Buyer's Guide: 2004-'06 Dodge Ram SRT-10

Are you a full-grown person (physically anyway), yet still feel the urge to play with trucks? Good. This is for you. Yes, yes, the 2004-’06 Dodge Ram SRT-10 is a pickup, so it’s useful— or so you’ll tell the left side of your brain. But this hauler is heavy on play and light on practicality. The regular cab version is especially great for hauling sheetrock in the way that a Porsche 911 Turbo is perfect for carpooling.

There was no reason for Dodge to put the 8.3-liter Viper V-10 engine in a pickup truck, other than perhaps a strong desire to thumb its nose at Ford’s F-150 Lightning with its mere 5.4-liter V-8. But, engineers at Dodge’s Performance Vehicle Operations—later Street Racing Technology—did it anyway and, in the process, created one of the most memorable performance vehicles of the 2000s. Today it’s a modern collectible.

These trucks were made in relatively low numbers (at least by Dodge pickup standards): just over 10,000 total over a three-year run. And they don’t have a reputation for being fussy like some low-production performance vehicles. The combination of the proven Viper engine and rugged Ram chassis resulted in a sport truck that’s also very reliable. When and if a Ram SRT-10 does break, there’s a lot of support and information available.

If you’ve been watching these trucks, you’re probably aware that values have been on an upward march in recent years. Classic.com currently estimates the average price for a Ram SRT-10 (all years) to be $41,000. That’s close to the original MSRP, which ranged from $45,000-$48,000 for a 2004-’06 regular cab or $51,000-$52,000 for a 2005-’06 quad cab. (The quad cab was only offered for two years while the regular cab was offered all three. Also, the quad cab was offered only with an automatic while the regular cab was offered only with a six-speed manual.)

A recent high mark for these trucks on the used market was set at Mecum’s Dallas sale in 2021 when a regular cab, SRT-10 “Viper Club of America Edition” (see sidebar), driven just 2,420 miles from new, changed hands for an impressive $85,800. On the other end of the value spectrum, at Mecum’s Houston sale in April 2022, a 2005 SRT-10 quad cab with a rebuilt title, 52,906 miles on the clock, and painted a custom “brandywine” color, sold for $11,500.

There were three Ram SRT-10s listed on Hemmings.com as of this writing: a 2005 quad cab with 80,000 miles for an asking price of $31,000; a 2004 regular cab with 23,600 miles for $45,000; and a 2005 regular cab “Yellow Fever” edition with just 4,600 miles at an asking price of $56,500.

For whatever money you decide to spend, you get a lot of performance from one of these special Rams. That mighty V-10 can produce 500 hp/525 lb-ft of torque, and when paired with the six-speed in the regular cab truck, it can power the 5,200-pound package (5,600 for the quad cab) to 60 mph in approximately 5 seconds on its way to a sub-14-second quarter mile at 101 mph. A stock Ram SRT-10 regular cab earned a spot in the Guinness Book of World Records on Feb. 2, 2004, as the world’s fastest production pickup truck, with a top speed of 154.587 mph (248.783 kph) sustained over a flying kilometer. (The heavier quad cab version was said to be good for 147 mph.)

Even if you don’t have your eye on a land-speed record or plan to go rounds at the local drag strip, the Ram SRT-10 is a fun truck and actually can handle some chores, though the quad cab is the only of the two rated for towing. If you’re considering buying one of these high-spirited haulers, here are some points of interest.

Engine

It’s been widely reported but bears repeating: the Viper V-10 has nothing in common with the iron-block, V-10 Dodge truck engine. It’s a completely different animal built specifically for America’s most outrageous sports car. The 8.3-liter version arrived in 2003 upgraded from 8-liters, or 488-cu.in. to 505-cu.in, by increasing the bore and the stroke. The block was cast aluminum with interference-fit, cast-iron cylinder liners and the crankshaft rode in six mains with cross-bolted caps. The pistons were cast aluminum alloy and swung from forged-steel, fracture split, or “cracked” connecting rods. The camshaft spun inside the V-10’s block and used hydraulic roller lifters with pushrods. The engine’s big cylinder heads were cast aluminum with 2.02-inch intake and 1.60- inch exhaust valves riding on “beehive”-style valve springs.

The V-10 inhaled through a single-piece, cast-aluminum intake manifold with a central dual-plenum. That piece was updated in ’03 with shorter runners and a single, non-staged two-barrel throttle body for higher peak horsepower.

The 8.3 in the SRT-10 is typically a very reliable engine. One common issue (in Vipers as well as the Ram SRT-10) is the harmonic balancer bolt working loose and allowing the balancer to move on the crankshaft snout. This can cause damage to the end of the crank, or there’s a possibility that the balancer could come off. The bolt needs to be checked regularly and it’s a good idea to ask a seller if the balancer has been loose and retightened or replaced after working loose. Also listen for a squeaking noise from the area that could indicate a loose balancer and look for a wobbling lower pulley. Leaking oil cooler lines are also a common issue with these trucks and they should be replaced with upgraded aftermarket units at the first sign of an issue. The SRT-10 uses a hydraulically driven engine cooling fan that’s supplied fluid by the power steering pump. The line from the pump to the fan is prone to leaking as is the line to the rack. It’s possible to upgrade to better fittings but there are aftermarket hoses available that have a good track record for eliminating the problem. Some earlier engines had issues with the camshaft sprocket bolts loosening and this was covered by a recall, but if you’re purchasing a 2004 SRT-10, it’s a good idea to make sure that the work was done if that truck was affected. (To find out you can enter the vehicle’s VIN at https://www.nhtsa.gov/recalls.) These engines require fairly frequent oil changes—3,000-6,000 miles is advisable—and that can be expensive as they hold 8.5 quarts of oil.

Transmission and Axle

It takes a sturdy drivetrain to hold up to the V-10’s 525 lb-ft of torque so Dodge paired the Viper engine with either a Tremec T56 six-speed in regular cab trucks or the electronically controlled 48RE four-speed automatic in quad cabs. The rear axle Dodge selected was the Dana Super 60 with a limited-slip differential. In 2004, a 4.10:1 gear ratio was standard issue, but in 2005-’06 the standard gearset was 4.56:1. In unmodified trucks, the Tremec T56 is typically very reliable. Frequent transmission fluid changes are a good policy and regularly changing the fluid in the hydraulic clutch system can help prolong the life of the parts. Clutch master cylinder and slave cylinder failures aren’t unheard of, and leaks are an indication that the cylinders need servicing. In unmodified trucks, the 48RE automatic is also typically reliable. Regular fluid changes are important as are regular band adjustments—ask the seller if those have been part of his or her maintenance routine. The governor pressure sensor is a common repair item as is the governor pressure transducer. The SRT-10’s Dana Super 60 is a rugged rear axle that will provide miles of trouble-free service, even when subjected to severe use.

Chassis and Brakes

The Ram SRT-10 rode on a full perimeter frame so strength wasn’t an issue. Nevertheless, for 2006, Dodge made the hydroformed frames in these trucks even more rigid by boxing the rails from front to rear.

The quad cab and regular cab have different suspension setups. The regular cab truck sits lower overall and, in the rear, Dodge employed an old hot-rodder trick: it mounted the rear axle on top of the rear springs to drop the truck 2 inches. The quad cab has a conventional ½-ton truck rear suspension with the springs mounted on top of the axle. The difference is in the towing capacity: the regular cab isn’t rated for towing while the quad cab was designed to pull 7,500 pounds for model-year 2005, and 8,150 pounds for 2006. The Ram SRT-10’s steering was via rack and pinion with a 15.4:1 ratio and three turns lock to lock.

Big brakes are a must on a 500-hp, 5,000-plus-pound vehicle and the Ram SRT-10 had them. The 2004 edition had 15-inch front rotors and 14-inch rear rotors with two-piston calipers front and rear. The 2005-’06 trucks also had 15-inch /14-inch front/rear rotors, but the front calipers packed four pistons while the rears still had two. There aren’t a lot of trouble areas to be concerned about in the SRT-10 chassis. The four-piston calipers in the 2005-’06 are known for seized or dragging pistons. They can be disassembled and rebuilt with new pistons and seals, or replacement calipers are available. Power-steering pump failures are also relatively common on these trucks.

Body

There’s no mistaking the SRT-10 for a standard Ram truck. Viewed head-on, a massive scoop dominates the hood. Up front, there’s also a billet grille and a deep front fascia as well as a splitter. In the rear, a wing spans the tops of the bedsides and it’s removable for unloading—or is bolted to the bed cover on trucks so equipped. The aero bits on the SRT-10 were designed to be functional to help provide some downforce as well as reduce drag. The 2004-’05 trucks are virtually identical outside but an ’06 redesign changed the look of the front fascia and headlamps. Also, the exterior side badges were changed to a smaller chrome and red SRT-10 logo, instead of the large chrome Ram SRT-10 badge.

Starting with the 2005 quad cabs, an aluminum hard bed cover (with the wing attached) was standard. However, due to supply issues, they weren’t installed until later in 2005 and buyers of earlier trucks were issued a credit and a spoiler that attached to the tops of the bed sides. For 2006, the cover became standard on the regular cab trucks as well.

SRT-10s are great for smoky burnouts but not so great at negotiating snow-and-ice-covered roads. So, many of the examples you’ll find have been used only as fair-weather drivers, and body rust-through is rare. Accident damage is something to watch out for, but a Carfax report should reveal any incidents that might’ve required body work.

The Ram SRT-10’s cockpit was designed for comfort and included some fun high-performance touches. On the dash there were a red starter button (like the Viper’s), silver-faced instruments with numerals in a typeface like the Viper’s, and some brushed aluminum trim accents. A racy looking leather-wrapped steering wheel was part of the package as were heavily bolstered bucket seats with SRT-10 logos on the headrests. On the floor, there were sporty metal pedal covers with rubber nubs and, on manual shift trucks, a huge Hurst shifter poked out of the console. Automatic-equipped trucks made do with a column shift. In 2005, UConnect with Bluetooth became available as did a DVD-based navigation system. A rear seat video entertainment setup was also on tap for the quad cab.

The upholstery in these trucks holds up pretty well with proper care, but we’ve seen high-mileage SRT-10s with wear on the bolsters and center console armrest. Torn door seals were also common on these trucks and a technical service bulletin was issued that recommended the installation of an updated seal. The action of the Hurst shifter isn’t always as precise as you’d imagine and can get worse with time and mileage. There are aftermarket options out there if you find you can’t live with the stock unit. Air-conditioning blend doors are also prone to failure.

Although Ram SRT-10 prices are on the upswing, it’s still possible to find a nice example for less than the original MSRP. These are popular trucks, fun to drive and fun to show off. With two body-style options to choose from, you can go the full sport route offered by the regular cab or enjoy the extra passenger room and decent towing capacity of the quad cab.

Special Editions

If you’re in the market for something even more exclusive than a Regular Cab or Quad Cab Ram SRT-10, there were several special editions of these trucks that were well received among enthusiasts and may add to the Viper Truck’s collectability.

Viper Club of America Edition

Just 52 were made for the 2004 model year, two of which were used as pace vehicles for a Craftsman Truck Series race at Daytona. The VCA Edition trucks were painted Electric Blue with white rally stripes and wore special badging. The engines were signed by Wolfgang Bernhard, former President and COO of Chrysler.

Yellow Fever Edition

The 2005 Yellow Fever trucks were painted Solar Yellow and had a black stripe on the hood scoop. Inside there were yellow trim bits, yellow stitching on the seats and steering well, along with yellow embroidery on the headrests. A Yellow Fever dash plaque identified the serial number of the truck within the 500-unit Yellow Fever production run.

Commemorative Edition

For 2005 there were 200 Commemorative Edition Ram SRT-10s built, all in Bright White exterior with Electric Blue stripes. The cockpits featured blue stitching on the seats, shift knob and shift boot, plus blue embroidery on the headrests and floor mats. A special Commemorative Edition dash plaque identified the serial number of the truck.

Night Runner Edition

A special blacked-out 2006 SRT-10 was on tap for ’06 and dubbed Night Runner. It had Dark Nickel Pearl-finish wheels, Brilliant Black paint, black grilles, and black trim pieces inside. A dash plaque identified each truck’s build number in the planned 400-unit production run.

What to Pay

Regular Cab 2004-'06: Low-$18,000; Average-$39,000; High-$63,000

Quad Cab 2005-'06: Low-$21,000; Average-$37,000; High-$54,000

Parts Prices

Brake rotor (front): $148.75

Clutch kit: $300

Four-piston caliper rebuild kit: $138

Front shock absorbers (pair): $300

Harmonic balancer: $219

Power steering pump: $109

Serpentine drive belt: $60

Spark plug set: $60

Spark plug wire set: $70

Valve cover gaskets: $80