When one hears Dodge these days, Hemi is usually the next subject that comes up. For 2009, the Hemi has been upgraded with variable intake, revised ports for better airflow, higher compression, and variable cam timing.The Hemi has gained 45 horsepower and 32 pound-feet of torque, now rated at 390 hp and 407 lb-ft respectively, and the powerband is wider. Couple these revisions to a truck that's more aerodynamic, and one result is that the Hemi's Multiple Displacement System (MDS) can operate more often. MDS essentially shuts off half the engine when not needed to save gas, and Dodge says the new truck can be run past 70 mph with the MDS active. The new Ram is a bit quicker, too.
Those new power ratings make the Hemi the most powerful full-line half-ton pickup now, with a single-digit advantage over Tundra's 5.7-liter; GM will offer a 400-plus horsepower 6.2-liter V8 in some Silverado and Sierra models but only Crew Cab models. Expect the fastest Ram to run about even with a Tundra, given the Tundra's sometimes lighter weight and its six-speed automatic. We may not be seeing that ad any more showing a Tundra blowing the doors off a Ram while towing boat trailers up a grade. Now the Ram can keep up.
Although the Ram's 4.7-liter V8 scores the same EPA numbers as the Hemi, it will realistically get better mileage; you can't use the Hemi's 80 extra horsepower without using more gas. The 4.7 feels the smoothest and is the quietest engine in the Ram line. It uses the same five-speed automatic as the Hemi.
The 3.7-liter V6 provides 215 hp and 235 lb-ft of torque. This is adequate for trucks that don't tow more than a garden tractor or routinely carry around landscape, handyman or pool service equipment. Although it comes with only a four-speed automatic, proper axle gearing (we'd recommend the 3.92:1 ratio) makes it livable and able to merge at highway speeds. It does not have enough grunt for four-wheel-drive use which is why it isn't offered in a 4WD Ram.
Transmissions work as expected with modern, electronic-authority automatics. If you wish to select a gear manually use the thumb toggle on the column-mount stalk or slide the floor-shift left for downshifts and right for upshifts. To revert back to full automatic control, simply hold the toggle + side or push the shifter right for about one second.
A Tow/Haul mode is standard and is useful when towing. Activating Tow/Haul may take the truck out of top gear but it does not lock it out; you can still cruise in overdrive with tow/haul on. The Tow/Haul mode keeps the transmission cooler when towing by holding gears longer (and reducing hunting between gears) and shifting faster (and harder).
The 4WD systems are 48/52 nominal torque split (a slight rearward bias to power delivery), 2.72:1 low-range for climbing or steep descents, and electrically shifted from 2WD to 4WD without stopping; engaging low-range is done most smoothly rolling at 1-2 mph with the transmission in Neutral. The 4WD systems have a Neutral position for flat-towing a Ram behind an RV or heavier construction truck. Two 4WD systems are available, and only the upgrade NVG246 (not on TRX4) has an Auto mode that allows 4WD-on-pavement use for inclement weather. This system will only help you accelerate and turn under power, it does not help you stop or change directions to avoid something.
We found the brakes work well. Dodge revamped the half-ton braking system in 2006 so the brake system has already proven effective. Antilock and stability functions are standard so all you need to do in evasive maneuvers is push the pedal and steer. In daily driving they deliver good feel and are easy to modulate, and although they handle the truck well we'd advise trailer brakes on any trailer more than 1500 pounds (less if your state requires it, of course).
A Ram will never be a racecar make but it benefits the same as a racecar when weight is removed from the suspension, axles, brakes and wheels. Using aluminum in some protected front suspension pieces takes 10 pounds off each corner, and the coil/link rear suspension takes 40 pounds off the back and allows more precise wheel control. In addition, friction in the rear suspension as it moves up and down has been cut by 60 percent, so the rear axle is allowed to travel more up and down yet requires less stiffness to keep it controlled.
The Ram rides much better than the old one and round-the-block against its competitors comes across as the best blend of ride and control, whether you're on 17-inch wheels or the big 20s. It goes where you point it without drama, the rear end far less likely to step" sideways over a mid-turn bump or invoke the stability control, and it has better directional stability with a trailer in tow. Steering is direct like Chevy's but the effort is lower during maneuvers and cruising and ramps up nicely as you push the truck harder. Body roll is kept in check by stabilizer bars at both ends, yet a small amount is apparent as you turn the wheel just to keep you aware; too much roll stiffness can be almost as bad as too little. The stuttering or bouncing trying to accelerate on rippled surfaces has been quelled substantially, and the whole truck exhibits less of the shuddering typical of body-on-frame designs used on all full-size pickups and some big SUVs.
Off the highway the new suspension offers a slight improvement in articulation, and keeping the wheels on the ground longer always works best. We had no issues with suspension pieces dragging or being vulnerable to rock or stump impacts. And while we didn't have a sand box handy we could not invoke any axle hop even from full-throttle standing starts in a field. Our only complaints in off-road travel are that close-in visibility suffers from the big hood, making it harder to judge the corners through rocks or trees, and the wide A-pillar base may present its own visibility issues. Also, there's little compression braking in high-range. The only apparent drawback of the new suspension design is that the optional larger fuel tank is smaller by 2 gallons, giving it just 6 gallons more than the standard tank.
The Ram felt smoother and quieter to us than the Chevy Silverado did, even on the 20-inch wheels. GM's 5.3-liter engine a tad softer idling but was more raucous when working. To our ears the Ram had the others covered, but every ear has its preferences and many pickup owners like noise.
Payload, or how much weight in cargo and passengers a truck can carry varies by cab, bed, drive wheels, and engine. Ram payload ratings run from 1290 pounds (for a 2WD regular cab, short bed, 4.7-liter) to 1850 pounds (for a 2WD regular cab, long bed, V6) and that's for trucks without options; if you routinely carry more than 1000 pounds of cargo it may be better to think about a Ram 2500 or another heavy-duty pickup.
Tow ratings top out at 9100 pounds (for a regular cab, long bed, 2WD Hemi with the 3.92:1 axle ratio and 17-inch wheels), but range from a meager 3450 pounds. Most V8 models will be comfortable with a 5000-pound boat and a full load on board. Note the more options you add the less weight you can tow. Also, choosing those stylish 20-inch wheels will knock at least 1100 pounds off the tow rating. We'd go for the 17-inch wheels because we use trucks for towing cars.
We found the new 2009 Ram suspension an improvement for towing. With a significant trailer it still drops in back (as all half-tons do), but the extra lateral stiffness inherent in the coil/link design minimized the tail from moving side to side as the trailer pushed against it. Also, the electronic stability control system includes trailer sway control, a nice feature. Cooling systems appear up to the task, and towing mirrors are offered for pulling an eight-foot-wide travel or large box trailer."
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