2500/3500 Ram: The Next Generation Part 2

[TDRAdmin4]

[RAW]<A HREF="/hdlaunch/3500drw-4x.jpg">/hdlaunch/sm_3500drw-4x.jpg#ad
</A><br />
<p ALIGN="LEFT">The next generation of the Dodge 2500 and 3500 Turbo Diesel
trucks were introduced at the February 2002 Chicago Auto Show. We can now put
aside all the speculation and rumor and deal with the facts. After the initial
press introduction, I spent a couple of hours talking with the design engineers
and crawling all over, and under, the trucks to bring you the inside story!&nbsp;<o>
</o>
</p>
<p ALIGN="LEFT">There are a few details that I will need to fill in next week as
they didn't have the information on site.&nbsp; I will update this document when
I get those.<o>
</o>
</p>
<p ALIGN="LEFT">At the end of this document is a link to the press release from
Daimler Chrysler.<span style="font-size:10.0pt;mso-bidi-font-size:12.0pt;font-family:Arial"><o>
</o>
</span></p>
<P ALIGN="CENTER"><B><FONT SIZE="+1">CLICK ON ANY OF THE PICTURES FOR A
LARGER VERSION</FONT></B></P>
<CENTER>
<TABLE>
<TR>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/undercover1.jpg">/hdlaunch/sm_undercover1.jpg#ad
</A><BR>Under
Wraps</TD>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/robert.jpg">/hdlaunch/sm_robert.jpg#ad
</A><BR>TDR Editor Robert Patton being
interviewed</TD>
</TR>
</TABLE></CENTER>
<P ALIGN="CENTER"><B><FONT SIZE="+1">Body and Interior</FONT></B></P>
<p ALIGN="LEFT">With the exception of roofline clearance lights and the rear
wheel fenders on the dual rear wheel 3500's, the body and interior is the same
as the 1500 series that was introduced last year.&nbsp; This is good news in
that the body and interior have now been on the streets for a full year and
should have all of the bugs worked out.&nbsp; You might have noticed that I
mentioned dual rear wheel 3500's.&nbsp; That is because there is now a single
rear wheel 3500 option!&nbsp; Body configurations on both the 2500 and 3500
include a Quad Cab short bed (not available on the dually 3500), Quad Cab long
bed, and Regular Cab long bed.<o>
</o>
</p>
<p ALIGN="LEFT">Some of you may remember a poll we did on the TDR site about a
year ago asking whether you wanted numbers on the engine's gauges (oil pressure
for example), or if you would prefer a colored bar showing hot or cold such as
on Ford trucks.&nbsp; The overwhelming response was that Turbo Diesel buyers
wanted actual numbers on the gauges. The good news is that D/C listened.&nbsp;
Instead of the blank non-descriptive gauges of the 1500, the 2500 and 3500
trucks have numbered gauges.&nbsp;<o>
</o>
</p>
<p ALIGN="LEFT">On the back bumper, the seven- pin trailer plug has been
relocated and is now next to the license plate as opposed to being down on the
hitch pointing sideways as before. In addition, there is a four- pin trailer
plug underneath the bed now.&nbsp; You won't have to carry around that adapter
in the glove box any more.<span style="font-size:10.0pt;mso-bidi-font-size:12.0pt;font-family:Arial"><o>
</o>
</span></p>
<CENTER>
<TABLE>
<TR>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/3500drw-4x.jpg">/hdlaunch/sm_3500drw-4x.jpg#ad
</A><BR>3500 DRW QC
LB 4x4</TD>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/2500qcsb1-2x.jpg">/hdlaunch/sm_2500qcsb1-2x.jpg#ad
</A><BR>2500 QC
SB 4x2</TD>
</TR>
<TR>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/3500drw2-4x.jpg">/hdlaunch/sm_3500drw2-4x.jpg#ad
</A><BR>3500 DRW
QC LB 4x4</TD>
<TD><A HREF="/hdlaunch/2500rc-4x.jpg">/hdlaunch/sm_2500rc-4x.jpg#ad
</A><BR>2500 RC LB 4x4</TD>
</TR>
<TR>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/3500rcsrw-4x.jpg">/hdlaunch/sm_3500rcsrw-4x.jpg#ad
</A><BR>3500 SRW
RC LB 4x4</TD>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/3500srw2-2x.jpg">/hdlaunch/sm_3500srw2-2x.jpg#ad
</A><BR>3500 SRW
QC SB 4x2</TD>
</TR>
<TR>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/3500drw4xfront.jpg">/hdlaunch/sm_3500drw4xfront.jpg#ad
</A><BR>3500
DRW QC LB 4x4</TD>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/3500drw4xrear.jpg">/hdlaunch/sm_3500drw4xrear.jpg#ad
</A><BR>3500 DRW
QC LB 4X4</TD>
</TR>
<TR>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/3500srw2.jpg">/hdlaunch/sm_3500srw2.jpg#ad
</A><BR>3500 SRW RC LB 4x4</TD>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/35004xside.jpg">/hdlaunch/sm_35004xside.jpg#ad
</A><BR>3500 DRW QC
LB 4x4</TD>
</TR>
<TR>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/35004xdrwtop.jpg">/hdlaunch/sm_35004xdrwtop.jpg#ad
</A><BR>3500 DRW
QC LB 4x4</TD>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/interior4.jpg">/hdlaunch/sm_interior4.jpg#ad
</A><BR></TD>
</TR>
<TR>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/interior2.jpg">/hdlaunch/sm_interior2.jpg#ad
</A></TD>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/interior3.jpg">/hdlaunch/sm_interior3.jpg#ad
</A></TD>
</TR>
<TR>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/cumminslabel.jpg">/hdlaunch/sm_cumminslabel.jpg#ad
</A></TD>
<TD>&nbsp;</TD>
</TR>
</TABLE></CENTER>
<P ALIGN="CENTER"><B><FONT SIZE="+1">Chassis</FONT></B></P>
<p ALIGN="LEFT">The frame is extensively hydro formed and is one of the stiffest
ever on a pickup truck. Two- wheel drive models get an all new rack and pinion
steering system.&nbsp; Four- wheel drive models get an all-new recirculation
ball system with the quickest steering ratio in the industry. With a 13.4:1
steering ratio and 2.75 turns lock-to-lock, maneuvering in tight quarters will
be easier. There is now what looks like a power steering cooler as well.&nbsp;
Unfortunately, the cooler is at a low point behind the bumper fascia, and the
lines running into and out of it point straight down.&nbsp; This leaves the
lines exposed for anyone that will be off-roading with their trucks.&nbsp;
Anyone doing serious off-roading may want to fabricate a mini skid plate, or
relocate the cooler to avoid the risk of ripping the lines off.&nbsp;<o>
</o>
</p>
<p ALIGN="LEFT">A GCWR of up to 23,000 lbs and a GVWR of up to of up to 12,000
lbs sets new standards in its class. All 2500 and 3500 Ram's equipped with the
Turbo Diesel engine come with four- wheel disc brakes with 13.9 inch rotors
front and rear and four- wheel ABS. Four- wheel drive trucks now come standard
with very usable tow hooks up front. As far as I could tell, the only difference
between the 2500 and the 3500 is the spring package.&nbsp; Everything else looks
identical.<span style="font-size:10.0pt;mso-bidi-font-size:12.0pt;font-family:Arial"><o>
</o>
</span></p>
<CENTER>
<TABLE>
<TR>
<TD><A HREF="/hdlaunch/frontaxle2.jpg">/hdlaunch/sm_frontaxle2.jpg#ad
</A></TD>
<TD><A HREF="/hdlaunch/frontaxle1.jpg">/hdlaunch/sm_frontaxle1.jpg#ad
</A></TD>
</TR>
</TABLE></CENTER>
<P ALIGN="CENTER"><B><FONT SIZE="+1">Drivetrain</FONT></B></P>
<p ALIGN="LEFT">Transmission options are mostly carried over from last year.
Manual transmission options include the NV4500 five- speed with the standard
output diesel or the NV5600 six-speed with the high output diesel. For an
automatic you can get the 47RE with the standard output diesel. A mid-model
year introduction of the new 48RE will allow you to finally have an automatic
behind the high output diesel. Transfer case options are all new. You have the
choice of the NV271 that comes with the ST package which is manually shifted or
the NV273 that comes with the SLT package which is push button electrically
shifted. Both transfer cases have a 2.72 low range ratio. Your choice of
differential ratios is now 3.73 (replacing the 3.55 of previous models) or 4.10.
Both front and rear axles are now supplied by American Axle Corporation as
opposed to the Dana axles of previous models. Four-wheel drive trucks continue
to have a solid axle front.<span style="font-size:10.0pt;mso-bidi-font-size:12.0pt;font-family:Arial"><o>
</o>
</span></p>
<P ALIGN="CENTER"><B><FONT SIZE="+1">Engine</FONT></B></P>
<p ALIGN="LEFT">I bet you thought I'd never get to this! A little teaser first.
They have reintroduced the famous Hemi (5.7L) as the base engine in the 2500 and
3500 Rams. Since this text is going out to a diesel audience I'll just leave it
at that. You can go to the D/C press release below for more information on the
Hemi.<o>
</o>
</p>
<p ALIGN="LEFT">There have been 850,000 Cummins powered trucks sold between 1989
and September 2001 with diesels outnumbering gas engines by three-to-one in the
2500 and 3500 series vehicles. Power has been steadily increased over those
years beginning with 160 horsepower and 400 lb-ft of torque in 1989 to the new
305 horsepower and class leading 555 lb-ft of torque with the new high output
engine. Two thirds of the parts are new or redesigned on the 2003 engine as
compared to its predecessor.&nbsp; <span style="font-size:10.0pt;mso-bidi-font-size:12.0pt;font-family:Arial"><o>
</o>
</span></p>
<p ALIGN="LEFT">The Fall, Issue 37, TDR Magazine will have a detailed analysis
of the parts changes.&nbsp; The biggest change to the engine is to that of the
fuel injection system.&nbsp; The engine will use Bosch common rail fuel
injection-a system that Cummins has been using in European applications for the
past two years.&nbsp; Trucks sold in California will get a 235 hp/460 lb-ft
(CARB) version of the engine. This lower rating was necessary because of a
tighter nitrous oxide standard (three grams per brake horsepower hour) and was
achieved through the use of an oxidation catalyst, engine control module
programming, and smaller injectors. The standard 49 state engine will have 250
hp and 460 lb-ft of torque and the high output option will get 305 hp and 555
lb-ft of torque. The increased 305 hp rating is achieved via a&nbsp; programming
change.&nbsp; There may be uprated engine control modules available in the
future to give the higher output to the standard engine. To meet the
ever-changing exhaust emissions legislation, beginning January 1, 2004 (2004.5
models) the engines will be equipped with cooled exhaust gas re-circulation and
at that time the CARB version of the engine the same output as the 49 state
models.&nbsp;<o>
</o>
</p>
<p ALIGN="LEFT">As mentioned, the biggest change to the engine is the use of a
Bosch High Pressure Common Rail (HPCR) fuel system. The system has rail pressure
of 23,200 psi (1600 bar) on the high output engine. The change in the fuel
system netted a reduction of 8-10 db of noise.&nbsp; Additionally, the ability
to better control injection timing and pilot injection provides an extended rpm
peak torque band over previous engines (200 rpm lower and higher). The
lift/supply pump is located on the side of the motor right next to the fuel
filter and is an all new design supplied by Federal-Mogul. The turbo on all
versions of the engine is an HY35 with a 10cm exhaust housing. This turbo has
been redesigned from previous HY35's and I will be verifying the changes to the
turbo and exhaust housing sizes next week. The exhaust is now a full four- inch
system from the downpipe to the tail as opposed to the previous three-inch
system.<span style="font-size:10.0pt;mso-bidi-font-size:12.0pt;font-family:Arial"><o>
</o>
</span></p>
<p ALIGN="LEFT">The new body style presented packaging challenges for Cummins.
Underhood space is 30% smaller on the new generation Ram. One challenge will be
oil filter changes-it's very tight in there.
<p ALIGN="LEFT">The recommended method to change the filter is from below the
truck with a long extension and an oil filter socket.&nbsp; Yes, an oil filter
socket.&nbsp; I noted the bottom of the filter is no longer a perfect circle,
but rather has straight edges that connect allowing the use of an oil filter
socket.&nbsp; However, if you go at the filter change from above, it looks like
you will be able to remove the intake tube from the airbox to the turbo and have
enough room to change the filter. OK, the good news is that oil change intervals
have been increased to 15,000 miles from the previous 7,500 so you won't have to
change the oil as often. The engine is also tucked up deeper underneath the
cowl. On previous models it was difficult to access the injector on cylinder #6.
On the new model it looks like that will become #4, 5, and 6. Adding underhood
accessories or putting on different turbos is going to be difficult simply
because there isn't much room. Clearance between the compressor side of the
turbo and the shock tower is about 3/4 inch so a larger turbo will most likely
necessitate exhaust manifold and exhaust changes.<span style="font-size:10.0pt;mso-bidi-font-size:12.0pt;font-family:Arial"><o>
</o>
</span></p>
<CENTER>
<TABLE>
<TR>
<TD><A HREF="/hdlaunch/ctdstats.jpg">/hdlaunch/sm_ctdstats.jpg#ad
</A></TD>
<TD><A HREF="/hdlaunch/engcut1ds.jpg">/hdlaunch/sm_engcut1ds.jpg#ad
</A></TD>
</TR>
<TR>
<TD><A HREF="/hdlaunch/engcut1ps.jpg">/hdlaunch/sm_engcut1ps.jpg#ad
</A></TD>
<TD><A HREF="/hdlaunch/engcut2ps.jpg">/hdlaunch/sm_engcut2ps.jpg#ad
</A></TD>
</TR>
<TR>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/engcut1fuelrail.jpg">/hdlaunch/sm_engcut1fuelrail.jpg#ad
</A><BR>Fuel
Rail</TD>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/engcut1injectors.jpg">/hdlaunch/sm_engcut1injectors.jpg#ad
</A><BR>Injector and Valve Train</TD>
</TR>
<TR>
<TD><A HREF="/hdlaunch/engine2.jpg">/hdlaunch/sm_engine2.jpg#ad
</A></TD>
<TD><A HREF="/hdlaunch/engine1.jpg">/hdlaunch/sm_engine1.jpg#ad
</A></TD>
</TR>
<TR>
<TD><A HREF="/hdlaunch/driversbat1.jpg">/hdlaunch/sm_driversbat1.jpg#ad
</A><BR></TD>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/fuelfilter1.jpg">/hdlaunch/sm_fuelfilter1.jpg#ad
</A><BR>Fuel
Filter</TD>
</TR>
<TR>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/oilfilter1.jpg">/hdlaunch/sm_oilfilter1.jpg#ad
</A><BR>Oil
Filter</TD>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/turbo2.jpg">/hdlaunch/sm_turbo2.jpg#ad
</A><BR>HY35 Turbo</TD>
</TR>
<TR>
<TD ALIGN="CENTER"><A HREF="/hdlaunch/turbo3.jpg">/hdlaunch/sm_turbo3.jpg#ad
</A><BR>HY35 Turbo and Exhaust</TD>
<TD>&nbsp;</TD>
</TR>
</TABLE></CENTER>
<P ALIGN="CENTER"><B><FONT SIZE="+1">In Conclusion</FONT></B></P>
<p ALIGN="LEFT">I've tried to give you a good picture of the overall package
with its pluses and minuses. I'll be gathering information from my sources in
the aftermarket industry based on this information and the pictures I've taken
and I will include their comments soon. Hope you enjoyed it![/RAW]