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car review

2015 Ram 2500 Crew Cab 4WD ST

U.S. model tested; Canadian model is of identical specification.

The usual suspects all make plain three-quarter-ton pickups, whether you call it stripper, commercial, budget, or simply a truck. But if you want one with a manual transmission, coil or air rear suspension, or the engine cylinders in a row like Newton and Clessie Cummins intended, the Ram 2500 is it. (Overall score: 6.7)

Walkaround

Even lacking wallpaper it's obviously a Ram, but enthusiasts could tell without seeing any sheetmetal because of the sound, tailpipe or coil springs in back. Despite its dinky tires and almost complete bling blackout, the Ram attracted plenty of positive attention; no doubt partial credit goes to the red paint as most plain-trim pickups are white. True, it doesn't have the eye-catching LED tail and running lights but these cost just a fraction when you break one, and you have to use a key to open the door, that too much cheaper to replace than a remote. (Score 6.5)

Interior

In deference to electronics and safety systems let's say you can sweep, sponge and rinse this out, not hose it. The rubber floor, vinyl seat, mechanical seat adjustment ethic works at least as well as any festooned with leather and wood, my only concession a towel for parking the vinyl seat in the sun, and even owners of higher-trim trucks praised this like a well-done tile job. And I prefer a tilt-only wheel in front of me to an offset tilt/telescope arrangement.

The shifter makes the center seat less usable but a small adult fits if you don't miss a headrest, and the seatback/console is big enough for a pro-sumer digital camera; there are plenty of bins, cubbies and sub-floor, sub-seat storage too.

Gauges include fuel and DEF level, the display between them a host of info—including oil pressure and coolant and oil temperature in the same window—but EGT is not among it.

If you can't find enough room in here (1.7 cu m rear storage) you'll need to get the MegaCab and ride in back, or a long-wheelbase European sedan. (Score: 6.4)

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Tech

UConnect receives recognition for its loaded 8.4-inch model, but this 5-inch version (an option from 3.0) has the same useful, intuitive approach. Cameras and backup sensors are available, but I'd spend on towing mirrors and brake controller instead. Most of the technology is underhood, helping this 3,600-kg truck maximize economy. (Score: 7)

Driving

I was pleasantly surprised by the ride quality with 80-psi rear tires and springs to handle 3,900 kg, but that big coil/link suspension, three rear shocks, 4.3 metres between the wheels, 3,600-kg empty (weight) and stiff frame all but eliminated kick and skip…some expansion joints produced mild pogo-sticking. A solid cab structure on advanced mounts helped take care of the rest.

Steering is strong enough for plow and off-highway use, with just a few degrees free play on center, good effort and another pleasant surprise—a 15-metre turning circle. The firm brake pedal has good feel, stopping distances remain nearly constant empty or loaded, and planning ahead the exhaust brake will drag you down to 20-30 km/h without touching the pedal.

With a manual, the Cummins rates 350 hp and 660 lb-ft of torque at just 1,400 rpm, with almost as much torque available at clutch engagement as most gasoline pickups muster at peak output. Save first gear for heavy trailers, four wheeling or metered on-ramps.

Automatics are faster because of higher power and quicker shifts; this lever travels further, in more deliberate fashion, than any car. Having moved 20,000 pounds up a grade at 90 km/h on 100 hp and 40 lb-ft less than this, I know this is more than enough grunt to get the job done. Consumption ran about 10.2 l/100km highway and 14 in town, trailing a light-duty 3.0-litre EcoDiesel but 55 percent better than a 2500 Hemi.

On these tires peak torque is available at 90 km/h in top gear, the 115-km/h cruise at less than 2,000 rpm. Highway wind and road noise counter engine noise that is more pronounced working around town, but you can still converse easily. The exhaust brake defaults to off and can be engaged to maintain a set speed or slow to just above idle revs.

As shown it can handle a 950-kg payload or a 7,335-kg trailer, the grand total limited to just more than 11,000 kg. (Score: 7)

Value

This truck costs more than competitors as similarly configured as possible, putting Ram's value in choice of gearbox, engine output and suspension. You can also argue trucks like this are a far better value than half-tons that cost as much (or more) and might quiver when the chrome gets dirty. (Score: 6.4)

Conclusion

Unique in full-size pickups, the Ram 2500 diesel is as old-school as it gets but thoroughly modern at the same time.

Autofocus.ca is a Canadian automotive website dedicated to making car shopping easier and driving more fun. Follow Autofocus on Facebook and Twitter.

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