Americans question more of our trucks than we do of any other vehicle. In any uttered week, the average half-ton pickup might find itself commuting like a sedan, drag a bunk full of bricks and sand, hauling some Jet Skis, steering muddled ranchland, or exploring off-road footpaths. It’s no wonder that we bought 2.8 million of the things last year.
The best-selling getaway in the United States last year–and definitely in every year for the past four decades–has been the Ford F-Series. But our 2019 Truck of the Year should return pause to prospective Blue Oval loyalists( or buyers of any truck, for that matter) because there isn’t a truck out there that so precisely affects the different needs of the segment better than the 2019 Ram 1500.
The fifth-generation Ram 1500 is the latest in a long direction of evolutionary leapings for Fiat Chrysler Automobiles’ bread-and-butter truck. The most current version, more than any other, seems poised to meet the needs of the 21 st century truck customer, with more selection, capability, consolation, gadget, and quality than ever before.
Improvement in Design
Beauty is in the eye of the beholder, but there’s no underlining the fact that Ram retains its honour for stylish functionality. “Best-in-class: sophisticated without going over the top, ” editor-in-chief Ed Loh said.
The 2019 Ram 1500 ’s clean-sheet redesign propels out many of the specific characteristics clues we’ve come to expect from a Ram pickup–while still being unmistakably Ram. Gone are the crosshair grilles, mini-Mack fenders, and even the usual Ram badge in most lieu. Instead, the 1500 caters customers a option of seven grilles and three head- and taillamp schemes. Its 15 pedal schemes boast stronger six-bolt hub, arraying from an off-road-friendly 18 inches to an urban cowboy 22 -inch style. And that’s on top of your typical pickup preferences of extended or crew cab and couch sizes of either 5-foot-7 or 6-foot-4. A regular taxi and 8-foot couch are expected next year.
“I love the styling, ” road test journalist Chris Walton said, eyeing the Ram 1500 Rebel. “It’s like the Viper of Rams.”
The interior modernizes, from the volume-grade Big Horn all the room up to the comfortable Limited, are even more impressive. Every Ram cabin has the tools is indispensable for both wreak and play video games. The Ram’s configurable central console turns the gap into an office, with chamber inside to immerse a luggage and laptop, opening for your phone and imbibes, and a central console lid that can function as a desk.
When it comes to technology, Ram offer three versions of its Uconnect infotainment system, including a select of an 8.4 -inch or Tesla-like 12.0 -inch touchscreen. “The center stack layout is a combination of Volvo( screen ), Audi( switches ), and Jaguar( rotary shifter ), ” Walton said. “The canny center console( phone charger/ pocket, sliding bins, and side pockets) is something Honda would do. Ram has done its homework on picking the benchmarks for both blueprint and packaging.”
Although a Silicon Valley-aping infotainment suite will certainly pump eyeballs in showrooms, the cabin’s functionality and furnishings are even more impressive.
Crew cab accounts boast a flat storey in back and benches that snap up, allowing you to supermarket prizeds in the safety of the hut. RamBins, obstructs underneath the back floormats, have grown in sizing to better accommodate hitch receivers or ratchet straps. In a first for pickup, the new Ram 1500 ’s higher pare levels have a rear bench accommodate that reclines up to 8 degrees and is heated and refrigerated, as well. Ever been chauffeured in a truck before? Now you can be.
We were particularly affected by the level of fit and finish. Every trim, from the basi Tradesman up to the Limited, affords at the least one two-tone cabin care, injecting a bit of identity and vogue into the hovel at any price detail. Unlike some of its entrants, Ram took the profitable indulgence grocery seriously by offering two spices of indulgence trucks–the saddlebag-equipped( dangerously) Laramie Longhorn and the thoroughly modern Limited.
“GM has to be kidding, going up against this with the High Country and Denali, ” peculiarity editor Scott Evans said. “This is a luxury interior. Search at this wood! This leather! The metal, stitching, pattern, attention to item! The skin on the grab administers! Cadillac could learn a stuff or two by spending an afternoon in this cabin.”
Hyperbole aside, he’s right. The Ram’s cabin ain’t just good for a truck. It’s good, period.
Looks can be deceiving, and you’d be forgiven for visualizing the 2019 Ram is a bit old school in its approaching. Free-spoken from specific obligations( and overhead) of shooting maximum payload and hauling abilities with all-aluminum interpretation, the Ram team instead invested in a shotgun approaching to improve ability, effectivenes, and operation. Underpinning it all is a brand-new high-strength steel pulpit, 4.0 inches longer and about 17 percentage lighter than the age-old framework. The aerodynamic sheetmetal is mainly constructed from sword but with the tactical employ of lighter metals for a total value decline of about 200 pounds.
Like the previous explanation of the Ram 1500, our 2019 Truck of the Year continues to come touchstone with a coil-spring rear dangling( now with frequency damps ), which somewhat relinquishes towing and payload capacity in favor of a better go when compared against leaf-sprung opponents. A four-corner breath postponement with five ride meridians and quantity leveling is available, demonstrating best available of both world-wides when it comes to travel and performance.
“It’s really a bombshell on the road, ” researching chairman Kim Reynolds said after a stint in an aura suspension-equipped 1500. “It’s way more refined and sophisticated than the GMs. Steering is fluid and quality-feeling.” The standard expulsion earned praise at the expense of its competitive situated, extremely. “The coil-spring dangling is better in the Ram than the journey in any of the GM trucks, ” MotorTrend en Espanol managing editor Miguel Cortina said.
Despite the minor food, maximum warhead is up to 2,320 pounds, and max towing capacity rises to 12,750 pounds, besting Chevrolet, GMC, Nissan, and Toyota’s half-ton offerings( though start of Big Daddy Ford’s max towing by 450 el-bees ).
Things get even more impressive for the purposes of the punk. Espousing world actualities, two of the three available Ram 1500 engines come with supplementary electrical machines to improve oil economy and achievement. These mild-hybrid powerplants, dubbed eTorque, use small-minded starter-generators and a tiny 0.43 -kW-hr battery stashed in the rear wall of the taxi to aid the stop/ start system and provide torque assist to allow the engines to lug around at cruising race in four-cylinder procedure longer and without having to downshift.
The eTorque system is standard on the base 3.6 -liter V-6, which builds 305 hp and 269 lb-ft of torque, and is also available for a small payment on the top-level 5.7 -liter V-8, which turns out 395 hp and 410 lb-ft of torque. A non-eTorque 5.7 -liter V-8 engendering the same production as the eTorque edition slots between the two electrified mills.( Because these motors aren’t encouraging when the engines’ are generating peak influence and torque, they don’t affect those figures .) An eight-speed automated is standard across the line, as is rear-wheel drive. Four-wheel drive, limited-slip or fastening rear axles, and three final drive fractions are also available.
The base eTorque V-6 is a lot of device for the money. It makes its torque higher in its rev stripe, but it establishes good exploit of the capability it has. “It feels powerful even though it’s a V-6, ” affiliate online editor Kelly Pleskot said. Evans concurred, adding that it “doesn’t have the torque of the V-8s, but it has slew of influence; the deficit only proves itself when legislating on Arizona’s 75 -mph freeways.”
In back-to-back driving of our otherwise identically furnished V-8 Ram 1500 Longhorn and Limited examples, Evans was one of the few reviewers who could feel the Limited’s eTorque assist at work. “I find the eTorque drivetrain a bit smoother through the revs and switches and when accelerating up steep positions, ” he said.
The fuel economy benefits of the eTorque V-8s show up in our data, but trawling operation are somewhat of a cleanse; all of the Ram V-8s, eTorque or not, play-act nearly identically in both instrumented haul measures( where the Rams towed between 6,600 pounds and 11,400 pounds) and in our Davis Dam frustration test, which assured our V-6 Ram tester hauled 4,020 pounds and the V-8s trawled 7,780 pounds.
Accomplishment of Intended Function
Despite the many hats we expect our trucks to wear, at their nature, “theyre about” animals of load. To that terminate, the 2019 Ram 1500 excels.
The most important part of any pickup is its bunked, and Ram continues to deliver. The bunk railings have been raised 1.5 inches to increase shipment volume, and the optional RamBoxes grow in size with negligible impact on berthed space.
Some previous Ram inventions be carried forward, in particular the segment’s good combo bed extender and merchandise divider, which stashes against the cab when not in use, and a CHMSL-mounted camera that seems down into the couch so you can triple-check your tie-down drive while on the move.
The one region where the Ram’s bed could be better is its use of tie-downs, or lack thereof. GM changed video games this year–providing 12 standard tie-downs in the new Chevrolet Silverado and GMC Sierra( three in each region) and the ability to expand with movable optional tie-downs. Ram offers high standards four( one in each area ), plus another four optional moveable rail-mounted tie-downs. Ram would do well to follow GM’s lead here.
The ability to access the bed is arguably as important as its construction. Missing GM’s standard bumper steps, Ram performs up for it with its option sheet. One of the breeze suspension’s many benefits is its access height procedure, which lowers the bed’s step-up height to join that of the bumper gradation. For the individuals who hop-skip the air dangling, Ram also offers a kick-down rear stair that stashes up and away behind the rear bumper.
Ram made towing improvements, very. For those who simply want to hitch up and start, Ram realise life easy. The rearview cameras have high-pitched solution, acquiring it easy to hitch up without a spotter. Trucks furnished with blind-spot sensors have an extra party portion, extremely; when you are hitch up and make a got a couple of turns, the blind-spot sensors will determine the length of your trailer and increase the size of the alert zone to include the trailer length.
As for straight-up towing, the Ram 1500 is rock-solid, especially when furnished with the aura expulsion. Trawling the exact same 8,300 -pound trailer as the GMC Sierras and Chevrolet Silverados, the Rams feel so much more confident and just plain joyous while at work.
Pickups aren’t traditionally known for oil productivity, but that didn’t stop Ram from easy the hurting at the run. Lots of approval goes to the lineup of eTorque machines, but Ram also worked hard at ensuring the brand-new 1500 is as aerodynamic as possible without relinquishing the utility of its getaway figure. Its segment-best 0.357 Cd is achieved employing grille shutters and spoilers integrated into the trailing margins of the roof and tailgate. On trucks without breeze postponement, an aura dike deploys automatically at 35 mph; those with breeze suspension get an aero-mode razz height.
The result is that Ram has the most efficient V-8 in its class; the V-8 eTorque is EP-Arated at 17/23/ 19 mpg metropolitan/ freeway/ be included with rear drive or 17/22/ 19 with four-wheel drive. Non-eTorque Ram V-8s net 15/22/ 17( rear drive) or 15/21/ 17( four-wheel drive) mpg. Our Real MPG testing of the V-8 frameworks generally descends in accordance with the EPA’s ensues, but our eTorque V-8-powered 1500 Limited 4×4 lick the feds’ numerals with an 18.7/ 22.6/ 20.3 score.
The one weak point would be the hard-working V-6 eTorque powerplant. EP-Arated at 20/25/ 22 mpg with rear drive and 19/24/ 21 mpg with four-wheel drive, our Big Horn 4×4 pattern achieved an unimpressive 15.4/ 19.7/ 17.1 Real MPG score.
The NHTSA has not crash-tested the 2019 Ram 1500 more, but the IIHS has. The new Ram achieves top orchestrates with a Good rating( the fullest possible) in all six hurtle assessments, with its simply demerit a Marginal headlight illumination score. The 1500 ’s new chassis is built of high-strength steel and includes octagonal front-frame runway expansions designed to protect occupants in often-deadly small-overlap front crashes.
The Ram 1500 is also available with send and switch disagreement early warning system, adaptive cruise dominance, lane keep expedite, blind-spot monitors, and 360 -degree camera systems, with the ultimate aim of helping the move eschew accidents in the first place. That’s the true measure of safety.
With pickup truck, evaluate is eventually relative over a life of hard knocks and long miles. But we therefore excited by the breadth of the Ram lineup. The base Tradesman model starts at $ 33,390 and should necessitate little more than a spray-in bedliner and tow hitch to be ready for office. The loudnes Big Horn framework is even more impressive. One step up from the Tradesman and starting at $40,090, the Big Horn representations give two-tone interiors, a smartphone-friendly 8.0 -inch touchscreen, and more. Journalists lauded our two Big Horn testers for their premium-feeling the documentation and high amount of content for the dollar.
Where Ram originates the biggest price reason is surprisingly in its two most expensive decorations: the $52,685 1500 Laramie Longhorn and $55,285 Limited. These two luxe trucks simply blow the competitor out of the ocean. They furnish the tech that contractors and civil alike require and expect, and quite a few luxury automakers could learn a situation from the channel Ram parallels dyes, compositions, and materials in these compartments. And it’s a negotiate, considering our loaded Ram Limited tester stickered for $68,340, about the price of a comparable GMC Sierra Denali and less than an equivalent F-1 50 Limited.
Bringing Home the Gold
No segment is more competitive or most important to Detroit’s automakers and blue-collar American workers than half-ton getaways. These trucks are the face of their brands–purchased, driven, and adored by millions. They’re dependable passengers, implements, and toys that are the backbone of our families. With such a diverse skill set requirement, it’s easy to time miss the specific objectives. But the Ram 1500 reaches the bull’s-eye. No pickup in the segment better matches ability, economy, evaluate, and aspect. The Ram 1500 retains its old-school plead while being refreshingly modern in style and element. It’s refined and sophisticated without ceding its dirty-fingernails springs. For that, the Ram is our 2019 Truck of the Year.
Read ABOUT 2019 CAR OF THE YEAR CONTENDERS:
Buick Regal Ford Mustang Ford Transit Connect Hyundai Accent Hyundai Elantra Honda Clarity Kia Forte Lexus ES Lexus LS Mercedes-Benz CLS-Class Nissan Altima Toyota Avalon Toyota Corolla Hatchback Volkswagen Jetta
READ ABOUT 2019 CAR OF THE YEAR FINALISTS:
READ ABOUT 2019 SUV OF THE YEAR CONTENDERS:
BMW X2 BMW X3 BMW X4 Cadillac XT4 Ford EcoSport Ford Edge Hyundai Santa Fe Infiniti QX50 Jaguar E-Pace Jeep Cherokee Lexus RX L Mercedes-Benz G-Class Mitsubishi Eclipse Cross Nissan Kicks Subaru Ascent Toyota RAV4
READ ABOUT 2019 SUV OF THE YEAR FINALISTS:
READ ABOUT 2019 TRUCK OF THE YEAR FINALISTS:
2019 RAM 1500 Big Horn 4×2( Quad) Rebel 4×4 (Crew Cab) Big Horn 4×4 Long Horn 4X4 Limited 4×4
DRIVETRAIN LAYOUT Front-engine, RWD Front-engine, 4WD Front-engine, 4WD Front-engine, 4WD Front-engine, 4WD
ENGINE TYPE 90-deg V-8 alum block/heads 90 -deg V-8 alum block/ psyches 60-deg V-6, alum impede/ pates 90-deg V-8 alum block/heads 90 -deg V-8 alum block/ managers
VALVETRAIN OHV, 2 valves/ cyl OHV, 2 valves/ cyl DOHC, 4 valves/ cyl OHV, 2 valves/ cyl OHV, 2 valves/ cyl
DISPLACEMENT 345.0 cu in/ 5,654 cc 345.0 cu in/ 5,654 cc 219.9 cu in/ 3,604 cc 345.0 cu in/ 5,654 cc 345.0 cu in/ 5,654 cc
COMPRESSION RATIO 10.5:1 10.5: 1 11.3:1 10.5: 1 10.5:1 POWER( SAE NET) 395 hp@ 5,600 rpm 395 hp@ 5,600 rpm 305 hp@ 6,400 rpm 395 hp@ 5,600 rpm 395 hp@ 5,600 rpm
TORQUE( SAE NET) 410 lb-ft@ 3,950 rpm 410 lb-ft@ 3,950 rpm 269 lb-ft@ 4,800 rpm 410 lb-ft@ 3,950 rpm 410 lb-ft@ 3,950 rpm
REDLINE Not expressed( 5,800 -rpm limiter) Not marked( 5,800 -rpm limiter) Not demonstrated( 6,400 -rpm limiter) Not revealed( 5,800 -rpm limiter) Not indicated( 5,800 -rpm limiter)
WEIGHT TO POWER 12.9 lb/ hp 14.1 lb/ hp 17.9 lb/ hp 14.7 lb/ hp 14.9 lb/ hp
TRANSMISSION 8-speed automatic 8-speed automated 8-speed automatic 8-speed automatic 8-speed automatic
AXLE/ FINAL-DRIVE/ LOW RATIO 3.92:1/2.63:1 3.92: 1/2.64: 1 3.55:1/2.38:1/2.64:1 3.92: 1/2.63: 1/2.64: 1 3.92:1/2.63:1/2.64:1 SUSPENSION, FRONT; REAR Control limbs, coil springtimes, anti-roll bar; live axle, coil springs, anti-roll bar Ascertain weapons, scroll springs, anti-roll bar; live axle, ringlet outpourings, anti-roll bar Control forearms, adj aura springtimes, anti-roll bar; live axle, adj breath springs, anti-roll bar Dominate limbs, adj air outpourings, anti-roll bar; live axle, adj breeze springtimes, anti-roll bar Restrict forearms, adj air springs, anti-roll bar; live axle, adj air outpourings, anti-roll bar
STEERING RATIO 16.3:1 17.8: 1 16.3:1 16.3: 1 16.3:1 TURNS LOCK-TO-LOCK 3.1 3.4 3.1 3.1 3.1 BRAKES, F; R 14.9-in ventilated disc; 14.8 -in expressed disc, ABS 14.9-in vented disc; 14.8 -in ventilated disc, ABS 14.9-in ventilated disc; 14.8 -in vented disc, ABS 14.9-in expressed disc; 14.8 -in expressed disc, ABS 14.9-in expressed disc; 14.8 -in expressed disc, ABS
WHEELS 9.0 x 20 -in assigned aluminum 9.0 x 20 -in cast aluminum 8.0 x 18 -in assigned aluminum 9.0 x 20 -in gave aluminum 9.0 x 20 -in gave aluminum
TIRES 275/55R20 113 T( M+ S) Nexen Roadian HTX RH5 275/70R18 125/122 R Goodyear Wrangler Duratec 275/65R18 113/110 S Falken Wildpeak A/ T AT3WA 275/55R20 113 T( M+ S) Bridgestone Dueler H/ L Alenza 275/55R20 113 T( M+ S) Bridgestone Dueler H/ L Alenza
WHEELBASE 140.5 in 140.5 in 144.6 in 144.6 in 144.6 in
TRACK, F/ R 68.5/68.1 in 68.5/68.1 in 68.5/68.1 in 68.5/68.1 in 68.5/68.1 in
LENGTH x WIDTH x HEIGHT 228.9 x 82.1 x 77.6 228.9 x 82.1 x 77.7 in 232.9 x 82.1 x 75.8 -7 9.6 in 232.9 x 82.1 x 75.8 -7 9.6 in 232.9 x 82.1 x 75.8 -7 9.6 in
TURNING CIRCLE 45.1 46.2 ft 46.2 ft 46.2 ft 46.2 ft
CURB WEIGHT 5,111 lb 5,575 lb 5,456 lb 5,820 lb 5,876 lb
WEIGHT DIST, F/ R 58/42% 58/42% 55/45% 56/44% 57/43% SEATING CAPACITY 5 5 5 5 5 HEADROOM, F/ R 40.9/39.2 in 40.9/39.2 in 40.9/39.8 in 40.9/39.8 in 40.9/39.8 in
LEGROOM, F/ R 40.9/35.6 in 40.9/35.6 in 40.9/45.2 in 40.9/45.2 in 40.9/45.2 in
SHOULDER ROOM, F/ R 66.0/65.7 in 66.0/65.7 in 66.0/65.7 in 66.0/65.7 in 66.0/65.7 in
CARGO VOLUME, INTERIOR+ 42.2 cu ft 42.2 cu ft 64.5 cu ft 64.5 cu ft 64.5 cu ft
PICKUP BOX L x W x H 76.3 x 66.4 x 21.5 in 76.3 x 66.4 x 21.5 in 67.4 x 66.4 x 21.4 in 67.4 x 66.4 x 21.4 in 67.4 x 66.4 x 21.4 in
PICKUP BOX VOLUME 61.5 cu ft 61.5 cu ft 53.9 cu ft 53.9 cu ft 53.9 cu ft
WIDTH BET WHEELHOUSES 51.0 in 51.0 in 51.0 in 51.0 in 51.0 in
PAYLOAD CAPACITY 1,789 lb 1,525 lb 1,444 lb 1,280 lb 1,224 lb
TOWING CAPACITY SAE: 11,640; VIN: 11,443 lb SAE: 11,370 lb; VIN: 11,176 lb SAE: 7,460 lb; VIN: 7,323 lb SAE: 11,190 lb; VIN: 11,058 lb SAE: 11,190 lb; VIN: 10,860 lb
ACCELERATION TO MPH
0-30 2.1 sec 2.3 sec 2.9 sec 2.1 sec 2.2 sec
0-40 3.1 3.4 4.4 3.3 3.3 0-50 4.5 4.9 6.1 4.7 4.9 0-60 5.9 6.4 8.5 6.3 6.5 0-70 7.7 8.5 11.2 8.3 8.5 0-80 9.7 10.7 14.6 10.5 10.7 0-90 12.3 13.8 — 13.4 13.8 PASSING, 45 -6 5 MPH 2.9 3.3 4.6 3.3 3.3 QUARTER MILE 14.4 sec@ 97.6 mph 14.9 sec@ 93.1 mph 16.5 sec@ 84.5 mph 14.8 sec@ 94.4 mph 14.8 sec@ 94.4 mph
BRAKING, 60 -0 MPH 122 ft 135 ft 130 ft 126 ft 132 ft
LATERAL ACCELERATION 0.76 g( avg) 0.76 g( avg) 0.71 g( avg) 0.74 g( avg) 0.74 g( avg)
MT FIGURE EIGHT 28.1 sec@ 0.62 g( avg) 27.7 sec@ 0.73 g( avg) 29.7 sec@ 0.54 g( avg) 29.0 sec@ 0.57 g( avg) 28.3 sec@ 0.60 g( avg)
TOP-GEAR REVS@ 60 MPH 1,700 rpm 1,600 rpm 1,600 rpm 1,700 rpm 1,700 rpm
BASE PRICE $37,390 $46,390 $43,590 $55,390 $57,890 PRICE AS TESTED $46,240 $55,400 $55,485 $68,385 $68,340 STABILITY/ TRACTION CONTROL Yes/Yes Yes/ Yes Yes/Yes Yes/ Yes Yes/Yes AIRBAGS 6: Dual front, front line-up, f/ r curtain 6: Dual front, front surface, f/ r shroud 6: Dual figurehead, front feature, f/ r drapery 6: Dual breast, front line-up, f/ r screen 6: Dual front, front area, f/ r drapery
BASIC WARRANTY 3 yrs/ 36,000 miles 3 yrs/ 36,000 miles 3 yrs/ 36,000 miles 3 yrs/ 36,000 miles 3 yrs/ 36,000 miles
POWERTRAIN WARRANTY 5 yrs/ 60,000 miles 5 yrs/ 60,000 miles 5 yrs/ 60,000 miles 5 yrs/ 60,000 miles 5 yrs/ 60,000 miles
ROADSIDE ASSISTANCE 5 yrs/ 60,000 miles 5 yrs/ 60,000 miles 5 yrs/ 60,000 miles 5 yrs/ 60,000 miles 5 yrs/ 60,000 miles
FUEL CAPACITY 26.0 gal 33.0 gal 23.0 gal 26.0 gallon 26.0 damsel
REAL MPG, CITY/ HWY/ COMB 19.2/23.1/20.8; 14.0/ 19.4/ 16.0 mpg 19.2/23.1/20.8; 14.0/ 19.4/ 16.0 mpg 15.4/19.7/17.1 mpg 14.7/21.6/17.2 mpg 18.7/22.6/20.3 mpg
EPA CITY/ HWY/ COMB ECON 17/23/19 mpg 15/21/17 mpg 20/25/22 mpg 15/21/17 mpg 17/22/19 mpg
ENERGY CONS, CITY/ HWY 198/147 kW-hrs/ 100 miles 225/160 kW-hrs/ 100 miles 169/135 kW-hrs/ 100 miles 225/160 kW-hrs/ 100 miles 198/153 kW-hrs/ 100 miles
CO2 EMISSIONS, COMB 1.01 lb/ mile 1.13 lb/ mile 0.88 lb/ mile 1.13 lb/ mile 1.02 lb/ mile
RECOMMENDED FUEL Unleaded mid-grade Unleaded mid-grade Unleaded regular mid-grade mid-grade
* All trucks were tested in extreme-heat necessities and achievement was adversely affected. We will attempt to retest and update these results at a later date.
+ Floor-to-ceiling volume with rear bench cushions folded.
Read more: motortrend.com