We’ve seen the innovative features and levels of refinement Dodge is bringing to the , but company executives have said little about the brand’s other pickup offerings – until now. During our recent drive of the new 2009 , we sat down with a number of engineers and planners and gleaned some surprising insight into what Dodge has in store for the heavy-duty Rams and the ailing Dakota.
While factories tool up for the 2009 Ram 1500, Chrysler engineers are already toiling away on the next series of heavy-duty – or 2500 and 3500 – Ram models. We’re told that for the first time, the larger trucks will sport a unique front fascia, but we’re happy to hear that the large Rams will make use of the same interior as the 2009 Ram 1500.
Historically, Dodge received a lot of complaints about its truck interiors, and that’s an issue Ralph Gilles, vice president of Jeep, truck, and advanced interior design, took to heart. The new interior is exponentially nicer than that of the outgoing Ram, and it is the first product of Chrysler’s new interior design effort.
Expect to see the output from signature Cummins diesel engines remain about even with today’s engine (350 hp and 650 lb-ft of torque), or even drop slightly in order to improve fuel economy. Scott Kunselman, vice president of truck product development, believes fuel economy is more important to truck buyers than the ability to pull the largest possible trailer up huge hills at 85 mph. Beefing up the transmission, chassis, and other related components to handle much more power would add weight and cost to the truck and only a handful of buyers would ever make use of it. Most of these heavy-duty trucks are used in fleets, and fleet managers are more interested in reducing fuel cost than seeing outrageous power levels.
Dodge will likely stick with the Ram HD’s current absorber NOx catalyst system, for future 2500 and 3500 heavy-duty trucks instead of the urea treatment most diesel passenger cars use to meet EPA regulations. However, Dodge will use urea for its class 4 and 5 cab and chassis Rams because the emissions certification process is different for the larger trucks. Storing enough urea to last between oil changes is one problem for trucks with factory-installed beds, plus the urea can freeze and thus be rendered useless in northern climates. If the price of the catalyst system – which uses plenty of exotic materials – continues to rise, Dodge may have to re-evaluate this approach.
Though the Ram 1500’s multi-link coil suspension makes a lot of sense for light-duty trucks, it doesn’t in the heavy-duty segment. Virtually all three-quarter and one-ton trucks use a main leaf spring pack and a set of helper leaves to handle overload situations. There isn’t any way to add helper springs to coil springs. Dodge’s current strategy gears the 2500/3500 trucks for maximum towing and hauling, so the traditional leaf springs will remain on these models.
Though Ford has received lots of press surrounding the introduction of a consumer-oriented F-450, Dodge has no plans to play in that space. The market is simply too small for consumer pickups above the one-ton range. Dodge will continue to play in the class 4 and 5 truck segment, an area where it performs well, but these trucks will strictly be cab-chassis vehicles for commercial users.
The Dodge Dakota is clearly in trouble. A revised truck debuted at the 2007 Chicago Auto Show, but sales have slowed down significantly in recent months. For the first five months of 2008, Dodge sold 14,936 Dakotas, compared with 24,343 during the same period in 2007. The Dakota is even being outsold by the – a unibody sport utility pickup criticized by traditional truck buyers as not being a “real truck.”
Rumors of a future unibody Dakota swirled just as the curtain dropped at the current truck’s 2007 Chicago auto show reveal. Those rumors have escalated to a virtual confirmation of the fact that the next Dakota won’t be built as a body-on-frame pickup. Jim Press, vice chairman and president of Chrysler LLC, has gone on the record stating he thinks the demand for smaller, more fuel-efficient trucks will continue to rise as fuel costs soar.
Just a year before the new Dakota was introduced, Dodge showed off the Rampage concept, clearly aimed at the Ridgeline, but packing the ubiquitous Hemi V-8 engine. Designers, engineers, and product planners are all talking about Rampage now. Kunselman wouldn’t say much about the Dakota – but he did tell us that the “Dakota is one [model] we’re in the process of re-evaluating.”
If the Ram 1500 moved to coil springs at all four corners, a unibody structure isn’t that blasphemous for a smaller truck. Once the Ram proves the new suspension is just as capable as the outgoing 1500, Dodge buyers will likely be more accepting of new and different solutions to the modern pickup.
Crossover vehicles with unibody construction are starting to replace many body-on-frame SUVs, so it makes sense for the smaller trucks to adopt this same strategy.
One of the main challenges with a unibody Dakota is making sure it would handle the stress that pickup owners regularly dish out. Potential buyers are interested in increased fuel economy, but switching to unibody construction will not dramatically change fuel economy by itself. If the research shows most owners aren’t using Dakota to the 95th percentile of its abilities, the duty cycle of the truck isn’t as much of a concern and other measures can be taken to reduce weight and improve fuel economy as well.
A New Firecracker?
Dodge is also considering a truck that would slot in below Dakota’s replacement. The M80 name came up just as often as Rampage did during our conversations with Dodge officials this week. M80 is a concept truck that debuted at the 2002 North American International Auto Show in Detroit. The truck was conceived to slide in under the Dakota in terms of size and price, but looked like a miniature revival of the legendary Power Wagon.
Those looks would have to change if the M80, or some variation on its theme, makes it to production. Gilles thinks the unibody trucks would need to look different from the body-on-frame Rams. Gilles says buyers know the trucks have vastly different uses, and it would be insulting to the buyers to lump all trucks together with a common look. With a different look, and an emphasis on efficiency, for the new Dakota and small truck, there is suddenly an opening for a third new truck in the Chrysler family.
Jeep‘s Wrangler-based JT concept could be the next body-on-frame product to come to a Jeep dealer. Some people will continue to need the capability of a body-on-frame truck, and Jeep is the perfect brand for such a vehicle. Many Jeep owners wish for a small truck with excellent off-road capability, and have been drooling over the JT since it appeared at the 2007 Easter Jeep Safari in Moab, Utah. Such a vehicle could also bring back credibility to the brand, something many purists find lacking after the introduction of the car-based Compass and Patriot.
Back to the 1500
While the development teams at Chrysler have their hands full, there are still plans to improve the new Ram 1500 in the immediate future. The first upgrade we’ll see is the integrated trailer brake controller that Dodge is sorely lacking. Both Ford and GM have factory installed units available, and each works flawlessly. Expect to see Dodge’s version offered within a few months of the truck’s launch this fall.
Improving fuel economy is a major focus for the Ram team. Dodge has already announced plans for a two-mode hybrid truck and a light-duty diesel. Expect to see the hybrid as a 2010 model, with the Cummins-powered 1500 appearing shortly thereafter as a 2010 or 2011 model.
It makes most sense for the Cummins to be tuned for fuel economy, not outright power. We weren’t able to get much in the way of fuel economy figures, but when we suggested a minimum of 22 mpg, Kunselman told us, “I think we’ll blow away 22 mpg.”
Hopefully such a truck could return 25 mpg, or better, on the highway and cost substantially less than a diesel heavy-duty truck.