Hauled: Our publisher's broken...
Hauled: Our publisher's broken M-715.
Never in the history of our magazine has there been a more coveted test vehicle than the Dodge Ram 5500 Chassis Cab with Jerr-Dan rollback tow deck. This 19,500-pound gross vehicle weight rating (GVWR) truck not only hauls tons of stuff (and by "tons" we mean 5 or more), but it is also a 4x4 with some truly impressive components. In fact the drivetrain of this mega hauler would make for a killer trail rig should you want to run giant tires with gobs of Cummins diesel torque. These commercial-grade trucks are pretty serious contenders especially if the basic 1-ton truck won't fulfill your needs.
Did you know that trucks are ranked in different classes depending on their GVWR? While most of the trucks we cover are in Class 1 (6,000 pounds) or Class 2 (6,001 to 10,000 pounds), with the rare 1-ton touching into Class 3 (10,001 to 14,000 pounds). But these trucks get into the Class 4 (14,001 to 16,000 pounds) and Class 5 (16,001 to 19,500 pounds) ratings, which means they'll usually be found in a commercial fleet instead of your private driveway. Of course there are exceptions to the rule, and when you realize that these same chassis cab configurations are available both in two- and four-door variants and could be outfitted with a sweet motorhome while keeping the diesel and 4x4 options, you too will be lying awake dreaming of your next ultimate base camp or backwoods cabin on wheels.
The specs we're talking about are the new 6.7L Cummins turbodiesel, either a six-speed automatic or manual transmission, the tried-and-true New Venture 271 or 273 transfer cases, and a set of axles that will have any fullsize truck driver drooling. Plus since these trucks are specifically designed for aftermarket upfitters, the framerails behind the cab are built flat for ease of modification. The coil front suspension and the rear leaf-spring design have been carried over from the 3/4- and 1-ton truck, but of course they are upgraded for the heavier rated trucks.
We found the 5500 we tested to be powerful and unfazed until loads passed the 6,000-pound mark and even then it still trundled along with nary a care. The suspension wasn't what we would describe as lush, but then again this is a truck capable of hauling another 1-ton truck on its back so you can't be expecting a Cadillac ride. One thing we were extremely pleased with was the turning radius and that's with a 204-inch wheelbase. Now don't expect it to turn like a VW Beetle, but the 5500-like most of the trucks in its class-is offered with a front drive axle using massive 1550 U-joints that can reach steeper steering angles than the lighter trucks, and with the wider track the 5500 has a 581/2-foot turning circle while still boasting a 7,000-pound gross axle weight rating (GAWR).
A great aspect of the ride and drive of these trucks is the standard equipment exhaust brake. Even though our test model was governed at 70 mph and came with 153/8-inch front brakes, the exhaust brake was still a welcome addition when hauling our big diesel-powered Jeep JK down the notorious hills of the California Interstate known as the Grapevine.
Finally, our fabric seats in the SLT package truck were comfortable yet still offered more behind-the-seat space than regular cabs of years gone by. However, if you're looking to buy and build the ultimate family hauler, you'd probably be shopping for a four-door quad cab with the leather-trimmed Laramie package. Currently Dodge doesn't offer its massive Mega Cab option in the 4500 and 5500 models, but having driven and slept in the back seat of a Mega Cab 3500 during a 1,500-mile road trip, we'd be inclined to push our contacts at Dodge to offer one for those families looking to build the ultimate towing, camping, exploring, hauling super truck.
 Under the hood is the new...  Under the hood is the new 6.7L inline-six Cummins turbodiesel. This engine is a powerhouse compared to the old 5.9, but unfortunately to meet current diesel emissions regulations, the mileage of the Cummins (and many of its competitors) has taken a hit. Fully loaded with two small Jeeps, the rollback resulted in mileage around 12 mpg during a road trip to and from Moab with this brand-new truck. |  From inside, the 5500 doesn't...  From inside, the 5500 doesn't seem much different from a normal Dodge 3/4- or 1-ton. The ST, SLT, and Laramie packages offer various levels of comfort. The regular cab that we tested still had a fair bit of behind-the-seat storage and enough recline that the passenger could nap on long drives, and the Quad Cab option makes room for more backseat gear, pets, or short-legged passengers. Other than the control box that runs the PTO pump for the rollback and roof lights, the cab is identical to the Class 2 and 3 trucks with the optional GPS screen, column-shifted 68RFE six-speed automatic transmission, floor-mounted NV271 transfer-case shift lever, and Chrysler-specific U-connect hands-free cell-phone system. |  The axles are what really...  The axles are what really set this new Dodge apart from the 3500 models. The front axle is built by Magna and has a 1013/16-inch ring gear, while the rear axle is a gargantuan Dana S111 with an 117/8-inch ring gear. Gear ratios are 4.10, 4.44, or 4.88 depending on model and transmission choice. |
 To help support the loads...  To help support the loads these heavy-duty trucks will see, they're outfitted with load-range F 225/70R19.5 Goodyear G647 RSS mud and snow tires. With a weight rating of 3,600 pounds at 95 psi per tire, these are not your normal trail tires, but they performed great over thousands of miles of highway and gravel roads. |  The frame of the Chassis Cab...  The frame of the Chassis Cab trucks is flat from the rear of the cab backwards so that aftermarket upfitters can have a clean slate to build off. When purchasing any chassis cab truck you'll be interested in the wheelbase and the cab axle length, which is measured from the back of the cab to the center of the rear axle. Our test vehicle came outfitted with a Jerr-Dan aluminum carrier deck rated for 5 tons and we used it to carry massive trail rigs, future project trucks, loads of steel, and scrap vehicles we dragged home just because we could. The rollback made us feel important with its flashing amber lights (great for showing your friends where you're camped in the desert), and we looked like true tow-truck drivers when we winched an ex-coworker's old Mustang onto the deck with the Ramsey winch. |  A stage for the band during...  A stage for the band during a party in the desert. |
A dilapidated Mustang. | 
The neighbor's free van. |  Three Jeeps from (and across)...  Three Jeeps from (and across) Utah. |