Ram’s Power Wagon has been the tough off-road monarch of the brand for more than a decade. This three-quarter-ton beast is equipped with locking differentials at each axle, an electronically disconnecting front anti-roll bar, and 26 inches of front wheel articulation, making it capable of tackling some truly treacherous terrain.
But Ram claimed that consumers expected even more from a powerful off-road truck. Customers clamoured for a diesel alternative and a higher towing capacity than the Power Wagon’s 10,520-pound maximum, specifically.
But rather than simply cramming the diesel inside the current Power Wagon and calling it a day, Ram carved out a new off-road market. the Ram 2500 Heavy Duty Rebel from 2023.
Ram started with the Power Wagon template and built the Rebel from there. The gasoline tank and transfer case are shielded by skid plates. Eight-lug 20-inch wheels are wrapped in 33-inch Goodyear tires.
But which route you take off-road will depend on important distinctions between the two. The Rebel manages without the detachable anti-roll bar of the Power Wagon, giving up some front wheel movement in favor of a more solid layout. Additionally, only the rear axle of the Rebel may be locked, as opposed to the locking differentials on both ends of the Power Wagon.
The Rebel can transport far more as a result of this trade-off. The Rebel with a Hemi engine has a payload rating of 3140 pounds and a towing capacity of 16,870 pounds, giving it roughly double the payload of the Power Wagon with softer springs and over three tons more towing capacity.
To keep these heavy weights level, the Rebel can also be fitted with rear air springs. That is robust enough to transport eight Polaris RZRs, with seven being pulled by trailers and one being crammed into the bed. Or, you may enjoy all the comforts of home by tossing a RZR into the back of a toy hauler trailer.
However, brute force is only one component of the puzzle. The Tow Tech Group ($1995) includes a cargo-view camera, surround-view camera arrangement, and trailer reverse guidance. For a better perspective of what’s behind you, telescoping side mirrors electronically expand outward by several inches.
A camera that connects to a port on the rear bumper is one of the more intriguing ideas. You can finally discover what your horses are up to during the ride thanks to the camera’s 55-foot cord. On the digital rearview mirror, which can show up to three photos at once, you can see all of the camera feeds.
Five important information can be seen at a glance in a tile view on a 12-inch digital instrument cluster, which is an optional feature. Towing, off-road information, and powertrain temperatures may all be switched between easily by saving tile patterns to driver profiles. Over 200 different tile arrangements, according to Ram, are possible.
The 6.4-liter Hemi V-8 engine, which typically produces 410 horsepower and 429 pound-feet of torque, is standard under the hood. It is coupled to an eight-speed transmission that uses a two-speed transfer case to send power to either the rear wheels or all four.
Ram’s first heavy-duty off-road vehicle with an available diesel engine is the Rebel. It is reasonable to anticipate incredible torque, and the 6.7-liter inline-six turbodiesel engine with 370 horsepower doesn’t let down, producing 850 pound-feet of torque at just 1700 revolutions per minute.
Our main mode of transportation was the diesel, which is a useful if paradoxical choice. The diesel-powered Rebel can’t haul as much as its gas-powered sister since the engine is heavier than the Hemi V-8. The Rebel’s optional 12,000-pound Warn winch, which costs $2500, is also not offered on diesel versions because it would obstruct airflow to the engine’s auxiliary cooling equipment.
However, unless you want to load your Rebel to the gills, the diesel is a good match for the Rebel’s personality in all terrains. It ambles to its 3200-rpm redline with all the haste of an early-morning mall walker when you nail the throttle on the interstate.
The cabin’s clatter is kept to a minimum by noise-cancelling technology, but at a steady 70 mph, the big Goodyear tires’ distinctive hum can still be heard humming down the road. Off-road is obviously where the tires would be much happier. read full article here