Test Drive: 2013 Ram 1500

Review and photos by Lesley Wimbush

2013 Ram 1500. Click image to enlarge

It’s a long way down from an elephant’s back. In order to make dismounting easier, the rider, known as a “mahout”, prods the beast with a giant hook known as an “ankus” until it consents to kneel.

Fortunately, my 2013 Ram 1500 tester this week accomplishes the same move with the touch of a button. Its slick new air suspension renders ingress and egress no more difficult than the average crossover vehicle. You may find such a feature laughable, but if you’ve ever looked with dismay at the drive-through ATM far below, you’ll realize its value.  And it sure makes it easier to get at that gigantic hood at the coin wash.

Like every other segment, the truck market has become very competitive. Not only do buyers expect durability and reliability as a matter of course, but manufacturers are vying for those hard-won dollars with increasingly diminishing fuel consumption. The new Ram 1500 introduces several fuel-saving technologies, including start/stop on select vehicles, thermal management on all eight-speed equipped trucks (which heats fluids, reducing viscosity at start up), electric power steering that reduces parasitic loss and a “pulse-width modulated” fuel pump – which varies the amount of fuel delivery as needed.

Originally, the plans for the Ram called for just a simple refresh – but Chrysler decided that a more significant update was in order. According to designer Jeff Aneiros, the Ram was already the “best-looking truck in the segment” and while they didn’t want to mess with that, the front end was updated while still maintaining its signature character. That huge blunt prow now tilts forward in a shark-nosed style – rather than a dumb beast of burden, it now appears more alert and aggressive. Vertical fog lamps cast a wider swath of light, and premium trims receive projector beam head and tail lamps with 18 LEDs. Of course, with fuel consumption being paramount, most of the changes reflect better aerodynamics – including the wheel-to-wheel running boards, and “active grille shutters” that close to improve air flow when not needed to cool the engine bay.

2013 Ram 1500. Click image to enlarge

My tester’s badge declares it to be an “Outdoorsman” and it lives up to the stereotype with tweedy cloth upholstery. Roomy and comfortable, the interior is rugged and features plenty of thoughtfully placed storage cubbies. The cloth seats are broad and accommodating – designed for backsides of a somewhat larger scale, they left me feeling somewhat perched. But they’re heated, have power lumbar adjust and the 60/40 split rears fold up to reveal a rugged, vinyl mat clad floor.

For those desiring a higher level of pampering, there’s the kind of material choice once reserved for luxury sedans. Top trims boast premium leather, and the Laramie Longhorn features wood sourced from French cattle ranch fencing. Apparently the wood’s distinctive burling is a result of barbed wire having rusted away, leaving behind an intricate pattern.

The multi-media UConnect interface features a huge 8.4-inch touchscreen, voice recognition, real-time fuel price display, wifi hot-spot recognition, satellite and navigation, iPod and other media compatibility. There’s a slick new seven-inch integrated gauge cluster with a different start-up theme for each trim level. Steering wheel controls allow the driver to display information in a variety of configurations, including: fuel economy, speed, trailer tow information, compass direction and vehicle info.

2013 Ram 1500. Click image to enlarge

The storage compartments on either side of the truck’s bed would make a rum-runner envious. Roomy enough to accommodate the tools of your trade (laptop bags, jackets and camera paraphernalia in my case), they lock and unlock with the key fob.

The technology and creature comfort list is impressive, but of course, the big news is the new Pentastar V6 and eight-speed transmission drivetrain and the available air suspension system.

Generally, V6 trucks are at the bottom of the hauler food chain, considered useful as 2WD lightweight runabouts only. Rarely would serious truck owners consider buying a V6 in a Crew Cab and 4×4 configuration, such as my tester. But it moves forward smartly without any sluggishness. It claims best in class (presumably this is the V6 class) towing with a max capacity of 2,554 kg and a payload of up to 884 kg. The Pentastar’s 305 hp/269 lb-ft of torque output isn’t overwhelming – but the eight-speed transmission makes the most efficient use of its power delivery. Smooth and seamless, it always seems to be in the right gear. Initially, the transmissions will be supplied by ZF (or ZF Friedreichshafen AG engineering in Germany – the same company that produces gearboxes for Audi and BMW), but Chrysler has obtained rights and licensing to eventually produce them in-house.

2013 Ram 1500. Click image to enlarge

As a horse owner, I’ve often been at the mercy of the towing prowess of these thirsty yet invaluable behemoths. And the cost per km to move a 1,200 lb animal adds up when fuel prices fluctuate.

There’s been a lot of talk around our stable recently about the new Ford F-150’s boast of 12.9 L/100 km city, 9.0 L/100 km highway fuel consumption.

The Ram 1500 is aiming at trumping those numbers, claiming a 20 percent reduction over the previous model’s with a class-leading 12.0 city / 8.0 highway in its regular cab, 2WD configuration.

My tester, a crew cab 4×4, is rated at 13.0 city / 8.5 highway, but I achieved an average of 13.0 L/100 km overall, with a low of 12.0 on the highway at 110 km/h. That’s without cargo – if you discount my 125 lb load.

Chrysler bucked tradition a few years ago when they released the Ram with a five-link coil suspension instead of the usual leaf spring setup – and garnered a fair bit of criticism. I own a Dodge truck, and its traditional leaf-spring suspension doesn’t come close to providing the same sense of composure as the current setup. Opt for the $1,500 air suspension, and not only do you have a truck that morphs from low-rider to high-clearance off-roader, but one that also rides like a well-built sedan. The suspension boasts four inches of travel, with four driver-selectable heights from Exit/Entry, Normal, Off Road 1 and Off Road 2, and also lowers the truck 0.6 inches at highway speed (Aero setting) for fuel efficiency. As a result, the Ram rides like no pickup should have a right to. There’s no crashing over rough pavement, while bumps and potholes are well absorbed. Even unladen, the Ram shows little of the skittish rear-end unbalance typical of front-heavy pickup trucks. Inside the cab there’s very little road or wind noise – it’s about as quiet as a blue-rinse set cruiser.

2013 Ram 1500. Click image to enlarge

Although some of my die-hard truck friends made fun of the new “girly knob” gear selector, I found it intuitive, easy to use, and its centre stack location frees up extra space on the console. As a result, the console is a giant, rectangular suitcase affair voluminous enough to accommodate just about anything you’d want to throw into it.

I liked the feel of the electric steering, but the placement of redundant function buttons on the back of the wheel was confusing: I kept mistaking them for paddle-shift gear selection, and periodically changed the radio station and odometer readout when I wanted to grab another gear – no doubt ownership would breed familiarity.

Initially, the eight-speed transmission was only available on the V6. Later on it was paired with the Hemi V8 (which has a max tow rating of 4,740 kg (10,450 lb) for those who require serious hauling power.

For most folks, the energy efficient and smooth driving Pentastar V6 and eight-speed transmission will fulfill most of their hauling needs. And its fuel-stingy nature will appeal to my horse-loving friends – although those with big rigs will probably want to opt for the larger Hemi.

Either way, short folks like me should opt for the air suspension. You’ll be glad you did.

Pricing: 2013 Ram 1500 Outdoorsman Crew Cab 4×4
Base price : $41,295
Options: Deep Cherry Red Crystal Pearl Coat paint ($195) Premium Cloth Bucket seats ($1,000) Customer Preferred Package 22T ($1,000), Luxury Group ($395), Comfort Group ($500), Remote Start and Security Group ($520), 3:55 rear axle ratio ($95), Rear window defroster, heated tow mirrors with puddle/signal lamps ($225) Wheel-to-wheel side steps ($850), U-Connect ($1,200), Air Suspension ($1500), 20 x 8 Aluminum Wheels ($500), Park Sense Rear Park Assist ($375), ParkView Rear Back Up Camera ($325), RamBox Cargo Management $1,195
Freight: $1,595
Price as tested: $52,765

Competitors:
Chevrolet Silverado
Ford F-150
GMC Sierra
Nissan Titan
Toyota Tundra

Crash test results
National Highway Traffic Safety Administration (NHTSA)
Insurance Institute for Highway Safety (IIHS)