2017 Ram 3500: Quick Review

Our most recent head-to-head comparison — the 2017 One-Ton Heavy-Duty Pickup Challenge — pitted the all-new 2017 Ford Super Duty F-350 against the winner of our , the GMC Sierra 3500.

As many readers noted after seeing photos on our Facebook page and other places, we had all three class competitors at the beginning of the Challenge. The Ram's cab configuration was not compatible with the BigTex test trailer we had, so we were not able to complete the full test with the Ram 3500 MegaCab. Rather than provide partial information for the Ram in the Challenge, we decided to remove it because it had not undergone any significant structural or mechanical changes since our last contest.

But since we had the Ram for our track testing and dyno runs, we're following up with our impressions, the results of the tests we did with it and our photography.

What It Had

Our Brilliant Black Crystal Pearl Ram 3500 Mega Cab 4×4 dually came to us in Longhorn Limited trim with the turbo-diesel 6.7-liter inline-six-cylinder Cummins engine and Aisin six-speed transmission ($11,395), 4.10:1 axle gears ($125), the Fifth-Wheel/Gooseneck Towing Prep Group ($445) and tri-fold tonneau cover ($545). Other options included the auto-leveling rear-axle air suspension ($1,595), power sunroof ($1,095), a bed camera ($345), a single-disc CD player ($295), black Ram lettering on the tailgate ($195), a rear window defroster ($195) and a few other smaller options. The Ram totaled a whopping $81,900, which included a $1,395 destination fee and two delete options ($490 credit for not getting the RamBox and $500 credit for not getting the 20-inch wheels). That price topped the F-350 Lariat by more than $7,000 and the Sierra 3500 Denali by more than $12,000. The Ram was definitely the best dressed of the three, arguably offering the most value. 

Track Testing

During our  at the Las Vegas Motor Speedway the Ram 3500 placed last in each contest. The other two trucks trounced it in the zero-to-60-mph testing, where the Ram had a best time of 10.26 seconds when empty and 14.22 when loaded with 4,200 pounds of sand bags in the bed. For each of those track runs, the Ram was about 20 percent slower than the Ford (8.27 empty, 10.94 loaded) or GMC (8.14 empty, 10.55 loaded).

When doing the empty and loaded quarter-mile runs, the Ram performed a little better when compared to the Ford and GMC, running about 10 percent slower. In 60-to-zero-mph braking — we only tested empty braking because we could not properly strap down the sand bags — it took the Ram an additional 22 feet to stop compared to the GMC and 16 feet longer than the Ford.

We also conducted a  during our Challenge. Las Vegas Mobile Dyno brought a mobile rear dyno to the track and we put all three trucks on it. The best result the dyno technician could get for the Ram was 290 horsepower and 575 pounds-feet of peak torque, both considerably less than what we generated from the GMC's 6.6-liter V-8 Duramax (383 hp, 786 pounds-feet of torque) or the Ford's 6.7-liter Power Stroke (360 hp, 663 pounds-feet of torque). The dyno technician did note that the Cummins, transmission or software was pulling power in the first few gears during the dyno runs.

How It Drove

Although our judges did not get as much time with the Ram on the road as the others, we do have a few thoughts about its drivability.

The Ram was the heaviest of the three at 8,760 pounds, but it did offer 635 pounds of additional calculated payload (5,240 pounds) compared to the GMC (4,605 pounds of payload) and 80 pounds less than the Ford (5,320 pounds of payload). Interestingly, both the max gooseneck hitch weight (21,440 pounds) and gross combined weight ratings (30,300 pounds) for the Ram were less than the Ford (27,900 and 36,000, respectively) and GMC (22,700 and 31,300, respectively).

Still, the Ram's driving dynamics and road feel were impressive. The extra weight up front with the solid axle and heavier engine provided a softer and smoother experience for the driver. The auto-load-leveling air bags in the rear also helped keep things smooth and firm. During our  — in which we measured the height variation between empty and 4,200-pound loaded heights at the receiver hitch — the Ram's load-leveling air bags meant the rear sagged less than an inch, where the Ford and GMC — which lacked load-leveling capability — sagged by 2.125 and 3.375 inches, respectively.

In terms of steering feel, the Ram suffered a bit when compared to the GMC's independent front suspension and the Ford's new software-controlled adaptive steering, which is bundled into the tow package. The Ram lumbered a bit and felt less confident when cornering (not running in straight lines). Our judges also disliked the thick steering wheel.

Subjective Testing

The Ram would have stood out in the subjective portion of the Challenge. The fit and finish of the materials, wood and accent choices along the doors, dash and center console was far above the competition. The gauge layout and expansive engine and vehicle information provided, the center console layout and size of the navigation screen, and the ease-of-operation and integration of the various apps were all standout features. And with the largest cab of the group, the Ram's seats were comfortable.

We can't be sure that favorable scores from our judges in the subjective scoring categories would have been enough to overcome the poor performances in track testing, but it could have tightened the results.

Final Thoughts

All said, when analyzing data we collected, it would have been difficult for the Ram to pull off the win.

However, it's worth noting that since we conducted our 2017 One-Ton Heavy-Duty Pickup Challenge, Ram announced a software modification to the engine controls to adjust the variable-vein turbocharger, resulting in a maximum output of 930 pounds-feet of torque from the Cummins engine. That beats the Ford's 925 and the GMC's 910 pounds-feet of torque. All this means is that when we test this group of tow monsters the next time, we'll need to make sure we have all three players to see if this or any future changes shift the balance of power away from our current winner, the Ford Super Duty F-350.

Cars.com photos by Evan Sears