Ram Video Showcases 2014 HD Hemi, Coil Springs

Ram 6.4 Hemi II

Ram Truck chief engineer Mike Cairns walks us around the new multidisplacement 6.4-liter Hemi V-8 on the coming 2014 Ram 2500 and explains what’s new on the segment-exclusive three-quarter-ton pickup’s coil spring suspension. This is the just the latest in a series of videos Ram Truck created (the last one we showed was on EcoDiesel) to try to get the word out about all the changes coming on the 2014 heavy-duty pickup trucks. We expect to see videos about the new airbag suspension and stronger Cummins engine as well.





@TRD x4 Thom and Zvirgo
You guys want to talk midsizers? That wasn't in the discussion.

What has mid sizers got to do with this debate?

But Turd x4 Thom I can't expect much more from you, can I?

If you can't debate you put others down or try and bring in irrelevant discussion.

Nothing new here. GM had rear coils on their 3/4 trucks years ago. Air ride sounds good but at what price?

I didn't talk mid sizers. You were bashing Power Wagon with uneducated post.

A Grand Cherokee diesel will outperform a Powerwagon offroad. Show me otherwise. Uneducated?

Plus your friend Hemi just posts crap, nothing of any real relevance to any debate. Just pure crap, in which I hope the moderators on this site would delete.

If the moderators deleted this crap maybe the content and quality of this site might improve.

But it appears its the realm of junior high school boys like yourself and HemiV8, who only know what your read on the net or from the stories you hear from your daddy.

Oversteer is always greater than understeer, as oversteer is controlable via your left foot. Understeer is not controlable. Professional drivers will confirm this

Furthermore, the fact that oversteering is easier to do is a testament to the transfer of power to the ground. If the rear suspension did not allow you put the power to the ground, you would not understeer.

Also, a bit of nose-dive into hard braking is desired, as you want the weight to transfer to the front wheels. This provides you with more traction (due to the extra friction) for the front wheels, and allows for harder braking. There is a limit at which there is too much weight on the front, but simply dropping the nose is no indication of that.

Read just about any professional driving instruction course, and you will see what I am talking about.

Longer wheelbases are more stable, and in some off-roading, this is more desireable (Like slow-speed rock crawling.). This is where the PW excels. It is not a dune truck. It was built for the forestry service, and it excels at climbing slowly over large, uneven obsticals. Look at the many Jeepers out there who purposely buy the extended wheelbase Wranglers for just such reasons.

The 6.4L is a great engine. It may not have the supreme power figures, but look at the power curves. Notice that peak torque comes at a lower RPM than most other gassers? Also, notice how flat it is compared to other gassers? This is accomplished by retarding the timing of the cam, at the expense of high-rpm power and peak-power. The reason it is done, though, is because torque does the work. The 6.4L has the most useable torque. In fact, it's on-par with most older diesels. This is a work engine, not a go-fast engine. (At least in this case.) Furthermore, it is made to do this work all-day, every-day. In such cases, it is wise to hold alittle back, so as to allow the engine to go longer with less maintenance. Ever wonder why high-end sports cars need their engines replaced every 30,000 miles? Or why racecars get new engines every race? When you push something to it's mechanical limits, it wears out very, very quickly. Ram knows these engines will be used for many, many years, and they know people will not want to worry about the engine needing to be overhauled or repaired all the time, by limiting the stress inside the engine (by detuning it, or not tuning it to achieve maximum performance) they can ensure a long, low-maintenance life.

And the biggest reason you're seeing the continuation of gassers, instead of an in-rush of smaller diesels has to do with one simple thing: Money. Diesels are more costly to manufacture, as they are built to stricter tolerances and require stronger matericals, they also require far more emmissions development that gas engines do, they also require stronger chassis and powertrains to support them, and they require a lot more money to maintain correctly. (They use 2x the amount of oil of most gassers, for instance.) You can thank your Gov't for a lot of that, but until it changes, I wouldn't hold my breath for a huge rush of new diesels...

My dad's 1966 Chevy 3/4 ton pickup had coil springs. It needed air bags to haul our truck camper. Coil springs will weaken over time compared to leaf springs. Bad idea for Ram but then again, they love having recalls.

Power Wagon will outperform a Grand Cherokee off road. You show me otherwise. Grand Cherokee doesn't have Lockers, Clearance, Big Enough Tires and Front Sway Bar Disconnect.
It's like saying my wife minivan will outperform Mazda mid sizer. Wake Up from your dream Bafo and get some grip. Otherwise we will just laugh at your uneducated posts constantly.

@ zviera, Couldn't have said it better. :)

Does anybody have a dyno chart of the Ram HD 6.4L so I can see the torque curve they are talking about?

That's the problem AD, the heme torque curve is just that--talk--notice how there isn't a graph anywhere and it peaks at 4000 rpm, pretty sad. It will be a gas hog too.

The PW would be much better served by junking that POS heme and using the 3.0 diesel. PW are supposed to be exploring and off-roading, not necessarily heavy pulling, and the 3.0 diesel would give it much better MPG for long range exploring.

@Big Al, I think in some cases the Power Wagon will be better than the GC off-road. But in most cases, the GC will go more places. Neither is going to be superior to the other in every way. The best stock 4x4 for off-road in every way, is the Wrangler Rubicon. Pity it's not available in diesel anywhere in the world, even where regular Wranglers are available in diesel.

I have the 2004 RAM 1500, 3.7L V6 that I bought new. The only options Bright Wheels, Short Box, Automatic, Sure-Grip 3.55 Axle. Everytime I see stories about more and more options being offered in a truck I'm reminded about what is the truck used for. I salute the guys that buy these fully loaded land yaughts, hoping they are subsidizing the guys that just need a base truck. I had a D-50 for 16 years and never thought I would need another until the New England salted roads ate it up. The D-50 ran perfect but there wasn't a frame left holding it together. Why not a story on what kind of basic truck you can get ? My dealer gives me $7.77 oil and filter changes as long as I own the truck. Will be keeping it for awhile. May be the last one I ever own (not alot of rust yet).

BAFO has no idea what real off-roading is. The Grand Cherokee is a crossover and is not made for serious off-roading in the hard stuff. It is for the beginner trails and soccer moms!

It also lacks a bed to haul stuff to the trails! The Power Wagon is for serious off-roading in the hard stuff especially with the front disconnecting stabilizer bar that adds another 9" of travel, Warn winch and robust chassis and it is an actual pickup truck.

There is no comparison. The Grand Cherokee is off-road worthy but when the chips are down and dead folk become the flesh eating un-dead – I would rather have the near military-grade Ram Power Wagon.

Ram Power Wagon Off-Road Review by Mike Levine

I'd also take a Raptor over a Grand Cherokee....


2012 Ultimate 4x4 Shootout

Enough said. BAFO is a troll coming here with this crap.

"Lol, Big Al. Maybe he wants to be able to hold something in the back of the truck? Something you people with 5 feet long beds, and less, over there have no clue about. Maybe if he wanted to put a 4 wheeler atv in the back of it? Picture doing that with a Jeep?"

@Tom - Lol. I know - right. I thought this was pickuptrucks.com not soccermomCUVs.com That dude has no clue about full-size trucks and is just trying to intimidate and abuse people here. It is not going to work.

Al is a troll. His goal from day one has been to disrupt the site with uneducated posts.

I am glad I can go down to the local Chrysler, Jeep, Dodge, Ram dealer and pick up the best production off road vehicles. Whether it's the jeep Rubicon with lockers, Grand Cherokee with air lifting suspension, or the legendary Dodge Power Wagon with lockers, 4.56 gears, solid axles and winch. All are great choices. For my needs it's the Power Wagon :)

Even Mike Levine likes the Power Wagon.



Actually, Motards, I never stated the Grand Cherokee could out tow even a 1500 Ram, or a Powerless Wagoon or a Midsizer or whatever TurdX4 Thom (#2 Goatard) is talking about.

I stated it can tow about 7 500lbs and is a better off road vehicle than a Powerless Wagoon. So if you want to off road buy a Grand Cherokee diesel, it is better than any pickup. The Raptor is only better for offroad hooning.

A Grand Cherokee is a far superior off road vehicle. Why? Because from the onset that was what it's designed to do.

A Powerless Wagoon is designed primarily as a 2WD truck. Diff locks are needed to assist it's poor offroad ability.

It might have good ramp over for a truck, but its poor by 4x4 standards. It's also large, to large for any serious offroader.

Like I said it would be okay for towing a trailer on a dirt or slippery road or across a ploughed paddock.

So, why don't you Motards head on back to junior high and Allpar where you belong, with the other goats/girls.

Nice to see some differentiation between 3/4 and 1 tons for a change, other than a slightly different rear leaf pack.

Now all Ram need to do, is develop and build a 3/4 ton sized IFS. In my experience, the front has been the weak end in HD suspensions, much more than the rear. At least in any other load state than bed completely empty, and at any speed over 40mph.

Leave the 3500 in traditional form; SFA and leaf packs; for snow plowing and for grossly overloaded beast of burden duty at construction sites, farms, rock quarries and other off highway roles.

And optimize the 2500 for highway duty; camper and horse trailer towing, slide in camper carrying, BROing etc.: IFS and coils.

Then make the Power Wagon a hybrid, a 2500 with an SFA for crawling.

And, for something completely different; what kind of mileage out of the 6.4?

Hemi is a great engine, I have a 2012 2500 with the 5.7 it pulls my 25ft cargo trailer loaded down no problem,it average 12 to 13 around town and 15 to 16 highway. I had a 2003 Dodge 3500 Cummins prior to this great truck 180,000.00 miles no problems, have to say the 5.7 is almost equal to the task, Unfortunately my 2012 had other issues and they agreed to buy it back so I am trading this 5.7 for the 2014 2500 6.4. From what I heard its stronger, and gets better fuel ecommomy. If tghis is the case I dont see a reason for the Deisel unless you tow all day long.

new ram 2500 6.4 gas yes i have one and wish i never traded my ford Chrysler is no help they do not have a fix for the mds causing a vibration when on. also miss fire really check engine light also on ben in the shop four times now and dodge stated thats the way this truck was designed nothing we can do ok well wrong answer i will tell any one why not to buy a new ram yes looks grate but she no go and also made in mexico pos worst buy ever hope i helped any one who reads this make the right choice. ps thank you Chrysler for nothing!

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