2019 RAM 1500 Limited

Big, bold and (arguably) beautiful, revamped and reworked for 2019 the Ram 1500 competes with other upper-niche trucks that seek to fill the higher echelons of the pickup market.

This one, a 1500 in ‘Limited’ trim definitely positions itself near the top. It’s a combination of comfortable and well-appointed cabin, with a piled-on collection of tech and creature comforts wrapped in a body painted ‘Diamond Black Crystal Pearl’ (quite a mouthful there, eh?).

Powered by a 5.7L HEMI eight-cylinder engine dispensing huge power and torque (395 hp and 410 lb.-ft., respectively) and four wheel drive, this is the Ram for the well-heeled and style-conscious buyer.

Of course that comes at a price, and omigawd – have you seen how much you can option the price of a pickup to these days? Equipped as it is, this one bent the MSRP to over thousand dollars (CDN, of course), but I’ll come back to that in a bit.

Clambering up into (and out of) the cabin is aided by a foldout, power running board/step, which is handy because the Ram is a tall vehicle, but once everyone is inside there is a great deal of space in both seat rows, and rear seat legroom is extraordinarily good.

Quality leather wraps the seats, and passengers and driver (me) alike found them extremely comfortable. The climate controls allow for everyone to tailor the heat or A/C to their individual preference, but it was mostly heat that was in demand at the time of year I drove the Ram. On that note, I do love a vehicle with a heated steering wheel. Once you’ve experienced this function there’s no going back.

I loved the sound system in the Limited tester (it’s a Harmon/Kardon rig with 19 speakers), and I very quickly resorted to using the vehicle’s voice-command system for changing stations on the radio, because if I’m being honest here, I found the center stack interface difficult to use.

There’s a big touchscreen (and in the Limited its very big, twelve inches) that will display the various onboard functions of the Ram. You can split the display into up to four quadrants to show multiple info at once, and it is pretty bright. Like, almost too bright, especially at night.

A very good camera system with the Limited helped me out tremendously, as I don’t regularly drive vehicles of this size; so a 360 degree view along with backup cameras and rear cross-traffic alerts was a real benefit.

The ride is very good in the Limited, on virtually any road surface it handles bumps and rough patches well. Steering is at least the equal of any of it competitors, and it handles well (although what I mean is, it handles well for a truck, it’s obviously not a Porsche we’re dealing with here.

Gear selector for the 8-speed automatic transmission.

Overall, I liked the Ram during my time with it; although I primarily treated it is a good-looking luxury vehicle rather than a work truck. I like the exterior appearance (especially since the company has backed off a bit from the ‘gigantic grille’ look that they embraced for a long time.

It has lots of storage space inside, ample electrical and usb plugs for various devices, and delivers a top-flight passenger experience.

The downsides, for me, were the overall size of the thing, the difficult electronic interface, and of course fuel economy. I shouldn’t get to picky about the economy, of course – I mean what do you expect from a 4×4 pickup? The manufacturer states combined city/highway mileage of 16.1L/100 km, which is actually pretty good for a V8, and I managed to bring it down to 14.5 in a roughly even mix of city and highway use (but I admit, I wasn’t pulling a load or hauling anything in the bed, so that number will only go up if the Ram is driven as intended).

The price, though, dayumn. Clearly, I am showing off my embitterment about my economic and social stats by saying this, but where the heck are all the people coming from who can justify an $85,295 pickup truck?

Seriously, I’m askin’ here. If anybody knows the secret please let me in on it.

Limited models start at a little over 74K, but the vehicle I used for this drive included the aforementioned paint job ($275), $445 for a larger fuel tank (124 litres), the Level 1 equipment group ($3,895), folding tonneau cover for the bed ($650), anti-spin rear differential ($525), panoramic sunroof ($1,595), 22-inch wheels ($750), and $870 for hitch receiver and trailer brake controller.

2016 Toyota Tacoma TRD 4×4

Riding high in the redesigned Tacoma, the little truck makes a case for itself as a single-solution working pickup that brings an urban-friendly size and passenger environment to a compact pickup platform.2016Tacoma-26

(Not that I am doing any actual work in this one, mind you; my lily-white hands remain soft and unblemished – but I saw enough hard testing at the debut of the 2016 that I have confidence in the Tacoma’s ability)

‘Compact’ is a relative term, of course – what are considered small trucks today are roughly the same footprint as the full-size pickups of the past (if you find yourself test driving a Tacoma, pull up beside older model F-150s and Sierras and see what I mean).

My test vehicle is perhaps the best configuration of Toyota’s available powertrain and cab combinations; an access cab model with four wheel drive and the larger of two available engines (and a new engine at that, at least for Tacoma, with a 3.5L six-cylinder replacing the four-litre of the previous generation).

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The 2016 Tacoma beside one of its ancestors. Note that the hood scoop on Sport trim models is still available.

The Atkinson cycle 3.5L powerplant, which Toyota is a segment-first implementation, raises Tacoma’s horsepower to 278 (last year’s V6 was rated at 236 hp)

It’s a torque-y and willing engine – in fact maybe a little too torque-y and willing – one learns pretty quick to keep a hard step on the brake when shifting into reverse or else it will attempt to lurch into motion with its potential 268 lb-ft; but that may be largely because I am driving the truck with no load in it.

This is actually the third time I’ve driven the latest generation Tacoma, and have seen up close the proof of its ability as an off-roader (at the recent Canadian Car of the Year tests at Mosport I drove it back-to-back against GM’s Canyon Diesel pickup, and found I scored the Tacoma’s ride and handling better).

Crawl control is a great option that comes with my current test-truck’s TRD Offroad package (a $2,475 option), the system essentially automates the four-wheel drive for controlled descents on steep and treacherous terrain, and will also dig itself out of sand quite effectively using its computers to control the spin of each individual wheel.

The Offroad Package is the only option on my test vehicle, and is pretty much the only package you need for a fully complete truck. Along with its addition to the drivetrain, it brings upgraded interior upholstery, heated seats, upgraded Bilstein shocks, all-terrain tires and keyless, push-button start.2016Tacoma-23

Of course, it also adds the cool TRD decal to the rear panels, as it does with the Sport package option, but what’s interesting is that with the Sport you get the (purely decorative) hood scoop; whereas my test Tacoma has a proper smooth/uninterrupted hood that I actually like better.2016Tacoma-21

Frankly, the Tacoma is mostly highlights for me; I don’t have a lot of complaints. It brings all the things expected in a light-duty work truck and can also play hard. It rides well on pavement and feels good inside the redesigned cabin. Especially with the TRD package, you’re treated as well as in the passenger compartment of most sedans.

The crushing lows, though, would be pretty straightforward, and most are typical of any truck (mostly owing to issues of size, turning circle, fuel economy), but a particular Tacoma trait is that getting in and out of the vehicle is difficult.2016Tacoma-25

This isn’t limited to Tacoma trucks, mind you, this is a Toyota thing with a few of their vehicles (I have the same problem with the Prius family, for example), but the positioning of the steering column and comparative tight doorway forces me to bend into yoga-shapes to get into the driver’s seat. Now, yes, the steering column is tiltable (and telescoping), and I could just lock it up out of the way when I exited the truck; but nevertheless I don’t like it. You’ll hear me make a similar complaint about the Lexus IS pretty soon, too.

That is about the extent of the downside, though, unless you don’t like the little fold-down seats in the back row of the Access cab, or the price.

This one I’m using though, this magnificent Inferno Orange sculpture, with six-cylinder engine and automatic transmission, and defined on the spec sheet as a Tacoma 4×4 Access Cab V6 TRD comes with a sticker price of $39,761 (and ninety seven cents).