Chris Fincham•1 Mar 2016

ADVICE

Tow Test: RAM 2500 Vs Ford F-250

Two locally-converted American pick-ups go head-to-head in a three tonne towing duel

If you think a Thai-built ute like the Ford Ranger is hard to park and navigate in busy traffic, try a RAM 2500.

This heavy-duty, six-seat American pick-up stretches out 676mm longer, 159mm wider and 153mm higher than the dual-cab Ranger, making supermarket shopping and squeezing into undercover carparks a potential nightmare.

The bigger footprint also means it's harder to hold your lane in peak hour traffic, although the bird's eye view over traffic and admiring stares from passersby is more than adequate compensation.

But this is unlikely to be a problem for the average buyer of the RAM 2500, which together with the even more capable RAM 3500 is now available under a new factory-backed import and conversion program, run by a new joint-venture called American Special Vehicles.

This super-sized work-and-play truck won't make it into the driveway of too many suburban families, as much due to its steep $139,500 entry price as its gargantuan size.

Not to mention serious running costs, thanks to a thirsty 6.7-litre Cummins turbo-diesel inline six-cylinder engine producing 276kW and 1084Nm – that's more than twice the Holden Colorado ute's class-leading 500Nm!

Nor will your average Aussie driver find much use for a braked towing capacity as high as 6989kg, depending on hitch arrangement – almost double that offered by popular Thai-built utes.

Instead, the ASV RAM pick-up should appeal most to those from the mining, farming and grey nomad community. If you need to carry up to six passengers and a heap of gear in reasonable comfort while towing a humungous trailer, then the RAM 2500 is for you.

While the Dodge RAM has been available Down Under from a number of private local importers previously, ASV claims its right-hand-drive converted RAMs are as close to factory-spec as you can get.

YANK TANK

There is certainly no evidence of shortcuts in our test vehicle; the top-spec Laramie dual-cab comparing favourably with the mid-range Ford F-250 Lariat we borrowed from Melbourne-based Harrison F-Trucks Australia to see how the ASV RAM stacks up against its major American rival on local soil.

Like the ASV RAM, the Harrison F-250 is imported as a fully built-up left-hand drive vehicle from the factory, and converted here with full volume import approval.

Both benefit from a bespoke injection-moulded dashboard but the RAM goes a step further in the conversion process with a bespoke steering box fitted rather than a relocation of the original.

In the driver's seat there are no major ergonomic issues with either, although the steering wheel is slightly off-centre at straight ahead in the RAM.

Fit and finish around the dash is better in the RAM, with a few more squeaks around the steering column and some flimsier plastics on the Ford's dash making it feel less solid than the RAM's.

Being close rivals in the US, both vehicles offer a similar level of safety equipment, including multi-stage front airbags and front and rear-seat curtain airbags, electronic stability control, rear park assist and rear-view camera, a tyre pressure monitoring system and remote keyless entry. The RAM also comes with an eye-level brake light as well as an additional cargo camera.

While not required by law, an ASV RAM has been frontal crash-tested to ADR 69 standard to ensure airbag functionality, although Harrison F-Trucks also does airbag testing on its converted vehicles.

BIGGER THAN TEXAS

We also prefer the RAM's SUV-like interior presentation, with its more upmarket chrome and woodgrain finishes and stitched leatherette on the dash-top, compared to the more utilitarian, grey plasticky look in the F-250.

However, both 'trucks' come with an impressive amount of kit including leather trimmed seats which are heated and ventilated in the front (with 10-way power adjustment for the driver) and a leather-bound steering wheel with integrated audio controls.

There's also dual-zone climate control, cruise control, tinted power windows, electric sunroof and sliding rear window, and touchscreen infotainment display with voice activation, Bluetooth, sat nav and nine-speaker stereo, and a dual-battery set-up in both vehicles.

Despite costing about $10,000 less than the F-250 in standard trim, the RAM comes with a few more goodies such as heated steering wheel, tyre pressure monitoring and remote engine starting (all of which are optional on the Ford).

However, the Ford impresses with its neat factory wiring and cabin switches ready for off-road accessories such as spot lights.

The F-250 tested is also fitted with a few factory accessories including a rear tailgate step, rear bed extender, FX4 off-road pack and Chrome pack, that adds another $10,000 or so to the price.

Similar to the Jeep Grand Cherokee's, the U Connect 21cm touchscreen display in the RAM is clear and simple to use with most of the functions available from the touchscreen, as well as a user-friendly digital trip computer.

The F-250's SYNC 2 infotainment system, on the other hand, looks more cluttered and less intuitive, and has a slightly smaller, less accessible touchscreen. Harrison's have, however, integrated a local sat nav system to the unit which makes life a little easier when navigating Aussie roads.

However, both have left-hand drive wiring leftovers including sat nav speaker on the passenger side and dual-zone climate control buttons on the wrong sides [the passenger side control acts as the master but still operates air flow to the left-hand side of the vehicle].

And both are noticeably missing any active driving aids such as active cruise control and lane-change warning, now available on the top-spec Ford Ranger (for less than half the price). These are unlikely to be available until the next-generation models are released in the US.

While both offer a lorry-like view over traffic, the driver's seat in the RAM is more comfortable and supportive. The RAM's thicker, softer steering wheel also feels nicer in the hand, although unlike the F-250's it only adjusts for height.

Both have height adjustable pedals although the RAM is the only one with a driver's foot rest.

Both offer plenty of interior room, storage areas and ports for mobile devices, as well as a handy 240-volt socket in the dash. Unlike smaller dual-cab utes, both can seat six adults, with a fold-down front centre seat (with a lap belt only – we'd never recommend sitting anyone in that seat from a safety standpoint) that doubles as a huge storage bin when not in use.

Both offer lounge room-like space in the second row, with an extra tick to the RAM for its shorter middle seat base providing extra foot room, as well as better contoured rear seats.

Both have storage compartments under the rear seats, with the space occupied by a lockable 'gun rack' in the Ford used for a big sub-woofer in the RAM. The RAM also has fold-out plastic trays that could be used to make a table or flat surface in front of the rear seats.

Both have side-exiting exhausts as well as side steps that are not just cosmetic; you actually need them to step up into the high-riding cabin.

BIG UP BACK, AND UP FRONT

Instead of a moulded tub, we find both full-size pick-ups have a grippy, spray coating to protect the inside of their over-sized rear tubs, which can manage a 913kg payload in the RAM and 1360kg payload in the F-250.

While both feature ostentatious, chrome-laden grilles, it's fair to say the optioned up F-250 offers more external bling, with its bigger chrome-capped 20-inch alloy wheels (18-inch alloys on the RAM), LED DRL light-bar, and chrome, power extendable side mirrors.

Like the RAM, the F-250 packs some seriously impressive punch from its small truck engine: a 6.7-litre turbo-diesel V8 pumping out 328kW and 1146Nm; 52kW and 62Nm more than the RAM's in-line six.

It's also considerably lighter; around 3100kg compared to the RAM's hefty 3577kg (kerb).

As a result the Ford feels a bit more sprightly and eager off the mark, although there's more rumble from the higher-revving V8 engine, compared to the relatively refined Cummins donk in the RAM which rarely gets over 2000rpm.

Both have excellent, six-speed adaptive automatic transmissions with column shifters, and proper, dual-range four-wheel drive systems.

Each of the utes is fitted with serious, four-wheel disc brake set-ups although the RAM's brake pedal is overly firm and feels wooden when compared to the F-250's more progressive set-up.

Both ride and corner surprisingly well for ladder-frame trucks, although the F-250 feels a bit more comfortable over the bumps. Both have coil sprung rear suspension, but the RAM's unladen rear-end tends to skip more on bumps, albeit settling down quickly.

HEAVY DUTY HAULIN'

The impressive performance continues when hitching up a US-built 3000kg Cell caravan to each.

Compared to local dual-cab utes, which have a tendency to sway and pitch when towing heavy trailer, and struggle up hills, the American trucks feel under-stressed and rock-solid across all terrain types when heavy-duty hauling.

Both pull away strongly at any speed, cruise comfortably on the freeway and power up hills with little fuss, although the Ford's superior grunt gives it a slight edge when pulling out to overtake.

Both come standard with a comprehensive trailer tow package which includes Tow Mode, Trailer Sway Control, Exhaust Braking and an integrated Electric Brake Controller. Each of the vehicles on test was fitted with a 50mm ball hitch and the option of a seven or 12-pin wiring harness.

However, we have to add that we preferred the 'Tow Mode' in the RAM. It tends to hold gears better on the flat or up hills, and is also more comfortable cruising (at as low as 1200rpm on the freeway).

The RAM's switchable exhaust brake is particularly effective in keeping 6500kg under control down hills, and we love the accompanying Kenworth-like noise! The F-250, on the other hand, doesn't enact exhaust braking quite as promptly, at least during our test.

With its superior weight, the RAM feels incredibly well planted and stable in all conditions, with passing trucks having little impact on the rig.

The F-250 with its slightly inferior 6894kg maximum towing capacity, is also a solid platform, but feels lighter in the front-end; perhaps due to the lower hitch arrangement and resulting uneven weight distribution on this occasion.

We also prefer the heavier steering feel in the RAM compared to the Ford's light, over-assisted steering. There was unacceptable on-centre play or movement in the F-250's steering wheel, which was more noticeable when towing and required added concentration.

However, the Ford's electric slide-out side mirrors are far superior to the RAM's standard mirrors, which didn't come with the extra extension for towing.

BLACK GOLD, TEXAS TEA

On our tow test, the fuel consumption figures were remarkably similar. On an identically undulating test circuit we managed close to 25.0L/100km in each truck.

The figure wasn't much lower driven solo, at least for the RAM, which delivered 18.5L/100km over a mix of suburban and freeway driving. The RAM has a fuel tank capacity of 117 litres compared to 141 in the Ford.

Both come with roadside assistance packages but the Ford pips the RAM with a four-year/130,000km warranty compared to the RAM's three-year/100,000km warranty.

However, the RAM has a larger Australian sales network of 20 dealers, compared to the few outlets backed by Harrison's nationally.

In the wash up, both do an admirable job of heavy-duty hauling and towing, not to mention turning heads. While we preferred the RAM for towing, interior comfort and finish, and steering feel, it's hard to go past the Ford for its outright grunt and exterior bling… and long, long list of accessories.

While hardly cheap, the $139,500 RAM 2500 offers value for money compared with the Harrison F-Truck F-250, which starts around $150,000 and is priced closer to $160,000 as tested owing to the options fitted.

But with the steep cost of importing and converting these American trucks, combined with an increasingly unfavourable exchange rate, it's unlikely prices will drop any time soon unless in the unlikely event factory right-hand drive vehicles become available.

Thanks to Cell Caravans for supplying the 28ft, dual slide-out family van for this test.

2016 ASV RAM 2500 Laramie pricing and specifications:

Price: $139,500 (plus on-road costs)

Engine: 6.7-litre six-cylinder turbo-diesel

Output: 276kW/1084Nm

Transmission: Six-speed automatic

Braked towing capacity: 6989kg
Contact: Ramtrucks.com.au

2016 Harrison F-Trucks Ford F-250 Lariat pricing and specifications:

Price: $149,990 (plus on-road costs - $159,990 as tested)

Engine: 6.7-litre eight-cylinder turbo-diesel

Output: 328kW/1146Nm

Transmission: Six-speed automatic

Braked towing capacity: 6894kg

Contact: HarrisonFTrucks.com.au

Tow Test: RAM 2500 Vs Ford F-250

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