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

2019 Ram 2500 Tradesman

4×2 – Starting at $MSRP

4×4- Starting at $MSRP

2019 Ram 2500 Big Horn 

4×2 – Starting at $ MSRP

4×4- Starting at $ MSRP

 2019 Ram 2500 Power Wagon

4×2 – not available

4×4- Starting at $ MSRP

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 (4x4 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

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   
Tradesman features plus:

MECHANICAL FEATURES

TRANSFER CASES (4x4 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.

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 $MSRP

4×4- Starting at $MSRP

 2019 Ram 2500 Laramie Longhorn

4×2 – Starting at $ MSRP

4×4- Starting at $ MSRP

2019 Ram 2500 Limited

4×2 – Starting at $ MSRP

4×4- Starting at $ MSRP

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

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 Laramie Features Plus:

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

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

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.

TRAILERS

TWO BASIC TYPES

• Trailers fall under two basic types
  • Conventional trailers produce tongue weight
  • Gooseneck or fifth-wheel trailers produce king pin weight

THE MATTER OF WEIGHT

• Placing too much weight on a hitch can damage the truck’s suspension and driveline components
  • Also reduces contact patch of the front tires, creating a “hard to handle,” unsafe vehicle
• Placing too little weight can cause the rear end of the towing vehicle to lift
  • If that occurs, it reduces rear-wheel traction, which can cause jackknifing
• Depending on a tow vehicle’s size and drivetrain, there is a maximum amount of trailer weight it can pull
  • That’s why it’s so important that a customer provide the gross trailer weight rating of the trailer
  • Other factors to take into consideration include the trailer length and the aerodynamics

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 Fixed Drawbar Hitch

 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

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