RAM

Steel frame with aluminum body panels. 3.6L Pentastar V6 eTorque 305hp base. 5.7L HEMI V8 eTorque 395hp. 3.0L EcoDiesel V6 260hp. 6.2L Supercharged HEMI 702hp TRX. 8-speed automatic. 10-speed TRX. 5817mm length. 3569mm wheelbase. 2300kg curb weight. 12730 lbs max towing. Multifunction tailgate. 12in Uconnect touchscreen. Air suspension available. Coil spring rear suspension. Class-exclusive. Limited luxury trim. Rebel off-road trim.

6.2L Supercharged HEMI. 702hp. 650lb-ft torque. 10-speed automatic. Full-time AWD. 8000 lbs towing. 0-60 mph in 4.5 seconds. 0-100 mph in 10.5 seconds. Bilstein Black Hawk e2 shocks. 13in front suspension travel. 14in rear travel. 300mm ground clearance. Jump capability. Launch Control. Baja mode. 5916mm length. 3685mm wheelbase. 2900kg curb weight. Functional hood scoop. 35in tires. Widened fenders. Final Edition 2024.

Heavy duty ladder frame. 6.4L HEMI V8 410hp standard. 6.7L Cummins Turbo Diesel 370hp. 850lb-ft torque 2500. 1075lb-ft torque 3500. 8-speed automatic gas. 6-speed automatic diesel. 4WD available. 37350 lbs max towing 3500. 7680 lbs max payload. Fifth-wheel prep. Gooseneck towing. Air suspension 3500. Rear auto-level. 12in Uconnect. Power Wagon off-road 2500. Limited luxury trim. Tradesman work trim. Chassis Cab options.

STLA Frame platform. Dual-motor AWD standard. 654hp combined. 620lb-ft torque. 168kWh battery pack. 500 miles range target. 800V architecture. 350kW DC charging. 110 miles in 10 minutes. 0-60 mph in 4.4 seconds. 14000 lbs towing capacity. Frunk cargo space. Powered multifunction tailgate. 14.5in touchscreen. 10.25in passenger screen. Bidirectional charging. V2H home power. Range Extender engine option. Electric work truck positioning.

Fiat Ducato platform. 3.6L Pentastar V6 280hp. 9-speed automatic. FWD configuration. Low load floor. Best-in-class cargo height. Three roof heights. Three wheelbases. 6058mm max length. 4039mm max wheelbase. 2100kg curb weight. 5145 lbs max payload. Cargo van. Chassis cab. Cutaway. Window van. 10.1in Uconnect. 360-degree camera. ProMaster City compact option. Electric ProMaster announced. Commercial fleet focus.

RAM 2500 base. 6.4L HEMI V8 410hp. 429lb-ft torque. 8-speed automatic. Part-time 4WD. Electronic locking differentials. Front and rear lockers. Disconnecting sway bar. Bilstein monotube shocks. 33in Goodyear Wrangler tires. 14.5in ground clearance. 12000 lb winch. Tow hooks. Unique suspension calibration. Warn winch standard. 10150 lbs towing. Flat black grille. Heritage Power Wagon styling. Off-road focused only.

STLA Frame platform. Electric drive motors only. 663hp combined. 615lb-ft torque. 92kWh battery pack. 3.6L Pentastar V6 generator. 130 miles pure electric range. 690 miles total range. 14000 lbs towing. 2700 lbs payload. 800V architecture. 145kW charging. Generator charges battery only. No mechanical connection to wheels. Series hybrid architecture. V2H bidirectional power. 30 days home backup power. Unique EV solution. Range anxiety elimination.

Factory off-road package. Bilstein monotube shocks. Electronic locking rear differential. Skid plates. All-terrain tires. Tow hooks. Unique grille design. Sport performance hood. Black exterior accents. Off-road suspension lift. Hill descent control. Selec-Speed Control. Available air suspension. Rebel Blue Streak special edition. 33in tire option. Off-Road Package upgrade. Multifunction tailgate. 12in Uconnect screen. Level 2 equipment group. Rebel-specific interior.

Laramie mid-luxury trim. Leather seating. Chrome accents. 8.4in standard display. Premium audio. Longhorn ranch-inspired design. Western luxury theme. Laramie Longhorn top trim. Full leather and wood interior. 1500 unique styling. Limited luxury flagship. 12in Uconnect standard. Harman Kardon audio. Quilted leather. Real wood trim. Night Edition package. Diamond Black Crystal paint. 22in wheels option. Elite Package. Trailer Reverse Steering Control. Luxury truck segment leadership.

The legendary industrial-grade powerplant that established Ram's diesel dominance. This 5,883cc inline-six featured a cast-iron block with seven main bearings and a gear-driven camshaft, built to outlast the truck itself. The direct injection system used a Bosch VE rotary injection pump delivering up to 18,000 psi of injection pressure. The turbocharger was a fixed-geometry Holset HX35W with a wastegate set at 12 psi, producing peak boost by 1,800 RPM. The cylinder head used two valves per cylinder with sodium-cooled exhaust valves and massive 19mm head bolts creating 6,500 psi of clamp load. With a 17.2:1 compression ratio, it produced 160-215 hp at 2,500 RPM and a massive 400-440 lb-ft of torque at just 1,600 RPM. The engine's legendary durability came from its industrial roots, with a forged steel crankshaft, forged connecting rods, and piston cooling jets that allowed sustained high-load operation.

The modern HEMI that resurrected a legendary name with contemporary technology. This 5,654cc pushrod V8 featured aluminum cylinder heads with two spark plugs per cylinder and a cathedral-port combustion chamber design. The valvetrain employed hydraulic roller lifters and the Multi-Displacement System (MDS) that could deactivate four cylinders during light-load operation. The cylinder heads used a 34.5° valve angle with 2.00-inch intake and 1.55-inch exhaust valves. The block was deep-skirt cast iron with cross-bolted main bearing caps, while the rotating assembly featured a forged steel crankshaft and powder-forged connecting rods. With 10.5:1 compression and variable cam timing, it produced 395 hp at 5,600 RPM and 410 lb-ft of torque at 4,000 RPM. The cooling system featured dual thermostats and a high-flow water pump capable of moving 145 gallons per minute to manage thermal loads during towing.

The technological evolution of the Cummins legend with modern emissions compliance and unprecedented power. This 6,692cc inline-six featured a compacted graphite iron block with six head bolts per cylinder and a gear-driven high-pressure fuel pump. The common-rail injection system operated at 35,000 psi with piezoelectric injectors capable of five injection events per cycle. The turbocharger was a variable-geometry Holset unit with electronic actuation, providing 35 psi of boost from 1,600 RPM. The emissions system included a diesel particulate filter and selective catalytic reduction with diesel exhaust fluid injection. With 16.3:1 compression and an integrated engine brake, it produced up to 420 hp at 2,800 RPM and 1,075 lb-ft of torque at 1,800 RPM. The lubrication system used a dual-stage oil pump with a dedicated high-pressure circuit for the piston cooling jets, essential for managing combustion temperatures during extreme towing.

The forced-induction behemoth that redefined performance truck capability. This 6,166cc supercharged pushrod V8 featured a 2.4-liter Roots-type supercharger with integrated charge coolers and twin four-lobe rotors spinning at 2.48 times crankshaft speed. The cylinder heads used dual spark plugs per cylinder with 2.13-inch intake valves and 1.59-inch sodium-filled exhaust valves. The block was high-strength cast iron with priority main oiling and six-bolt main bearing caps. The supercharger system produced up to 11.6 psi of boost through a helical gear drive, while the intercooling system circulated 18 liters of coolant through dedicated heat exchangers. With 9.5:1 compression and a 7,000 RPM fuel cutoff, it produced 702 hp at 6,100 RPM and 650 lb-ft of torque at 4,800 RPM. The oiling system featured a dual-stage pump with a gerotor design capable of moving 100 gallons of oil per hour at maximum RPM.

The workhorse V8 that bridged the gap between classic truck engines and modern HEMI technology. This 5,654cc pushrod V8 featured cast-iron construction throughout with a deep-skirt block design and four-bolt main bearing caps. The cylinder heads used a Magnum-specific combustion chamber with 1.92-inch intake valves and 1.60-inch exhaust valves. The fuel injection system employed sequential multi-port injection with a returnless fuel system design. The valvetrain featured hydraulic lifters with non-roller rocker arms, while the camshaft used a conservative 248-degree duration profile. With 9.1:1 compression and a 5,200 RPM redline, it produced 245 hp at 4,400 RPM and 335 lb-ft of torque at 3,200 RPM. The cooling system used a heavy-duty radiator with a seven-blade mechanical fan and thermal clutch, capable of maintaining safe temperatures while towing 8,000 pounds in 100°F ambient conditions.

The high-tech V6 that brought modern efficiency to the Ram lineup without sacrificing capability. This 3,604cc 60° V6 featured aluminum construction with double overhead cams and variable valve timing on all four camshafts. The cylinder heads used a high-flow design with 1.97-inch intake valves and 1.57-inch exhaust valves, arranged in a 12.5° valve angle for optimal flow. The block employed a bedplate design with cross-bolted main bearing caps for structural rigidity. The fuel system used high-pressure direct injection operating at 2,175 psi with multi-hole piezoelectric injectors. With 11.3:1 compression and a two-stage variable intake manifold, it produced 305 hp at 6,400 RPM and 269 lb-ft of torque at 4,175 RPM. The oiling system featured a variable-displacement vane pump that reduced parasitic losses by 50% at high RPM, contributing to the engine's exceptional thermal efficiency of 37%.

The most powerful production truck engine ever built, specifically engineered for extreme off-road performance. This 6,166cc supercharged V8 featured an upgraded 2.7-liter Roots-type supercharger with larger 2.65-inch rotors and increased displacement per revolution. The cylinder heads used high-strength aluminum alloy with reinforced valve seats and upgraded valve springs for high-RPM operation. The block incorporated additional webbing and reinforced main bearing caps to handle the extreme loads of high-speed off-road driving. The supercharger system produced 12.0 psi of boost through a high-helix rotor design, while the intercooling system used a dual-pass heat exchanger with 50% greater coolant capacity. With 9.5:1 compression and a specially calibrated engine management system, it produced 702 hp at 6,100 RPM and 650 lb-ft of torque at 4,800 RPM. The oiling system was upgraded with a high-volume pump and additional scavenge stages to prevent oil starvation during extreme articulation and high-G maneuvers.

The cutting-edge twin-turbo straight-six that represents the future of Ram performance and efficiency. This 2,998cc inline-six featured a hot-vee configuration with twin turbochargers mounted between the cylinder banks for compact packaging and reduced turbo lag. The valvetrain employed dual overhead cams with 50° of continuous variable valve timing on both intake and exhaust, plus cam profile switching on the intake side. The fuel system combined direct injection (5,075 psi) with port injection (87 psi) for optimal combustion across the operating range. The block used compacted graphite iron main bearing caps and aluminum-silicon alloy construction with plasma-transferred wire arc cylinder liners. With 10.4:1 compression and 22.0 psi of boost, the high-output version produces 540 hp at 5,800 RPM and 521 lb-ft of torque from 2,350-5,000 RPM. The cooling system features a three-circuit design with separate cooling for cylinder heads, block, and turbos, while the oil system employs an electric variable-flow pump for precise lubrication control.

The heavy-duty six-speed automatic developed specifically for Ram's Cummins diesel applications, capable of handling up to 900 lb-ft of torque. This transmission uses a reinforced Simpson planetary gearset with six multiple-disc clutches and two one-way clutches in a massive cast-aluminum case. The electronic control system features adaptive learning that adjusts shift patterns based on driving style and load conditions. The torque converter uses a computer-controlled lockup clutch that can operate in all forward gears, with a multi-plate design that allows continuous slip for smooth operation. Gear ratios (3.23:1, 1.84:1, 1.41:1, 1.00:1, 0.82:1, 0.63:1) are optimized for both heavy towing and fuel economy, while the deep first gear provides strong acceleration even with maximum payload. The transmission fluid is cooled through a massive external cooler with thermostatic control, and the internal pump flows 22 gallons per minute at operating pressure. The 68RFE has proven remarkably durable in commercial applications, with many units exceeding 300,000 miles while maintaining smooth shift quality.

The ZF-sourced eight-speed automatic that revolutionized the light-duty truck segment with its combination of refinement and efficiency. This transmission uses four planetary gearsets and five multiple-disc clutches to achieve eight forward speeds with a wide 7.03:1 ratio spread. The electronic control system features adaptive shift programming that considers driving style, load, and even navigation data when available. The torque converter incorporates a centrifugal pendulum vibration absorber that allows aggressive lockup strategies as low as 1,100 RPM, significantly improving fuel economy. Shift times are under 200 milliseconds in Sport mode, with the transmission capable of skipping multiple gears during aggressive deceleration. The transmission fluid is designed for 'fill-for-life' service, though most technicians recommend changes every 100,000 miles for optimal longevity. The 8HP75 has proven both reliable and refined, providing smooth shifts and excellent fuel economy while handling up to 553 lb-ft of torque in Hemi V8 applications.

The heavy-duty six-speed automatic used in high-output Cummins applications, capable of handling up to 1,000 lb-ft of torque. This Japanese-built transmission uses a unique dual-range design that provides both strong acceleration and efficient cruising. The electronic control system features multiple tow/haul modes including an exhaust brake integration function that coordinates with the engine brake for downhill control. The torque converter uses a massive 300mm diameter with a computer-controlled lockup clutch that can operate in all forward gears. Gear ratios (3.74:1, 2.23:1, 1.52:1, 1.00:1, 0.87:1, 0.67:1) are specifically optimized for diesel torque characteristics, while the deep first gear provides crawl capability for extreme off-road situations. The transmission fluid is cooled through a dedicated thermal management system that maintains optimal temperatures during heavy towing. The AS69RC has established a reputation for exceptional durability in commercial and RV towing applications, with many fleet operators reporting 500,000-mile service life with proper maintenance.

The Mercedes-Benz-sourced five-speed automatic that brought German engineering to Ram's light-duty trucks. This transmission used a conventional planetary gearset with five multiple-disc clutches and sophisticated electronic controls. The adaptive programming learned driving habits and adjusted shift patterns accordingly, while the torque converter used a computer-controlled lockup clutch that operated in all forward gears. Gear ratios (3.59:1, 2.19:1, 1.41:1, 1.00:1, 0.83:1) provided both strong acceleration and reasonable fuel economy. The transmission was known for its smooth shifts and good reliability when maintained with the specific Mercedes-Benz-approved fluid. While only five speeds compared to later transmissions, the NAG1 provided excellent durability and was capable of handling the Hemi V8's torque throughout its service life. Many of these transmissions are still in service today with over 200,000 miles, particularly in fleet applications where regular maintenance was performed.

The heavy-duty five-speed manual that served as the backbone of Ram's heavy-duty lineup for over a decade. This transmission featured a cast-iron case with integrated bellhousing that provided exceptional rigidity for precise shifting under load. The gearset used helical-cut gears with triple-cone synchronizers on second and third gears for smooth engagement. Gear ratios (5.61:1, 3.04:1, 1.67:1, 1.00:1, 0.73:1) were perfectly suited to diesel torque characteristics, with the ultra-low first gear providing incredible crawl capability. The shift mechanism used a direct rod linkage with minimal compliance for positive gear selection. The NV4500 was known for its legendary durability, with many units exceeding 500,000 miles in commercial service. The transmission was particularly valued by owners who preferred manual control for towing and off-road use, though its 350 lb-ft torque rating required careful driving with high-output Cummins engines. The characteristic gear whine and substantial shift effort became defining characteristics of the manual transmission Ram experience.

The German-engineered six-speed manual that brought modern shifting refinement to Ram's heavy-duty trucks. This transmission featured triple-cone synchronizers on second and third gears with carbon-lined synchronizers on all forward gears for reduced shift effort. The aluminum case was significantly lighter than the NV4500 while providing equal or greater strength. Gear ratios (6.34:1, 3.44:1, 2.23:1, 1.50:1, 1.00:1, 0.76:1) provided even more versatility than the five-speed, with the incredibly low first gear allowing starts with 30,000-pound GCWR. The shift mechanism used a cable-operated system that provided precise engagement despite the long distance from the shifter to transmission. The ZF S6-650 was rated for 650 lb-ft of torque, making it suitable for even the highest-output Cummins engines. While less common than automatic versions, this transmission developed a cult following among purists who valued complete control over gear selection for towing and off-road use.

The Chrysler-developed five-speed automatic that brought modern electronic controls to Ram's light-duty trucks. This transmission used a Lepelletier planetary gearset with five multiple-disc clutches and sophisticated electronic controls. The adaptive programming learned driving habits and adjusted shift patterns accordingly, while the torque converter used a computer-controlled lockup clutch that operated in all forward gears. Gear ratios (3.00:1, 1.67:1, 1.50:1, 1.00:1, 0.75:1) provided both strong acceleration and improved fuel economy compared to earlier four-speed automatics. The transmission was known for its smooth shifts and reasonable reliability when maintained with regular fluid changes. While not as robust as the heavy-duty transmissions used in 2500/3500 models, the RFE proved capable of handling the Hemi V8's power and provided good service life in normal use. Many of these transmissions are still in service today, particularly in well-maintained fleet vehicles.

The legendary four-speed automatic that served as the workhorse transmission for Ram trucks during the 1990s. This transmission used a robust Simpson planetary gearset with hydraulic controls that proved remarkably durable in truck applications. The cast-aluminum case was designed for strength and heat dissipation, while the gear ratios (2.74:1, 1.54:1, 1.00:1, 0.69:1) provided both strong acceleration and reasonable fuel economy. The torque converter used a lockup clutch that operated in third and fourth gears, and the transmission fluid was cooled through a separate radiator in the main cooling system. The TorqueFlite was known for its smooth shifts and exceptional reliability, with many units exceeding 200,000 miles with only basic maintenance. This transmission served in everything from base model Rams with the 3.9L V6 to heavy-duty versions with the 8.0L V10, demonstrating remarkable versatility and durability throughout its production life.

Separated from Dodge in 2010 to establish truck-only brand positioning with dedicated marketing and truck-focused engineering under the iconic Ram's head logo, the "Guts Glory Ram" tagline and "Built to Serve" campaigns emphasize commercial fleet capabilities alongside consumer appeal. The ProMaster van addition complemented Heavy Duty leadership built on towing capability focus while innovation priorities delivered air suspension, the ingenious multifunction tailgate, eTorque mild hybrid technology, and exclusive coil spring rear suspension delivering car-like ride quality. Electric transition is underway with the REV all-electric and Ramcharger range-extended models representing the future under Stellantis ownership, maintaining North American truck market leadership through relentless innovation. Ram's separation from Dodge illustrates brilliant brand strategy—by dedicating engineering resources and marketing exclusively to trucks rather than diluting focus across cars and trucks, Ram could optimize every aspect for truck buyers and fleet customers, resulting in innovations like the multifunction tailgate and coil rear suspension that competitors stuck with traditional truck configurations couldn't match. The strategy proves that sometimes brand portfolio rationalization means separation rather than consolidation, and that focused dedication to one segment can deliver leadership more effectively than attempting to be all things to all buyers under a single nameplate.