2019 Ram Heavy Duty Gets New Face, 1,000 Lb-Ft Cummins And The Towing Crown

We’ve seen uncovered images before in spy shots, but here are the official images and word on the 2019 Ram Heavy Duty pickups. Ram dropped so much verbiage on new features that we’d need the truck’s 7,680-pound max payload rating to haul the press releases, so dig in. We’ll start with that max payload rating, and the 35,100-pound tow rating. Gimlet-eyed truck watchers will note the Ram HD’s max tow rating is exactly 100 pounds more than that available on a Ford Super Duty, meaning the Auburn Hills clan takes the “best-in-class” mantle for a few months.

The other big number: 1,000 pound-feet of torque from the high-output version of the 6.7-liter Cummins inline-six turbodiesel, a 70-lb-ft increase over the 2018 Ram 3500 HD. Completing the specs at the top, that HO motor produces all that torque at 1,800 rpm, and makes 400 horsepower at 2,800 rpm. One step down, the standard-output 6.7-liter Cummins puts out 370 hp and 850 lb-ft.

The HO Cummins pairs to an Aisin AS69RC six-speed transmission, with upgraded hardware and programming for better shifting and oversight of the gravity-warping torque. The regular Cummins mates to a “significantly upgraded ” version of the in-house 68RFE six-speed automatic.

The Cummins motors come with two 220-amp alternators. The Hemi V8 gets a 220-amp and a 160-amp alternator, which Ram says is the “first gas-driven application of its kind in either class.”

Outside, three headlight choices top out with LED projectors that swivel up to 15 degrees in the direction of travel. Above them, the raised aluminum hood helps the new HD lose up to 143 pounds compared to the outgoing model.

The taillights house amber turn signals, and some trims come with smoked lenses. There’s a new stamping for the full-length rear bumper, featuring larger corner steps, a lower center step, and a lower valance that hides the parking sensors.

All 2019 Ram HD trims get extensive NVH-abatement measures, including acoustic glass, hydromounts on the C pillars, a lower front air dam, and improved driveline angles and pinion seals. On top of that, two frame-mounted active-tuned mass modules emit frequencies to counter chassis vibrations, and two of the four available stereos feature active noise cancellation. On trucks with the 6.4-liter V8 that has cylinder deactivation, the vibration countermeasures mean a wider range of operation in four-cylinder mode, resulting in better fuel economy.

A standard 4/7-pin connector sits in the bumper, with another seven-pin connector at the back of the bed for gooseneck and fifth-wheel trailers. A rear camera in the tailgate handle pairs with another camera in the CHMSL that provides a view of the bed and can help hooking up a trailer. If a buyer chooses the remote camera prep package, enabling a camera mounted in or behind a trailer, a 12/7-pin connector replaces the 4/7-pin connector.

The Power Wagon version goes beyond everything listed above in service to its deep-woods and deep-muck brief. It gets a unique lifted suspension, locking front and rear differentials, disconnecting sway bar, and a 12,000-pound Warn Zeon-12 winch with synthetic line.

A 3.5-inch screen slots into the dash cluster, a full-color and a configurable seven-inch screen is an option. Uconnect screens run from 5 inches to 8.4 inches to 12 inches, flanked on both sides by larger HVAC controls that can be operated with gloves on. The center console area grows by 2.9 liters to 22.6 liters, housing larger storage and docking areas.