RAM 1500 2019

Body and cabin

The Ram 1500 raised eyebrows, and conquered many buyers, when it first appeared looking like a miniature semi-trailer truck, with a high grille and small, low-flanking headlights. That was 25 years ago; both the 2002 and 2009 remakes were an evolution of the same theme. 

The 2019 model looks less menacing, styled with its headlights level with the top of the grill and a less-protruding hood. The visual link with the former model is still striking: diehard Ram enthusiasts will recognize it from every angle. 

Ram is not offering a regular cab for 2019. The only complaints will come from people who swear by a 2.44 m/8 ft. cargo bed, which is only compatible with a short cab. The other buyers will probably appreciate the additional 10 cm of wheelbase on the double cab models, with either the 1.70 m/5 ft. 7 in. and 1.93 m/6 ft. 4 in. cargo beds. 

Those extra 10 centimetres translate directly to passenger space, which is almost limousine-like. For starters, the top-end 1500 models become the first pickups ever with a sliding and reclining rear bench. The floor remains completely flat and easy to load with the seat cushions flipped up. The Ram 1500 is also the only pickup to offer underfloor storage. 

New convenience features also appear up front. The most spectacular, the new 30.5 cm/12 in. touch screen prominently positioned in the centre of the redesigned dash. Rather like Tesla’s, the display can be divided in two and customized in several ways. This system is standard in the top-line Limited model and optional in the Laramie and Laramie Longhorn ($1,000). 

For having tried it briefly, it seems similar to the very user-friendly 21.3 cm/8.4 in. display offered by FCA for the past several years, which will equip a good proportion of Ram 1500s sold. It is unfortunate that FCA did not choose to equip the base models with the 17.8 cm/7 in. version of this system, instead of the 12.7 cm/5 in. screen that is much more difficult to use. 

The two larger screens now include Android Auto/Apple CarPlay connectivity, less distracting to use than manufacturer systems, according to a study from the American Automobile Association’s Foundation for Traffic Safety. AAA is CAA’s sister organization in the United States. 

Depending on the level of equipment, you can get up to three 115V domestic power outlets, four USB/USB-C ports and a wireless charging pad for mobile devices. The instrument cluster still includes a programmable digital display, expanded to 17.8 cm/7 in. for 2019. For those who still want more, a 19-speaker audio system and a 0.93 square meter/10 sq. ft. panoramic sunroof are now listed. 

In the truest full-size pickup tradition, storage spaces display versatility and size unmatched in any other segment. The rotary gear selector located on the dash avoids encumbering the console between the optional front buckets. 

Speaking of which, we found the seats to be better padded and more supportive than in the former generation. However, they are still wide enough to accommodate all body types. The new telescoping steering wheel helps to obtain a good driving position, especially combined with the adjustable pedals. However, there is still no real footrest, which can create discomfort on long trips.

Safety

Ram offers a full suite of driver assistance features in its redesigned pickup. They include, for the first time in the 1500, blind-zone monitors that automatically adjust for distance when towing a trailer. Surround-view cameras and park assist also show up in high-end models. FCA should have taken advantage of the remake to include automatic emergency braking in all versions; will we have to wait for the 2022 industry deadline? 

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 4-5 / 5 (Quad - Crew)
Frontal impact: 4 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick+

Mechanical overview

The 2019 Ram 1500 rests on a deeply revised chassis now composed of 98 percent high-strength steel, which also makes up 54 percent of the body. The hood and tailgate are aluminum, as are the lower front suspension arms, engine mounts and cross members. Overall, the redesigned 1500 weighs 102 kg/225 lb less than its predecessor. 

Less weight means not only better fuel economy but also higher payload and towing capacity. The former increases 20 percent, to 1,043 kg/2,300 lb; the latter is now rated at 5,783 kg/12,750 lb, up 22 percent. 

To support the load, Ram continues to offer the segment’s only coil-spring rear suspension. Progressive-rate springs and new “frequency response damping shocks” aim to enhance ride comfort, for which this suspension is already well reputed. 

The 1500 is still the only half-ton pickup to offer an optional air suspension. A system such as this usually facilitates towing and off-roading because it allows the ride height to be adjusted. The main disadvantage is that over time, it often requires expensive repairs, a situation common to all manufacturers. 

Engine-wise, the big news centers on the arrival of a new mild hybrid system for the two gasoline engines. A small electric motor paired with a larger battery enables the automatic stop-stop system. It also provides extra torque at start off: 90 pound-feet more with the 3.6-litre V6 and an extra 130 pound-feet with the 5.7-litre V8. 

It is important to note that this technology is standard only on the V6. It costs an extra $500 on the V8 and is limited to the costly Laramie Longhorn and Limited versions. At least the V8 models benefit from cylinder deactivation at cruising speed. The V8 engine still delivers 395 horsepower and 410 pound-feet of torque, respectively 90 and 141 more than the V6. 

The only available transmission is an eight-speed, with a manual mode that is particularly useful for towing. It will also be mated to the 3.0-litre diesel V6, due back at a still to be determined date. FCA temporarily withdrew the engine in 2017 while searching to resolve a lawsuit brought by the U.S. department of Justice concerning exhaust emissions. Without admitting to wrongdoing, FCA has developed a software update to respond to allegations by the authorities. 

Lastly, a series of measures has yielded a 9-percent improvement of coefficient of drag. Active grille shutters were already being used. 2019 adds an automatic active front air dam on most models; that alone accounts for nearly half the improvement.

Driving impressions

Our trial run with the Ram 1500 Sport took place at the start of summer in Essex County, at the southern tip of Ontario. The area’s mostly flat, straight roads did not allow us to validate FCA’s claim of a 20-percent reduction in front-end body roll. 

However, the terrain provided ample opportunity to test the vigor of the 5.7-litre V8. This engine is as well-adapted as ever, particularly since the very efficient transmission constantly maintains it at optimal RPMs. Acceleration does not seem as quick as with Ford’s V6 EcoBoost, but it is quieter and a bit smoother. 

Even with a 2,720-kg (6,000 lb) trailer in tow, power was more than sufficient. The vehicle also seemed very stable when towing, even in abundant rainfall. We would have liked more feedback from the steering, but it remains quite numb with or without a trailer in the back. This trait is common to most pickups on the market. 

We would have liked to evaluate the eTorque mild hybrid system but none of the testers were equipped with it at the press launch. All Sport test models were fitted out similarly, including with the optional air suspension. We therefore were unable to sample the coil springs that will equip the vast majority of Ram pickups sold here. 

A $1,895 option, the air suspension makes it easier to hook up a trailer: lower the truck to position the ball under the trailer receiver, and raise the truck to connect. It levels automatically once the trailer is attached, reducing the need for a weight distribution hitch if the trailer is not too heavy. 

Overall, the air suspension provides good control of body movements, with or without a load. It almost completely eliminates the rear-axle hop typical of pickups. However, we would have preferred a bit more compliance on bumpy pavement. 

Despite this slight snag, the Ram 1500 definitely delivers one of the quietest, most serene rides of all the full-size pickups on the road today.