-3.5 |
| BRAKES, F/R || 13.2-in vented disc/13.8-in disc, ABS |
| WHEELS || 7x17 steel, alum; 8x20 alum; 9x20 alum; 9x22 alum |
| TIRES || 265/70R17, 275/60R20, 285/45R22 |
| PERFORMANCE |
| ACCELERATION, 0-60 MPH || 7.5 sec (V-6, mfr est) |
| CONSUMER INFO |
| BASE PRICE || $23,585 (including destination) |
| AIRBAGS || Dual front, front side, f/r curtain |
| FUEL CAPACITY || 26.0, 32.0 gal |
| EPA CITY/HWY ECON || 17-18/25 mpg (V-6) |
| CO2 EMISSIONS || 0.94-0.98 lb/mi |
| RECOMMENDED FUEL || Unleaded regular |