Eat My Shorts Ram SRT-10!:
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07-27-2004, 02:01 AM
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Eat My Shorts Ram SRT-10!:
Hot Rod Hemi Ram
A Sawed-Off Shotgun Stuffed in a Tuxedo
By Ro McGonegal
Photography: Wes Allison
The 2002 Ram is the latest and most intimidating Dodge light-duty truck yet. But we’re in Southern California, where nothing (even the meat in that taco) is really as it seems to be. So why shouldn’t there be a greedy refugee straight out if the ’60s making noise beneath that bulbous black hood? It shouldn’t be, yet here it is. Keep telling yourself this is just an exercise in kinkiness, an aberrant vision perhaps — an experiment that could snafu in the bat of an eye. On the other hand, what could be cooler than a time machine, a way to relive history every time you crank the engine and stomp the throttle? Its initial outing was the Daytona 500 last February, and that actual hands-on test time was limited to less than 24 hours and 200 miles.
If you’ve just joined us, let’s rehash the process. The souls at So-Cal Speed Shop cut out and fit the pieces of this nasty little jigsaw puzzle in about six weeks, retrograding 528ci of carbureted Mopar Performance crate Elephant and a B&M Torqueflite in the ’02 next Ram truck. The Hemi Ram rips. It snorts. It is a reincarnation, a retro rock ’n’ roller, a throwback, a hunchback, and a scary creature when running lean. The best thing of all about Hemi Ram was that it emulates a Detroit-backed recipe in terms of running quality, driveability, and the overall installation.
Ergonomics:
Like the exterior of the Ram, its gut is factory plain Jane, and there’s little in there to distinguish this one-of-a-kind vehicle from vast legions of stockers. Dodge interior engineers did a fine job with the basic attractions, putting all the control ***** and levers in a logical, fall-to-hand arrangement of accessibility. Though even a cursory glance eats up the aftermarket Moon gauge pack (the only visual change), it virtually glazes over the illuminated shift quadrant repositioned directly adjacent to the end of the column shifter (so the eye would naturally follow). Manual shifting is superfluous, really; the Hemi’s monster torque is so massive that simply leaving the transmission in D accomplishes miracles. If you want a real thrill, just crack the throttle down to passing gear and hold your ears. That bark is the Hemi Ram’s signature.
Those foot-long Hooker muffs and custom tips aimed at the gnarly tread on those tall Yokohamas sure don’t cut it as an over-the-road system. The noise is pleasantly intrusive, though, and the throwback Hemi would seem quite unnatural without it. Its addictive crackle and bass are blood sounds, primal, predatory, and exclusively ours.
By nature, the cab should elicit a twinge of claustrophobia, but the Ram’s is tall, roomy and has an airy, open feel to it, even when the heavily tinted glass is rolled up. There’s plenty of fore-aft adjustment in the track and seatback, as well as hip and shoulder room, even with the giant armrest/console laying flat. It’s obvious that the Next Ram was built to house burly humanoids in comfort. Vision from the cab and via the outside mirrors is excellent. All you need do is glance and mat the throttle; Hemi grunt takes care of the rest. Undoubtedly, the biggest jolt in the whole engine-swap routine was the lack of crucial instrumentation, a misfortune traced directly to no time left and the complication of that pesky modern technology. The engine computer was originally integrated with the OE instrumentation cluster, and all the gauges are controlled digitally. Toss out 90 percent of the factory engine wiring, and we’re left literally in the dark. Our new mechanical changes, however, are spot-on and guarantee an unforgettable experience; all the more so under plumes of chilled air wafting through the dashboard.
Ride & Handling:
The Ram 1500 shortbed (with two-wheel drive, 4.7L all-aluminum V-8, automatic transmission) maintains a minimum curb weight of 4,600 pounds and a front-to-rear weight bias that’s already out of hand, but the Hemi transformation scales in at 4,910 pounds (full gas tank). Again, So-Cal performed a small miracle. Though the Ram will inevitably push from here to Hawaii when wheel angles get seriously askew, it’ll plow benignly and evenly around a freeway off-ramp with only minimal protest from the tall Yokohamas. What with no weight on the back skins and that anaconda-like torque in an instant, in a way it’s comforting to know that the steering and suspension geometry are the ultimate failsafe device — probably the front end will safely wash out before the rear end does and has you facing oncoming traffic.
As for the habits of So-Cal’s custom-lowered suspension package, we’d be under a lot of pressure to find a more compliant ride quality. On the freeway and smooth surface streets, the Ram rides firm, like a stocker with big tires. Thanks to stock front springs in dropped perches, the truck maintains all the wheel travel it was born with, and the stock spring rates maintain a smooth normal ride as abetted by Doetsch Tech shocks with valving calibrated especially for this conversion. The only time the Ram even feels lowered is when it passes over pronounced humps in the road at freeway speed. A skosh more resistance in the jounce mode of the Doetschs would firm this action up and likely eliminate any interference with the bumpstops. In all, the suspension package is superb and perfectly matched to the Ram’s 120.5-inch wheelbase.
Despite its mandatory power assist, the steering maintains a ratio swift enough to satisfy the quasi-road racers among us and one that is also spot-on in tactile feedback. That means the alignment geometry must be what this big-baloney Elephant wants; there’s little more for the operator to do than make sure the gangplank is clear and mat the gas pedal. That big round thing in front of you is there mostly to hang on to, and maybe correct the Ram’s yaw going into Second gear.
Sources: Sport Truck Mag & Hot Rod Mag.
redriderbob
A Sawed-Off Shotgun Stuffed in a Tuxedo
By Ro McGonegal
Photography: Wes Allison
The 2002 Ram is the latest and most intimidating Dodge light-duty truck yet. But we’re in Southern California, where nothing (even the meat in that taco) is really as it seems to be. So why shouldn’t there be a greedy refugee straight out if the ’60s making noise beneath that bulbous black hood? It shouldn’t be, yet here it is. Keep telling yourself this is just an exercise in kinkiness, an aberrant vision perhaps — an experiment that could snafu in the bat of an eye. On the other hand, what could be cooler than a time machine, a way to relive history every time you crank the engine and stomp the throttle? Its initial outing was the Daytona 500 last February, and that actual hands-on test time was limited to less than 24 hours and 200 miles.
If you’ve just joined us, let’s rehash the process. The souls at So-Cal Speed Shop cut out and fit the pieces of this nasty little jigsaw puzzle in about six weeks, retrograding 528ci of carbureted Mopar Performance crate Elephant and a B&M Torqueflite in the ’02 next Ram truck. The Hemi Ram rips. It snorts. It is a reincarnation, a retro rock ’n’ roller, a throwback, a hunchback, and a scary creature when running lean. The best thing of all about Hemi Ram was that it emulates a Detroit-backed recipe in terms of running quality, driveability, and the overall installation.
Ergonomics:
Like the exterior of the Ram, its gut is factory plain Jane, and there’s little in there to distinguish this one-of-a-kind vehicle from vast legions of stockers. Dodge interior engineers did a fine job with the basic attractions, putting all the control ***** and levers in a logical, fall-to-hand arrangement of accessibility. Though even a cursory glance eats up the aftermarket Moon gauge pack (the only visual change), it virtually glazes over the illuminated shift quadrant repositioned directly adjacent to the end of the column shifter (so the eye would naturally follow). Manual shifting is superfluous, really; the Hemi’s monster torque is so massive that simply leaving the transmission in D accomplishes miracles. If you want a real thrill, just crack the throttle down to passing gear and hold your ears. That bark is the Hemi Ram’s signature.
Those foot-long Hooker muffs and custom tips aimed at the gnarly tread on those tall Yokohamas sure don’t cut it as an over-the-road system. The noise is pleasantly intrusive, though, and the throwback Hemi would seem quite unnatural without it. Its addictive crackle and bass are blood sounds, primal, predatory, and exclusively ours.
By nature, the cab should elicit a twinge of claustrophobia, but the Ram’s is tall, roomy and has an airy, open feel to it, even when the heavily tinted glass is rolled up. There’s plenty of fore-aft adjustment in the track and seatback, as well as hip and shoulder room, even with the giant armrest/console laying flat. It’s obvious that the Next Ram was built to house burly humanoids in comfort. Vision from the cab and via the outside mirrors is excellent. All you need do is glance and mat the throttle; Hemi grunt takes care of the rest. Undoubtedly, the biggest jolt in the whole engine-swap routine was the lack of crucial instrumentation, a misfortune traced directly to no time left and the complication of that pesky modern technology. The engine computer was originally integrated with the OE instrumentation cluster, and all the gauges are controlled digitally. Toss out 90 percent of the factory engine wiring, and we’re left literally in the dark. Our new mechanical changes, however, are spot-on and guarantee an unforgettable experience; all the more so under plumes of chilled air wafting through the dashboard.
Ride & Handling:
The Ram 1500 shortbed (with two-wheel drive, 4.7L all-aluminum V-8, automatic transmission) maintains a minimum curb weight of 4,600 pounds and a front-to-rear weight bias that’s already out of hand, but the Hemi transformation scales in at 4,910 pounds (full gas tank). Again, So-Cal performed a small miracle. Though the Ram will inevitably push from here to Hawaii when wheel angles get seriously askew, it’ll plow benignly and evenly around a freeway off-ramp with only minimal protest from the tall Yokohamas. What with no weight on the back skins and that anaconda-like torque in an instant, in a way it’s comforting to know that the steering and suspension geometry are the ultimate failsafe device — probably the front end will safely wash out before the rear end does and has you facing oncoming traffic.
As for the habits of So-Cal’s custom-lowered suspension package, we’d be under a lot of pressure to find a more compliant ride quality. On the freeway and smooth surface streets, the Ram rides firm, like a stocker with big tires. Thanks to stock front springs in dropped perches, the truck maintains all the wheel travel it was born with, and the stock spring rates maintain a smooth normal ride as abetted by Doetsch Tech shocks with valving calibrated especially for this conversion. The only time the Ram even feels lowered is when it passes over pronounced humps in the road at freeway speed. A skosh more resistance in the jounce mode of the Doetschs would firm this action up and likely eliminate any interference with the bumpstops. In all, the suspension package is superb and perfectly matched to the Ram’s 120.5-inch wheelbase.
Despite its mandatory power assist, the steering maintains a ratio swift enough to satisfy the quasi-road racers among us and one that is also spot-on in tactile feedback. That means the alignment geometry must be what this big-baloney Elephant wants; there’s little more for the operator to do than make sure the gangplank is clear and mat the gas pedal. That big round thing in front of you is there mostly to hang on to, and maybe correct the Ram’s yaw going into Second gear.
Sources: Sport Truck Mag & Hot Rod Mag.
redriderbob
#2
07-27-2004, 02:12 AM
Join Date: Jan 2004
Location: Metro Detroit
Posts: 3,879
Likes: 0
Received 0 Likes
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RE: Eat My Shorts Ram SRT-10!:
I have been watching this truck since Hot Rod Magazine debuted that they would create this truck... powered by 528 cubic-inches of pure Mopar HEMI create engine, which makes 610 horsepower and 650 ft-lbs of torque, and thats without the NOS nitrous oxide system. Graphics recall the 1971 HEMI Cuda's billboard stripes. So. Cal Speed Shop did a custom lowered suspension to bring the big wheel openings down around the Yokohama 18-inch tires on Center Line's latest wheels.
I would like to see a Ram SRT-10 regular cab run up against the Hot Rod HEMI Ram, just to compare stats!
redriderbob
I would like to see a Ram SRT-10 regular cab run up against the Hot Rod HEMI Ram, just to compare stats!
redriderbob