“Towing is the No. 1 reason people buy heavy-duty trucks,” said Jeff Johnson, manager of Ram Heavy Duty marketing.
Even if they don’t take their rigs to the max, he noted that best-in-class numbers are important. “We spend some time and effort trying to deliver those,” Johnson said.
And for the 2016 model year, Ram 3500 customers have bragging rights. This hard-working truck’s 6.7-liter Cummins diesel puts out a chart-topping 900 lb-ft of torque, which the company claims is the most that’s ever been offered in a mass-produced vehicle. Peak horsepower rates at 385, which is down slightly compared the Ford F-350 and Chevy Silverado 3500. They offer 440 and 397 ponies, respectively.
Of course, the pickup market is as competitive as it’s ever been, with each of the Detroit Big Three building stellar trucks. Johnson admitted that “we know the other guys aren’t going to stand still,” so Ram’s best-in-class torque crown could be short lived.
But for the time being, all of that twist means these vehicles can tow more weight and haul heavier loads than the other guys. For the upcoming model year, 3500 variants are rated to drag up to 31,210 pounds, a figure that’s compliant with the SAE J2807 standard. Payload capacity tops the charts as well, measuring 7,390 pounds.
How’d They Do It?
With diesel engines, it’s quite easy to unearth mega output figures without changing any expensive hardware and that’s exactly what happened here. Clint Garrett, senior light-duty communications specialist at Cummins said, “It’s software tuning … [a] new engine calibration.” No budget-busting turbo upgrades, redesigned rotating components or a reworked cylinder head were required.
For decades now, Cummins’ compression-ignition inline-six has been a favorite of truckers across America, though Power Stroke and Duramax enthusiasts will beg to differ. Part of the reason for its enduring popularity has to do with its strength.
“There’s only one engine in this space that’s a true medium-duty engine,” Garrett says. This inline-six’s roots reach deep, all the way to the class-eight segment, he said.
Providing the strength these big rigs need is iron and lots of it. The Cummins’ block and cylinder head are cast of ferrous metal, no lightweight aluminum here. Garrett said these components are “renowned for durability.”
The Cummins diesel is a popular option in Ram trucks. In fact, Johnson said about 60 percent of 2500 models are sold with this engine, which costs an additional $8,305. Only 30 percent of these pickups are sold with Chrysler’s 6.4-liter Hemi and just 10 percent are outfitted with a 5.7-liter V8.
Stepping up to the 3500 model, Johnson said an overwhelming 97 percent of them feature the diesel engine. To date, he noted that more than 2 million Cummins-powered Rams have been sold. He cited “long-term durability and [a strong] reputation” as reasons for its success.
Cummins and Chrysler have been partnered for more than 25 years. Garrett said when this engine was initially designed in the early 1980s, it was built to commercial standards, which is probably a big part of its enduring appeal. It first landed on the market for model year 1989 displacing 5.9-liters.
Compared to the latest iteration, its output numbers were almost laughable. It delivered a paltry 160 horses and just 400 lb-ft of torque. However, at that time, like it is today, Garrett said, “Four-hundred foot-pounds was best-in-class.”
The five-nine stuck around until 2007 when Cummins ...
meh, Ram is a heavy pig, it will need every foot lb it can muster to move what will be at least 1000lbs more than the new SD, which by the way will also have a healthy boost in power and towing.
Even as it is now the big Ram has no problem moving. I drive a 3500 Cummins SRW from time to time and has no problem towing and is deceptively fast. Granted when the new aluminum SD comes out the weight loss alone will add to the towing, but I wouldnt be surprised if Ford doesnt change the power ratings of the engines.