2007 Dodge 3500 Chassis Cab Introduction

TDRAdmin4 · Mar 5, 2006

[RAW]The TDR Editor and I
attended the 2006 NTEA work truck show in Atlanta, Georgia to bring you
information from the unveiling of the new 2007 Dodge Ram 3500 Chassis
Cab.
 As I usually do at these
events, I video taped the press conference. TDR members can view the video at
the link at the bottom of this page. I've also included PDF files of the
complete press kit as given to us by Dodge. We spent about 30 minutes talking
with Scott Kunselman, Chief Engineer for the Dodge Ram and about an hour with
Patrick Shea, Cummins Technical Advisor for Light Duty Automotive to get
information for you on the new trucks as well as the new engine and
transmission. 
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Chassis

Starting with the chassis
the rear frame rails are upfit-friendly with an industry standard 34 inch frame
rail spacing, as well as something that is unique to the market segment, flat,
obstruction-free frame rails. Also an exclusive: all chassis components are
below the frame surface, providing versatility for virtually any upfit
application. Here are a few photographs of the rear bed rails. I've also
included a picture of the Ford chassis cab frame for comparison. As you can see
on the Ford cab, the overload perches sit above the frame rails. 
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<TD ALIGN="center" COLSPAN="2">2007
Dodge Ram 3500 Chassis Cab</TD>
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<TD ALIGN="center" COLSPAN="2">Ford
Chassis Cab</TD>
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The truck is available in
both regular cab and Quad Cab configurations. The regular cab can be purchased
with a 60 inch or an 84 inch cab-to-rear axle length. The Quad Cab is only
available with a 60 inch cab-to-rear axle length. The 84 inch cab-to-axle
models are only available in a dual rear wheel configuration. Here is a chart
of dimensions for the different models: 
<TABLE BORDER="1">
<TR>
<TD>Model</TD>
<TD>Wheelbase</TD>
<TD>Track, front</TD>
<TD>Track, rear</TD>
<TD>Overall Length</TD>
<TD>Overall Width @ SgRP Front</TD>
<TD>Overall Height</TD>
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<TD>3500 RC SRW 60 inch cab-axle</TD>
<TD>143.5</TD>
<TD>68.7</TD>
<TD>68.1</TD>
<TD>234.3</TD>
<TD>79.5</TD>
<TD>78.6</TD>
</TR>
<TR>
<TD>3500 RC DRW 60 inch cab-axle</TD>
<TD>143.5</TD>
<TD>69.6</TD>
<TD>71.7</TD>
<TD>234.3</TD>
<TD>79.5</TD>
<TD>78.7</TD>
</TR>
<TR>
<TD>3500 RC DRW 84 inch cab-axle</TD>
<TD>167.5</TD>
<TD>69.6</TD>
<TD>71.7</TD>
<TD>258.3</TD>
<TD>79.5</TD>
<TD>78.6</TD>
</TR>
<TR>
<TD>3500 QC SRW 60 inch cab-axle</TD>
<TD>163.5</TD>
<TD>68.7</TD>
<TD>68.1</TD>
<TD>254.3</TD>
<TD>79.5</TD>
<TD>79</TD>
</TR>
<TR>
<TD>3500 QC DRW 60 inch cab-axle</TD>
<TD>163.5</TD>
<TD>69.6</TD>
<TD>71.7</TD>
<TD>254.3</TD>
<TD>79.5</TD>
<TD>79.1</TD>
</TR>
</TABLE>
Axles on the new truck are
the same American Axle units as supplied on the current Ram 3500 except that
the track on the dual rear wheel models is narrower. It is available as both an
SRW or a DRW truck. The available rear end ratios are 3.73 and 4.10 with the
six speed manual. Only the 4.10 is are available with the new six speed
automatic. The two wheel drive model has a solid beam front axle with a five
link coil spring front suspension just like the four wheel drive models. Both
trucks have a recirculating ball steering system. The GVWR for the SRW models
is 10,200 pounds with the DRW models coming in at 12,500 pounds. GCVWR's range
from 21,000 to 23,000 pounds (see the press release below for a full capacities
chart). 
Transmissions 
Big news is happening with
transmissions. The standard transmission is the existing G56 six speed manual
with its .74 ratio overdrive and available 3.73 or 4.10 rear end gears. The
optional transmission is a six speed Aisin AS68RC automatic with a .63 ratio
overdrive and 4.10 rear end gears only. I've included pictures of the cutaway
transmission that was on display. As you can see in the pictures, the torque
convertor is a multiple disc lockup unit. It is rated for exhaust brake usage
and is a fully electronically controlled transmission. We asked if this
transmission was going to be used in the regular 2500 and 3500 trucks and were
told that the '07 model will continue with the 48RE. 
 
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Engine

 
The engine is an all new 6.7
liter Cummins Turbo Diesel that will meet the 1/1/2007 emissions regulations
and produces 305 horsepower at 3,000 rpm and 610 lb-ft of torque at 1,600 rpm.
This is not the existing European 6.7 liter Cummins which is a long stroke
design. The existing European 6.7 liter was a stroked 5.9 with a bore of 102mm
same as with the existing 5.9. The 2007 Dodge engine has a bore of 107mm and a
stroke of 124mm. To meet the new emissions regulations they will use cooled EGR
along with a diesel particulate filter, an oxidation catalyst, a variable
geometry turbo, and a new controlled sealed crankcase system. This engine is a
LOT more complicated than the existing design with many more sensors and a much
larger ECM to monitor them. For instance, the ECM has 10,000 parameters in it.

The turbo is a Holset
variable geometry turbo that uses fixed vanes and a sliding plate to provide
the variable geometry. It is actuated by an electric valve. Durability was of
primary concern to Cummins aengineers. When they looked at variable vane turbos
they did not like what they saw. They felt that this Holset design was much
simpler and more durable. The center section of the turbo is now water cooled.
With the variable geometry turbo it can now be used as an exhaust brake. You
can order as a factory option the controls to make the turbo function as an
exhaust brake. All of the mechanicals are there in the turbo, but it needs the
controls to function. It is quoted as being able to provide 35% more braking
than the existing butterfly valve exhaust brakes. The switch for the exhaust
brake will be integrated into the center stack of the instrument panel in the
same area as the seat heater controls. 
While this system is much
more complicated than the existing high-pressure, common-rail engine. However,
it has been used by Cummins since 2002 with 300,000 engines currently on the
road and over 30 billion miles on the road. 
In the exhaust system there
is a self cleaning diesel particulate filter (DPF), an oxidation catalyst, and
a muffler. The muffler is not part of the emissions control system and can be
removed and not violate emissions compliance. As a part of the DPF system the
ECM monitors three temperature sensors and change in pressure to monitor the
state of the filter. To self-clean the DPF system, it raises exhaust gas
temperatures (within a window) by manipulating the air fuel ratio. This is done
thru a number of methods - some of which include an injection of fuel to ignite
inside the DPF, the variable geometry turbo, and an intake flap mounted just
prior to the intake air horn. The emissions system is designed for a government
certified 185,000 mile life and remain within the 2007 emissions specs.

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<TD ALIGN="CENTER">Diesel Particulate
Filter</TD>
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The exhaust recirculation
system is water cooled and the air is reintroduced into the intake horn.
Therefore the recirculated exhaust will not be feeding through the turbo and
the intercooler, leaving these components cleaner than they would otherwise be.
The sealed crankcase vents to the intake side of the turbo after going through
an air/oil seperator. Special attention was paid towards minimalizing the
amount of oil that would be circulating through that system. 
The fuel system is a new
higher pressure version of the existing common rail system. It now runs at 1800
bar versus 1600 bar for the existing 2006 trucks. This system includes a new
rail, larger fuel lines all the way to the injectors, and a new higher pressure
CP3 pump. 
We tried to find out
information on how this all applies to the upcoming regular 2500 and 3500
trucks and everyone was tight-lipped with information. We were however told
that the Ram 2500 and 3500 models for 2007 will be rolled out with the existing
5.9 liter engine. 
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Conclusion 
 
Since Dodge rarely tools-up
components for a single model truck, we feel it is likely that there will be
further model introductions. The frame for this truck is all new as is the
six-speed Aisin automatic transmission. Since we were told that this
transmission would not be used in the regular 2500/3500 series trucks, nor will
the frame, speculation is that there will be larger 4500/5500 model trucks
released in the future. Since the 6.7 liter engine is compliant with the new
2007 emissions regulations it is almost a "given" that this engine will trickle
down to the regular 2500/3500 series trucks as a 2007.5 engine introduction
likely with higher outputs at that time so as to trump the competition.

Video
 
For TDR members
only you can view video in Windows Media Player of the 2007 Dodge Ram 3500
Chassis Cab here: <A href="06ntea/Videos/nteavideoshi.phtml">High bandwidth users
(DSL, Cable, etc)</A> <A href="06ntea/Videos/nteavideoslow.phtml">Low bandwidth
users (dialup)</A> Windows Media Player required 
Complete Official Daimler
Chrysler 2007 Dodge Ram 3500 Chassis Cab Press
Release (requires Adobe Acrobat Reader)
<A
href="06ntea/Ram3500_Overview_EN.pdf">Overview</A> <A
href="06ntea/Ram3500_Specs_EN.pdf">Specifications</A> <A
href="06ntea/Ram3500_Tow_EN.pdf">Towing and Hauling Capacities</A> 
[/RAW]

2007 Dodge 3500 Chassis Cab Introduction

2006 Chicago Auto Show Coverage

2007 Dodge Ram 3500 Chassis Cab Introduction

TDRAdmin4

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