RAM 1500 2019 Review

It seems like a week doesn’t go by without the arrival of a new or updated 3000kg-plus tow-capacity ute on the Aussie market.

We got the new Mercedes-Benz X-Class in April, while almost every other mid-size ute has been refreshed in 2018.

This year has also seen large left-hand drive American pick-ups officially imported and converted to RHD locally, including the Chevrolet Silverado 2500HD and the RAM 1500, which boasts a 4500kg towing capacity.

This tow-test is of the upper-spec 2018 RAM 1500 model, the Laramie launched in August. There’s also the entry-level RAM 1500 Express ($79,950 drive-away), which went on sale more recently.

The RAM 1500 Laramie opens at $99,950 (plus on-road costs) but we tested it with optional side lockers on the tub called Ramboxes. The Ramboxes add $4500 to the price, making it $104,450 (plus on-road costs).

There’s a comprehensive suite of towing-specific gear that comes standard on all RAM 1500s: integrated electric brake controller, towbar and towbar wiring (with seven-pin flat outlet), a driver-selectable tow/haul mode for the automatic transmission (to sharpen-up gearshift response when towing) and trailer sway control.

There are two differential ratio choices for the Laramie, which affects towing capacity. With the shorter (3.92:1-ratio) diffs, the 1500 Laramie has a 4500kg towing capacity.

With the taller 3.21:1 final drive ratio, the towing capacity drops by 1000kg, to 3500kg. The Express, available with the 3.92:1 only, has a maximum 4500kg towing capacity.

Both towing capacities allow 10 per cent maximum towball download, making it 450kg for the 4500kg-capacity Express/Laramie and 350kg for the 3500kg-capacity Laramie.

While the 4500kg towing capacity puts the Laramie a solid 1000kg above popular dual-cab utes such as Ranger, it comes at a cost when it comes to carrying gear in or on the RAM.

To not exceed the RAM’s 7237kg Gross Combination Mass (the maximum legal weight of the RAM and trailer combined, as it stands on the road with all payload, including occupants) while towing its maximum permitted 4500kg, you’re allowed only 87kg of payload in the RAM.

While you can read all the EAM 1500 details here, the highlights from the Laramie’s standard inclusions sheet are its 20-inch chrome-look alloy wheels, locking tailgate, heated and ventilated leather seats, keyless entry and start, partial digital instrument cluster and 8.4-inch centre touch-screen with embedded navigation and Android Auto and Apple CarPlay phone mirroring.

There are also front and rear parking sensors and a reversing camera but no 360-degree camera. Another item you’d hope for at this price point -- active cruise control -- is missing too.

While the RAM 1500 has the safety basics covered with its front and side airbags, plus anti-lock brakes, electronic brake-force distribution and traction/stability control, it is significantly behind the leaders in the medium dual-cab ute segment.

That said, the RAM 1500 is not strictly a competitor as it’s classed as a large ute, although its importer says it aims directly at buyers of top-end medium utes.

Safety equipment such as autonomous emergency braking, forward collision alert, lane departure warning and blind-spot monitoring are simply not on the menu for this ute, which you have to remember went on sale in the US a decade years ago.

It’s difficult and expensive to engineer such features into a vehicle that wasn’t designed for them from the outset, but $100K is a lot to pay for a vehicle that doesn’t offer any of these safety features.

While the tray is 1712mm long and, for the standard Laramie, 1687mm wide (1295mm between the wheel-arches), with the Ramboxes the tray is a consistent 1270mm wide. Tray depth is 509mm.

The tray features a spray-in liner and the lockable Ramboxes (linked to the central locking) have a handy 210-litre capacity each.

The RAM 1500’s dash is shared with the 2500 and so the controls and instruments are familiar. At first glance there seems to be a lot of buttons scattered around the dash and centre console but in practice they’re easy to find and use.

One of the multi-function displays in the centre of the instrument cluster shows the level of gain for the electric brake controller, which can be adjusted via the buttons on the lower centre console.

While we won’t get into whether foot-operated park brakes are a good idea or not, one thing is certain about the example in the RAM 1500: it’s poorly executed. It’s set too high and too offset to the right to be easily engaged.

There’s acres of space in the cabin with more leg room than any medium dual-cab and lots of storage space too.

The RAM 1500 is a wide and long truck, and while you get used to it for driving down narrow inner-city streets, in the some squeezy multi-level carparks it really needs a cautious approach.

You become very aware, for example, of the rear axle’s significant ‘cut-in’ and wide, tall nose.

The RAM’s 5.7-litre petrol V8 has cylinder deactivation, which you can feel and hear when cruising around the suburbs. This is only a minor incursion into what is a very smooth and quiet powertrain.

The V8 is not quiet when reaching for its 5500rpm upshift point, and it’s all the better for it if you like the sound of a V8 working hard.

Whether cruising or suddenly demanding a swift kick-down, the eight-speed auto is smooth and subtle. The big V8 cruises at about 1600rpm in top gear at 100km/h.

We went to Jayco Sydney and hitched up a 3000kg caravan with 210kg towball download. The RAM 1500 settled down 40mm at the back and rose just 9mm at the front with the caravan hitched up.

There’s one thing for sure about the RAM 1500: it must take a significant disturbance of air around the van behind it, a significant change in road surface or really crook van balance to unsettle it.

It did not once feel the slightest bit compromised when towing on our 200km loop.

While suspension performance was good overall, it did not seem well resolved for all towing conditions. The front-end felt soft and took a couple of oscillations before settling after traveling across some undulations and, when unladen, felt a little fidgety over low speed bumps.

The odd thing is that on some 80km/h roads the RAM absorbed really lumpy sections well.

The RAM 1500 powered up our 90km/h test hill holding the posted 90km/h to the rise using just three-quarters of accelerator travel.

The engine, as you’d expect, was working fairly hard though; it was spinning at about 4500rpm in third gear during much of the climb.

While the RAM 1500 achieved 11.2L/100km fuel consumption during an easy freeway cruise (when not towing) sitting between 80km/h and 100km/h, over our towing loop (comprising 80km/h to 100km/h sections) it averaged a whopping 23.5L/100km.

You’ll see about the same figure in urban driving with no caravan hitched up.

Using our towing fuel average and taking in a 50km safety margin, you’ll get 367km out of the RAM’s 98-litre fuel tank before needing to re-fuel.

While towing, fuel consumption is high and clearly not as good as you’d get out of the four-, five- or six-cylinder turbo-diesel engines that power mid-size utes.

But the RAM’s towing performance is better than all the medium utes we’ve tested.

The RAM 1500 is also a very stable with a van behind it and, provided you’ve got the large wedge of cash needed to buy it, makes an enticing proposition as a hard-core tow tug.

How much does the 2019 RAM 1500 Laramie cost?
Price: $104,450 (as tested, plus ORCs)
Engine: 5.7-litre V8 petrol
Output: 291kW/556Nm
Transmission: Eight-speed automatic
Fuel: 12.2L/100km (ADR Combined), 23.5L/100km (as tested)
CO2: 283g/km (ADR Combined)
Safety rating: N/A