When I was growing up, rural Pennsylvania wasn’t exactly the breadbasket of America, but there were some mirrors between the two. For every field, of which there were many, there was a farmer. For every new building, there was a contractor. Each small town, connected by the twisting back roads, had its own set of mechanics, builders, and craftsmen. And, for each of those hard-working men and women, there was a truck that worked just as hard.
The legendary reliability and power of the Dodge Ram has solidified the 2500 and 3500 as the preferred truck of many blue-collar Americans and their counterparts around the world. Whether it be hauling a bed full of lumber or a trailer loaded with ten tons of equipment, these trucks do work. The fourth-generation Ram is no exception to that mentality. With its bulky shoulders, tall stance and an engine capable of producing enough torque to stop the rotation of the solar system, there’s no mistaking what these trucks were made for.
As substantial as the Ram is, there’s always room for improvement. Towing heavy trailers with even heavier cargo puts a huge strain on the truck’s drivetrain, even if it’s rated to handle that weight. Add hot weather and steep inclines to the mix and any truck will start to show cracks in its armor.
When towing, those cracks usually present themselves as heat. The more work the truck must do, the more fuel the engine consumes per stroke and the hotter it gets. Of course, Dodge planned for their workhorse line to take some abuse and built in a large radiator to help shed some of that heat. But Dodge can only build for the majority of their customers, and for some, that radiator just can’t keep up.
We often talk about the balancing act that vehicle manufacturers must do. When you’re building over 100,000 vehicles, a ten-cent reduction in cost for one part can mean the difference between profit and bankruptcy. However, if not properly tested and engineered, a ten-cent reduction can also cause a catastrophic failure. That tightrope act between quality and keeping costs reasonable for the end consumer is why most truck radiators end up with plastic end-tanks or are sourced from other models. If it works for the average customer, will last the duration of the vehicle’s warranty, and meets cost requirements, it’s good enough.
At Mishimoto, we cater to those who want something better than good enough. You are not the average customer for Dodge, but that’s perfect for us. We’re going straight to the heart of the cooling issues by developing a radiator for the 2013+ Ram 2500 and 3500. The end goal: develop a product that will work as hard as you do.
Thanks for reading!