2014 Ram HD 2500-3500: First Drive

Ram 2500 towing II

Over the last five years, Ram not only completely changed its identity, creating entirely new Ram Truck and Ram Commercial brands, but it has revamped its entire half-ton and heavy-duty lineup. Add to that the introduction of a few completely new products like the Ram ProMaster and 4500 and 5500 chassis cabs, and you begin to see why this is the fastest growing pickup truck manufacturer in the U.S.

Even with all that new product, Ram doesn’t seem to be slowing down when it comes to improving its current HD pickups. Simply put, it is offering so many models, powertrains choices, and technology that it should be making its competition nervous. No one else is coming to offering this kind of support to the HD market. At least not yet.

We recently had the chance take a closer look at some of the more significant changes for the 2014 Ram HD models at a Los Angeles press event and we found plenty of exciting upgrades and changes for the 2014 model year, with some of the biggest changes centered on the often-ignored three-quarter-ton trucks.

Before we start, it probably makes sense to quickly note how we got here. Last year, Ram Truck announced at the 2012 State Fair of Texas that it would be upgrading the Ram 3500 front suspension and frames to give it the largest GCWR and towing capacities in the heavy-duty segment. Its one-ton duallys got a much stronger 3-link coil front suspension and 50,000 psi frames--the strongest in the industry. Additionally, the 6.7L Cummins turbodiesel engine got a new class-leading 850 lb.-ft of torque and a bulletproof Aisin six-speed transmission. Let’s not forget the class-exclusive three-setting Smart Exhaust brake either. But that was last year.

If 2013 was the year of the Ram 3500, which we’ll be testing against the 2013 Ford F-450 in our upcoming King of Beasts story, than 2014 looks to be the year of the Ram 2500.

Changes for Ram 2500

As noted, the biggest changes to the 2014 Ram HDs are focused on the three-quarter-ton model, the Ram 2500 HD. All 2500s get the new, higher-strength steel frames the 3500 duallys got last year, but now they are offered on all single rear wheel versions. In fact, both a new 3500 single-rear-wheel and select 2500 models can now be optioned with a factory-offered fifth-wheel or gooseneck trailering package. This is especially interesting because all Ram 2500 will have a completely new front and rear suspension setup, eliminating the rear leaf springs in favor of heavy-duty tapered rear coil springs (a segment first). The frontend will get rid of old five-link in favor of the much stronger and more stable (and we’re talking massive lower control arms) new 3-link system.

Ram coils II

If this wasn’t enough of a revolution—no one has ever tried something like this that wasn’t a military vehicle—Ram 2500 will also offer an optional set of rear heavy-duty airbags that allows for load-leveling and driver-controlled, independent adjustments. The big bags will replace the coil springs in the rear and be controlled by a separate air compressor and leveling pressure sensor. An air bag system will be offered on 3500 dually models, but only as a supplemental piece of the maximum tow package, working in tandem with the existing multi-pack leaf springs. The 3500 system will also offer load leveling; pricing has not been finalized for either system.

More significant news for 2014: the addition of the all-new 6.4-liter Hemi V-8, available for both the 2500 and 3500 models. This new, bigger Hemi shares almost 70 percent of its construction and design with the 5.7L Hemi, but because of the stronger horsepower and torque numbers (410 hp @ 5,600 rpm, and 429 lb.-ft. of torque at 4,000 rpm) the engine is able to incorporate cylinder-deactivation technology that was only possible in the light-duty applications of the smaller Hemi. Having this feature will be beneficial for those Ram HD drivers that spend much of their truck-driving time with an empty truck or on hilly routes. As if to make the point Ram Truck has a mountain of faith in the durability of this new engine, the 6.4-liter gas engine will get the same five-year, 100,000 mile warranty the 6.7-liter Cummins gets.

How this bears out remains to be seen but it makes sense since the bigger Hemi is built from most of the same tried-and-true parts from the 5.7L Hemi, taking advantage of that development head start could pay off in fewer engine problems down the road.

The Cummins motor is not changed for 2014 as the G56 manual transmission continues to be an option for the Ram HDs, but only in the down-rated version, which means it produces 350 hp at 2,800 rpm and 660 lb.-ft. of torque at 1,400 rpm. When mated to the 68RFE six-speed automatic, output jumps to 370 hp at 2,800 rpm and 800 lb.-ft. of torque at 1,600 rpm. Additionally, no matter the engine and transmission combination, all 2500 models have been upgraded from the 10.5-inch rear axle in 2013 to an 11.5-inch rear axle for 2014. Only the 3500 models will get the high-output Cummins option (385 hp/850 lb.-ft.) that includes the behemoth 11.8-inch rear axle. All Cummins engine-equipped Ram HDs will run 3.42:1 axle gears.

Ram 6.4L Hemi II

Our Drive Time

We had the chance to drive several versions of the new Ram 2500 HD over a wide variety of mountain highways and open road. We even got to do a good bit of towing and a little bit of backcountry off-roading. Every 2500 we drove had four-wheel drive, the new front three-link suspension, and coil springs in back. We heard from several engineers that the stronger frame foundation allowed them to do a better, more precise job of tuning the front and rear springs and we could feel that immediately. The two massive lower control arms keep the front live axle locked to the pavement almost as well as it allows it to quickly absorb and swallow nasty ruts on choppy dirt roads. Steering feel in particular is responsive, yet firm, something we couldn’t always say when driving washboard ruts with the 2013 model. Gone are the hard hits and shakes that we prepared ourselves for when heading toward potholes and deep ruts. The frontend has a heavier feel and the rearend coils did a much better job of quieting most of the axle hop we experienced with other leaf sprung (even the Ram’s) setups.

Our Big Horn crew cab test unit had the 6.4-liter Hemi and trusted 66RFE six-speed transmission and felt very good on the open rural roads, especially as our route took us up and over the coastal mountains. Some of those canyon roads have a lot of back-to-back twisties and can cause larger transmission to have fits as they try to stay in the right portion of the powerband. For the 6.4 Hemi, the sweet spot seems to be right around 2100 rpm. We found the throttle instantly responsive, with the transmission quick to downshift when we put our foot into it. We’re pretty sure the fact that Ram packaged our Big Horn with 3.73:1 gears didn’t hurt either. During our unscientific fuel economy run, we found our big truck (probably around 7,600 pounds) showing 15.7 mpg on its fuel economy readout. Our route offered a mix of uphill and downhill grades, along with a good portion of freeway driving. Still, we weren’t babying the accelerator.

Head to Head

To its credit, Ram provided us with a few competitive vehicles during our test drive, so we got a chance to drive the 2013 Ford F-250 Crew Cab 4x4 with a 6.2-liter V-8, as well as a 2013 Chevy Silverado 2500 Crew Cab 4x4 with its Vortec 6000 (6.0-liter) V-8. We were familiar with each truck, but to have them in a back-to-back drive over the exact same road was revealing. We drove all three over two separate stretches of dirt road, and then moved to a three-mile section of unobstructed paved country road that offered several short hill climbs and valley descents.

After getting into each truck over the prescribed sections, the Ram was clearly the hands-down winner. Both the front- and rear-ends of the truck felt more solid and controlled, better able to absorb the irregularities of the dirt and pavements.

Ram with comp II

The Chevy felt the lightest of the three and as a result had the most trouble keeping the backend of the truck quiet when the dirt road became choppy and rutted. The frontend felt comfortable at slower speeds and during cornering, but it couldn’t keep the rear axle from jumping and wanting to slide from side to side when the chatter hit.

The Super Duty had a much better frontend feel but seemed in need of a load in the bed. It experienced the worst shudder and shake over the small washboard section of the dirt road at 25 mph. Likewise, on pavement, the Super Duty had the most trouble dealing with the rippled pavement at 50 mph, as it sent the back end into a short seizure that took a second or two to settle out. We know both the Ford and Chevy designs have tapered leaf springs that are designed to offer a softer ride when empty and firmer characteristics as more weight is loaded, but the fine-tuning was not there, especially when unladen.

The Ram’s coil springs, which narrow at the top and bottom of the coil, as well as have thinner-diameter steel there, did a better job dissipating the inputs after the initial hit, as well as controlling continuous shocks to the wheels. The back end was noticeably superior to the leaf setups, where the frontend, although still taking some jolts, seemed much more solid and quick to eliminate suspension vibrations than its competitors. Our only regret is that we didn’t have 2,000 pounds to load in each and drive the same loops.

By the end of our quick and dirty comparison test, there is no contesting that coil-spring tuning has advanced beyond the capabilities of the traditional leaf spring. The Ram had the better feel and control over the exact same terrain on similarly equipped trucks, although we’d guess along with the extra frontend weight came some more overall weight, which could have helped the Ram. Maybe that’s why they worked so hard to get the cylinder deactivation into the new 6.4L.

What About Power Wagon?

We were told at the event that more information would be forthcoming about the 2014 Power Wagon but Ram did tell us that it would come standard with the 6.4-liter Hemi, which should offer slightly better fuel economy numbers now that it has multi-displacement capability. Additionally, because there’s more torque and horsepower as well, shoppers could also bump down to more fuel-efficient 4.10:1 axle gears as well. Of course, the addition of rear coil springs could make things a little more interesting as well.

Ram 2500 front II

The formula here is pretty simple, and the Power Wagon may be the most obvious example; Ram is trying to throw everything it can at both the light-duty and heavy-duty markets to give its customers (and maybe the competition’s customers who feel a little frustrated) as many choices and options as possible: Coil springs and airbags on the 1500; heavy-duty coil springs and airbags on the 2500; heavy-duty leaf springs and load-leveling airbags on the 3500. All of that doesn’t even mention the new Hemi, new configurations, and better towing technology.

We like the new 2500 because it looks like the right people have invested in the right technologies to benefit the most truck customers who want to get their work done as efficiently, safely and comfortably as possible. These changes are definitely a step (or two) in the right direction. You can bet we’ll have more when we put together our next three-quarter-ton PickupTrucks.com head-to-head challenge.

To read the full 2014 Ram 2500/3500 press release, click here

To check out the most up-to-date specifications for the 2014 Ram 2500, click here

To check out the most up-to-date specifications for the 2014 Ram 3500, click here


Test Vehicle Specification

Model:                  2014 Ram 2500 Big Horn

Configuration:        Crew Cab 4x4

Engine:                 6.4L OHV V-8 Horsepower: 410 @ 5,600

Torque:                 429 @ 4,000

Transmission:        66RFE six-speed

Wheels:                18x8 forged aluminum

Tires:                    275/70R18 Firestone Transforce HT

Brakes:                 4-wheel discs

Axle ratio:             3.73:1

Suspension, front:  3-link, coils with track bar

Suspension, rear:   5-link, coils with track bar

Base price:            $40,815

As tested:              $49,965

Ram control arm II

Ram rear coil II


Ram wide comp II

Ram 3500 Tow II



I am still happy with my 1500 Laramie, but man, that 2500 with 6.4 Hemi is tempting for the hunting season.

Chevrolet is never going to be able to compete with this. GM has to split up their funding between 2 trucks, dealer networks, marketing budgets and so forth. Stupid move GM. They should have just made Chevrolets nicer, given them the Denali option and sold Buicks at Chevrolet-Cadillac dealers. Ford on the other hand will not sit by and let this happen. You can bet they'll be out guns blazing next year. As Chevrolet turns to dust. Ram-Dodge is just killing it.

I am glad that they provided the competitors' trucks for the purpose of comparison. They really ought to do this with the ecodiesel as well. If it lives up to hype it should thoroughly trounce the competition in fuel economy, if not a head to head will make that fairly clear.

Before everyone jumps all over the competitors, remember that GM will be revealing the 2015 HD pickups this week that will be on sale in 2014. Ford will have carryover product in 2014 but aren't too far behind with new, improved product. RAM 2500/3500 are taking the lead right now, but this is a close race for all of the Big 3. Either way you look at it, fans of each manufacture will have something to brag about with their choice. Congrats to RAM for making choices available to their customers!

I agree with phillyguy. Too bad they didn't offer the competing vehicles in the recent ecodiesel test drive. I'm guessing they considered it and decided bad idea.

@Mark Williams.
I think we would all be very interested in a head to head comparison of ecodiesel vs ecoboost vs the new chevy. I'm sure it will come but is that something we can expect soon?

This is the dumbest thing I've ever heard.
GMC, by itself, last year outsold such brands as Chrysler and Ram by WIDE margin. It was 11th best selling brand in US. Just behind VW and Jeep. According to your way of thinking, Chrysler should get rid of itself and Ram and focus on Dodge and Jeep.
Chevrolets are nice, so are GMCs. They don't have to split anything. Both are designed in the same room.
"Chevrolet turns to dust". LOL. Chevrolet keeps growing not only on its own soil but globally.

There is no doubt that these Rams are nice. They have to be. They have to come up with new and innovative stuff. That's the only thing that will keep them competitive. Apples to apples, they will never be able to compete with GM and Ford.
Chevrolet is coming out with new HDs next year. Ford will follow a year later. Ram has to put all its cards on the table or they will fade into distant memory. If they put crap on its dealer lots now, like they have been doing for ever, they will experience a quick but painful death.

A big hat tip to Ram. Being that they have this upper hand right now, prior to updated models from their competitors means when their competitors products do arrive they'll also have the time to thoroughly "one-up" them again with the next model.
Twenty years ago who would have seen this coming?

@ beebe -- we like your idea of an EcoTest with all the fuel-friendly engines out there. Will take some time to put together but we're on it. Also, want to remind everyone to keep your points on topic and to refrain from name calling.

Ram is making improvements and breaking ground on new ideas. GM is still living in the past and Ford needs to totally revamp it's trucks. Old out dated looks and technology for both GM and Ford. Ram will always be 3rd in sales because they were crappy for so long they just don't have the fan base that Ford and GM do. I doubt that Ram will ever pull ahead of the other two, but it's evident that they are having an impact on them. GM, Ford Nissan are all thinking about or actually producing a 1/2 ton diesel truck. Rams new HD's with the better ride and cylinder deactivation will definitely steal a few buyers from Ford and GM. I have a 12 Ram 2500 CTD that I bought to replace a 10 F150. So far the Ram has had no issues as compared to the F150 that had to go to the dealer for warranty work twice. The Ram also feels tighter than the F150. Less squeaks and rattles. Both only had/have 15,000 on them.

I like that Ram paints there frames instead of just coating them with the wax or Vasaline that I've scene on some others.

@Mark Williams- while you're "on task" of doing the right kind of comparison testing, how about doing another 1/2 ton shootout with GM's optional 6.2 liter versus Ford and Ram's most powerful, available engines? It makes absolutely NO SENSE that you would do a 1/2 ton shootout when you knew darn well that GM's 6.2 liter wouldn't be available for a few months longer. You made your favorite truck (Ford) look like the winner when doing all these towing/power tests when in fact you weren't comparing apples to apples. Why not just wait until you can get your hands on each manufacturers most powerful and optional powertrains and then do a test like that? I know the answer, but I'd like to hear your explanation. I'm sure Mike Levine had a hand in that decision. Sheesh!

Seriously, if you want readers to take your comparison test serious, compare apples to apples, and in that case, it should have been Ford's 5.0 liter versus GM's 5.3. We the readers who are serious about purchasing a truck for pulling a boat or trailers, want to know how the optional Max Tow Package on GM's trucks is going to fare against Ford and Ram's optional tow packages, otherwise, your test is nothing but pissing in the wind. My point is simple, let the manufacturers who are providing the trucks know what kind of comparison testing you're going to be doing so they can equip the trucks accordingly. You could have waited a few more months to do that 1/2 ton shootout test and the results would have meant a helluva lot more knowing they all provided their "best" optioned trucks for your testing. Until GM and Ford provide a diesel in their 1/2 tons, how are you going to do a comparison test against their gas versions? Ridiculous. If you want this website to be respected for its articles and testing, then act professionally and responsibly. Your last 3/4 ton and 1 ton shootout was dead on in comparing apples to apples. Try to keep that same approach. Thanks!

4.10 gears are NOT more fuel efficient as the article states....

My next truck will be a 2015 Ram 2500 4x4, 392 Hemi. Probably go with the Longhorn edition. The Ram guys are doing things the others aren't even looking at...but they better start looking real quick.

Dodge was crappy for some time but has huge strides in the last 10 or 15 yrs. I believe if they keep this up they will catch gm for sure. They take forever to do updates to their trucks. Still have a ways to go to compete with Ford sales though. Not saying ford is better but they have a huge base of loyalists. I have a 12' f350 PSD now but have had 2 ctd rams before that were great trucks so I do have some experience with them. No one reins for ever and the competition better watch out because I have no doubt that they will keep stealing buyers.

@USAF Retired-
"4.10 gears are NOT more fuel efficient as the article states...."
That portion of the article is referring to the Power Wagon.
The Power Wagon has always been equipped with 4.56 gearing and now it is available with a 4.10's which would be more fuel effient.

I still don't think the coil springs is the way to go for 3/4 tn and up.

It may look good on paper and it may ride fine empty but loaded I don't think so.

these trucks should be made for the heavist of loads intented day in and day out.

@ scott

You can still get the airbags in addition to the coils on the 2500 if you need them. I'm sure they know that the majority of 2500 buyers probably don't break 10,000lb while towing. Hell I bet 25% of all 3/4 tons of all manufacturers never see much towing at all. If you need to pull real heavy why not just get the 3500. They have leafs and an airbag option in addition if needed.

I guess we have to wait until next year for the 3500 to get the coils?

I agree with others, the new RAM's are by far stepping over the Chevy's, and seem to continue to take the spotlight from the new chevy's, just look at this truck above, with all the options, and its a 2500 HD, why would you pay 57K for small Diesel? Why would you pay 50+K for a GMC/Silverado 1/2 ton?

I see Ford and Ram as the trucks of the future, lots of good things coming from Ford as well in the near future

Not to completely knock the GM twins, I actually am starting to like the 2014's look, and interior, but it just doesn't quite have the look and feel of the fords or rams

Bravo to Ram... these suspensions are just miles ahead of the competition. If I had to change today it would be extremely tempting to grab a new Ram. I drove a 1500 Extended cab as a rental a month ago and it drove better than any truck I have driven ever. Hands down. I was enjoying the Hemi 8 speed combo and driving a bit too fast up a mountain pass in Utah and in the process got caught off guard overcooking a right hand turn by a large uneven expansion joint in the highway. No time to brake I just cringed and prayed that I wouldnt sideswipe the concrete K rails in the median. I heard the bump and then nothing, none of that unsettling judder from the rear end as the back tries to step out, no need to correct the steering, nothing, just a thump and then after a brief moment of disbelief, I was back on the power charging up the mountain. My current truck would have put me into the wall for that lapse in judgment or at the very least I would be needing a new pair of underwear. Supremely impressed by the new Rams. Interior and exterior looks to boot.

Another fine article Mark, thanks.

Load a ton of hay in the field on those coil springs and look out. Chev had this back in the 60's, downright scary with a top heavy load.

@ George H.: If they are using 'progressive' wound springs,you needn't worry about the weight.The heavier the load,the stiffer the springs get....if they are progressives that is.

Who cares about this RAM/Fiat recall magnet, look at that tractor this lemon is trying to pull. It reminds me of my 5E Series Deere tractor I used to commute with and race years ago.

"Plowin' these fields in the hot summer sun
Over by the gate lordy here she comes
With a basket full of chicken and a big cold jug of sweet tea
I make a little room and she climbs on up
Open up a throttle and stir a little dust
Just look at her face she ain't a foolin' me

She thinks my tractor's sexy
It really turns her on
She's always starin' at me
While I'm chuggin' along
She likes the way it's pullin' while we're tillin' up the land
She's even kind of crazy 'bout my farmer's tan
She's the only one who really understands what gets me
She thinks my tractor's sexy

We ride back and forth 'til we run out of light
Take it to the barn put it up for the night
Climb up in the loft sit and talk with the radio on
She said she's got a dream and I asked what it is
She wants a little farm and a yard full of kids
One more teeny weeny ride before take her home

She thinks my tractor's sexy
It really turns her on
She's always starin' at me
While I'm chuggin' along
She likes the way it's pullin' while we're tillin' up the land
She's even kind of crazy 'bout my farmer's tan
She's the only one who really understands what gets me
She thinks my tractor's sexy

Well she ain't into cars or pickup trucks
But if it runs like a Deere man her eyes light up

She thinks my tractor's
She thinks my tractor's sexy
It really turns her on
She's always starin' at me
While I'm chuggin' along
She likes the way it's pullin' while we're tillin' up the land
She's even kind of crazy 'bout my farmer's tan
She's the only one who really understands what gets me
She thinks my tractor's sexy
She thinks my tractor's sexy
She thinks my tractor's sexy"

Makes me want to cry!

To the nay-sayers regarding the 5-link coil rear suspension on the RAM 2500, or even the RAM 1500...the Chevy trucks of the 1960s - early 1970s that were link coil were missing two elements that the RAM 5-link design has...a rear sway bar, and shocks tuned for loaded handling. These two items aid greatly in controlling all of the weight during loaded handling maneuvers. Sure, you'll continue to go on saying that leafs are stronger, better, blah blah blah, but if that were the case why would railroad cars ride on coil springs? Also, let's not forget...covered wagons were suspended by leaf springs, and I am sure some of the posters here are of age and remember how they rode judging by their comments filled with immense hatred towards innovation and coil springs... HA!

They should of offer trucks with some payload in the beds, make me think this Ram is a one trick pony. You buy HDs to tow and haul but they only compare unloaded trucks smells fishy to me.

To Gregory J, who posted this:

This is the dumbest thing I've ever heard.
GMC, by itself, last year outsold such brands as Chrysler and Ram by WIDE margin."

I guess you missed the link early in this article, the one that shows YTD and August sales. I assume you're talking trucks, here, as is this article. If you are including cars, that's irrelevant to this article and discussion. This is about the trucks. You might note in that article that Ram sold almost double what GMC sold and is closing fast on Chevy. Here's the link again so you don't have to go search for it.


Some of y'all crack me up! Do you really think that a company is going to change their HD's suspension and it not work right after posting 30 + thousand tow ratings? I'm sure ram tested them extensively.. Look at the 1st pic. Looks like its taking that load pretty good to me!

JRT yes, GM did outsell Ram but mostly in fleet sales and not in the heavy duty market. GM only sells 1 3500 for every 3 that Ford sells and 2 Rams per GM

They didn't have any competing vehicles against the ecodiesel and there were no loads in the 3/4 tons. This was not by accident.

Sign me up. I want one!

I can't believe Ford has had the some body since the early ninties, they just slap a differat grill on it and some differant headlights and call it all new.

Lou, Recalls happen their usually not structural related to the over design of the truck, they are manufacturer flaws or glitches which need to be corrected. I do think their should be more done so that they don't happen as much.

I just went to leave for Victorias Secret and my old Super Dooty won't start. Time to trade it in.


Yeah like for tested the tranny on my 12' F350 that jerks at times between 5th and 6th and shakes the whole vehicle.. But apparently this is something pretty common from what im being told. Or my 08 F 250 that always ate exhaust sensors and radiators. And before anyone says why are you taking up for the Ram when you drive a Ford. Well honestly i like both and my father in law works for Ford so i get better deals on the Ford.

Point is Lou that things do go wrong with all of them period! And honeslty do you really think that they are going to just overlook towing capabilities on a new HD design? Hey boys rides great cant tow anything but hey lets try to sell them! Right??

Oh Lou, are we really starting the pull the recall article and post it game again? They all have recalls. Yes Lou even the beloved Blue Oval...

Wy you need to load the ford bead ,because the back don't follow the front,,,,,the ford front end is so heavy in the ruff road is always jump and you need to look all the time the road ,,, ??

Got my mind set on buying a new Ram next year. Just like when i bought my 03 Ram. Ram is class leading again. Best of the best........Ram trucks. ;)

Thanks for the article MR. Williams.

@mark william

in this event did you had a chance to try any hd diesel or too compare against competiion
and for the name changing problem maybe you could ad livefyre like on motortrend

I was replaying to CJ50's comment. Read his comment carefully and then you'll know what I was talking about.

Closing fast..huh. LOL
Here is a fact for you. Last year at this time Ram was 74K units behind, this year they are 94K units behind.

@Brandon507 "Yeah like for tested the tranny on my 12' F350 that jerks at times between 5th and 6th and shakes the whole vehicle.. But apparently this is something pretty common from what im being told. Or my 08 F 250 that always ate exhaust sensors and radiators."

Ford...lol...that is normal for Ford....is there a bigger POS than Ford!

Yeah a bowtie! :-)

Guys - you are arguing with the "Fake Lou". He is trolling under my name.
You are best to ignore any post made under the name "Lou".

Ram sure is going all out on trucks. That is what is needed to move ahead and get into the lead. GMC came out with some very good 1/2 tons but they basically caught up to Ford and Ram. You don't stand much of a chance by doing that. You need to do what Ram is doing, aggressively go for the throat.

It will be interesting to see what the tow/haul specs are for these trucks.
The Power Wagon with coils is going to be an almost unstoppable beast.

Interesting the TFL Truck guys thought the Chevy drove and rode the best, and also they found the 6.4L Hemi to be the slowest in their 0-60 testing. Ford and Ram had a 3.73 rear axle Chevy had a 4.10.


johnny, Good find. Chevy with leaf springs rides better than the new Ram with coils. Ford is faster than the new Ram. Good job, Chevy and Ford.

My wife minivan runs even smoother.

And the Chevy was the slowest with the 4.10's! The also pointed out how it was the most expensive and then made fun of the interior. PUTC stated the ram rode the best. I guess its all perception.

Yes, they claim the Chevy rides better than the Ford or RAM; however, is it really a fair apples-to-apples comparison with respect to ride with Chevy using IFS? Afterall, Ford and RAM both use solid front axles on their HD 4x4s. One disadvantage to a solid axle is that any wheel input experienced on one side of the vehicle is transferred to the other wheel. Depending on the type and severity of ride event this would result in a lateral shake or axle tramp situation. Now, before the Chevy fans start touting that their trucks are better because they ride better due to the IFS...there are disadvantages to IFS also. They include a higher development cost than a solid axle, cost to repair, less wheel travel than a solid axle, and some others traits and attributes. That's the beautiful thing about ride perception...it's subjective. One person feels and interprets things entirely different than another, and bases their opinions accordingly.

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