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My wife calls me a “horse trader” because of all the deals I make buying and selling cars (for personal use), something I do several times a year.

Through all of my horse-trading, though, I still have never owned an actual horse, just cars with lots of horsepower.

But if I were to own a horse or two, I’d probably want to buy one of those fancy horse trailers I see all over Texas. Some of them even have living quarters (for people) inside.

And if I had one of those trailers, I would need a big pickup to pull it with – such as this week’s test vehicle, the 2010 Dodge Ram 3500 dually, with a Cummins Turbo Diesel engine, of course.

Dodge redesigned the Ram heavy-duty pickups for 2010, and they come in two sizes – the single-rear-wheel 2500 version and the dual-rear-wheel 3500 model that I tested.

My vehicle, the Ram 3500 Laramie Crew Cab four-wheel drive model (base price $50,145 plus $950 freight), came with an interior as luxurious as that of any car I’ve driven lately, and included the same premium amenities one would expect to find in some of the finest motorcars.

That includes lots of high-tech gadgetry that makes pulling the horse trailer to a show quite a pleasurable experience.

Besides the quite comfortable leather ($500 extra) bucket seats up front, which included 10-way power adjustment for the driver and six-way power for the passenger, my vehicle also had heated and ventilated seats, a heated steering wheel, heated chrome outside towing mirrors, rear parking assist, a self-dimming rearview mirror, a power/sliding rear window, and a universal garage/gate opener.

But that’s not all. I also had a great navigation/audio system ($800), along with a rearview-camera system that uses the dash navigation display ($200). This was a perfect addition to help when backing up that horse trailer or just negotiating the Home Depot parking lot in this big vehicle, something I did a couple of times while using the Ram 3500 to haul some do-it-yourself items home.

The audio system comes with Sirius satellite radio and a 30-gigabyte hard drive for onboard music storage, and the navigation system includes Sirius Traffic, with a one-year complimentary subscription.

Other standard items include dual-zone automatic climate control, power windows/mirrors/door locks with remote, cruise control, automatic headlights, security alarm, power pedal adjustment, limited-slip rear differential, steering-wheel audio controls, 115-volt power outlet, memory for driver’s seat/mirrors/pedals, and a 40/20/40 split-folding rear bench seat.

My truck had the optional six-speed automatic transmission ($1,575) to go along with the 6.7-liter Cummins inline six-cylinder diesel engine, and the Dodge shift-on-the-fly four-wheel-drive system, with a round dash-mounted switch for choosing among two- or four-wheel drive and high- or low-range gearing (another great feature for hauling horse trailers in muddy fields).

Cummins fans will be glad to know that Chrysler has signed a multiyear extension of its agreement with the diesel-engine maker to supply the Ram heavy-duty and chassis-cab trucks.

The first Cummins diesel in a Ram appeared in 1989, and had 160 horsepower and 400 foot-pounds of torque. In the 2010 Ram Heavy Duty, the diesel engine is rated at 350 horsepower and 650 foot-pounds of torque.

Also included on my tester were the optional on/off-road tires ($200). With all options and freight, total sticker on my vehicle was $54,370.

These new trucks are available in a variety of cab and cargo configurations, with either a 5.7-liter Hemi V-8 gasoline engine, rated at 383 horsepower and 400 foot-pounds of torque, or the Cummins diesel. A six-speed manual transmission is standard, and gasoline models are available with a five-speed automatic.

The Cummins engine meets the new clean-diesel standards in all 50 states without having to use an additive. The diesel-equipped models also come with a standard exhaust brake, designed to help extend brake life and provide “confidence and safety” when the truck is carrying heavy loads downhill, Dodge says. The brakes include an antilock system.

A regular-cab Heavy Duty model – with just a front seat – is available along with the crew and Mega versions. Cargo boxes are available in 6-foot-4 and 8-foot lengths with either the single or dual rear wheels.

With all three cab styles, the ride has been improved, with such new features as re-tuned suspension components.

Towing capacity has been increased, too. The main reason many consumers buy these trucks is for towing, and the 3500 model now can pull trailers weighing up to 18,500 pounds. They have a maximum payload of 5,110 pounds, as well.

Gross combined weight rating – loaded truck plus trailer – can run as high as 25,400 pounds when the 3500 model is equipped with the dual rear wheels, the diesel engine, automatic transmission, and the 4.10 rear axle.

The gross weight rating on the Ram 2500 four-wheel-drive crew-cab diesel models has been increased to 9,600 pounds.

The strength of the Ram Heavy Duty lies in its fully boxed frame, which is hydro-formed, a process designed to increase significantly the torsional rigidity and stiffness. The suspension system includes coil springs in the front, and a multi-leaf spring design in the rear to give the vehicle its heavy-duty capability.

Both front and rear shocks and springs have been specially tuned for a combination of ride quality and capability, the company said.

Other upgrades include larger front axle U-joints, combined with an increased front gross axle weight rating, which allows for the attachment of accessories to the front end, such as road scrapers and snowplows, which would have come in handy last week in the Metroplex.

Also available is an integrated trailer-brake controller. Information for the trailer brake controller is shown on the driver-information center, which is standard on diesel models and optional on gasoline-powered SLT, TRX and Laramie models.

No EPA mileage ratings are published for the heavy-duty pickups; they are exempt from the mileage regulations because of their weight. But the mileage computer on my tester showed that the truck was averaging about 13 mpg in mostly highway driving, but without a heavy load or a trailer behind it.

The automotive columns of G. Chambers Williams III have appeared regularly in the Star-Telegram since 1994. Contact him at (210) 250-3236; chambers@star-telegram.com.