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Last issue (May/June 2018), we gave the lowdown on the new ’19 Ram 1500. The truck is all-new from top to bottom, front to back. The chassis is constructed of high-strength steel and has been redone to increase rigidity. Shedding weight was part of the plan as well, but Ram cut just over 200 pounds out of the new 1500 in strategic ways while retaining a steel body. Suspension remains the rear five-link coil design that the company pioneered in ’09, but has been improved to meet customers’ evolving needs. Powertrains remain familiar, with the 3.6L Pentastar V-6 and 5.7L Hemi returning, now with an eTorque 48-volt mild-hybrid system standard on the V-6 and optional on V-8. Even the two eight-speed transmissions have been reworked, along with the transfer case on four-wheel-drive models.

Behind the Wheel

Enough about what we already know, let’s get to the real reason we’re all here: to find out just how good Ram’s new ½-ton is in the real world. First, let’s clear the elephants out of the room. For our first taste, Ram provided a fleet of pickups in different trim levels and cab configurations, but they were all outfitted with the standard 5.7L Hemi V-8 engine. Both eTorque-equipped engines as well as well as the 3.0L EcoDiesel V-6 are late-availability, and Ram has promised that we’ll get to review those variants soon. At any rate, Ram has already divulged that it expects the standard 5.7L Hemi V-8 to be the volume leader, so it makes perfect sense to launch with this engine.

Our time with the truck spanned more than 500 miles, which included plenty of open highway, urban traffic, and rugged off-road driving. We planted ourselves behind the controls of Limited, Laramie, and Rebel models, while also sampling the remaining trims (Big Horn, Longhorn, and Tradesman.)

Equally impressive is the quietness of the cabin. Through such technologies as active noise cancelation and laminated acoustic glass, Ram claims an interior decibel level of just 67.1, making it the quietest Ram ever. We’re admittedly a touch spoiled with just how quiet pickups have become, but we were impressed nonetheless. Adding to the cabin’s quietness are what Ram calls Active Tuned Mass Modules (ATMM). Mounted to the framerails on Hemi-equipped Rams, these “shakers” create vibrations that cancel out those produced by the engine. The result is less noticeable NVH for occupants and the ability to utilize cylinder deactivation more frequently.

Steering is powered by a new electric-assist unit and is fantastic in most situations. Directional stability on the highway is excellent, but we felt the unit was a bit overboosted at slower speeds, giving an incredibly light feel to the steering. We’d love to see a sport mode that tightens up the steering a touch, as well as improving transmission shift speed.

Speaking of the transmission, we still enjoy the eight-speed automatic and 5.7L Hemi V-8 combination. In typical Hemi fashion, power is delivered high in the rpm range and shifts are smooth and refined. Downshifts can be a bit sluggish under hard acceleration such as passing, but that’s easily overcome by applying more skinny pedal. Slowing all the power are new larger brakes, which we found to have a very linear and confidence-inspiring feel, not over-the-top grabby, and with no sign of sponge.

High Tech and High Class

Performance is one thing, but in this day and age, buyers demand more from their pickups. For this reason, Ram set to improving the interior experience as well. Seats are comfortable across the lineup, from the vinyl in Tradesman to cloth in Bighorn and leather in Laramie and above, Ram claims that Limited has more leather, real wood, and metal trim than any of its competitors, and we have no reason to doubt the stat. A 5.0-inch uConnect system is standard on lower trims, 8.4-inch is optional on most, and the new and impressive 12-inch uConnect comes standard on Limited. We’ve been big fans of the uConnect system for years, and the latest updates do nothing but improve upon the already great system. And, as you can imagine, the 12-inch screen is nothing short of a work of art. With its addition to the lineup, Ram has taken a big step toward future-proofing the ’19 1500.

Adding to the list of already impressive available features are a new panoramic sunroof, 360-degree camera system, semi-automatic parallel and perpendicular parking systems, blind-spot monitoring, and lane-keep assist. Adaptive cruise control with the ability to bring the truck to a full stop and then resume when traffic moves is one of our staff favorites. Audiophiles will be excited to hear that Ram’s new truck is available with a 19-speaker, 900-watt Harmon Kardon sound system, the most powerful factory sound system in a pickup, and it sounds amazing. The rear seat is beyond comfortable, with 4 inches of additional legroom over the outgoing truck and a truly flat floor. Seats recline up to 8 degrees and are available with both heating and ventilation, also a first for the pickup segment. The rear seat of the Crew Cab is huge, and the Quad Cab is incredibly comfortable.

Long Live Rebel

We were excited to hear that Rebel would be returning for ’19, and even more excited when we heard that it was getting a handful of impressive updates that would make it more capable than the first-generation. The rear suspension has been optimized for off-road performance, new Bilstein monotube shocks are at all four corners with remote reservoirs on the rear, the tires are now more aggressive Goodyear Duratrac units in a larger 33-inch size, and a locking rear differential has been added to the package.

The sadistic minds at Ram set up a brutal off-road course that included deep ruts, rocks, sand, silt, hill climbs, whoops, and lots of opportunity for tearing body panels off. We jumped in, dropped the transfer case into 4-High, and proceeded to push the Rebel harder than we ever thought possible. Impressively, the plucky off-roader took everything we threw at it—so we pushed it harder. By the end of our three laps, we were nothing short of impressed. Traction is amazing and the Bilstein dampers soaked up the bumps with ease. With smart driving, this truck will go anywhere you point it.

Complaints were few and far between. Steering is a little on the light side; we’d like it firmed up a touch for better feedback. Also, a bit of operator error, but when forgetting to disengage traction control, the truck brought itself to a complete halt the first time the tires hit sand, which is exactly the opposite of what you want. Our staff is also still split on the more youthful interior of the Rebel, but more like it than not.

We drove a pair of air-spring–equipped Crew Cab Rebels on the off-road course. We’re excited for the opportunity to get behind the controls of a steel-spring Rebel in the future, as we feel this setup will be the best combination. We’ll report back in due time.

Final Thoughts

It may be cliché, but Ram has truly pulled out all of the stops on the new ’19 1500. The team has improved the vehicle in every way. Ride comfort is outstanding, interior appointments rival the traditional luxury stalwarts, and the available technology will ensure the pickup stays relevant well into the next decade. Best of all, these improvements have come with no sacrifice to performance or capability. Towing is improved, payload has increased, and fuel economy will undoubtedly jump when the eTorque-equipped engines are introduced. If we were Ram’s competition, we’d be more than a little worried about what this means for our market share, and we’re even more excited to see what the competition does in response. We’re seeing the glory days of the pickup market, and we love what we see.

Vehicle type: Fullsize, ½-ton pickup
Base price: $57,390
Price as tested: $60,000 (est.)
Engine: 5.7L Hemi V-8
Transmission: 8-speed automatic
Horsepower: 395 @ 5,600 rpm
Torque: 410 lb-ft @ 3,950 rpm
Curb weight: 5,300 pounds
Towing capacity: 11,290 pounds
EPA mileage rating: 15city/22highway/17combined (2WD); 15city/21hwy/17comb (4WD)