The Ram 1500 offers uncommonly smooth driving manners because of its distinct rear suspension design. You also get unique upscale interior highlighted by the optional 12-inch infotainment display. The V6 and V8 engines are both solid choices, but the reintroduced second-generation EcoDiesel V6 has even more going for it.
Christian Wardlaw has worked in the automotive industry since 1994. He has written nearly 10,000 car-related articles and tested and reviewed more than 2,000 vehicles over the course of his career. Chris is a correspondent at Edmunds and was the first editor-in-chief of Edmunds.com in the 1990s. He has also contributed to Autotrader, CarGurus, J.D. Power, Kelley Blue Book, NADAguides, New York Daily News Autos and WardsAuto. His mom claims that his first word was “car,” and Chris believes that Miata is always the answer.
Pros
Roomy and quiet interior with plenty of technology features
Electrified V6 and V8 engines
Impressive fuel economy and towing power with available diesel engine
Optional RamBox integrated locking bed storage bins
Cons
Falls a bit short in the towing technology race
Driver assist tech is optional rather than standard
No full hybrid powertrain option with the ability to export power
What's new
New Uconnect 5 infotainment system for most trim levels
New packages such as Backcountry and Limited 10th Anniversary Edition
Part of the fifth Ram 1500 generation introduced for 2019
Overview
Last year, Ram dropped the 702-horsepower TRX performance truck into the market, making it the truck to beat for high-speed desert running and all-around attitude. The TRX brought the aging Ram 1500 even more deserved recognition, and it remains one of our favorites in the light-duty full-size segment for its accessible technology, comfortable and high-quality interior, smooth ride, and stout payload and towing capacity.
Cost to DriveCost to drive estimates for the 2022 Ram 1500 Tradesman 4dr Quad Cab SB (3.6L 6cyl gas/electric mild hybrid 8A) and comparison vehicles are based on 15,000 miles per year (with a mix of 55% city and 45% highway driving) and energy estimates of $3.56 per gallon for regular unleaded in Virginia.
However, the Ram's rivals are not parked in a back lot idling with their lights turned off. Ford debuted an all-new F-150 in 2021 and is expanding the model lineup with the fully electric F-150 Lightning in 2022. The 2022 Toyota Tundra is completely redesigned too. Even Chevrolet and GMC are getting it together with refreshed 2022 Silverado and Sierra 1500 models that have significantly improved interiors and technology features.
To stay in the hunt, the 2022 Ram 1500 gets the brand's latest Uconnect 5 infotainment technology as standard or optional equipment in all but the base Tradesman trim. Available with an 8.4-inch or 12-inch touchscreen display, Uconnect 5 promises quicker responsiveness and over-the-air software updates that allow Ram to upgrade the system in the future. New trim packages also debut for 2022, including the Longhorn SouthFork and Limited 10th Anniversary models.
If this sounds like your kind of truck, be sure to read our full Expert Rating below to see what our testing team thinks of the Ram 1500.
What's it like to live with?
One reason we're such big fans of the Ram 1500 is that we bought one and lived with it for two years and more than 35,000 miles. The crew-cab short-bed Laramie's 5.7-liter V8 utterly guzzled gas, but aside from an unusual number of minor recalls, the 2019 Ram 1500 proved comfortable, capable and trouble-free. Get all of the details in our Ram 1500 long-term test.
Edmunds Expert Rating
great
8.4/10
Edmunds Rating
Our VerdictThe Edmunds Vehicle Testing Team evaluates a fresh batch of vehicles every week, pairing objective assessments at our test track with real-world driving on city streets, freeways and winding roads. The data we gather results in our Expert Ratings. They’re based on 30-plus scores that cover every aspect of the automotive experience.
The Ram 1500 offers uncommonly smooth driving manners because of its distinct rear suspension design. You also get unique upscale interior highlighted by the optional 12-inch infotainment display. The V6 and V8 engines are both solid choices, but the reintroduced second-generation EcoDiesel V6 has even more going for it.
How does the 1500 drive? Our test truck had the V8 engine and the eight-speed transmission. They work so well together that we could recommend this truck on that basis alone. It's strong, and it's easy to drive in just about every situation. The same can largely be said for the newly reintroduced EcoDiesel powertrain — especially if you appreciate the pulling power of diesel torque.
But there's much more to the Ram than solid powertrain choices. We've tested many Ram configurations, and they all impress us with their steady steering, confident braking and secure handling. Ram's decade-old decision to walk away from leaf springs and switch to a coil-spring rear suspension continues to pay dividends.
Comfort
8.5/10
How comfortable is the 1500? Wind and road noise is minimal, particularly in higher trim levels. Even the rumbling V8 provides only a soothing soundtrack unless you decide to open it up. The Ram 1500 expertly soaks up varying road imperfections and does it without the rough ride you'd normally expect from a light-duty pickup.
The front seats are nicely shaped to provide comfort and support over long distances, and that's even true of the entry-level Tradesman. Even the rear bench has an agreeable backrest angle, and it reclines a surprising amount in higher trims. We also like the Ram 1500's effective climate control system, which offers rear center A/C vents even if you get three-across front seating.
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How’s the interior? The Ram 1500 crew cab's interior is a pleasing place to spend time. The doors open wide to make it easy to get in, and all four doors have their own chunky and well-positioned grab handles. For the driver, there are easy-to-reach controls and a commanding view of the road.
Passengers in any seat will find plenty of headroom, legroom and shoulder room. The cabin is spacious, and the Ram has more rear legroom and foot clearance than competing trucks. Although the rearview mirror is a bit small, the Ram's large windows and clever hood design help with outward visibility overall.
Technology
8.5/10
How’s the tech? The optional 12-inch touchscreen is a dazzling addition to any vehicle, let alone a pickup truck. It offers a huge map and sharp graphics. The 8.4-inch Uconnect infotainment system is also impressive and offers navigation. Both get multiple USB and USB-C ports, plus Apple CarPlay and Android Auto smartphone compatibility. Meanwhile, the 5-inch screen in the Tradesman has the basics down pat.
Ram unfortunately does not include any driver assist features as standard equipment. Only the Laramie model and above offer parking sensors, forward collision and lane departure mitigation. When it's equipped, adaptive cruise control does a good job of bringing the truck down to a complete stop. Automated parking assistance is available, and it works admirably.
Towing and Storage
9.0/10
How are the towing and storage? Tow ratings, particularly for the diesel, are stout for this class. With the V8 or the diesel engine, most of the Ram 1500's common configurations can pull more than 11,000 pounds, and some exceed 12,000 pounds. The optional RamBox locking bins built into the side of the bed are useful for storing tools or towing equipment. There's also an optional two-way tailgate that can open downward or outward like doors.
Interior storage space is another area where the truck shines. Its center console is enormous and highly configurable. The Ram can be ordered with hidden compartment spaces in the rear floor, underneath the rear seats or in the back cushions themselves. The rear seat folds up as one piece or in a 60/40 split on higher trims.
Fuel Economy
8.0/10
How’s the fuel economy? The Ram's combined city/highway fuel economy ranges, for the most part, from the high teens to the low 20s depending on the engine and whether you get rear- or four-wheel drive. But the EcoDiesel V6 is the mpg star here. With rear-wheel drive, it posts an EPA-estimated 26 mpg combined. With the optional 33-gallon tank, it can go about 1,000 highway miles on a fill-up. Our 4WD test truck with the diesel returned a 24.2 mpg average over 923 mixed-driving test miles.
Value
7.5/10
Is the 1500 a good value? The Ram 1500's build quality, at first, feels and looks great, especially in the more upscale trim levels such as Big Horn, Laramie and beyond. However, after spending some extended time in a long-term test truck, we experienced a few part failures, revealing lesser quality than we originally perceived. Ram pricing remains pretty competitive, though.
Ram's engine choices are largely independent of trim, so you're not forced to spend more for a big engine if you want an economical V6 in a nicely trimmed truck. On the flip side, you can also buy the top-tier diesel in something like a Tradesman work truck, a unique move that makes it a diesel bargain compared to the competition. You won't find anything more than the usual warranty coverage, but that's no bad thing.
Wildcard
8.5/10
The Ram 1500 is a smart and civilized truck that doesn't drive like anything else in its class. Much of that is attributable to its independent rear suspension, which makes it pleasing to drive and gives it an uncommonly smooth ride. Opting for the Rebel off-road version will get you more off-road potential with no real loss in comfort.
Once known for big-rig styling, the Ram 1500 is now more stylish and aerodynamic. It doesn't hit you over the head with a tough-truck theme. This aesthetic carries over inside, where the Ram impresses with a handsome look that is logically laid out and oozes quality. And the 12-inch screen and reclining rear seat never get old.
Which 1500 does Edmunds recommend?
Within the Ram 1500 lineup, you can find everything from a bare-bones work truck to a plush luxury hauler. But as a generalized pick, the Laramie trim makes a lot of sense. It's in the middle of the lineup from a pricing standpoint and is available with plenty of powertrain and feature options.
Ram 1500 models
The 2022 Ram 1500 comes in seven core trim levels: Tradesman (and Tradesman HFE), Big Horn (called the Lone Star in Texas), Rebel, Laramie, Longhorn, Limited and TRX.
Two cab configurations are available: quad cab or crew cab. Both include four doors and a back seat, but the quad cab has less rear legroom. Crew cabs come with a short bed (5 feet 7 inches) or a long bed (6 feet 4 inches), while all quad cabs have the long bed.
Four engines are available depending on the trim level and configuration. They all use an eight-speed automatic that powers the rear wheels. Four-wheel-drive is available as an option on all but the Ram TRX, where it is standard. The engine lineup includes:
3.6-liter V6 engine (305 horsepower, 269 lb-ft). It comes with Ram's eTorque system, which is a mild hybrid system that slightly improves fuel economy, power and smoothness.
5.7-liter V8 (395 hp, 410 lb-ft) with or without eTorque
Tradesman
The entry-level Ram 1500 Tradesman includes:
18-inch steel wheels
Black bumpers and door handles
Automatic headlights
Heated and power-adjustable exterior mirrors
Power windows
Power door locks
Remote keyless entry
Cruise control
Tilt-and-telescoping steering wheel
Air conditioning
Clean air interior filtration system
Vinyl floor and seat coverings
5-inch touchscreen infotainment system
Bluetooth connectivity
Six-speaker stereo
Trailer sway damping (adjusts vehicle brakes to help control trailer movement if a trailer begins to sway)
Big Horn/Lone Star
Moving up to the Big Horn or its Texas-only Lone Star variant equips the Ram with:
18-inch aluminum wheels
Chrome bumpers
Foglights
Body-colored door handles
Floor carpeting
Cloth seats
Leather-wrapped steering wheel
Added interior storage
60/40-split folding rear seat
The real benefit to choosing the Big Horn or Lone Star comes in the way of available options that are not available on the Tradesman. Mainly, they're packed into Level 1 and Level 2 Equipment Groups, a Level 1 Safety Group and a Technology Group.
Rebel
Though four-wheel drive is an option, the Ram Rebel adds off-roading capability. It builds on the Big Horn's equipment with:
More aggressive styling
LED exterior lighting
Power-sliding rear window
Upgraded suspension with a raised ride height
All-terrain tires with full-size spare
Hill descent control
Underbody skid plates
Tow hooks
Electronic locking rear axle
Class IV trailer-towing receiver hitch
Individual front bucket seats with a center console
Cloth and vinyl upholstery
Power-adjustable driver's seat
Rubber floor mats
Interior storage bins under the rear floor
Forward collision mitigation (warns you of an impending collision and applies the brakes in certain scenarios)
Laramie
Compared to the Big Horn on which it is based, the Ram Laramie takes a sharp turn toward luxury. Standard equipment includes:
Added exterior chrome
LED headlights
Power-folding side mirrors
Power-sliding rear window
Remote engine start
Dual-zone automatic climate control
Leather upholstery
Power-adjustable front seats
Heated and ventilated front seats
Heated steering wheel
Power adjustable pedals
8.4-inch touchscreen infotainment system
Apple CarPlay and Android Auto smartphone integration
Satellite radio
Wi-Fi access
Ram Connect connected services
Nine-speaker audio system
Forward collision mitigation (warns you of an impending collision and applies the brakes in certain scenarios)
Longhorn
The Ram Longhorn is even more upscale, equipped with:
20-inch aluminum wheels
Upgraded LED headlights with automatic high beams
Rain-sensing windshield wipers
Side steps
Spray-in bedliner and in-bed lighting
Power tailgate release
Exclusive leather seats
Reclining heated rear seats and rear underseat storage
Navigation system
Front and rear parking sensors
Limited
The luxurious Ram Limited has a standard 5.7-liter V8 and even more standard equipment including:
Four-corner air suspension (can raise or lower the ride height of the vehicle)
Power-deployable running boards
Premium-leather bucket seats
12-inch touchscreen infotainment system
Wireless charging pad
Blind-spot monitor with rear cross-traffic alert (warns you if a vehicle is in your blind spot during a lane change or while in reverse)
TRX
While the Ram Rebel is more capable than other Rams when it comes to off-roading, the TRX is a dedicated off-road performance truck. It builds on the Limited with a supercharged 6.2-liter V8 engine, full-time four-wheel drive and these features:
Flared fenders
Amber LED lights embedded into functional hood scoop
Upgraded engine cooling
Performance exhaust system
Specialized lifted suspension with Bilstein adaptive dampers
35-inch all-terrain tires
Upgraded brakes
Electronic locking rear differential
Underbody skid plates
Many features that are standard on the higher trims are available on the lower trims as part of optional packages. Other highlights from the optional features list include:
33-gallon fuel tank
RamBox cargo storage
Split multi-function tailgate
Dual-pane panoramic sunroof
Digital rearview mirror (allows you to see out the back even with a fully loaded cargo area)
Head-up display (displays important information in your sight line on the windshield)
19-speaker Harman Kardon premium audio system
Automated parking system (steers into a parking spot with little or no driver intervention)
Trailer reverse steering control (use of a dashboard-mounted knob controls the truck's steering, turning in a direction that will guide a trailer into a desired spot)
Finally, several safety features are available for the Rebel, Laramie, Longhorn, Limited and TRX. Depending on the trim level, they include:
Adaptive cruise control (maintains a driver-set distance between the Ram 1500 and the car in front)
Lane departure mitigation (warns you of a lane departure when a turn signal isn't used and can automatically steer to maintain lane position)
Blind-spot monitor with rear cross-traffic alert (warns you if a vehicle is in your blind spot during a lane change or while in reverse)
Surround-view camera system (gives you a top-down view of the Ram 1500 and its surroundings for tight parking situations)
Somewhat shockingly, this Ram weighs exactly the same as the last Ram EcoDiesel we tested. The overall balance has shifted more toward the rear, but the curb weight itself is exact down to the pound. Despite that, this truck was a half-second quicker to 60 mph than the last Ram. The acceleration run using default settings was slow, and the quickest knocked a full second off the time. The Ram gets off the line well thanks to the low-end torque, but like most diesels it falls flat on its face as soon as the revs pick up. Shifts are smooth but not particularly quick, and if you leave it in automatic it will shift short of redline. The quickest run was done starting in 4H with stability and traction control disabled, brake torque at 3,000 rpm to build the boost, and go. Shift to 2H once you get moving, though not doing so only partially hurts the time.
Braking:
131 feet isn't too bad for a full-size truck. That matches the performance of the last EcoDiesel we tested and bested an e-Torque Ram we recently tested by 8 feet. Performance was fairly consistent, only falling off by a few feet on the final few runs. The pedal feels OK but not amazing. Initial bite is a bit soft, but the pedal firms up evenly. The pedal travel is long, but I didn't notice any fade even after heavy braking on the acceleration runs. The stops were straight, with only a mild amount of nosedive. Honestly, these brakes feel really good. I'd be comfortable towing a trailer downhill with these. Lots of confidence.
Handling:
The Ram pulled 0.76 g, better than the other pair of trucks. It's not quite as good as the Silverado diesel, but it's still a decent showing for a full-size truck. These brutes weren't designed for corners, so this is more of an exercise in car control and feel. There's lots of body roll, and you really have to brace yourself to keep from sliding in your seat. The tires squeal in protest, too, and I noticed a lot of sidewall flexing, though that's typical on some larger trucks and SUVs. The steering is slow but offers decent feedback. You correct understeer with both power and steering. Also, I didn't notice any bucking like you feel with some other four-wheel-drive trucks and SUVs.
How do we test?
The instrumented testing at our test track is only one part of the Edmunds Rating process.
This is by far the worst vehicle I have ever purchased. Here is a list of the issues that I have had in the first 5000 miles....and the dealer tells me to just live with them.
1. cant back with tailgate down because the sensors are blocked and it will lock the brakes.
2. if you have the audio on bluetooth, it will randomly switch to FM radio VERY VERY LOUD
3. the auto shutoff when … stopped will shut off before stopping and then come back on and lurch forward.
4. Occasionally, the backup camera stays on until you shut off vehicle and start back up(and you cannot use anything in the meantime)
5. Traffic doesnt work
6.occasionally, if you have the vehicle running in a parking lot, while waiting for someone, the hazards will come on and it is impossible to shut off without turning off the vehicle and turning back on.
7. The truck will randomly switch to 2 wheel drive, which is a problem in the winter in MN
8. Shifting is horrible.
But apparently, these are all things we need to live with.
Laramie 5.7 Hemi eTorque
I had picked several 1500s to view. Each was at a different dealer. What I found was that, even though they were listed as Laramie Sport they were missing things. The dealer listings did not mention these delete features, I had to read the window sticker line by line to see what was actually in the vehicle. They were each missing one or more of the following: … the 115v outlets & inverter, the communications option (911, assist, and crash notification), the backup camera, and others. Each dealer had listed the “standard features” for the appropriate trim level. When I asked I was told they had been delete due to supply line problems & most could not be added when they became available.
All of the 1500s I saw also had the 23 gallon fuel tank.
I use my current 1500 for long runs, It has the 32 gallon tank and the range lets me get where I need to be with few stops. I constantly use the 115v outlet to keep various devices charged while I’m on the road. I was looking to upgrade features, i.e. the collision avoidance technology, or maybe the eTorque. Buying a truck that reduced my range by about 200 miles per tankful was a deal breaker.
If the dealers were more open in their listings on Edmunds I would not have wasted several days looking at trucks that did not fit my needs.
I Purchased a 2022 Ram 1500 in Feb. tis year my truck now has 7000 miles on it. I have taken it to the Dealership 4 times for the same reason. Every 15-20 days the radio will reset. Every time I take it in they say there is a new update. This last time they said that they were going to replace the Radio so they asked me to leave it over night so i did, 2pm the next day I went to pick it … up and all they did was another update?? I should have Bought a different brand i have co workers that have a new Chevy and a Ford and they have more mileage and have yet to have to take there's to the Dealer for anything.
ALISTAIR WEAVER: Alistair Weaver and friends here for Edmunds, with our biggest ever tow test. Never before has there been so much choice if you want to pull stuff for work or for pleasure. Here are four full-sized trucks representing the four types of propulsion on sale today-- diesel, gas, hybrid, and electric. Now we're going to tow four Teslas around Southern California in the searing heat. All our trucks are fully juiced up with a bit of help from a generator. And if you want to know how really anal we've got, we've actually weighed and equalized all the Teslas for a fair fight. We're going to reveal the cost, the tag, the challenges, and finally, which one of these trucks makes most sense for you. Here's the route. And here are the rules. And now without further ado, let's get on with it. SPEAKER 1: I'm here in the F-150 Hybrid, most notably not the Lightning. And I'm feeling pretty good so far. I'm in Tow Haul mode. I've got the trailer set up for weight, for length. So everything should be good. SPEAKER 2: Ram 1500 Eco Diesel. This is a diesel. It's going to be a breeze for me. SPEAKER 3: So the 02 has the worst range about all of the actual ICE vehicles, just because I've got the biggest motor and I've got the most aggressive tires. But I'm very interested to see how Alistair is doing back there. Because that was a really steep uphill. And we haven't gotten to the downhill part yet. So he might be sweating bullets. So for us, we're doing 55 miles an hour. I don't think we're going to have to stop. So that's like, what, four hours and change? I think Alistair is going to be closer to six or six and a half. And really, it really depends on if the fast charger is A, unoccupied, and B, working at full capacity. ALISTAIR WEAVER: So welcome to the future, the F-150 Lightning. This is actually a Platinum Edition, which has all the bells and whistles but costs, wait for it, over $98,000. And I'm still going to use the idea of spending $100,000 on a truck. We keyed all the details, the trailer into the computer. And that's helped spit out the estimated range. It started at 160 miles. But it did warn us that it would recalculate as you go along and it gets used to the prevailing conditions. Already, as we've gone at some inclines, it's dipped to 137 miles. And it's coming down all the time. So we'll be keeping a close eye on that. So if you're not towing, this truck has what we call a one-pedal driving mode. It's similar to the Tesla that's on the trailer behind me, which means that really just drive with the throttle. You lift off the throttle, regenerative braking takes over and slows the vehicle. When you turn on Tow Mode in the Lightning, it switches off that function. So you drive it more like a conventional car, using the brakes to slow. For me, that's an important security measure when you're towing a sizable load like we are here. And you dial it up through the computer. But that doesn't mean that it switches off the regenerative braking. So when we're going downhill, I can take my feet off all the pedals. And it's actually using the regenerative braking to control the speed of the truck and the trailer behind it. And that energy is then converted into electricity, which is used to recharge and give us a bit more range. And that's all taken care of by the computer. It feels a lot like engine braking in a traditional internal combustion car. It's pretty neat. There's so much clever tech that you really have to think about in this truck. Before the tow test, we subjected the Lightning to the world-famous Edmunds EV Range Test. We managed 332 miles on a single charge, 32 miles more than the official EPA estimate. It won't get anywhere near that towing. But it shows it's in good shape. As the miles wore on, it was clear that the heat of competition was having an effect. SPEAKER 3: So ambient temperature outside is about 95 degrees. And this is set to 72. And I'm hot. It feels way hotter than 72 in here. So I wish I could turn it down but I can't because we have everything the same. ALISTAIR WEAVER: Meanwhile in the Lightning, I was all talk. So first impressions of towing with the Lightning, well two things really stand out. Firstly, the sheer propensity of torque-- this vehicle has 775 pounds-feet. And it's instantaneously available. The next biggest here is the Hybrid with 570, assuming you've got charge in the battery. Then the diesel. 480 pounds-feet. And of course, torque is everything when you're towing. Second thing is just how quiet it is. It is exceptionally peaceful in here, not just compared to a traditional truck, but even compared to a luxury car. This is just a nice place to be. Before we even set off, we had to do more thinking about the route in a way that you simply don't have to do in a gas or a diesel alternative. Where are we going to stop? Where's the fast charger? Can we get there? How is it going to impact the time of the journey? And it is a kind of mental pressure that we're just not used to. And although the computers help, you've still got to do a bit of the legwork yourself. SPEAKER 3: 50 miles in, Annie was having her own challenges. I am so bored. 55 miles an hour is the worst, you guys. SPEAKER 2: This Ram is the definition of cruising right now. Alistair, what's the verdict on the Lightning so far? ALISTAIR WEAVER: Honestly, we're in good shape. We've still got 120 miles, 118 miles left on the range. Super quiet, super comfortable. We're currently tracking to get about 180 miles out of this charge. It's good. SPEAKER 1: We're cruising here in the Hybrid. Everything's going well so far. Now that the terrain has leveled off, my fuel economy has gone up. According to the computer, I'm averaging about 15 miles to the gallon, which is what the Chevy is supposed to do without a trailer. So I'm pretty pleased with that. ALISTAIR WEAVER: So we are 87 miles and 1 hour 43 into the route. And actually, we're doing far better than expected. When we looked at the route-planner, we were expecting to stop in Bakersfield, where there's a fast charger, 350 kilowatts. But having made it to Bakersfield, we've still got 100 miles of estimated range and only 54 miles to Mojave. So we're going to push on. But the route to Mojave involves a pretty big hill. So there is an element of jeopardy. There is a sort of game to all of this, that we're trying to manage our battery so we never have to fill to more than 80%, at which point the charge rate really, really kind of slows down. And we never want to let it fall below 20% because then you have all the ramp-up and it will take forever. So we're trying to manage between 20% and 80% So we're trying to game that with the available infrastructure as we go along our journey, which is kind of fun but also kind of stressful. SPEAKER 3: So surprising, I can't believe that Lightning is getting as good a range as it is. So yay, go electric. Just don't beat me. ALISTAIR WEAVER: As we turn for Mojave, the need for fuel was more man than machine. SPEAKER 4: Living the American dream. SPEAKER 1: Everybody really wanted Frosties. SPEAKER 3: I didn't even have to stop. If I didn't need to go to the bathroom and get a Diet Dr. Pepper, I would still be on the road. ALISTAIR WEAVER: So we've stopped for just a handful of calories. Now we're using the truck's onboard computer to calculate our distance to the final destination, down in Santa Clarita, but also where we need to recharge. So let's hit Go. It's now adding the Chargers to the trip. So it's saying total trip time 2 hours 49 minutes. Charge time, 1 hour 25. So if I hit Details for that, it's giving me a charge point at Mojave Denny's. The only thing with that is we don't think that's the fastest charger. So we did a little bit of preplanning before we did the route. We think this is only a 50 kilowatt charger, not a 350. And we can't find a way of forcing the system to take us to the 350 as part of its-- part of its route-planning. So the only way to start to do it is to go back into the nav, call up the charging system. Honestly, there's a reason why Google and Apple do CarPlay and Android Auto. This is a pretty frustrating system. So what we've done now is actually keyed up the charges manually. We're asking it to find us super fast chargers, which is defined by Ford as anything over 100 kilowatts, which is absolutely what you need in a truck that has 130-ish kilowatt battery. We know that there's one in Mojave. And that's where we're headed. But can we find it? Mojave-- Electrify America, that one? So the charger that we think is there in Mojave, Mojave Airport, ChargePoint EV connect. It's not bringing up Electrify America. Check the filters. So basically, the system's not bringing up the charger that we're pretty sure exists. This is really, really annoying. I know the technology has got to keep up with the mapping, and over-the-air updates, help, and everything else. But this is so fundamental to getting it right. And this is where all the anxiety and the stress comes from. The truck is performing great. We've actually gone far further in terms of range than we anticipated. Now we need to find a charger. And we're having to kind of second guess the onboard system with what we're finding on our phones, And then kind of hope for the best when we get there? Let's go to Mojave. SPEAKER 2: Well, we just had our one and probably only stop. And it was not for fuel. We are probably not going to need to stop for fuel at all. So we just got a little food break, a little rest break. And now we're heading through the desert on kind of the beginning of the home stretch. Right now, we're near the back of the caravan. The F-150 Hybrid is way out in front. We'll see whether they stop or not. And then it's the Silverado 02, then us, and then Alistair pulling up the rear in the Lightning. They should be stopping any second now to get a charge. And it looks like the Lightning's going to be the only one that needs to fill up, which we weren't expecting. And even then, they're doing much better with efficiency and range than we thought that that truck was going to. So it's been pretty surprising results so far. But as for us-- as for us in the Ram, we're just cooking right along. This diesel is not stressed at all. It still says we have about 330 miles of range left, which is pretty astonishing. But yeah, very smooth. ALISTAIR WEAVER: As we trundled across the desert, there was time to take in some of the not-so wildlife. I've got some-- I've got some cows going past. I don't want to tell him I just went to Wendy's. SPEAKER 1: We're about 10 miles out from the gas station, where I'm going to fill up just before we cross the finish line. The other trucks are going to do the same. The idea is to see how much fuel each of us used over the trip. Because fuel economy is different. But I may get there first. But I might have been a little thirstier than the diesel. So interested to see how this all plays out. ALISTAIR WEAVER: So the telltale sign of the Denny's combined with the SatNav is telling us that we have reached the EV charger. Look, there's even a little tiny blue sign saying EV. So the good thing is nobody's here. So I can actually get in with the trailer, which is positive. But before we do that, I'm going to pull up and jump out, and just see exactly what we're dealing with in terms of charging speed. So ChargePoint, 50 kilowatts, 50 kilowatts, 50 kilowatts. Level two, so that's as good as useless, and 50 kilowatts. So we're going to be here like two or three hours. So what are we're going to do now is have a look at our phone, see if there's a better option that the Ford system somehow isn't showing us. 50 kilowatts is about 130 kilowatt-hour battery. When you think about the ramp-up to start charging, the ramp down, honestly, we would be here for minimum two hours to get the kind of charge that we need to get ourselves to the final destination. So let's have a hunt around, see if there's something a bit faster. This is the problem, folks. There's only so much Denny's you can eat. I don't want to be here two hours. The Lightning will charge at up to 150 kilowatts per hour, which was the minimum speed we were looking for. But it is now revealing Electrify America charge station, which is 1.3 miles away, which has got 350 kilowatts. And it's telling me that there's four. But it's not telling me whether they're available or not. So I could go with the Electrify America app and check that out. But we're a mile away. So let's just head on down there. Really weird that it's not in the Ford system. And that's the difference between charging in, I don't, 30 minutes, and a couple of hours. So what's really winding me up is right behind us over there is a Tesla Supercharger. So we could, in theory, charge the car but not the truck. So the good news is we found a 350 kilowatt Electrify America charger with a nice little overhead canopy nestling behind a Comfort Inn. That's the good news. The bad news is that we have a truck with a trailer and absolutely no way of connecting said truck and trailer to the power. So what we've got to do now is decouple the trailer and then pull the truck in. That's going to take a few minutes. But it's still faster going through all that hassle for the 350 kilowatts than it would be to go back up the road to the 50. Does that work? This is kind of the asshole move, right? I hope he's not a big dude. Being a decent sort of chap, I decided to uncouple the trailer. And while I was doing that, others headed for the finish line. SPEAKER 1: It's me. I am back first in the F-150 Hybrid. Couldn't be happier with how it did. Didn't even use a half tank of fuel. So I'm really curious about how long those other guys are going to take, especially Alistair in that Lightning. ALISTAIR WEAVER: Free workout, people. SPEAKER 2: Well, we made it in the Ram. And it was just as comfortable as I expected. We're not the first ones here. But you know what? This thing is first in my heart. That's what's important. ALISTAIR WEAVER: Here we go. Trusty charge port. Plug in first, wait for the click, then Connecting to Vehicle. We will hold our trusty phone somewhere near it. Swipe to charge. Processing payment. Here we go. Initializing charging. Stay with me, people. This is the exciting bit. So we've plugged it in to DC Fast Charger. We know the system, in theory, is working. Somebody else was charging an Ioniq 5 over there. But now we're getting charge error through the Electrify America app. It was saying initializing charging. Now it's not working. We've got another warning inside the cab here. Charge station fault, see manual. So we're going to do Control-Alt-Delete and try again, and see what happens. This is the problem, right? If this doesn't work, we can't charge the vehicle, what do we do next? Maybe try one of the chargers up the road? I don't want to go back to Denny's. Getting a red light flashing. I'm now trying to uncouple it. There we go. So let's try charger one. Right, it does just fit. Swipe to charge. Blue light is on on the car. Initializing charging. Electrify America, or don't Electrify America, depending on how things are progressing. Fault. So what we're going to do is reverse the truck out and try the one that we think was working for our Hyundai-driving friend. Because they're saying this ain't working. Click, click. Click. So it worked. Hurray. So now we start playing the range calculation game. We started charging at 504. Theory, hit 90% at 610. That's just over an hour's time. The reality though, is that we've only got about another 70 miles to go to our destination. We've got 48 miles of range. But then we actually don't want to leave ourselves empty when we get there. So let's say we need about 120 miles to get there with 50 miles left in the tank. So we're going to charge up to the point where we head about one 120, 130 miles. And then we'll unplug and get on the journey. So what we're not going to do is mess around trying to charge to the max because, frankly, we don't need that. SPEAKER 3: Yeah, buddy. We made it. ALISTAIR WEAVER: So we've been charging for 49 minutes. We spent $35 and added 84 kilowatt hours of energy, which has taken our range up to 141 miles, which is enough to get ourselves to a destination then hopefully onto a charger beyond. Because we've figured out we've got a bit of a grade in-between. Now, as you'll also see, we're down to 56 kilowatts of energy going in. So as we're getting towards full, the charging rate started to drop off. So we've got to unplug and get on the move. I say get on the move. But of course, we've now got to reattach the trailer. It's 6:00 PM. It's still 100 and a million degrees. Need the caffeine. [PHONE RINGING] AUTOMATED VOICE: Ryan [INAUDIBLE]. Hey, Ryan. SPEAKER 2: Alistair, my man. ALISTAIR WEAVER: Where are you all? SPEAKER 2: We're in the trailer, the winner's trailer. SPEAKER 3: With the air conditioning. SPEAKER 1: Yeah, it's nice. ALISTAIR WEAVER: I've got air conditioning. SPEAKER 2: We miss you. ALISTAIR WEAVER: Do you want to know where I am? SPEAKER 2: Why? Where are you? ALISTAIR WEAVER: I'm in a beautiful seaside resort that reminds me a lot of the Mediterranean. It's called the Mojave. SPEAKER 2: Sure, I know it well. SPEAKER 1: A lot of sand? ALISTAIR WEAVER: According to the car, it's 105 degrees when you're in the shade. SPEAKER 3: Yeah, that sounds right. That sounds right. SPEAKER 2: So how long do you think until you get back on the road? ALISTAIR WEAVER: Well, as fast as I can rehitch the trailer. And then we'll be back on the road. Then we got about another, like, I don't know, hour and a half to get to where you guys are. SPEAKER 2: Yeah. SPEAKER 3: Yeah. ALISTAIR WEAVER: But, well, don't wait for me, chaps. Go home. SPEAKER 2: Oh, no, oh, no. We'll wait. SPEAKER 3: Yeah, we'll wait. I really want to wait here for you, Alistair. SPEAKER 2: Yeah, we wouldn't do that. SPEAKER 3: This is a team effort. ALISTAIR WEAVER: Bye. SPEAKER 2: See you soon. ALISTAIR WEAVER: Bye. SPEAKER 2: So you guys aren't really going to wait though, right? SPEAKER 3: No. SPEAKER 1: No. SPEAKER 3: I'm out. SPEAKER 2: Well, that was fun. ALISTAIR WEAVER: While they kindly awaited my arrival, I went back to the gym. So it's about quarter to 7:00 at night. Sun is starting to set. We set off with about 85%, 86% charge. And it was suggesting 140-mile range. Then the system realized that we have a pretty big grade to go up, recalculated, and suddenly suggest that we are only 110 miles of range. So it's a pretty sophisticated system that's taking into account all these different factors. So we now have 52 miles to go to our destination, 105 miles of range left as I speak. So we should arrive with about 52 miles left, which was our minimum requirement when we drew up the rules. And so our journey finishes in a slightly less than triumphant fashion. Bon soir to [INAUDIBLE]. So everybody else made it back here by 5:30. It's now 8 o'clock for me. And that whole time difference has got nothing to do with the truck itself, and everything to do with the infrastructure and the difficulties we had getting it recharged. Now, I expected a bit of fanfare and maybe a cold beer. But no, everybody's gone home. So time to decouple the trailer, rescue the Tesla, and finally set off for bed. We've had a couple of nights sleep. We've had a shower. We've crunched the numbers. So what did we learn? Well, we learn that diesel is as great for towing, as you'd expect. Ryan's Ram 1500 barely notice the Tesla on its back. The interior and ride quality continued to impress. And the truck averaged 17.6 miles per gallon, making it the most fuel efficient rig in our test. But diesel is more expensive than gas. So whether it's actually cheaper to fuel might depend on where you live. Amy had a good run in the redesigned Silverado, too. We were all impressed by how much more modern and premium the new cabin is. It's just so much better. As a tow truck, though, the ZR2 trim wouldn't be our first choice. The tall stands and knobby tires take a toll on efficiency. And Chevy recommends pricier 91 octane gas. But despite this handicap, our resident off-road racer still managed a respectable 13.6 MPG. Our man [INAUDIBLE] Ford's hybrid system doesn't actually help with towing. But dragging around extra hardware didn't have too much of an impact on efficiency. Our F-150 Powerboost Hybrid netted 15.1 MPG on regular, old 87 octane. But what about that much anticipated wild card, the all electric F-150? To be honest, we were surprised by how well the Lightning performed. We're towing almost 7,000 pounds in average temperature of over 90 degrees across some pretty steep gradients. We'd expected a range of about 100 miles, but actually achieved closer to 170. There were three key factors at play. First, a transporter is a lot more aerodynamic than, say, a boxy toy hauler. We went down as well as up the hills, so it benefited from regenerative braking. And thirdly, we were driving at the California trailering speed limit of 55 miles an hour, slower than you might have seen in other tests. We shared our data with the engineers responsible for the lining, who reckon the speed was the biggest factor. The big lesson here, folks? If you want to go further go slower. So where does this leave us? As a product to tow with, the Lightning is great, super quiet and super torquey. But even with its battery fully charged, it still has less than half the effective range of the diesel Ram or the Hybrid F-150. Then there's the infrastructure challenge. The charger we visited to fill up after the test didn't work either, which is just, well, rubbish. In total, we spent four hours and eight minutes trying to charge, versus 10 minutes to fill up the Ram-- four hours more. Nor is it much cheaper. We spent $60 on electricity versus $69 on diesel. Then there's the cost of the vehicle. The Lightning we'd recommend for towing, the XLT, costs almost $83,000 with a big battery. A traditional ICE truck with the equivalent towing capacity can be had for under $50,000. That's a $35,000 difference. All of which means it's tough to recommend the EV. If you're going to tow your boat 50 miles to the local lake and charge it at home, then at least take a look. But if you're going to tow a U-Haul across the country to pick up your kid from college, it's going to drive you nuts. So which should you choose? For the full analysis of all the facts and figures, check out our companion piece at edmunds.com/towtest. But here's the executive summary. All three of the ICE trucks handled this test with ease. But they do differ in appeal. If you're buying an everyday truck and only tow occasionally, we'd go for the F-150 hybrid, especially if you live in an urban area. But if you're buying a truck predominantly for towing, we still wouldn't look past the diesel. The Ram is a great truck with a value price tag and the lowest fuel consumption on test. Sometimes the old ways are still the best. I'm Alistair Weaver for Edmunds. Thanks for watching.
Ford F-150 Lightning TOW TEST! | Real-World Truck Towing Comparison | EV vs. Diesel, Gas & Hybrid
Chevy makes significant changes to its 2022 Silverado 1500 that include a more powerful standard turbocharged engine, a revamped interior on most trim levels, a new available 13.4-inch touchscreen infotainment system and a ZR2 off-road version. The Silverado also gets a hands-free highway driving system called Super Cruise that is available on the top High Country model. These changes should make the Silverado a lot more competitive.
The Ford F-150 is the towing and hauling champ in the full-size pickup truck segment. You can also get the F-150 with full-hybrid or full-electric powertrains that export enough electricity to power tools at a work site or power a house during a storm. And though it's not as powerful as the Ram TRX, the F-150 Raptor is no less capable at speed when running hard across the wide-open desert. There simply isn't a better truck in this class than the F-150.
Similar to its corporate cousin, the 2022 GMC Sierra 1500 receives a long list of improvements, including more appealing design inside and out. The new Sierra AT4X takes off-roading to the next level, while the new Sierra Denali Ultimate is the most luxurious version of the truck GMC has ever offered. Plus, the Sierra gets the same new infotainment and driver assist tech, including a hands-free Super Cruise option.
The Manufacturer's Suggested Retail Price excludes destination freight charge, tax, title, license, dealer fees and optional equipment. Click here to see all Chevrolet vehicles' destination freight charges . Dealer sets the final price.
Safety
Our experts’ favorite 1500 safety features:
Forward Collision Warning with Active Braking
Warns you of an impending collision and applies the brakes in certain scenarios.
Blind Spot Monitoring
Warns you if a vehicle is in your blind spot during a lane change. Includes detection coverage when a trailer is attached.
LaneSense
Warns you of a lane departure when a turn signal isn't used and can automatically steer to maintain lane position.
NHTSA Overall Rating 4 out of 5 stars
The National Highway Transportation Safety Administration offers independent analysis.
Frontal Barrier Crash Rating
Rating
Overall
4 / 5
Driver
4 / 5
Passenger
4 / 5
Side Crash Rating
Rating
Overall
5 / 5
Side Barrier Rating
Rating
Overall
5 / 5
Driver
5 / 5
Passenger
5 / 5
Combined Side Barrier & Pole Ratings
Rating
Front Seat
5 / 5
Back Seat
5 / 5
Rollover
Rating
Rollover
4 / 5
Dynamic Test Result
No Tip
Risk Of Rollover
19.8%
IIHS Rating
The Insurance Institute of Highway Safety uses extensive crash tests to determine car safety.
Small Overlap Front Driver-Side Test
Good
Small Overlap Front Passenger-Side Test
Good
Moderate Overlap Front Test – Original
Good
Moderate Overlap Front Test – Updated
Not Tested
Side Impact Test – Original
Good
Side Impact Test – Updated
Not Tested
Roof Strength Test
Good
Rear Crash Protection / Head Restraint
Good
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Ford F-150
4.8 average Rating out of 24 reviews.
Starting at $34,585
Toyota Tundra
3.3 average Rating out of 30 reviews.
Starting at $38,965
Chevrolet Silverado 1500
4.0 average Rating out of 11 reviews.
Starting at $36,300
FAQ
Is the Ram 1500 a good car?
The Edmunds experts tested the 2022 1500 both on the road and at the track, giving it a 8.4 out of 10. And then there's safety and reliability. Edmunds has all the latest NHTSA and IIHS crash-test scores, plus industry-leading expert and consumer reviews to help you understand what it's like to own and maintain a Ram 1500. Learn more
What's new in the 2022 Ram 1500?
According to Edmunds’ car experts, here’s what’s new for the 2022 Ram 1500:
New Uconnect 5 infotainment system for most trim levels
New packages such as Backcountry and Limited 10th Anniversary Edition
Part of the fifth Ram 1500 generation introduced for 2019
To determine whether the Ram 1500 is reliable, read Edmunds' authentic consumer reviews, which come from real owners and reveal what it's like to live with the 1500. Look for specific complaints that keep popping up in the reviews, and be sure to compare the 1500's average consumer rating to that of competing vehicles. Learn more
Is the 2022 Ram 1500 a good car?
There's a lot to consider if you're wondering whether the 2022 Ram 1500 is a good car. Edmunds' expert testing team reviewed the 2022 1500 and gave it a 8.4 out of 10. Safety scores, fuel economy, cargo capacity and feature availability should all be factors in determining whether the 2022 1500 is a good car for you. Learn more
How much should I pay for a 2022 Ram 1500?
The least-expensive 2022 Ram 1500 is the 2022 Ram 1500 Tradesman 4dr Quad Cab SB (3.6L 6cyl gas/electric mild hybrid 8A). Including destination charge, it arrives with a Manufacturer's Suggested Retail Price (MSRP) of about $36,500.
Other versions include:
Tradesman 4dr Quad Cab SB (3.6L 6cyl gas/electric mild hybrid 8A) which starts at $36,500
HFE 4dr Quad Cab SB (3.6L 6cyl gas/electric mild hybrid 8A) which starts at $38,137
Tradesman 4dr Quad Cab 4WD SB (3.6L 6cyl gas/electric mild hybrid 8A) which starts at $40,000
Big Horn 4dr Quad Cab SB (3.6L 6cyl gas/electric mild hybrid 8A) which starts at $41,715
Lone Star 4dr Quad Cab SB (3.6L 6cyl gas/electric mild hybrid 8A) which starts at $41,715
Laramie 4dr Quad Cab SB w/Prod. End 06/22 (3.6L 6cyl gas/electric mild hybrid 8A) which starts at $42,775
Big Horn 4dr Quad Cab 4WD SB (3.6L 6cyl gas/electric mild hybrid 8A) which starts at $45,215
Lone Star 4dr Quad Cab 4WD SB (3.6L 6cyl gas/electric mild hybrid 8A) which starts at $45,215
Laramie 4dr Quad Cab 4WD SB w/Prod. End 06/22 (3.6L 6cyl gas/electric mild hybrid 8A) which starts at $46,275
Rebel 4dr Quad Cab 4WD SB w/Prod. End 06/22 (3.6L 6cyl gas/electric mild hybrid 8A) which starts at $47,460
If you're interested in the Ram 1500, the next question is, which 1500 model is right for you? 1500 variants include Tradesman 4dr Quad Cab SB (3.6L 6cyl gas/electric mild hybrid 8A), HFE 4dr Quad Cab SB (3.6L 6cyl gas/electric mild hybrid 8A), Tradesman 4dr Quad Cab 4WD SB (3.6L 6cyl gas/electric mild hybrid 8A), and Big Horn 4dr Quad Cab SB (3.6L 6cyl gas/electric mild hybrid 8A). For a full list of 1500 models, check out Edmunds’ Features & Specs page. Learn more