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December 2022 Newsletter

2013 Dodge Ram 1500 Pickup Trucks

The 2013 Ram 1500 leapfrogged Ford with an eight-speed automatic transmission and:

  • Best in class gas mileage (V6 and V8): 20% better with either engine
  • Power increases: 305 hp V6 and 395 hp Hemi V8 [details]
  • Less noise with best-in-class aerodynamics (cD = 0.363)
  • Air suspension for better mileage, ride control, loading, and clearance
  • Stronger, stiffer frame with more high-strength steel
  • New electronics with voice control, texting, software updates, and configurable 7” instrument screen
  • New interiors with upgraded materials and features
  • See the powertrain section for more on engines, transmissions, pulse width modulation, etc.
One tester reported:

The shifter knob isn’t weird at all. I backed the 5.7 that I drove into a parking space to see if I could shift without looking, and I had no problem.

The 3.6 had more than sufficient grunt to get the 1500 moving, traversed hills with ease, and passed with confidence. It revved a little more than the 5.7, but nothing that a consumer would notice if they aren’t starting their day in the Hemi.

My drive in the Hemi 8-speed was thoroughly enjoyable. The shifts were unnoticeable and the acceleration was beyond crisp. I was in a 4X4, and my driving partner was able to squeal all four on a paved rural road. I took a 5.7/8 4X4 out of a mud pit with a 15° grade; the climb was effortless.

The cab is comfortable and quiet; the new Uconnect nav system is cool, rendering topography like mountains in faux 3D and displaying realistic curves in the roadway so that you know you’re about to go over a hill. It also gives you lane choice guidance on the highway in graphic format, showing how many exit lanes are coming up for your exit, and where you need to be to follow your intended route.

Ram CEO Fred Diaz said that the 2013 Ram was meant to be a mild refresh: new grille and headlights, interior tweaks, and the like. Sergio suggested they go deeper, and they did — right down to the frame and electronics architecture. The Ram 1500 with V6 engine has 42% more horsepower and 13% more torque than the old V6, while the Hemi V8 boosted gas mileage by 20% (with the late-availability eight-speed automatic) and is on track to take the V8-truck gas-mileage crown. Gas mileage for the Ram 1500 V6 is rated at 18/25, while the best Ford mileage is 17/23; Chevrolet lags at 15/20. (Other configurations’ mileage have not been released.)

U.S. Prices (MSRP) Reg Cab 4×2 Reg Cab 4×4 Quad Cab 4×2 Quad Cab 4×4 Crew Cab 4×2 Crew Cab 4×4
Tradesman (Short Bed) $22,590 $26,350
Express (Short Bed) $24,825
SLT (Short Bed) $27,450 $31,020
HFE (High Mileage) $28,200
Tradesman $22,975 $26,650 $27,185 $30,630 $29,765 $32,985
Express $28,500 $29,745 $32,970 $31,875 $35,095
SLT $27,750 $31,320 $31,365 $34,585 $33,520 $36,740
Big Horn $33,210 $36,430 $35,365 $38,585
Lone Star $33,210 $36,430 $35,365 $38,585
Outdoorsman $34,410 $37,630 $36,565 $39,785
Sport $32,935 $35,855 $36,430 $39,650 $38,285 $41,505
Laramie $38,615 $41,760 $40,470 $43,615
Laramie Longhorn $44,275 $47,420
Ram marketing man Dave Sowers said he couldn’t remember who came up with the idea of calling the class-exclusive eight-speed automatic transmission “TorqueFlite 8,” but he said that everyone liked it immediately. The three-speed TorqueFlite, both modern and reliable when launched, was originally called TorqueFlite 6 and TorqueFlite 8 depending on the engine it was hooked up to. Now, the “8” designates the number of forward speeds. The new transmission is standard with the V-6 and will, in calendar-year 2013, join the Hemi. The transmission is controlled by a heavy-duty-truck inspired knob (the 4.7 keeps the old shifter and six-speed.)

The eight-speed automatic jettisons both column and console shift in favor of a dial, the first in pickups, but old news in heavy duty trucks (Class 6-8). It replaces the transfer case shift knob, and rotates from Park through Reverse and Neutral to Drive; it allows quick shifting for operators wearing gloves and for blind-shift transitions between “Drive” and “Reverse.”

ST, SLT and Sport models get a black rubber over mold with chrome surround, while all Laramie models include a solid, spun-aluminum knob finished in silver.

The knob has strong detents and feels like a mechanical control, not an electronic one. You can quickly twist it all the way to the right to get into Drive; it will stop when it reaches Drive or, on the other side, Park. The spatial relationship of the shifter to the positions remains constant, making “blind” operation easy.

Low gear is handled by the buttons on the steering wheel — not the big paddles from the Charger, but little buttons that are smaller than the cruise control, and have a similar feel. The transfer case retains is operated with push buttons. Trucks with the six speed automatic (early Hemis and the 4.7) still get a floor or column shifter.

Air suspension

The 2013 Ram 1500 has an optional air suspension system which optimizes ride and aerodynamics, while adding load-leveling. Air pressure increases until the vehicle reaches normal ride height, leveling the truck and improving the loaded ride. It has five height settings that operate automatically or via console or key fob controls:

  • Normal Ride Height (NRH): 8.7 inches of clearance (from the base of the door sill) is the default, load-leveled ride height
  • Aero: Lowers the Ram by 1.1 inches, increasing gas mileage by up to 1%. It is activated by speed.
  • Off-road 1 and 2: Lifts the vehicle 1.2 and 2 inches, respectively, to clear obstacles
  • Park: Lowers the truck by 2 inches from NRH for easy entry/exit and cargo loading

The system uses the tanks shown in blue, above, as reservoirs; it does not use outside air.

The air suspension system adds up to 4 inches of lift span (KC in Wisconsin pointed out this included Park mode), for best-in-class step-in height of 21 inches, best-in-class ground clearance of 10.7 inches, best-in-class departure angle of 27.8°, and best-in-class breakover angle of 24.2°.

It is supported by four-corner air springs that provide a cushioned, premium ride and has different spring rates depending on the ride height. In Off-Road 2, the rate is firmer, while in Aero mode, the rate is softened. A separate button on the key fob gives the operator the ability to manually lower the truck, allowing for ease of passenger entry and bed loading.

Aerodynamic improvements

Despite a bolder and more aggressive front end, the Ram 1500 boasts best-in-class aerodynamics and, with active aerodynamics, a 6% aerodynamic improvement on the new truck (cD is now 0.363, vs 0.386 in the 2012, for regular cab / 4×2). The front air dam was extended downward to create a 0.6% improvement in fuel economy, while a new thermo-plastic material is more malleable, preventing breakage.

A new wheel-to-wheel tubular side-step adds 0.5% to fuel efficiency (vs the 2012 one) by allowing air to pass around the truck more smoothly, while easing access to the forward portion of the bed.

Select 2013 Ram 1500s have a standard, segment-exclusive locking tri-fold tonneau cover. It both protects bed storage and increases fuel economy by 0.8%. Owners can use one, two, or all sections of the cover by folding the system on top of itself. (It also appears to be a $1,500 option on the Laramie.)

The Ram 1500 is the first truck to use an active grille shutter system (similar to the one on Dart), closing airflow through the grille when cooling is not needed. It increases gas mileage by 0.5%, cuts drag roughly 4%, and cuts warm-up time/defrost time. The computer closes the shutters when cooling is not needed.

Dave Sowers pointed out that the active shutters was normally either fully open or fully closed. When closed, air pressure quickly builds up in front of the slats, deflecting oncoming air over the truck, which has the lowest drag coefficient of any pickup on the market. At all times, there’s airflow over the radiator from other openings. The idea was to avoid drag from radiator capacity which is seldom needed, while still being able to cool the engine under any reasonable conditions. (He also said that riding with the tailgate down increases drag, while a tonneau cover makes the truck much more aerodynamic.)

2013 Ram 1500 chassis and frame

The 2013 Ram 1500’s frame was redesigned with greater stiffness to increase stability and handling while cutting noise and vibration up to 30%. Front rails have 20% higher yield strength due to high-strength steel. The new frame design has new powertrain, air suspension, and body mounting technology.

Portions of the frame are hydroformed for dimensional accuracy (hydroforming reduces the amount of welding that leads to distortion), and side rails are fully boxed. The front frame section has high-strength steel that maintains strength and durability while saving around 30 pounds. Larger body mounts are on the front frame rails and at the C-pillar. Two frame lengths are available: 120-inch and 140-inch.

In 2009, the Ram 1500 introduced an exclusive multi-link, coil-spring rear suspension, standard on all except Ram 1500 Tradesman HD; it improveds ride and handling with no loss of capability. A coil-spring design centralizes and absorbs bumps and impacts, while reducing the amount of friction in the spring system. This design weighs 40 pounds less than a leaf-spring configuration. For 2013, more robust ball joints on the front suspension yield greater durability and have improved sealing methods.

Other engineering features

The 2013 Ram 1500 uses electric power steering (EPS) — the hydraulic pump is replaced by an electric motor, improving fuel efficiency up to 1.8% and adding 5 horsepower. EPS reduces complexity, eliminating the hydraulic pump, hoses, and cooling apparatus. In addition, each Ram 1500 model can be calibrated to optimize steering effort and precision, regardless of body or powertrain; it also senses constant input from the driver, for example a crown in the road, and compensates for improved comfort. EPS will be needed if a hybrid version is produced in the future.

New box floor cross-members in the bed cut 7 pounds, and a new front bumper removes 4 pounds, in addition to up to 30 pounds in weight savings from the new frame. Aluminum upper and lower control arms in the front suspension cut more weight, also improving handling, while an aluminum hood saves 26 pounds. Underneath the hood, the V6 model powertrain is 76 pounds lighter, while the eight-speed used with the Hemi is 30 pounds lighter.

The 2013 Ram 1500 has low-rolling resistance tires to minimize wasted energy; the new brakes have a relocated ABS pump for reduced vibration, and has shorter brake pedal travel. A new hydraulic-boost compensation unit enhances brake pedal feel and performance during emergency stops.

 Four-wheel disc brakes are standard on all 2013 Ram 1500 trucks. Front rotors measure 13.2 inches (336 mm) in diameter and are clamped with dual-piston calipers, while rear rotors are 13.8 inches (352 mm) and utilize single-piston calipers.

New features include power folding mirrors, a power rear-sliding window with defrost, and a six-foot-four-inch bed option on the Crew Cab. The central locking system now includes the RamBox® cargo management system and tailgate power locks. Auto rain-sensing wipers and SmartBeam® are also available.

2013 Ram 1500 models

Models/packages for 2013 are ST, Tradesman, Express, SLT, Big Horn, Lone Star, Outdoorsman, Sport, R/T, Laramie, and Laramie Longhorn. There are again three cabs (regular, Quad, and Crew), and three boxes (5’7”, 6’4”, and 8-foot). Production of the 2013 Ram 1500 is scheduled for third quarter of 2012, with all regular cabs assembled in Saltillo, Mexico; and Quad and Crew Cabs in Warren, Michigan.

The 2013 Ram 1500 is built at the Warren Truck Assembly Plant (Warren, Mich.), which has built more than 12.5 million trucks since it started operations in 1938. Regular Cab models of the 2013 Ram 1500 are built at the Saltillo Truck Assembly Plant in Saltillo, Mexico.

Dave Sowers noted that the demonstration “cutaway” truck at auto shows was assembled from different models: a Laredo interior, Sport wheels, and SLT body. (The Laredo comes with a Hemi and they wanted to show the V6.) He pointed out the new, greatly improved body mounts and the unique air suspension, toughened up to meet long-term needs of pickup buyers. He also said that the 4.7 was currently available and had a market, though most retail buyers choose the Hemi; he said they were hoping to attract more people to the V6, and would not make any predictions regarding 4.7 availability in the future.

Source: [Allpar]

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