The current RAM HDs are getting long in the tooth, having been on sale since 2010, and only receiving a minor facelift in 2014 (lights, grille, updated interior). The new HD trucks are expected to fall in line with the recently debuted 1500, and in the process, ditch the crosshair grille (which unfortunately will only live on via the Charger, Durango, Journey and Grand Caravan)—a hallmark of the truck since the mid-’80s.

Inside, the ’20 RAM HD appears to mimic the 1500 with thoughtful design and premium materials. Tech comes from (what we believe to be) the Uconnect 4, with an 8.4-in. screen and should offer the optional Uconnect 4C NAV infotainment system with the massive portrait-oriented 12-in. touchscreen center console display. The only obvious difference inside the HD cabin is the steering-column-mounted gear shifter, which the 1500 dropped for ’19 model year.

Other exterior styling should run parallel to the 1500, but in a more muscular fashion.

Current power is delivered from three engines: a 383 hp 5.7L V8 with a compressed natural gas option, a 410 hp 6.4L V8, and a 6.7L turbodiesel inline-six available in three tunes: 350 hp with 660 lb.-ft., 370 hp with 800 lb.-ft., and 385hp with 930 lb.-ft. torque rating. The 5.7L and 6.4L are paired to a six-speed automatic transmission, while the three 6.7L versions can be paired to either a six-speed manual or six-speed automatic. Expect the 6.7L to get an additional power bump in hopes of one-upping the F-350 and Silverado 3500, which currently feature more horsepower and similar torque.

The next RAM HD is slated to move its production location from Saltillo, Mexico, to Warren, Michigan, in 2020—in time for the next-generation heavy-duty’s start of production. Expect an official debut sometime in 2019.

Photo credit: Brian Williams, SpiedBilde

The current RAM HDs are getting long in the tooth, having been on sale since 2010, and only receiving a minor facelift in 2014 (lights, grille, updated interior). The new HD trucks are expected to fall in line with the recently debuted 1500, and in the process, ditch the crosshair grille (which unfortunately will only live on via the Charger, Durango, Journey and Grand Caravan)—a hallmark of the truck since the mid-’80s.

Inside, the ’20 RAM HD appears to mimic the 1500 with thoughtful design and premium materials. Tech comes from (what we believe to be) the Uconnect 4, with an 8.4-in. screen and should offer the optional Uconnect 4C NAV infotainment system with the massive portrait-oriented 12-in. touchscreen center console display. The only obvious difference inside the HD cabin is the steering-column-mounted gear shifter, which the 1500 dropped for ’19 model year.

Other exterior styling should run parallel to the 1500, but in a more muscular fashion.

Current power is delivered from three engines: a 383 hp 5.7L V8 with a compressed natural gas option, a 410 hp 6.4L V8, and a 6.7L turbodiesel inline-six available in three tunes: 350 hp with 660 lb.-ft., 370 hp with 800 lb.-ft., and 385hp with 930 lb.-ft. torque rating. The 5.7L and 6.4L are paired to a six-speed automatic transmission, while the three 6.7L versions can be paired to either a six-speed manual or six-speed automatic. Expect the 6.7L to get an additional power bump in hopes of one-upping the F-350 and Silverado 3500, which currently feature more horsepower and similar torque.

The next RAM HD is slated to move its production location from Saltillo, Mexico, to Warren, Michigan, in 2020—in time for the next-generation heavy-duty’s start of production. Expect an official debut sometime in 2019.

Photo credit: Brian Williams, SpiedBilde

The current RAM HDs are getting long in the tooth, having been on sale since 2010, and only receiving a minor facelift in 2014 (lights, grille, updated interior). The new HD trucks are expected to fall in line with the recently debuted 1500, and in the process, ditch the crosshair grille (which unfortunately will only live on via the Charger, Durango, Journey and Grand Caravan)—a hallmark of the truck since the mid-’80s.

Inside, the ’20 RAM HD appears to mimic the 1500 with thoughtful design and premium materials. Tech comes from (what we believe to be) the Uconnect 4, with an 8.4-in. screen and should offer the optional Uconnect 4C NAV infotainment system with the massive portrait-oriented 12-in. touchscreen center console display. The only obvious difference inside the HD cabin is the steering-column-mounted gear shifter, which the 1500 dropped for ’19 model year.

Other exterior styling should run parallel to the 1500, but in a more muscular fashion.

Current power is delivered from three engines: a 383 hp 5.7L V8 with a compressed natural gas option, a 410 hp 6.4L V8, and a 6.7L turbodiesel inline-six available in three tunes: 350 hp with 660 lb.-ft., 370 hp with 800 lb.-ft., and 385hp with 930 lb.-ft. torque rating. The 5.7L and 6.4L are paired to a six-speed automatic transmission, while the three 6.7L versions can be paired to either a six-speed manual or six-speed automatic. Expect the 6.7L to get an additional power bump in hopes of one-upping the F-350 and Silverado 3500, which currently feature more horsepower and similar torque.

The next RAM HD is slated to move its production location from Saltillo, Mexico, to Warren, Michigan, in 2020—in time for the next-generation heavy-duty’s start of production. Expect an official debut sometime in 2019.

Photo credit: Brian Williams, SpiedBilde

The current RAM HDs are getting long in the tooth, having been on sale since 2010, and only receiving a minor facelift in 2014 (lights, grille, updated interior). The new HD trucks are expected to fall in line with the recently debuted 1500, and in the process, ditch the crosshair grille (which unfortunately will only live on via the Charger, Durango, Journey and Grand Caravan)—a hallmark of the truck since the mid-’80s.

Inside, the ’20 RAM HD appears to mimic the 1500 with thoughtful design and premium materials. Tech comes from (what we believe to be) the Uconnect 4, with an 8.4-in. screen and should offer the optional Uconnect 4C NAV infotainment system with the massive portrait-oriented 12-in. touchscreen center console display. The only obvious difference inside the HD cabin is the steering-column-mounted gear shifter, which the 1500 dropped for ’19 model year.

Other exterior styling should run parallel to the 1500, but in a more muscular fashion.

Current power is delivered from three engines: a 383 hp 5.7L V8 with a compressed natural gas option, a 410 hp 6.4L V8, and a 6.7L turbodiesel inline-six available in three tunes: 350 hp with 660 lb.-ft., 370 hp with 800 lb.-ft., and 385hp with 930 lb.-ft. torque rating. The 5.7L and 6.4L are paired to a six-speed automatic transmission, while the three 6.7L versions can be paired to either a six-speed manual or six-speed automatic. Expect the 6.7L to get an additional power bump in hopes of one-upping the F-350 and Silverado 3500, which currently feature more horsepower and similar torque.

The next RAM HD is slated to move its production location from Saltillo, Mexico, to Warren, Michigan, in 2020—in time for the next-generation heavy-duty’s start of production. Expect an official debut sometime in 2019.

Photo credit: Brian Williams, SpiedBilde

The current RAM HDs are getting long in the tooth, having been on sale since 2010, and only receiving a minor facelift in 2014 (lights, grille, updated interior). The new HD trucks are expected to fall in line with the recently debuted 1500, and in the process, ditch the crosshair grille (which unfortunately will only live on via the Charger, Durango, Journey and Grand Caravan)—a hallmark of the truck since the mid-’80s.

Inside, the ’20 RAM HD appears to mimic the 1500 with thoughtful design and premium materials. Tech comes from (what we believe to be) the Uconnect 4, with an 8.4-in. screen and should offer the optional Uconnect 4C NAV infotainment system with the massive portrait-oriented 12-in. touchscreen center console display. The only obvious difference inside the HD cabin is the steering-column-mounted gear shifter, which the 1500 dropped for ’19 model year.

Other exterior styling should run parallel to the 1500, but in a more muscular fashion.

Current power is delivered from three engines: a 383 hp 5.7L V8 with a compressed natural gas option, a 410 hp 6.4L V8, and a 6.7L turbodiesel inline-six available in three tunes: 350 hp with 660 lb.-ft., 370 hp with 800 lb.-ft., and 385hp with 930 lb.-ft. torque rating. The 5.7L and 6.4L are paired to a six-speed automatic transmission, while the three 6.7L versions can be paired to either a six-speed manual or six-speed automatic. Expect the 6.7L to get an additional power bump in hopes of one-upping the F-350 and Silverado 3500, which currently feature more horsepower and similar torque.

The next RAM HD is slated to move its production location from Saltillo, Mexico, to Warren, Michigan, in 2020—in time for the next-generation heavy-duty’s start of production. Expect an official debut sometime in 2019.

Photo credit: Brian Williams, SpiedBilde

The current RAM HDs are getting long in the tooth, having been on sale since 2010, and only receiving a minor facelift in 2014 (lights, grille, updated interior). The new HD trucks are expected to fall in line with the recently debuted 1500, and in the process, ditch the crosshair grille (which unfortunately will only live on via the Charger, Durango, Journey and Grand Caravan)—a hallmark of the truck since the mid-’80s.

Inside, the ’20 RAM HD appears to mimic the 1500 with thoughtful design and premium materials. Tech comes from (what we believe to be) the Uconnect 4, with an 8.4-in. screen and should offer the optional Uconnect 4C NAV infotainment system with the massive portrait-oriented 12-in. touchscreen center console display. The only obvious difference inside the HD cabin is the steering-column-mounted gear shifter, which the 1500 dropped for ’19 model year.

Other exterior styling should run parallel to the 1500, but in a more muscular fashion.

Current power is delivered from three engines: a 383 hp 5.7L V8 with a compressed natural gas option, a 410 hp 6.4L V8, and a 6.7L turbodiesel inline-six available in three tunes: 350 hp with 660 lb.-ft., 370 hp with 800 lb.-ft., and 385hp with 930 lb.-ft. torque rating. The 5.7L and 6.4L are paired to a six-speed automatic transmission, while the three 6.7L versions can be paired to either a six-speed manual or six-speed automatic. Expect the 6.7L to get an additional power bump in hopes of one-upping the F-350 and Silverado 3500, which currently feature more horsepower and similar torque.

The next RAM HD is slated to move its production location from Saltillo, Mexico, to Warren, Michigan, in 2020—in time for the next-generation heavy-duty’s start of production. Expect an official debut sometime in 2019.

Photo credit: Brian Williams, SpiedBilde

Every year, the SEMA Show accommodates specialty-equipment manufacturers who decide to exhibit on the international stage for the first time. This year is no different. Held at the Las Vegas Convention Center, the SEMA Show attracts more than 170,000 industry leaders from more than 140 countries. In 2017, the Show featured 2,400 exhibitors, including 354 first-timers.

Every year, the SEMA Show accommodates specialty-equipment manufacturers who decide to exhibit on the international stage for the first time. This year is no different. Held at the Las Vegas Convention Center, the SEMA Show attracts more than 170,000 industry leaders from more than 140 countries. In 2017, the Show featured 2,400 exhibitors, including 354 first-timers.

Trade shows are all about doing business, but before the Show floor opens and the first meetings can begin, exhibitors have to arrive and set up. Then they have to pack everything up again five days later to hit the road for the next show. All too often, exhibitors arrive in Las Vegas unprepared, believing that if they order everything they require on-site they will receive it on the spot. The consequenses for that lack of planning can be costly in both time and money and lead to frustration. But, through proper planning, an exhibitor’s Show logistics can work smoothly and efficiently.

Trade shows are all about doing business, but before the Show floor opens and the first meetings can begin, exhibitors have to arrive and set up. Then they have to pack everything up again five days later to hit the road for the next show. All too often, exhibitors arrive in Las Vegas unprepared, believing that if they order everything they require on-site they will receive it on the spot. The consequenses for that lack of planning can be costly in both time and money and lead to frustration. But, through proper planning, an exhibitor’s Show logistics can work smoothly and efficiently.