We've already had a chance to drive the 2014 Ram 3500 HD, but the big news for the 2014 Ram Heavy Duty lineup might be centered around the three-quarter-ton 2500 model. Chrysler has released a new video highlighting the new features of the 2014 Ram 2500 HD, including its new optional engine and new rear suspension components.

The video starts by showing off the Ram's new 410-horsepower 6.4-liter Hemi V8 and then gives us an up-close look at the coil spring, multi-link rear suspension – one of the truck's most important upgrades aimed at delivering a smooth ride. In addition to this coil suspension, the Ram 2500 HD will also be available with a rear air suspension system, which Chrysler says will optimize the truck's hauling abilities with better load leveling and trailer towing.

Scroll down for the walkaround video of the 2500 HD from Chrysler as well as the original press release breaking down all of the truck's new-for-2014 features.

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2014 Ram 2500 & 3500 Heavy Duty
OVERVIEW

2014 Ram Heavy Duty - The King of Capability Offers Exclusive
Air Suspension and an All-new Best-in-class V-8 Engine


-2014 Ram Heavy Duty retains the highest level of capability with best-in-class towing, best-in-class payload and best-in-class Gross Combined Weight Rating (GCWR)
-Largest displacement V-8 in the segment, all-new 6.4-liter HEMI® delivers best-in-class power
-2014 Ram 2500 Heavy Duty starts at $29,600, plus $1,095 destination; 6.4-liter HEMI option priced $1,495 greater than similarly equipped 5.7-liter HEMI-powered Ram
-New engine offering opens the door to additional customers who are looking for a large gasoline powertrain at a great value
-Two gas-powered options, plus manual and automatic transmission-equipped diesel powertrains offer customers a wide range of choices to meet their needs
+Available 6.4-liter HEMI V-8 delivers best-in-class 410 horsepower (306 kW) at 5,600 rpm and 429 lb.-ft. of torque (582 N•m) at 4,000 rpm, and features VVT with Fuel Saver cylinder deactivation
+Standard 5.7-liter HEMI V-8 delivers 383 horsepower (286 kW) at 5,600 rpm and 400 lb.-ft. of torque (542 N•m), and features variable-valve timing for greater efficiency and performance
-Available 6.7-liter Cummins High-Output Turbo Diesel produces 385 horsepower (283 kW) at 2,800 rpm and best-in-class 850 lb.-ft. of torque (1,151 N•m)
-Ram engineering continues to lead Heavy Duty segment innovation with Ram 2500 link coil rear suspension to deliver best-in-class ride
-Exclusive factory rear air suspension for Ram 2500 and exclusive factory supplemental air suspension system for Ram 3500
-New gooseneck/fifth wheel capability for Ram 2500
-Ram PowerWagon increases capability with all-new 6.4-liter HEMI V-8 engine and new suspension
-New best-in-class dual alternator systems up to 440 amps
-New 18- and 20-inch wheel packages
-Unsurpassed powertrain warranty – five years/100,000 miles – and best-in-class 15,000-mile oil change interval on the Cummins diesel engine

Ram Truck brand offers the most capable heavy-duty pickups in the segment – the 2014 Ram Heavy Duty line features a list of best-in-class titles in the segment's number one purchase reason, capability:
Towing – Up to 30,000 pounds with Ram 3500
Towing – Up to 17,940 pounds with Ram 2500
Payload – Up to 7,320 pounds with Ram 3500
Power – 850 lb.-ft. of torque with 6.7-liter Cummins
Power – 410 horsepower and 429 lb.-ft. of torque with all-new 6.4-liter HEMI V-8
Capacity – Gross Combined Weight Rating (GCWR) of 37,600 pounds with Ram 3500

Pricing for the new 2014 Ram 2500 Heavy Duty starts at $29,600, plus $1,095 destination. The 6.4-liter HEMI option is priced $1,495 greater than a similarly equipped 5.7-liter HEMI-powered Ram Heavy Duty pickup and is the first gas engine available in the dual rear wheel 3500.

Ram 2500 and 3500 Heavy Duty trucks also add new innovation, including an all-new, 5-link coil suspension with optional air suspension on Ram 2500 and a supplemental air bag suspension option on Ram 3500.

ENGINEERING
Heavy-duty trucks generally have suspension equipped for constant, heavy payloads. This can result in a harsher ride when unloaded. Ram innovation leads again for 2014. The new Ram 2500 takes lessons learned from the Ram 1500 and adds an all-new, segment exclusive five-link coil rear suspension system for best-in-class ride and handling and new air suspension system.

The exclusive five-link coil design provides better articulation over obstacles than a leaf spring system and the robust coil springs are more than up to the task of handling the loads required of a Heavy Duty Ram 2500 - up to 17,940 pounds for towing.

The 2014 Ram 2500 also will offer a segment exclusive rear air suspension system. An air bag replaces the coil spring much like the Ram 1500. Load capacity is not sacrificed and the 2014 Ram 2500's best-in-class ride and handling gets even better, crushing the competition with two doses of engineering innovation (five-link coil standard and air suspension option). Another benefit to the new air suspension design is the load-leveling capability, which automatically detects load on the rear suspension from a trailer or payload. The air pressure increases until the vehicle reaches normal ride height, leveling the truck, improving stability and loaded ride.

The Ram 3500 will continue to feature the rear Hotchkiss leaf spring system on the Ram 3500 but will now offer a supplemental air suspension system on SRW and DRW applications. By adding supplemental air bags to the rear suspension, Ram engineers were able to soften the leaf springs, allowing for more unladed suspension movement. When a high-load capacity condition exists, the air suspension automatically fills the rear air bags to level the truck to improve stability and ride quality - even pulling a best-in-class 30,000-lb. load.

In the front, the Ram Heavy Duty line features an advanced three-link front suspension to ensure roll stiffness. Greater roll stiffness, also known as body roll, is an important characteristic in taller vehicles and especially trucks with heavy payloads. Roll stiffness is measured by the amount the truck's body tips side-to-side, independently of the wheels, during cornering.

For 2014 Ram 2500 offers gooseneck (center-positioned ball in the bed) or fifth wheel capability. Ram is unmatched in terms of offering the most complete 'hitch 'n go' towing prep package found anywhere in the heavy-duty category. Additionally, Ram features an in-box connection junction, and a standard Class 4 and 5 receiver hitch with a four or seven pin connector on the bumper.

Ram offers two different dual alternator systems on the 2014 Ram Heavy Duty providing additional power for higher electrical loads from commercial vehicle upfits and accessories. New for 2014, Ram Heavy Duty models equipped with the Cummins 6.7-liter diesel engine will offer dual 220-amp alternators (best-in-class 440 amps). Both the Ram 2500 and 3500 equipped with the new 6.4-liter HEMI® V-8 gas engine also will offer a dual-alternator system – the first gas-driven application of its kind in either class – that combines 220- and 160-amp units for 380-amps of total best-in-class output.

Although the Ram Power Wagon benefits from the new five-link rear suspension, it also receives a unique front suspension system to maintain its leadership in off-road capability. The modified front three-link system incorporates high-movement links, allowing for additional flexibility and axle articulation. The 2014 Power Wagon also is powered by the all-new 6.4-liter HEMI V-8 engine, contributing to Ram Power Wagon's title: the most capable production off-road truck in the industry.

POWERTRAIN
With Chrysler Group's all-new 6.4-liter HEMI V-8, the 2014 Ram Heavy Duty will deliver to best-in-class horsepower and best-in-class torque among pickups with gasoline engines.

Engineered to deliver capability, durability and bang for the buck, the largest displacement V-8 in its class provides a worthy gas-powered option to the segment's overall standard-bearer – the 6.7-liter Cummins Turbo Diesel.

Compelling numbers tell the story of the new 16-valve engine with 410 horsepower (306 kW) at 5,600 rpm and a peak torque rating of 429 lb.-ft. (582 N•m), at 4,000 rpm.

One of the enablers for such performance is an active dual-runner-length intake manifold optimized specifically for the Ram Heavy Duty lineup. The result is improved low-end torque without sacrificing high-end power.

The legendary HEMI architecture provides the foundation of the 90-degree V-8. But its advanced technology is decidedly forward-looking. Cooled exhaust-gas recirculation (CEGR), variable-valve timing (VVT) and Chrysler Group's trademark Fuel Saver cylinder-deactivation technology all contribute to efficiency and help to capitalize on every cubic inch.

The new 6.4-liter HEMI is standard on the 66RFE six-speed automatic transmission.

Other engine options include the 5.7-liter HEMI V-8, standard equipment for the Ram 2500 and 3500 (SRW). The engine produces 383 horsepower at 5,600 rpm and generates peak torque of 400 lb.-ft. at 4,000 rpm. The 5.7-liter HEMI V-8 is mated to a 66RFE six-speed automatic transmission.

Dominating the torque charts, the renowned 6.7-liter Cummins Turbo Diesel I-6 is available in three versions. The first version is paired with Ram's segment exclusive six-speed manual transmission, which features a wear-compensating clutch for lifetime like-new performance and a dual-trunion shift tower to accommodate a compact shift pattern. This combination delivers 350 horsepower at 2,800 rpm and 660 lb.-ft. of torque at 1,400 rpm. The second option matches the Cummins to the 68RFE six-speed automatic transmission. The diesel engine cranks out 370 horsepower at 2,800 rpm with an unsurpassed in ¾-ton trucks 800 lb.-ft. of torque at 1,600 rpm.

Finally, the 6.7-liter Cummins High-Output Turbo Diesel I-6 for Ram 3500 is paired with the Aisin six-speed automatic transmission (AS69RC), leaving no doubt to Ram Heavy Duty's capability. In addition to 385 horsepower at 2,800 rpm, the most powerful Cummins, generates best-in-class torque of 850 lb.-ft. at 1,700 rpm. The AS69RC transmission features wide gear ratios that contribute to impressive shift performance, efficiency and drivability.

The Ram Heavy Duty also features another innovation, the industry-exclusive Ram Active Air intake system. When the intake system senses extreme heat, it draws cooler air from the front of the vehicle – a function that also engages at high altitudes for superior throttle response in low oxygen environments. When conditions are wet from snow, ice or water-fording, the system pulls air from an under-hood inlet, clear from snow packing and water. The 2014 Ram 3500 boasts a best-in-class GCWR. A contributor is the 11.8-inch rear axle matched with the high-output diesel engine boasting a 300-mm hypoid gear set, a 4-pinion helical differential and a cooling-fin equipped aluminum differential cover for optimal thermal management.

Two Borg-Warner part-time transfer cases are available on the 2014 Ram Heavy Duty. The BW 44-46 is an electric shifting part-time transfer case with 2WD, 4WD High, 4WD Low and Neutral. BW 44-47 is a manual shifting transfer case with 2WD, 4WD High, 4WD Low and Neutral. Both options feature a low-range ratio of 2.64 and locking differential from front to rear.

Low total cost of ownership and unsurpassed powertrain warranty – five years / 100,000 miles
Operating costs are of great consideration for owners who use their trucks for work. The 2014 Ram Heavy Duty holds class-leading features in:
-Fuel economy
-Extended maintenance cycle (oil change, fuel filter life)
-Brake life with advanced engine exhaust brake and largest brakes in the segment

The 2014 Ram Heavy Duty is backed with an unsurpassed five-year/100,000-mile Powertrain Limited Warranty. The powertrain-limited warranty covers the cost of all parts and labor needed to repair a covered powertrain component – engine, transmission and drive system. Coverage also includes free towing to the nearest Ram Truck dealer, if necessary. The warranty also is transferable allowing customers who sell their truck during the warranty period to pass the coverage to the new owner. The standard three-year/36,000-mile Basic Limited Warranty provides bumper-to-bumper coverage for the Ram Heavy Duty, from the body to the electrical system.

DESIGN
The new 2014 Ram 2500 and 3500 Heavy Duty models uphold a bold presence while retaining comfort and styling. The new Ram Heavy Duty features segment-leading technology – every model offers specific content.

Beginning in the 2014 model year, the Ram 2500 will offer a range of new 18- and 20-inch wheels, including forged aluminum, polished with painted, white gold painted pockets and cast aluminum with silver inserts. A cargo-view camera, mounted in the center high-mounted stop light (CHMSL) provides a view of the bed for easier fifth wheel or gooseneck trailers as well as monitoring bed loads. Also, a flat-load floor option is now available on Crew Cab models, featuring fold-out panels that create a flat surface across the floor of the rear seating area.

For 2014, the Ram Heavy Duty offers 12 different colors, including two new shades: Blue Streak and Granite Crystal; available in a monotone and/or two-tone depending on the model.

MANUFACTURING
Start of production of the 2014 Ram 2500 and 3500 Heavy Duty is scheduled for the third quarter of 2013 at the Saltillo Truck Assembly Plant in Coahuila, Mexico.


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    • 1 Second Ago
  • 66 Comments
      Scr
      • 1 Year Ago
      That engine needs to end up in the middle of something else...supercharged.
      Nick B
      • 1 Year Ago
      That new Hemi in a regular cab/short box half ton would be a fun ride.
      teh_4rd_humper_deep_sheman
      There is no need for this stupid suspension. Most people that actually use their trucks for work aren't going to care for this. Fleet buyers are just going to see it as more things that will break. It's added complexity for the sake ride comfort. Coil springs and air suspension are like the dead electric power steering on BMW's newest car . Ram is doing this to attract the buyers that use their trucks as grocery getters, not as trucks.
        wilkegm
        • 1 Year Ago
        @teh_4rd_humper_deep_sheman
        If they want leaf springs, they can buy SRW 3500's. More importantly, as long as customers walk in with money, Ram doesn't give a flying yoo-hoo how the truck gets used. As for BMW's power steering- they use it for fuel economy, which is a "necessary" evil. However, there is no excuse to have numb steering because of it. The S2000, the RX8 and FT86 all have electric power steering, and you'll have to search to find complaints about the steering feel.
        Scr
        • 1 Year Ago
        @teh_4rd_humper_deep_sheman
        You obviously have never had a 3/4 ton or higher rated pickup. This suspension is a miracle for comfort and capacity, especially when the truck isn't loaded with anything. Before, you had the beefy suspension meant for all that weight supporting the relatively light truck which made for a simply terrible ride. With coils, you can design in an a softer initial load rating so it evens out the smaller bumps while still having the capacity for a heavier load. The airbags are great for load leveling, and even better for ride comfort when the truck is empty or full. You just adjust to your preference.
        4gasem
        • 1 Year Ago
        @teh_4rd_humper_deep_sheman
        Yeah, no body wants better handling, and a higher max trailer capacity plus a smoother ride. Only people buying 2500's to get groceries. (insert sarcasm) I know if I was towing a trailer across the country using my truck, I'd want it as comfortable as possible. Cars used to use leaf springs back in the day too... Should we go back to that time with cars?
          teh_4rd_humper_deep_sheman
          @4gasem
          AS and CS aren't used to increase towing capacity, it's used to improve ride comfort.
          teh_4rd_humper_deep_sheman
          @4gasem
          For ride comfort, that's all. And not all large trucks have them. Many would rather be without them because of the added complexity. They're expensive to fix and are prone to failure. Leaf springs are simple and cheap.
          • 1 Year Ago
          @4gasem
          [blocked]
          Wally SirFatty
          • 1 Year Ago
          @4gasem
          @carguy1701 are you really that stupid? Air ride on tractor trailers is about protecting the merchandise they are hauling. Same thing as ride comfort. Moron.
        SpitterGuy
        • 1 Year Ago
        @teh_4rd_humper_deep_sheman
        Why don't you tell all the on road, heavy duty, semi tractor drivers and operators that they don't need a complex coil/air spring setup and that they should sacrifice their comfort since it is a work truck.
      FuelToTheFire
      • 1 Year Ago
      I'm glad that they came up with a bigger engine for this truck. The old Rams felt absolutely gutless with the 5.7, to the point where I'd be scared to drive them on the highway (for me to drive a vehicle on the hgihway, the 0-60 acelleration must be 9 seconds or less.........just for an example, my old Plymouth minivan, with its 13 second 0-60 time, almost never goes on the highway, pretty much only on local roads. If I HAVE to drive my van on the highway, I go no more than 40 mph, drive in the middle lane unless a semi truck tries to pass me and I merge into his lane to block him off, and always turn on my emergency flashers). I still think that they should start using V10s in their pickups again, like they did in the 90's with the Viper's engine.They should put the 8.4 into the 2500 HD, and detune it to 520 hp, but it should have at least 700 lb/ft of torque. Also, they should put the 6.4 into the Ram 1500, for those who want a faster accelerating truck.
        • 1 Year Ago
        @FuelToTheFire
        [blocked]
        Stang70Fastback
        • 1 Year Ago
        @FuelToTheFire
        At the risk of kinda-sorta sounding like an *******, I hope one of those trucks runs you and your minivan off the road. People like you are the reason why the highways are such a mess.
        4gasem
        • 1 Year Ago
        @FuelToTheFire
        Yeah, 395HP and 407lbft of torque is just so gutless... lol The 6.4 is a great idea, but to say the 5.7 was gutless is NUTS! It has nearly twice the HP of trucks 10 years ago.
        Justin Campanale
        • 1 Year Ago
        @FuelToTheFire
        Seriously? When I crossed into New Jersey the other day and drove onto the turnpike, there was a retard in an old Plymouth Voyager doing about 35 to 40 in the left lane with his harzard lights flashing, cutting off people. It seems as if that that retard was none other than YOU! Let me tell you, if I see your sorry ass holding up traffic again, I'm going to cut in front of you and go even slower to teach your dumb ass a lesson.
          always_busy
          • 1 Year Ago
          @Justin Campanale
          FuelToTheFire is a troll and an asshat. Just read his previous comments.
        • 1 Year Ago
        @FuelToTheFire
        [blocked]
          • 1 Year Ago
          [blocked]
      High
      • 1 Year Ago
      Wouldn't purchase one of these (R)eally (A)mateur (M)ade things for 1$. Wait, maybe I would to resell to you suckers and buy a real truck from GM or Ford.
        reattadudes
        • 1 Year Ago
        @High
        bored in high school study hall, or is it after school detention?
      Dave
      • 1 Year Ago
      Dodge is a striking contrast to the Toyota Tundra reviewed the other day. Dodge is being innovative with design and features, doing everything they can do increase market share. Toyota is being complacent. Quite a change from a few years ago.....
        teh_4rd_humper_deep_sheman
        @Dave
        What's innovative about about bigger engines and trucks with rear coil springs?
          John
          • 1 Year Ago
          @teh_4rd_humper_deep_sheman
          Coil springs and air suspension technology aren't currently used on ANY of the trucks in the "heavy duty" market. Add to that the increase towing capacity and the fact that Ram is the only manufacture to offer ESC/trailer sway control on a dually.... I would say they're fairly inovative when it comes to this particular segment.
          teh_4rd_humper_deep_sheman
          @teh_4rd_humper_deep_sheman
          So let's have coils? Give me a break! And what will coil springs do for this truck? This suspension make sacrifices for ride comfort the same way IRS would. But let's call this innovative, right?
          teh_4rd_humper_deep_sheman
          @teh_4rd_humper_deep_sheman
          Yes, why aren't they currently used on these LIGHT DUTY trucks? These aren't good or fresh ideas. If Ram had introduced a front drive based truck with body on frame and IRS, people would call that innovative.
          • 1 Year Ago
          @teh_4rd_humper_deep_sheman
          [blocked]
          • 1 Year Ago
          @teh_4rd_humper_deep_sheman
          [blocked]
        John
        • 1 Year Ago
        @Dave
        Toyota is lost in the pack at best. If Nissan gets a fresh redesign they (Toyota) will likely be last in line. The Ford & Ram trucks are such strong contenders right now & its a constant battle back & fourth. I love it & hate it all at the same time. As a sales consultant it can leave you're head spinning while you try and learn about all the latest & greatest.
      buckfeverjohnson
      • 1 Year Ago
      I'm surprised they aren't introducing an air suspension.
      keith
      • 1 Year Ago
      Very nice truck. I like it.
      4gasem
      • 1 Year Ago
      WOW! Awesome!
      Neutral President
      • 1 Year Ago
      I wonder what the gas/diesel split is like on sales of these. I would imagine most HD buyers opt for a diesel mill under the hood. A huge gas engine seems like an odd choice for an HD pickup.
        GirchyGirchy
        • 1 Year Ago
        @Neutral President
        There was an Autoline episode a few weeks ago that looked into the take rate for the Big 3. Rams were the highest.
          wilkegm
          • 1 Year Ago
          @GirchyGirchy
          Until now, the 3500 was available only as a diesel. Ad to that , the faxt that many buyers bought the Ram for years ONLY because of the Cummins motor.
        Dave
        • 1 Year Ago
        @Neutral President
        The diesel engine option is very expensive in all of the HD trucks regardless of manufacturer. I would think that would lead many to the gas engine.
          car-a-holic
          • 1 Year Ago
          @Dave
          It isn't just cummins. The whole DEF DPF across all makers (not just domestic truck) has been shakeup at times.
          teh_4rd_humper_deep_sheman
          @Dave
          It isn't just expensive. The emissions systems make the Cummins 6.7 unreliable garbage.
        John
        • 1 Year Ago
        @Neutral President
        There are a lot of people in this market that believe it or not, just don't like the diesel. The oil/gas field guys are one of them. They would much rather have the lighter weight but increased power of the larger v8 option when it comes to going through the mud/swamp areas around here in the Amish country of Ohio. Now that being said, the heavy haul & over the road guys will always go for the diesel.
          John
          • 1 Year Ago
          @John
          The loads they can haul cannot be duplicated with a gas engine. I didn't say a thing about mileage but one nice thing is these new rams do typically get about 5-6mpg better than the gassers. Add to that the 15k mile OCI and the fact that the diesel premium is typically also added in resale & with the mileage the guys do around here its the best option for them, though maybe not all.
          The Friendly Grizzly
          @John
          Not necessarily true, John. When one takes the REAL fuel mileage of a diesel vs gas, and weigh in the increased maintenance costs, initial purchase cost, the fuel tax some states charge for what is in your tank when you hit that "all trucks stop here" at the border of each state and often it is far cheaper to run a gas rig. My brother penciled this out several times over the 20+ years he was in business. Diesels were not the answer for a 150K miles per year business.
      SquareFour
      • 1 Year Ago
      Cue the haulin' aficionados and their comments regarding coil spring rear suspensions. They suck, don't you know...but only because GM and Ford use leaf springs.
      Oolly
      • 1 Year Ago
      The picture below the heading threw me for a second, until I saw the tire in the lower left and realized that the tire to the right was the spare.
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