2013 Ram 1500 Outdoorsman Unveiled

Ram Outdoorsman 2II

Ram Truck recently announced the continuation of the Ram 1500 Outdoorsman with the new 2013 model lineup.

The Ram Outdoorsman takes all the features most useful to hunters, fishermen, campers and boaters and packages them into a single model. Also, the Outdoorsman combines off-road capability and trailer-towing hardware in one package. Some of the features include:

• Standard Class IV receiver hitch 
• Integrated trailer brake controller with driver adjustability
• Lighted 4- and 7-pin harness plugs that offer multitrailer adaptability
• Heavy-duty cooling, including mechanical/electrical fan and transmission cooler
• Limited-slip differential for improved off-road and towing performance 
• Available trailer-tow mirrors 
• Available backup camera 
• Trailer-sway control
• 3.92:1 axle ratio (4x4 models)
• Extra heavy-duty rear shock absorbers (4x4 models) 

The Ram Outdoorsman was unveiled two years ago, and since then the package has been a popular part of the Ram lineup, and it has helped Ram continuously gain market share over the last two years.

"The Ram Outdoorsman makes both a practical and an emotional connection with outdoor enthusiasts," said Ram President and CEO Fred Diaz. "The Ram team shares our customers' passion for nature and the outdoors. We've designed the Ram Outdoorsman to meet the needs of boaters, campers, hunters and fishermen. 

"By offering Ram truck models that appeal to wide range of buyer needs, we've been able to increase our sales, gain market share and attract new buyers to the brand," he added. 

Ram engineers – many of whom count hunting, fishing, boating and other outdoor pastimes among their hobbies – brought together features that they believe would best meet the practical needs of owners who will frequently use their Ram truck for towing and long, remote trips.

Standard trailer-towing upgrades, interior and exterior convenience and lighting enhancements, off-road-oriented tires and underbody protection are combined with a rugged exterior appearance to highlight this next-gen Ram Outdoorsman. 

For 2013, the Ram 1500 Outdoorsman is available in two cab sizes (Quad and crew) and two RamBox bed lengths (5 feet 7 inches and 6 feet 4 inches). The Outdoorsman will be offered with the 5.7-liter Hemi V-8, backed up with either the carryover six-speed transmission from last year or the all-new eight-speed transmission. Other features we like are the 17-inch alloy wheels, 32-gallon fuel tank, new 7-inch info screen and extra skid plating. 

The 2013 Ram Outdoorsman will be available in black, Black Gold Pearl, bright silver metallic, bright white, Copperhead Pearl, Deep Cherry Red Crystal Pearl, Flame Red, Maximum Steel Metallic, Mineral Gray Metallic, Prairie Pearl, True Blue Pearl and Western Brown Pearl exterior paint. Interior color choices include Black/Diesel Gray or Canyon Brown/Light Frost. Buyers can opt for vinyl flooring for easier cleanup.

Pricing has not been announced, but we expect it to be close to the previous model. We'll be driving the new Ram 1500 next week and should have more detailed videos and driving impressions of several new light-duty Rams by Aug. 24. Stay tuned. 



@Big Al: So you are saying that two tires the same diameter and width but if one it a six ply tire the other a 10, it has no affect on the amount needed to turn it? I doubt that! But I do believe the bigger taller tire will get over obstacles much easier (of course) and wider tire does hurt mileage, so does tire weight and diameter. Tire companys are busy making less resistance, start stripping the tire and you wont have any capacity.

Today was a good day to own a full size truck. I told you wrong, my air compressor is only a 26, not 30, gallon. But between that, my 5700 watt generator on wheels, 7 16.5 rv tires on their wheels, a three ton jack a samller floor jack, a couple 5 qt jugs of oil, and 5 extra 16.5" rv wheels, and some gas cans, carries lots more then any midsize!

Interesting article for the Ram people to take notice of.


What I'm saying is the larger the rolling diameter the less the rolling resistance. Pure physics. Look at wagon wheels.

The mass of the tyre, including steel rim versus alloy rim etc has a bigger impact on the unsprung weight than fuel economy.

Having tyres with less mass will give you better acceleration. Not more torque at the wheels. The effect would be not different than having a lightened flywheel. Actually a lightened flywheel would probably have a bigger impact than changing the weight of your tyres (within reason).

You're the one talking ply ratings. What I stated is true.

Modern car tyres are a comprise between handling and comfort. One side wall is stiff for handling and the other is more pliant for comfort. This allowed the improvement in handling and the reduction in the amount of material used in the construction of a tyre, made them safer etc.

Being into racing I really don't need to explain to you about the construction of racing tyres (hard track).

Ply ratings on tyres has to do with the strength of a tyre. The aircraft I work on has 26 ply rated tyres (yes 26) this is to carry the load.

Tyres with higher side wall ratio generally have a larger weight capacity. But this makes them heavy and which in turn reduces their speed rating through a lack of heat dissapation.

Tyres with less ply ratings generally are used on light weight vehicles and at high speeds. The ply ratings and the way plys are layed is to suit the need of the tyre and what pre-determined performance attribute is required.

Tread pattern is self explanatory. But aggressive treads on off road tyres normally have differing length "lugs". The length and placement of the lugs is to reduce harmonics (off road tyre noise).

That's why new off road tyres for high speed vehicles have become "less robust". Go back to the 70s and 80s and look at the off road tyres. They were contructed like a light truck tyre with a more aggressive tread pattern. They handle like crap.

@Big Al from Oz: A discussion about tires can be a long and technical one. In almost every case above, you are right--but as usual there are qualifiers. For instance, a large-diameter tire might offer less rolling resistance as compared to irregularities of the road surface, but due to softer sidewalls could generate more rolling resistance than a smaller tire. As you said: Compromises.

One reason modern cars in the US are going with larger wheels is that it lets you keep the same tire outside diameter while making the sidewall thinner and less flexible and as such with less 'give' or deformation. You pointed out those old wagon wheels without taking into account that those had steel tires and needed that diameter to roll over obstacles on unimproved roads. Those low sidewalls also make the tire much stiffer which in turn improves handling, but at the cost of ride comfort. If you look at the way some Americans customize their cars, you really have to wonder what they were thinking.

You are exactly right that you need to choose the right tire for the expected purpose. I, personally, drive a Jeep Wrangler with 32" tires on it--but they carry a modified street tread that still offers surprising grip off-road as well. The sidewalls are roughly 70-series (I don't know the exact size off the top of my head) which give a comfortable ride yet are stiffer than 75s for better on-road handling. Air them down and they'll handle almost any trail short of extreme mud or large rock walls. How do I know? I've already done it with these tires.

The problem is, most people really don't know their cars or trucks well enough. Most people simply don't care. They run whatever the car came with either until they blow or they're so bald the cord is showing. They usually have to be told when to replace and what to replace with. The drawback here is that if the car was purchased used and the selling individual simply put on the cheapest tires that fit, those tires may not be the best tires for the vehicle. I remember in my own case buying an Oldsmobile Cutlass at a used car lot and thinking it drove just fine, but the tires wore out quickly and when I went to replace them found out they were bias-ply cheap tires and the tire plate in the door called for radials. The difference in handling and performance was so great I thought I was driving a different car. I learned a lot right then and have paid attention to what I put under my cars and trucks ever since.

@DWFields, Big Al - you bring up some interesting points. Most vehicles are deliberately speed limited due to tire capacities and overheating. Ford had to turn the F450 into a rebadged F350 because people complained that the truck was too HD and the tires were not rated for the velocity they wanted to travel at.
I haven't had any issues with the tires on my truck but I haven't had the chance to spend as much time as I'd like in the "bush". Factory tires are a huge compromise. I get the sense that car companies use the cardinal rule of triage in their sellection process "Do the greatest amount of good for the greatest number of people". In other words, what does the mythical average driver do with their rig? The fact that Ford and Dodge do not put anything more than BFG All Terrains on their trucks is another prime example of "averages".

Sorry - forgot to insert Raptor and Power Wagon in my last sentance.

It would have been easier and more comprehensive if I had written all the information in one post.

I do know about the hardness of a wagon wheel in relation to reducing friction.

But to a normal person describing that a light truck tire (because of it construction and tyre pressure) has less rolling resistance than an off road tyre is more difficult to express.

I'm taking from this article that the Outdoorsman won't be offered with the 3.6L V6? Unless I missed it?

Crap. I was really hoping for a 3.6L 8 speed Outdoorsman. I'm told the first couple of gears on the 8 speed will be MUCH lower than on the six, equating to much better city mileage. But with lower gears comes better towing, so as long as the top gears were set high enough we could get mileage and towing. Add the Outdoorsman package with the tires and the chrome-less finish and I was there man.

Nice looking ride, but I feel like the package should include some sidesteps/running boards. The black is pretty sweet!

The 3.6 had more than sufficient grunt to get the 1500 moving, traversed hills with ease, and passed with confidence. It revved a little more than the 5.7, but nothing that a consumer would notice if they aren’t starting their day in the Hemi

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