2010 Dodge 2500-3500 Cummins 6.7l Diesel TEST DRIVE REVIEW.

At first glance the new design on the front end of the 2010 Dodge Ram 2500 and 3500 doesn’t meld into the typical Dodge level of high styling. We’ve always known Chrysler makes great LOOKING stuff, but this bulbous (ford-like) grill fails to balance lines that carry the straight-edge faux billet grill into the forward pitched headlamps or flow into the wheel edge moldings of Dodges past. Square fog lamps carry the design element of the angled lamps above, with a touch of wrap in the lower bumper. The rippled hood fakes racing ducts along the right and left of the hood bump, but they are almost imperceptible in the sheet molding.  The windshield sets fairly even angle but from the drivers seat appears lower, putting the rear view mirror in the driver’s visual field.

 Along the side the Dodge lost its rake, perhaps to accommodate the lift and tow enthusiast’s anxious to add some serious off-road tires without the need for a leveling kit.   Chrome touches on the door handles, door molding guards and rear bumper are subtle quality accents. The full 8ft long bed accompanies the crew cab making the appearance large but not awkward. The tailgate now includes a lock and a drop-down bed-step is optional. You can’t get the new in-bed cargo boxes on the 2500 or 3500 models.

 As the Cummins Diesel idles you hear a definitive “CLICK” every minute or so, from under the hood.  This turns out to be a top mounted throttle body controller (see youtubevideo)  designed to eliminate the fateful soot build-up curse experienced by the first edition 2007-2009 Ram 2500-3500 Cummins 6.7L diesels. This unit somehow assists the DPF. I will have to visit the Dodge engineers to get more specific details, (come back later for that story). 

The 350hp, 653 ft-lbs. of torque still rattle the road and will maintain the supreme position, at least until Ford releases their new diesel this summer.

One of the interesting things to note about the 2010 Dodge Ram 2500/3500 Cummins is this truck DOES NOT REQUIRE special emissions fluid, unlike the competition.  The system Ford and GM diesels employ to run this fluid and service the parts associated with it; cost an estimated $1500.00 and another $1500.00 at the suggested 60,000 mile dealer recommended scheduled maintenance.  This could translate into a serious cost/investment savings for the Dodge buyer.

 Inside the truck, the design is typical Dodge. Fit and finish of the plastic molding to the fabrics is better, but the true luxury level is still in the Laramie. The typical Dodge truck owner is hard on hinged features, or as many suggested, the latches that hold the drop-down center cup holder and overhead visor were cheap. The 2010 flaunts hard plastic composition in both high traffic areas, almost teasinging you to bust it with your Big Gulp®.

 The old Dodge favorites; desk size armrest with power outlet and under-the-seat hide-away (gun locker) still provides a seat belt for the smallest person in the rig. The overhead trip computer is now a digital display centered between the round dash gauges; tracking tow weight, sway control, oil temp and fuel among other handy items of note.  The home-link is in the overhead, but the power rear sliding window button is down by the radio controls along with the NOT-a-JAKE® brake; engine brake engage button, TOW-HAUL, 110V regulator and several auxiliary plugs including an iPod input and 110V outlet. The keyless entry allows you to open the door from close proximity, but there is no push-button start/stop, you do have to stick the keyless key in the ignition. Navigation is touch-screen with the upgraded stereo/speakers/hard-drive USB input available, along with optional leather, sunroof and rear seat DVD.

The unfortunate interior design touches include the placement of the shifter on the steering column when in DRIVE, which blocks your ability to see the button used to engage/disengage the neutral, 2wd, 4wd High or 4wd Low.  The Bluetooth hands-free system is still printed on the center of the dash (whether you have the feature or not), which is also counter-intuitive to the concept of distraction-free driving, since you have to engage the Bluetooth with your hands! Now really Dodge, when everyone else has figured out it belongs on the steering wheel?

 The trucks’ handling is even and responsive, the ride is smooth even with an empty long-bed. Steering is sharp and the engine growls as only a Cummins can. You can feel the six speed kick in at 70 mph and the fuel economy stays in range, not like the pre-EPA days, but a solid 21 empty. In town expect 14-17 mpg, given the traffic. The Dodge engineers always insisted you had to drive the 6.7l hard. “Drive it like you stole it,” was a common phrase, but that was more to burn off the soot and keep the regen down. Now you can feel comfortable that driving it the way you want won’t leave you in a terminal cycle of dealer visits. Towing, which the 3500 can boast 13,000 lbs properly equipped, is the true strength of the Dodge Ram, and as you drive it on the freeway it almost begs to be hooked to a toy or tow. 

All in all, the jury is waiting for the first batch of 2010’s to reach a 20,000 mile birthday without a check engine light or regen hiccup. The supply has been very limited, partly because of Chrysler’s financial position, the lack of  demand for $40k trucks and because everyone has been warned-off the 6.7L. A slow reintroduction with the equipment modification is a good idea, along with some incentives.  Once dealer inventory settles out expect to see some small rebates or interest rates, especially for fleet clients.

In the meantime I’ll continue to listen and follow the whispers on the street about the 2010 Dodge Ram 2500-3500 Cummins 6.7l diesel, hoping it really is fixed for good. I would love to welcome back Dodge Cummins loyalists, providing we can all live DPF trouble-free.

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Sarah Lee is a 20 yr. automotive executive writing on all things car related. A huge consumer advocate for better car deals and manufacturer responsibility. This website and the information provided is fueled by donations. If you feel the information provided is helpful, please feel free to contribute by clicking here. Thank You for your support. SLM