When we tested Ram’s 6.7-liter Cummins diesel-powered Laramie Longhorn Edition 2500 4x4, we praised it as a rugged 3/4-ton beast that was capable of pulling almost anything short of a freight train while pampering its occupants in a luxurious interior with a Pandora’s box of interior technology. At the same time, we realized that its $67,875 asking price was a stumbling block that could put it out of reach of the average truck guy. If only there was a Ram 2500 that integrated that sweet Cummins engine in a more affordable package…

Well, there is, so long as you’re willing to trade some luxury and a little torque for the opportunity to enjoy the Ram’s class-leading 17,870-pound towing capacity and 3970-poung cargo capacity. It’s called the Ram 2500 Tradesman (a popular Mopar model name that graced Dodge’s vans for decades), and it can be yours, reasonably equipped, at a price that lops nearly 20 grand off the fully-optioned Longhorn’s MSRP.

The basic platforms are the same, although our Tradesman test unit’s powertrain did away with the standard six-speed automatic transmission for the optional G56 manual six-speed transmission. Going the clutch-and-stickshift route also necessitates a change to the 6.7-liter (408 cubic-inch), turbocharged, intercooled, direct fuel-injected, 24-valve Cummins inline six-cylinder diesel engine. Both versions of the 6.7 are rated at 370 peak horsepower, but the manual transmission version’s torque is pulled back from its stout 800 lb.-ft. of torque at 1600 rpm to 660 lb.-ft.—still more than adequate to tow or haul vast quantities of “stuff” while safeguarding the G56 transmission. The G56 is also mated to a manual shift-on-the-fly transfer case rather than the electronically shifted version equipped with the automatic transmission.

But that’s about it, as far as the powertrain differences go. Our Tradesman boasted the same Ram Active Air system as the Bighorn, a nifty intake that draws cool air in from the front of the truck instead of from the normal inlet duct located in the inner fender whenever the ECU senses an extremely hot or wet driving environment. It sports the same 11.5-inch rear end, located by the same stout five-link rear suspension system for hard-core towing. The Tradesman’s hydro-formed, ladder-type steel chassis and unique-to-its-class three-link coil spring front suspension system are identical to the Longhorn’s as well; the front coil springs positioned closer to the outside of the A-arms in order to give the truck a smoother ride, especially when carrying a heavy load in its bed, which measures 8’ long in the regular cab version and 6’4” in the Crew Cab and Mega Cab versions.

The front coil spring arrangement also facilitates the use of a multi-stage air bag system designed to optimize the ride while carrying hefty loads. Operated with the push of a button inside the cab, it allows the driver to select from two ride height options, Payload and Trailer, and it electronically adjusts the rear suspension to maintain a level stance front to rear. Air for the system is supplied via a frame-mounted compressor, tank and lines.

Just like the Laramie Longhorn Edition, the Tradesman is a heavy-duty truck designed to withstand the rigors of commercial use, only the Tradesman’s interior lacks the bells and whistles of the swankier Longorn. Its spacious interior features incorporates manually adjusted 40/20/40 split bench front and rear seats wrapped in heavy-duty vinyl instead of leather, and the dashboard and door panels are formed out of much more plain-Jane plastic than the stitched-leather panels in the Longhorn. The Tradesman also does away with interior carpeting, making do with a simple rubberized floor mat instead. Our test unit still featured power windows and door locks, but it didn’t even have a remote-entry system. That has to be considered primitive by today’s standards, like changing the channels on your television without the remote control, but you get used to it.

There are also far fewer interactive features on the Tradesman’s six-speaker stereo system. Ram’s Uconnect 5.0 AM/FM system is still in play, but the display screen is measures 5-inches, much smaller than the Longhorn’s 8.4-inch screen. The Tradesman still offers a USB port for media connectivity, but there is no Wi-Fi feature. The Tradesman also lacks the Longhorn’s comprehensive navigation package. Instead, a simple compass gauge lets you know which direction you are headed.

The less-equals-more-value theme also carries over to the Tradesman’s instrumentation. Between the Tradesman’s large analog speedometer and tachometer, trip computer and fuel economy functions can still be accessed on the LCD screen in the center of the instrument cluster by pressing buttons on the Ram’s steering wheel, and the system is easy to use. However, the Tradesman lacks the usual assortment of oil pressure, water temperature and battery monitoring gauges. Beyond a simple fuel level gauge and Diesel Exhaust Fluid (DEF) gauge, you have to rely on good old-fashioned “idiot lights” to warn you of potential engine issues, although we do appreciate that the Tradesman’s LCD screen still offers a tire pressure monitoring function, which is useful when towing.

But you still get what you pay for, and in the Tradesman’s case that means the proven 6.7-liter Cummins powertrain, which pulls like a herd of Brahma bulls. We’ve said it before, but after sampling Cummins turbo diesel power, we can’t imagine why anyone who would purchase the Ram 2500 for its intended use would opt for the gasoline-powered Hemi. The brawny diesel engine makes torque right off idle, and it really comes alive when the turbo boast ramps up smoothly and quickly at about 1400 rpm and comes on really strong at 2000 rpm. That’s a good thing, as the fuel cutoff kicks-in at about 3200 rpm, and even with the G56 six-speed manual transmission, there’s no chance of over-revving the engine. No worries there, as the Cummins’ 1800 rpm-wide powerband is more than wide enough to pull heavy loads with ease. While cruising along at 65 mph, the engine still ticks over at just 1500 rpm, leaving the bulk of the engine’s massive torque for passing on the highway.

While driving in the city, we expected the manual-shift Tradesman to be more of a handful, but we were pleasantly surprised by its light clutch pedal and relatively smooth shifting performance. The shift throws are long, but we never had trouble finding our target gear, and unless you are a muscle car type of guy, it’s easy to forget how much fun it is to shift! Even our female test drivers noted that the manual clutch and transmission, while not their first choice, was easy to operate. All of us quickly learned that the Cummins’ broad torque makes starting in first gear completely unnecessary. Pull away from a stoplight in second gear and the engine easily takes up the slack, and you can conveniently shift across the bottom of the pattern from second to fourth to sixth while rumbling around on city streets—no need to waste time with those other gears.

Our Tradesman’s overall fuel economy averaged 16.9 mpg, a little short of the 18.4 mpg that we experienced with the automatic transmission-equipped Longhorn even though both test units featured the same optional 3.42:1 ring and pinion in their anti-spin (limited-slip) differentials rather than the standard 3.73:1. We can live with that since we know that better fuel economy numbers are simply a matter of experimenting with the most efficient way to shift the Tradesman from gear to gear to squeeze a little more fuel economy out of it.

Of course, that economy goes out the window when towing anyway, and towing heavy loads is what the Cummins-powered Ram is all about. In fact, it may be the hardest part of testing the truck’s true capability. We borrowed a friend’s racecar trailer, which can tow 10,000 lbs. when fully loaded, and just like with the Longhorn, we almost couldn’t even tell the truck was pulling a load on uphill grades. The 6.7-liter Cummins-powered Tradesman does features the same exhaust brake function found on the Longhorn as well to improve stopping time for the large 2500.

Fortunately, though, the Tradesman 2500 is still equipped with Ram’s powerful four-wheel disc brakes and ABS, and although some of our testers noted that the brakes exhibit a vague feel at the pedal initially, they effortlessly haul the big Ram down from speed safely and consistently.

For a truck of the Tradesman’s sheer size and weight, its steering effort is extremely light and neutral, and its tracking is amazingly accurate. Whether cruising down the highway or negotiating tight parking lot spaces, the Ram’s steering radius is admirable despite its limousine-length 149-inch wheelbase in four-door longbed form, and the while our Tradesman test unit lacked the Ram’s ParkView rear back-up camera, it was equipped with the ParkSense parking assist sonar, which emits a beep to warn you of approaching obstacles at the rear of the truck. Up front, the Ram’s massive hood makes gauging the space directly in front of the truck a little more difficult, but you get used to it. A front sonar would be a nice improvement, as would split side-view mirrors and a lane-assist warning system.

We’re still big fans of the Ram 2500’s smooth ride quality on or off the road. We put that ride to the test by bouncing through some rough and rocky fire roads near our Orange County, California, home base. The coil spring front and five-link rear suspension systems were impressive in their ability to control the heavy truck with minimal bouncing. Overall, the ride is plush so long as you don’t get overzealous and try to play Ricky Off-Road Racer with the Tradesman. 

The Tradesman’s manual transfer case still offers a convenient shift-on-the-fly feature when going from 2WD to 4WD, although, naturally, you still have to stop to access the 4WD low range feature if the Tradesman’s Firestone Transforce HT LT245/70R17 tires should begin to slip—which doesn’t come easily since the Ram boasts an excellent traction control system. The Tradesman’s tires and plain steel 17-inch wheels really do nothing to enhance its looks, but we certainly can’t complain about how they functioned on the highway or on the trail.

We have continued to be impressed with Ram 2500 series of heavy-duty big trucks, and at the end of the day the Tradesman’s lack of frills didn’t equate to less thrills. Its mighty Cummins engine and beefy powertrain are about as authoritative as one could ever expect. Its chassis is rugged and reliable, and its driving manners are pleasant whether rolling down the road empty or laden to the gills with work equipment or a plethora of big recreational toys. Our Tradesman test unit came in at a reasonable $48,945, still a lot of dough but, a fair price for a truck of this caliber. About the only options we would consider adding would be the Ram’s keyless Enter ‘n Go option and its Protection Group option, which includes a transfer case skid plate for a little added peace of mind when tackling rocky off-road routes.

Those options certainly push the Tradesman closer to the 6.4-liter Hemi-equipped Longhorn’s base MSRP of $52,440, but for us that’s like comparing apples to oranges. The coveted 6.7-liter Cummins turbo diesel is the real prize, accounting for $8195 of the Tradesman’s price (the G56 manual transmission tacks on another $600). For our money, that’s precisely the point of owning a Ram 2500 in the first place.