2019 New Ram 2500: What are the differences between the top trims?

The New Ram 2500 combines it all: ironclad reliability, uncompromising capability and new levels of refinement.  With recently upgraded frames and a tougher-than-ever available Cummins Turbo Diesel, the new Ram 2500 Heavy Duty pickups take on the most demanding tasks with generous levels of luxury and technology.

Now factor in further Ram advantages – like the available and class-exclusive Auto-Level Rear Air Suspension System and the available class-exclusive RamBox Cargo Management System.  You’re looking at the most capable heavy-duty pickup ever.  Drivers looking for a pickup that offers best-in-class horsepower and impressive towing and payload capabilities just click here for more on the new Ram Heavy Duty Trucks.

With so many available trim levels available, it can be difficult to choose the Ram 2500 truck trim level that best suits your budgetary and transportation needs. So to help you decide, the product specialists at Woody’s Automotive Group in Chillicothe, Missouri have highlighted the key features of each model below.  Learn more about the all-new 2019 Ram 2500 Truck by downloading the new 2019 Ram 2500 Truck brochure here.

If you’d like to speak with one of our specialists just call our team at 660-646-3455 or use our online contact form to get in touch.

2019 Ram 2500 Tradesman

4×2 – Starting at $36,950 MSRP

4×4- Starting at $39,850 MSRP

POWERTRAIN

6.4L HEMI Gas/8-speed automatic
6.7L Cummins Turbo Diesel/6-speed automatic
6.7L Cummins High Output Turbo Diesel/6-speed

MECHANICAL FEATURES

SUSPENSION – Front, 3-link, coil spring
-Rear, 5-link, coil spring suspension
TRAILER TOW – 4/7-pin trailer harness plus
-Class V hitch receiver
TRANSFER CASES (4×4 Models)Manual shift-on-
the-fly

SAFETY & SECURITY

AIR BAGS– Multistage front, supplemental
side-curtain and supplemental
front-seat-side-mounted
CAMERAS – ParkView Rear Backup Camera
ELECTRONIC STABILITY CONTROL– Includes
Brake Assist, Electronic Roll Mitigation,
Hill Start Assist, Rain Brake Support,
Ready Alert Braking,
All Speed Traction Control and Trailer
Sway Damping.
SENTRY KEY THEFT DETERRENT SYSTEM –
Engine Immobilizer
TIRE PRESSURE MONITORING – with display alert

2019 Ram 2500 Big Horn

4×2 – Starting at $42,200 MSRP

4×4- Starting at $45,100 MSRP

POWERTRAIN

6.4L HEMI Gas/8-speed automatic
6.7L Cummins Turbo Diesel/6-speed automatic
6.7L Cummins High Output Turbo Diesel/6-speed

STANDARD FEATURES include select
Tradesmanfeatures plus:

MECHANICAL FEATURES

TRANSFER CASES (4×4 Models)
-Electronic shift-on-the-fly

SAFETY & SECURITY

ELECTRONIC TRAILER BRAKE CONTROLLER
Included with MAX Tow Package
REMOTE KEYLESS ENTRY WITH ALLSECURE
Controls for power door locks, tailgate, RamBox System
(when equipped), the illuminated entry system and the
panic alarm.

2019 Ram 2500 Power Wagon

4×2 – not available

4×4- Starting at $53,100 MSRP

POWERTRAIN

6.4L HEMI Gas/8-speed automatic

STANDARD FEATURES include select Big Horn features plus:

MECHANICAL FEATURES
SUSPENSION: Front, Ram Articulink suspension
-Front electronic disconnecting stabilizer bar
-Rear 5-link, coil spring suspension
TRANSFER CASES – Manual shift-on-the-fly
WINCH-WARN, front, electric, 12,000-lb
capacity

SAFETY & SECURITY

HILL DESCENT CONTROL – included with Power
Wagon Package or Off-Road Group
PARKSENSE FRONT AND REAR PARK ASSIST 

2019 Ram 2500 Laramie

4×2 -Starting at $49,200 MSRP

4×4- Starting at $52,100 MSRP

POWERTRAIN

6.4L HEMI Gas/8-speed automatic
6.7L Cummins Turbo Diesel/6-speed automatic
6.7L Cummins High Output Turbo Diesel/6-speed

STANDARD FEATURES include select Big Horn Features Plus:

SAFETY & SECURITY
PARKSENSE FRONT AND REAR PARK ASSIST

REMOTE KEYLESS ENTER ‘N GO

SECURITY ALARM – Detects break-ins

2019 Ram 2500 Laramie Longhorn

4×2 – Starting at $59,995 MSRP

4×4- Starting at $62,895 MSRP

POWERTRAIN

6.4L HEMI Gas/8-speed automatic
6.7L Cummins Turbo Diesel/6-speed automatic
6.7L Cummins High Output Turbo Diesel/6-speed

2019 Ram 2500 Limited

4×2 – Starting at $64,940 MSRP

4×4- Starting at $67,840 MSRP

 POWERTRAIN

6.4L HEMI Gas/8-speed automatic
6.7L Cummins Turbo Diesel/6-speed automatic
6.7L Cummins High Output Turbo Diesel/6-speed

STANDARD FEATURES include Laramie Longhorn Features Plus:

SAFETY & SECURITY
BLIND SPOT MONITORING WITH REAR CROSS
PATH DETECTION

ALL THE CAPABILITY RAM CUSTOMERS HAVE COME TO EXPECT … PLUS MORE

The 2019 Ram 2500 Heavy-Duty trucks are the brand’s latest – and most capable ever – entry in North America’s ultra-competitive “tow, haul, push and pull” vehicle category. They are truly “Built to Serve,” designed, engineered and executed to deliver the ultimate capability for
personal and commercial customers alike. They deliver all the capability customers have come to expect from the Ram brand, plus much more than traditional entries in the heavy-duty truck segment. The new Ram HD trucks start with capability leadership, exemplified by a number of best-in-class towing, payload, horsepower and torque achievements. And uncompromising strength is built in too, as befits America’s longest-lasting heavy-duty pickup. Drivers can tow with confidence, knowing that a set of integrated technologies assist with every aspect including trailer hookup, maneuvering, driving and parking. And the redesigned interior is distinguished by new levels of luxury and convenience, including the most advanced media and communication systems ever offered in Ram heavy-duty trucks. Outside, the all-new design clearly signals that Ram’s next-generation, Heavy-Duty pickup has arrived. No matter what customers look for in their truck, the all-new Ram HD offers impressive capabilities. Add in
dozens of new and class-exclusive features and it is a smart choice for customers who demand more from their heavy-duty truck in every way

IMPRESSIVE CAPABILITY

• Best-in-Class diesel torque – 1,000 lb-ft
• Best-In-Class gas horsepower – 2500/3500 – 410 hp
• Best-In-Class diesel towing – 2500 – 19,780 lb – 3500 – Available 35,100 lb
• Best-In-Class gas towing – 2500 – 17,580 lb – 3500 – 18,210 lb
• Best-In-Class diesel payload – 3500 – 6,910 lb
• Best-In-Class gas payload – 3500 – 7,680 lb
• Most capable heavy-duty pickup ever
• Most capable off-road full-size pickup (2500 Power Wagon)
• Available Class-Exclusive auto-level rear air suspension
• Class-Exclusive in-floor storage (Crew Cab)

UNCOMPROMISING STRENGTH 

• America’s longest lasting heavy-duty pickup truck
• Proven Cummins® Turbo Diesel
• Legendary HEMI® power
• 98.5% high-strength steel frame
• Modified multi-gauge boxed frame
• New brakes and new larger axles

INGENIOUS TECHNOLOGY

• Largest available radio touchscreen in its class – 12”
• Highest number of available audio system speakers in segment (17)
• Class-Exclusive Type-C USB ports
• Available Class-Exclusive dual rear-wheel backup sensors
• Available Class-Exclusive power convex trailertow mirrors
• Available Class-Exclusive Forward Collision Warning with Active Braking
• Available Class-Exclusive Adaptive Forward Lighting System (AFLS)
• Available Class-Exclusive RamBox w/115V Outlet
• Smart Diesel Exhaust Brake

DISTINGUISHED LUXURY

• Most luxurious interior in its class
(Longhorn/Limited)
• Reconfigurable center console
• Best-In-Class interior storage (Mega Cab)
• Class-Exclusive in-floor storage (Crew Cab)
• Class-Exclusive coil link rear suspension (2500)
• Class-Exclusive reclining and forward fold flat rear
seat (Mega Cab)
• Available LED signature headlamps
• Available power running boards
• Available wireless charging pad

AXLE RATIOS

An axle ratio is the ratio between the driveshaft rpm and axle shaft rpm. This ratio is critical in the operation of the engine/transmission/driveshaft/axle system that transmits engine torque to the driving wheels and lets the engine develop sufficient rpm to run efficiently. This takes on added importance when towing a trailer.

With too few rpm, an engine pulling a load on a grade is likely to “lug” and overheat. With too many rpm, an engine will run noisily, get poor fuel economy and wear faster. The best rear axle ratio for the intended application lets the engine operate in its optimum power range.

The axle ratio is determined by the size of the ring (axle) and pinion (driveshaft) gears inside the differential. With a ratio of 4.00:1 the pinion gear on the driveshaft makes four rotations for each rotation of the larger differential ring gear on the axle driving shaft.  A low numerical axle ratio, such as 3.21:1, is called a “fast” ratio because the road speed is relatively fast for any given engine speed. The characteristics of a low numerical ratio are:

• Lower engine rpm
• Reduced power output
• Better fuel economy
• Reduced engine noise

A high numerical axle ratio, such as 3.92:1, is called a “slow” ratio because the road speed is relatively slow when compared to engine speed. The characteristics of this ratio are:

• Higher engine rpm
• Increased power output
• Lower fuel economy
• Increased engine noise

WIND AND ROLLING RESISTANCE

When a trailer is hitched to a vehicle, the wind and rolling resistance of the equipment are increased. Therefore, it’s necessary to make sure the tow vehicle has the powertrain and special equipment to overcome the conditions.

Usually, wind and rolling resistance are not critical on equipment hauling a trailer weighing less than 2,000 lb. But with a trailer that weighs 2,000 lb or more, or has significant frontal area, you’ll more than likely have to select optional equipment.

TRAILER CLASSES

• Even though trailers come in all shapes and sizes, they all fall into one of five weight classifications
  • A trailer’s maximum loaded weight determines its classification
• It’s important to know them so you can recommend the right vehicle for your customers’ needs

HITCH CLASSES & TYPES

• The connection between the tow vehicle and trailer is only as strong as its weakest link, so it’s very important to match the right hitch to the weight of the trailer it’s going to pull
• The Society of Automotive Engineers (SAE) defines Classes I through IV
  • These are the most widely used weight classifications
• The SAE doesn’t actually define Class V hitches, but the trailer industry generally considers anything above 10,000 pounds as Class V
• SAE guidelines for Hitch Classes I through IV have gained almost universal acceptance
  • But be aware that some vehicle manufacturers may state trailer hitch weight limits above or below the SAE classification guidelines
  • Always follow the manufacturer’s specific trailer hitch information

WEIGHT-CARRYING HITCH 

Hitch Ball

• Fits into the socket of the coupler on the tongue of a trailer, providing the means by which the trailer pivots during cornering
• It’s extremely important that the ball diameter correctly matches the internal diameter of the trailer coupler
  • Too small may cause the coupler to bounce loose
  • Too large will not allow proper trailer attachment

• Common hitch-ball diameter sizes
  • 1-7/8″ Light-Duty
  • 2″ Medium-Duty
  • 2-5/16″ Heavy-Duty
• Hitch ball attachment must also be compatible with the shank hole size and thickness of the drawbar or removable hitch shank on the tow vehicle
• Common shank diameters
  • 3/4″
  • 1″
  • 1-1/4″
• Common shank lengths
  • 1-1/2″
  • 2″
  • 2-1/8″
  • 2-1/4″
  • 2-3/8″
  • 3-3/8″
• Ball material and shank diameter determine the tow rating of the ball
  • 1-7/8″ ball may be rated at 2,000 lb trailer weight
  • 2″ ball may be rated from 3,000 lb to 9,000 lb trailer weight
  • 2-5/16″ ball may be rated from 6,000 lb to 30,000 lb trailer weight

WEIGHT-DISTRIBUTING HITCH

• Also called a load-equalizing hitch
• Applies leverage between the tow vehicle and the trailer
  • Rather than merely supporting the tongue weight of a trailer
• Distributes tongue weight to all the wheels of the tow vehicle and trailer
• Air springs, air shocks and overload springs are not substitutes for the weight-distributing hitch because they cannot redistribute a load’s weight to other axles

• Hitch head (with ball)
  • Adjustable ball mount (angle and height)
  • Shank, hitch ball and spring bars attached
• Hitch receiver
  • Square opening in the hitch platform that receives the shank of the hitch ball mount
  • Shank retained in the receiver with a heavy steel pin
• Spring bars
  • Spring bars (one for each side)
  • Also called equalizing bars
  • Distribute weight to other areas of the tow vehicle and trailer
  • Constructed of spring steel
  • Have chains connected at the trailer end that attach to snap-up brackets on the trailer tongue
  • Length of the chains varies in spring bars — shorter chain length increases tension in the spring bars, which transfer more tongue weight into the tow vehicle hitch
  • Each bar acts as a spring to maintain a constant pressure on the hitch
  • Spring bars have different tensions built into them — if a truck customer wants to tow a 3,000- , 5,000- or 7,000-lb trailer, be sure the customer has correct spring bars to match the trailer weight
• Hookup brackets
  • Hook the spring bars to the trailer frame by means of spring bar chains
  • Adjust the spring bars to level the trailer and the tow vehicle
• Sway Damping
  • An adjustable friction device that applies lateral (left-to-right) damping force to the trailer tongue to minimize the tendency of the trailer to sway in adverse conditions

FIFTH-WHEEL HITCH

• Smaller version of a commercial 18-wheeler-type hitch
• Most popular with large travel and other types of trailers
• Mounting a fifth-wheel hitch over the rear axle of a pickup improves trailer sway and makes long trailers more maneuverable
• Fifth-wheel trailer connector attaches to the specially designed “fifth-wheel” platform hitch installed in the bed of a pickup and attached to the truck frame
  • Must be attached to the pickup frame — not the pickup bed
• Pickup or Chassis Cab with flatbed must be used to tow a fifth-wheel or gooseneck trailer

PINTLE HITCH (TYPICALLY CLASS V)

Type of tow hitch that uses a hinged jaw which closes through a round ring

• Pintle hook — the upper latch that opens for attachment
• Lunette — tow ring on a trailer which connects to the pintle on the towing vehicle
  • Used in place of a ball coupler on a trailer
• Pintle hitch designed primarily for heavy-weight hauling
  • More secure than a ball hitch for heavy loads
    • Effectively locks down the load with less danger of a breakaway
  • Better for off-road hauling as well
    • More secure connection in the case of potholes, washboard surfaces and obstructions
• Available in different sizes depending on the towing weight of the trailer