Dodge Ramcharger

First generation

During development, it was known as the "Rhino".

The Ramcharger and Trailduster were built using a nine-inch (228.6 mm) shortened pickup Chrysler AD platform that was introduced for 1972. First available in four-wheel drive with a rear-wheel drive only version available starting in 1975.

The 1974 through 1980 models came without a roof, with a dealer-installed fabric top, or an optional removable steel roof with a flip up rear tailgate window. The early 1974 year model differs from the others in that its door pillars are attached to the removable roof. The "half doors" were used up to the build date of 6-10-74, afterwards the roof was changed to use normal pickup style doors. Marketed as a basic utility vehicle, only the driver's seat was standard equipment with the passenger seat optional up to 1976. Also in 1974 the big block 440 V8 was an option (the only year with the option). Also available was an insulated center console for keeping items cool when filled with ice.

The Ramcharger was entered in rallying and placed first in the 1975 Sno*Drift event.

The vehicle was powered by the "LA" series Chrysler small block engines, the most common being the 318 cu in (5.2 L) V8, with the optional 360 cu in (5.9 L) V8. Also, available were the larger big-block "B" and "RB" wedge series 400 cu in (6.6 L) V8 and B 440 cu in (7.2 L) V8 as additional options.

In 1978 and 1979 the 360 cu in (5.9 L) output was increased to 256 hp (191 kW; 260 PS). In 1979, the 360 cu in (5.9 L), was rated at 275 hp (205 kW; 279 PS).

Second generation

The Ramcharger and Trailduster followed the D-series pickup's 1981 redesign into the Ram and is considered the second generation. These models had a non-removable welded steel top instead of the removable top. The Trailduster was only available for one year with the Ram design and steel non-removable top, as it was dropped after the 1981 model year.

From 1981 through 1987, all models were carburetored, in 1988, throttle-body fuel injection (TBI) was added to the 318. Fuel injection was added to the 360 in 1989. Power output for the TBI 318 was 230 hp (172 kW; 233 PS) and 280 lb·ft (380 N·m) of torque. The 360 with TBI was rated at 250 hp (186 kW; 253 PS) and 360 to 375 lb·ft (508 N·m) of torque. In 1992, the multiport fuel injected Magnum 318 was the standard engine while the LA 360 with TBI was still offered as an option. In 1994 the Magnum 360 replaced the LA engine version.

Many manual transmissions were offered throughout the years, starting with the A-230 three-speed and ending with the A-535 five-speed in 1992. The NP435 "granny gear" 4 speed was the most common in 4WD models, as well as the close ratio version, the NP445. In 1988 the clutch was converted from a mechanical linkage to a hydraulic system. Automatic transmission models had the Chrysler Loadflite TF-727A or B until, in 1991, it was replaced with the A-500/A-518 four-speed.

An All-Wheel-Drive NP-203 transfer case was standard until 1980, when it was replaced with the part-time NP-208. This was supplanted by the NP-241 in 1988.

Axles were Dana 44 front and 9¼" or 8 1/4" Chrysler corporate rear. AWD models (1973–1979) were equipped with the full-time version of the Dana 44 that had no provision for locking hubs and had a front wheel bearing design with a somewhat dubious reputation. In 1980 when the part-time 4WD system was introduced, the front Dana 44 was equipped with a more conventional front wheel bearing design and automatic locking hubs. Late in the 1984 model year the Dana 44 was switched to a CAD (Center Axle Disconnect) version. The CAD Dana 44 was vacuum actuated by a switch on the transfer case and powered by engine vacuum. The CAD Dana 44 was carried on until the end of Ramcharger production in 1993. The vacuum switch on the transfer case would occasionally fail and either leave the CAD engaged or not engage the CAD at all. Limited slip differentials were available for the 9¼" rear axle. The AWD versions used a 5 on 4½" wheel bolt circle and the part-time 4WD models used a 5 on 5½" bolt circle. Two wheel drive models used the 5 on 4.5" wheel bolt circle and in 1985 changed to the 5 on 5.5" pattern.

The Ramcharger continued to be sold in Mexico and Canada until 1996, with minor running changes from the last version sold in the U.S. in 1994.

Third generation

The new Ramcharger was produced in Mexico and Canada for the 1999 model year based on the Dodge Dakota / Dodge Durango platform. It was sold only in Mexico, Canada, and South America where the previous generation Ramcharger had been successful. There were ST, SLT, SLT Plus and Sport trim levels. Powered by the 318 cu in (5.2 L) or 360 cu in (5.9 L) Magnum V8 engines and offered only in 2WD versions, it was discontinued in model year 2002.

One of the features of this generation was a small third row folding seat in the cargo area that faced sideways, making it less-practical for long trips. The rear hatch door was shared with the 1996–2000 model Chrysler minivans.

Likely reasons this version of the Ramcharger was not sold in the U.S. were numerous. Two-door SUV sales had been declining, (GM soon ended production of its two-door Tahoe and Yukon), and Ford replaced the long-running two-door only Ford Bronco around the same time with the four-door only Ford Expedition. DaimlerChrysler had just launched two successful mid-sized SUVs (Jeep Grand Cherokee and Dodge Durango), which would have been showroom-competitors with a 3rd-generation Ramcharger. Finally, this large SUV would have negatively affected the company's Corporate Average Fuel Economy for a very small projected sales return.