2010 Dodge Ram Heavy Duty

2010 Dodge Ram Heavy Duty

Episode 2933
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Last year we chose the Dodge Ram 1500 as our Driver’s Choice Best Pickup Truck of the Year. We found its overall design, especially the RamBox cargo system and the coil spring suspension, perfect for personal use buyers. But, what about the hoards of Ram faithful that need a pickup as a hard working tool? Well, they’ve not been forgotten. There is now a Ram Heavy Duty. And it’s a big reason why we, again this year, picked the Ram as our Best Pickup Truck. Now for the details.

When the Chrysler Group redesigned the light duty Ram 1500 for 2009, the aim was to build a personal use pickup focused on flexibility.  But now, for 2010, their attention swings back to the work truck faithful; those in need of serious haul and tow capabilities.  Enter the all-new Ram Heavy Duty 2500 and 3500 pickups.

Gross Weight Ratings and limits are up almost across the board, with a Max Tow Package GCWR elevated to 25,400 pounds. Touting familiar big-rig styling, the Heavy Duty models differentiate themselves from the Light Duty with unique grille, hood, and bumper designs. Like with the 1500, a true Crew Cab is now available. It slots between Regular and Mega Cab.  Two bed lengths - 6-feet-four-inches and 8 feet - both remain.

Under the hood, is a choice of two carryover, yet seriously Heavy Duty engines.  The standard 5.7-liter HEMI V-8 delivers 383 horsepower and 400 pound-feet of torque at 4000 rpm. Optional is the 6.7-liter Cummins Turbo Diesel producing 350 horses and a stout 650 pound-feet of torque at just 1500 rpm.  This engine meets 50-state emission standards, without Urea injection, and includes a class-only, big-rig style exhaust brake.

The RAM HD offers a choice of three transmissions. For the HEMI, a five-speed automatic. The big diesel gets a pair of six-speeds: either a standard manual with ultra-low tow-friendly first gear, or an optional automatic.  Ram 4x4s utilize a traditional, part-time two-speed transfer case.

In a straight line on pavement, our HEMI 4x4 Crew Cab tester surprised us with its swiftness.  The big truck hit 60 in just 7.2 seconds - that’s a second and a half faster than when we last tested the HD back in ‘04.  Our truck barreled through the quarter mile in an impressive 15.4 seconds at 95 miles per hour.

With its hydro-formed, fully boxed frame, HDs utilize coil springs up front, and again, a traditional multi-leaf spring geometry in the rear. Still, both ride and handling are improved thanks to a thorough re-tuning, as well as a new C-pillar structure with fluid-filled hydromounts.

Through the slalom, our 2500 felt big, but not to the extent we were expecting. Turn-ins were quick, and the truck felt amazingly flat.  Steering was responsive, though somewhat heavy.  Overall, what you have here is a very solid full size pickup that moves in a confident, almost nimble manner. While on normal roads, the HD feels plusher and smoother than before. 

In terms of top-end capability, the Ram Heavy Duty 3500 has a max trailer tow limit of 17,600 pounds and a max payload of 5,150.  How’s that for a work truck? And to bring this monster to a halt are four-wheel anti-lock disc brakes.  Stops averaged 145 feet from 60 to zero.  For something this hefty, we were impressed with a sub-150 number.

The Ram HD also gets a handsomely redesigned interior, similar to that of the Ram 1500, complete with upper and lower gloveboxes. The truck-like cabin of the past now gives way to more style and better materials throughout.

Ram HD also can be outfitted with plenty of luxury with heated and ventilated front, and heated rear seats. The Crew Cab’s rear seats also offer lots of room for up to three well-fed adults. And for weekends, new in-floor storage bins double as coolers.

But size usually translates to thirst, and our HEMI Ram HD was thirsty.  We managed 16.4 miles per gallon on regular gas in real-world driving. Still, a lot of light duty pickups do no better. Add the Cummins diesel and mileage approaches 20. 

Base prices for the new Ram HD range from $28,165 to a lofty $51,595.  And that’s before adding options. The 2010 Ram Heavy-Duty 2500 and 3500 are tough-looking platforms that are more capable than ever, but can also be jammed full of creature comforts. With new entries from both Ford and GM, the HD truck arena is really heating up. But for our buck, the Ram Heavy Duty is the way to work!

Specifications

  • Engine: 5.7-Liter Hemi V-8
  • Horsepower: 383
  • Torque: 400 Lb Feet
  • 0-60 MPH: 7.2 Seconds
  • 1/4 Mile: 15.4 Seconds @ 95 MPH
  • 60-0 MPH: 145 Feet
  • Mixed Loop: 16.4 MPG
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW