Attention: TDR Forum Junkies - G.R. Whale
At the Chicago Auto Show today Ram introduced the 2019 Chassis Cab trucks. They will be offered as regular or Crew Cab in Tradesman and SLT trim, plus Laramie and Limited Crew Cab, on one of six wheelbases (143.5 to 204.4 inches)—eight if you include the inch difference between 3500 and 4500/5500 60- and 84-inch CA trucks. Unique to Ram is a Class 2 10,000 GVW Chassis Cab.
All the styling, powertrain and interior updates applied to the HD are included here, from the tablet-size Uconnect to grille shutters, and the top trims now come with color matched front fender flares. Apparently this is a big deal in medium-duties though I shouldn’t be surprised now that work rigs have heated and ventilated seats. I’m wagering this will be the quietest inline-diesel-engine commercial vehicle any of us have been in.
For CC the diesel is rated 360 horsepower at 2800rpm and 800 lb-ft at 1800rpm, paired to the updated AS69RC. The 3500’s 6.4 Hemi is the same 410/429 as the pickups, with the 8HP75 eight-speed auto, and the 4500/5500 gets 370hp and the AS66RC six-speed. Axle ratios are 3.73:1 or 4.10:1 on 3500, 4.10:1 and 4.44:1 diesel with 4.89:1 optional on gas 4500, and 4.44:1 or 4.89:1 on all 5500 setups. Alternators include single 180A and 220A units, or duals for 380A or 440A, while fuel is carried in a 52-gallon rear tank, 22-gallon midship, or the combination of both.
Features and options parallel trims much as you’d expect, some of it adjusted for the no-box configuration, such as the surround view camera that’s only 270 degrees. Lane departure warning, automatic emergency braking with trailer brakes, adaptive steering and adaptive cruise control/forward collision warning are available on Tradesman, but all-around or cargo cameras, trailer tire pressure monitoring and trailer reverse guidance require SLT or better.
So how big can your new fifth-wheel or hot-shot rig be? With a single-rear Crew Cab 4x4 19,980 pounds; 25,130 for a dually. Those trucks’ rear GAWR leave about 4100 pounds and 5200, respectively, for pin weight, neither of which exceeds the total payload rating.
On the 4500 peak tow for a Crew 4WD 60-inch CA is 28,770 pounds. Take off about 90 pounds for the 84-inch CA and about 400 for 4WD. The towing charts list 5500 4WD diesel as regular cab only, with tow ratings from 34,450-34,800 pounds. A Crew 2WD, 60- or 84-inch CA only, falls in a similar window, while the short-wheelbase regular cab is the braggart at 35,200. Diesel GCWR runs from 27,500 on single-rear trucks to 43,000 on Max Tow 5500. Bring on the CDL!
The spec war continues. GM is likely to post a tow rating topping 35,000 pounds with a GCWR more than 43,000 and Ford will have their own announcement at Chicago. GM’s pickup has a new 6.6-liter gasoline V-8 and a ten-speed transmission they call Allison, but it isn’t built by Allison—the only way to get a real Allison from GM is in the 45005500/6500 medium-duty all built on the same frame. Meanwhile Ford, also adding a 10-speed, continues saying that competitors have to use an outsider engine or transmission and only they build both in-house, apparently not getting the “Allison-branded” memo yet.
In a world where assembly plants bolt together items from myriad suppliers all you need is a decent “vehicle integration engineer”—the guy or gal who makes everything cooperate in the truck—to make it work. If Ram chooses to let Cummins and Aisin spend the development dollars so be it, and you have to wonder if in-house is always best, why are so there so many B engines in trucks, busses, motorhomes and boats around the world?
The only question left is what will be the next benchmark? A 40,000-pound tow rating? 1100 or 1500 lb-ft? 500 horsepower? $125,000 fully optioned? I’m about ready to go shopping for a used Hardbody or Tacoma.
At the Chicago Auto Show today Ram introduced the 2019 Chassis Cab trucks. They will be offered as regular or Crew Cab in Tradesman and SLT trim, plus Laramie and Limited Crew Cab, on one of six wheelbases (143.5 to 204.4 inches)—eight if you include the inch difference between 3500 and 4500/5500 60- and 84-inch CA trucks. Unique to Ram is a Class 2 10,000 GVW Chassis Cab.
All the styling, powertrain and interior updates applied to the HD are included here, from the tablet-size Uconnect to grille shutters, and the top trims now come with color matched front fender flares. Apparently this is a big deal in medium-duties though I shouldn’t be surprised now that work rigs have heated and ventilated seats. I’m wagering this will be the quietest inline-diesel-engine commercial vehicle any of us have been in.
For CC the diesel is rated 360 horsepower at 2800rpm and 800 lb-ft at 1800rpm, paired to the updated AS69RC. The 3500’s 6.4 Hemi is the same 410/429 as the pickups, with the 8HP75 eight-speed auto, and the 4500/5500 gets 370hp and the AS66RC six-speed. Axle ratios are 3.73:1 or 4.10:1 on 3500, 4.10:1 and 4.44:1 diesel with 4.89:1 optional on gas 4500, and 4.44:1 or 4.89:1 on all 5500 setups. Alternators include single 180A and 220A units, or duals for 380A or 440A, while fuel is carried in a 52-gallon rear tank, 22-gallon midship, or the combination of both.
Features and options parallel trims much as you’d expect, some of it adjusted for the no-box configuration, such as the surround view camera that’s only 270 degrees. Lane departure warning, automatic emergency braking with trailer brakes, adaptive steering and adaptive cruise control/forward collision warning are available on Tradesman, but all-around or cargo cameras, trailer tire pressure monitoring and trailer reverse guidance require SLT or better.
So how big can your new fifth-wheel or hot-shot rig be? With a single-rear Crew Cab 4x4 19,980 pounds; 25,130 for a dually. Those trucks’ rear GAWR leave about 4100 pounds and 5200, respectively, for pin weight, neither of which exceeds the total payload rating.
On the 4500 peak tow for a Crew 4WD 60-inch CA is 28,770 pounds. Take off about 90 pounds for the 84-inch CA and about 400 for 4WD. The towing charts list 5500 4WD diesel as regular cab only, with tow ratings from 34,450-34,800 pounds. A Crew 2WD, 60- or 84-inch CA only, falls in a similar window, while the short-wheelbase regular cab is the braggart at 35,200. Diesel GCWR runs from 27,500 on single-rear trucks to 43,000 on Max Tow 5500. Bring on the CDL!
The spec war continues. GM is likely to post a tow rating topping 35,000 pounds with a GCWR more than 43,000 and Ford will have their own announcement at Chicago. GM’s pickup has a new 6.6-liter gasoline V-8 and a ten-speed transmission they call Allison, but it isn’t built by Allison—the only way to get a real Allison from GM is in the 45005500/6500 medium-duty all built on the same frame. Meanwhile Ford, also adding a 10-speed, continues saying that competitors have to use an outsider engine or transmission and only they build both in-house, apparently not getting the “Allison-branded” memo yet.
In a world where assembly plants bolt together items from myriad suppliers all you need is a decent “vehicle integration engineer”—the guy or gal who makes everything cooperate in the truck—to make it work. If Ram chooses to let Cummins and Aisin spend the development dollars so be it, and you have to wonder if in-house is always best, why are so there so many B engines in trucks, busses, motorhomes and boats around the world?
The only question left is what will be the next benchmark? A 40,000-pound tow rating? 1100 or 1500 lb-ft? 500 horsepower? $125,000 fully optioned? I’m about ready to go shopping for a used Hardbody or Tacoma.
