Yahoo Autos 2019 Ram 1500
There’s a war raging on the home front. A divide in our nation. A fight between deeply entrenched opponents. Social media up in flames. But it’s not what you think. This thing has been going on for decades. This is the truck war, the clash among the best-selling vehicles in the United States. In 2017, combined truck sales for the Detroit Three amounted to more than 2.3 million rigs. That’s a new pickup for every man, woman, and child in Idaho and Wyoming—the sorts of places where even an eight-year-old might need one. For 2019, Ram rearms itself with the all-new 1500-series pickup.
Aero Warrior
The first move in redesigning a 21st-century truck is to shed weight. Ram started with the ladder frame, which it claims is 100 pounds lighter than before thanks to wider use of high-strength steel and an aluminum transmission crossmember. Overall weight savings total a claimed 225 pounds on the volume model, a V-8 crew-cab 4x4. The next step is to make everything around the structure look better, and the mostly steel body—save the aluminum hood and tailgate—is visually sleeker. Next, make it more aero friendly. To accomplish this, Ram raked the windshield another 2 degrees versus that of the outgoing model. A venturi roof design smooths airflow over the bed, the sides of which are 1.5 inches taller to reduce the parachute effect. Redesigned active grille shutters help the new Ram slice through air; they remain closed in cold temperatures to heat the engine as rapidly as possible.
Ram left no box unchecked in the hunt for aerodynamic efficiency. Coil-spring versions of the truck receive a 2.5-inch deployable air dam that reduces turbulent air movement under the pickup, increasing its aerodynamic slipperiness (air-spring versions simply lower the whole truck at speed). Tucked beneath the front bumper, the air dam lowers in less than two seconds when speed exceeds 35 mph and the ambient temperature is above 38 degrees. Clutched hinges allow it to fold backward in the event of a territorial dispute with road debris. This active air dam, Ram claims, helps lower the drag coefficient from 0.39 to 0.36.
The previous-generation Ram was the best-riding truck in the segment, largely thanks to the five-link live-axle setup at the rear with either coil or air springs. Building off that fabulous ride, Ram engineers retuned the front suspension with a lightweight composite upper control arm and revised the geometry. A relocated front anti-roll bar better controls body list. The standard coil-spring package makes a strong case for skipping the air-spring system in the new truck—the updated dampers have internal bypass valves that adapt to the speed of impacts, turning road irregularities into velvety afterthoughts. Twisting the Ram through ranch roads north of San Antonio shouldn’t be this fun, but the electrically assisted steering is precise, if a bit light. Scrubbing speed is easier than before, due to larger 14.9-inch front rotors.
Juiced Drivetrain
We drove the Ram 1500 with its most popular engine, the unchanged 5.7-liter iron-block pushrod V-8. Its 395 horsepower and 410 lb-ft of torque are more than ample to move this lighter rig with enthusiasm. And there’s no need to pump artificial exhaust noise into the cabin with all eight cylinders barking through the dual exhaust. The vibrations caused by cylinder deactivation are largely quelled by using electronically controlled mass dampers—essentially computer-controlled Shake Weights—attached to the frame. Active noise canceling furthers the cause to the extent that we noticed the switch to four-cylinder mode only when the windows were down.
Although we didn’t sample it, there is another powertrain option, which comes bearing a 48-volt hybrid system. But electrification in light-duty trucks is nothing new—General Motors’ hybrid system dates back more than a decade. As in the Jeep Wrangler, FCA’s eTorque system uses a high-output alternator/starter coupled to the engine via an eight-ribbed belt. Standard on the 3.6-liter V-6, eTorque delivers up to 90 lb-ft of torque through the belt to the crankshaft. It is optional on the V-8, offering 130 lb-ft in that application. Regenerative engine braking recharges the 48-volt, 0.4-kWh lithium-ion battery. The system also manages the automatic stop/start function, a first for Ram. Coal-rolling fanatics will have to wait until the 2019 calendar year before the turbo-diesel 3.0-liter V-6 returns to the market. Official EPA numbers aren’t yet available, but we’d wager that Ram didn’t hybridize its trucks just to enhance its tough-guy image.
Speaking of a tough-guy look, the new 1500 will be available only in quad- and crew-cab bodies. So those looking for a job-site-ready, eight-foot pickup bed with a regular cab and a bench seat will have to settle for the old model, which Ram will continue to sell alongside the new truck, albeit mostly to fleet customers.
As in previous Rams, torque delivery is managed by the ZF eight-speed automatic transmission. And that’s not a bad thing: The gearbox delivers precise shifts and is rarely caught off guard. In 4x2s—and later in 4x4s—the rear axle uses engine coolant to bring its fluid up to operating temperature and also to cool the differential under load, enhancing efficiency. The axle shafts are larger, upping the lug count from five to six. When configured with two-wheel drive and the optional Max Tow package, the strengthened rear axle increases the payload and tow ratings to 2300 and 12,750 pounds, respectively. Our crew-cab 4x4 in Laramie trim was minimally burdened and its ride remained fairly uncompromised when tugging a 2700-pound trailer on our drive.
For those looking for more, the Rebel trim advances its off-road capabilities. Now available in a quad-cab configuration in addition to the crew cab, the Rebel brings a one-inch suspension lift, remote-reservoir Bilstein dampers, an electronically locking rear differential, hill-descent control, skid plates, and tow hooks. The air-spring suspension package remains optional. Selecting the Rebel package removes the automatic all-wheel-drive functionality. When asked why, Ram told us that the automatic system just doesn’t appeal to the off-road crowd.
The One-Two Punch
The interior is not only refined, it’s also more functional than ever. There are more USB ports (five of the ubiquitous type A and four of the newer type C) than there are seats for passengers. Also available is the Ramcharger, which is not the sweet utility vehicle from decades ago but rather wireless device charging. The reconfigurable center console offers vast storage options capable of stowing a laptop and two tablets. Or perhaps a gut-wrecking pile of beef jerky. The new seat structure sits 0.8 inch lower, providing sufficient Stetson clearance. Stretching the cabin four inches extends rear legroom, creating the largest back seat in the segment at 68 cubic feet in the crew cab. In higher trims, the rear seats recline for maximum comfort. The top-level Limited model triggers thoughts of the Mercedes S-class with its aluminum speaker grilles, wood inserts, and piano-black trim. The optional 19-speaker Harman/Kardon stereo offers great fidelity. The available 12.0-inch split-screen-capable Uconnect infotainment system is ridiculously large, but it’s a small piece of a ridiculously good truck. The 2019 Ram 1500 is available now, with rear-drivers starting at $33,340 and all-wheel-drive models at $36,840. Ram’s opulent interior options, ever-improving ride quality, and revised powertrains can only mean one thing: war.
Specifications >
VEHICLE TYPE: front-engine; rear-, rear/all-, or rear/4-wheel-drive; 5- or 6-passenger; 4-door pickup
BASE PRICES: Tradesman, $33,340–$39,940;
Big Horn, $36,840–$43,840;
Laramie, $42,335–$48,835;
Rebel, $43,340–$49,140;
Longhorn, $53,035–$56,835;
Limited, $55,535–$60,930
POWERTRAINS: DOHC 24-valve 3.6-liter V-6, 305 hp, 269 lb-ft + synchronous AC electric motor, 12 hp, 90 lb-ft (combined output, 305 hp, 269 lb-ft; 0.4-kWh lithium-ion battery pack); pushrod 16-valve 5.7-liter V-8, 395 hp, 410 lb-ft + synchronous AC electric motor, 16 hp, 130 lb-ft (combined output, 395 hp, 410 lb-ft, 0.4-kWh lithium-ion battery pack); pushrod 16-valve 5.7-liter V-8, 395 hp, 410 lb-ft
TRANSMISSION: 8-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 140.5–153.5 in
Length: 228.9–241.8 in
Width: 82.0 in Height: 77.4–77.7 in
Passenger volume: 117–132 cu ft
Curb weight (C/D est): 5300–5800 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 6.6–7.5 sec
Zero to 100 mph: 18.0–22.0 sec
Standing ¼-mile: 15.2–16.0 sec
Top speed: 105 mph
EPA FUEL ECONOMY (C/D EST):
Combined/city/highway: 18–22/15–19/22–26 mpg
