2023 Ram 1500 TRX Review

 

Overview

Join the queue for Ram’s high performance 1500 TRX alpha ute as demand currently outstrips supply even at the quarter-million-dollar price tag ($224,950 plus on road costs).

 

If that’s too rich, there’s always GMSV’s 6.2-litre V8 Silverado ZR2, the TRX’s closest competitor, but it is outgunned in the power and torque departments by the TRX though tows more at 4.2 tonnes (versus 3.5) and costs half as much at $124,000 plus.

 

As for Ford’s smaller Ranger Raptor…. Nah, not within a bull’s roar though is probably nearly as quick as the Ram and a bargain at “just” $86,790 +ORC.

 

The Aussie spec’ TRX (T-Rex?) is a product of the Walkinshaw Performance operation that re-engineers left hand drive models, imported from the US by Aussie distributor Ateco Automotive, to right hand drive for Australia.

 

“Walky” does an impressive job equalling factory fit and finish and uses numerous locally made components for the conversion.

 

The dual cab 4x4 TRX is a capacious, luxury five-seater with limo-like rear seat legroom and enough kit to please most discerning drivers and passengers.

 

Luxury features include full leather upholstery, a harman/kardon 19-speaker audio system, camera rear-view mirror (and conventional), paddle shift, performance data read-outs, auto headlights and wipers, height adjustable pedals, dual-zone climate control, wireless phone charging and eight-way power front seat adjustment.

 

A full suite of the latest infotainment features is provided through the TRX’s U-Connect system that is similar to what is found in new Jeep vehicles and includes native sat-nav.

 

A large portrait style touchscreen in the middle of the dash gives access to many of the TRX’s functions with numerous satellite buttons and switches around it and across into the driver’s cockpit. Like everything inside the TRX, there’s a large, lidded centre console bin and numerous storage spaces throughout the cabin.

 

On the other side of the coin, its practical nature is underlined by a load box liner and lighting, tow bar, large rear-view mirrors, folding rear pews that provide additional secure load carrying capacity and an opening back window.

 

The test vehicle was fitted with a dual pane glass sunroof optionally available at $10,000.

The TRX doesn’t qualify for ANCAP assessment as it’s classed as a light truck and not a passenger vehicle.

 

However, it is fitted with extensive active and passive safety equipment and driver assist technology including: six airbags, autonomous emergency braking, radar cruise control, blind spot monitoring, rear cross-traffic alert, lane keeping assist, a 360-degree camera and front and rear park assist.

 

Missing is traffic sign recognition and speed warning.

 

Criticism about the TRX’s price can be rationalised by the fact that a commensurate model in the US on the road sells for roughly $A150,000 but here, the cost of the right hook conversion must be factored in.

 

Driving Impressions

 

On walk up the size of the TRX becomes apparent and it needs a big hoik up using the sidestep to get in the cab… just like a truck.

 

Sitting behind the suede/leather D-cut sports steering wheel places the driver well above lesser one-tonners apart from those with serious lift kits.

 

Fire it up and the fun really begins as the raucous supercharged 6.2-litre petrol V8 bursts into life with a bark from the dual 4.0-inch exhausts followed by a neighbour-waking rumble that you can feel inside the house.

 

Wait for it to warm up a tad, slip it into D after selecting Sport mode, plant the right foot and be shocked at just how hard this big 3.0-tonne plus ute accelerates.

 

The 0-100km/h sprint clocks in at 4.5 seconds which seems to defy the laws of physics. Ram provide a graduated ‘launch’ function to optimise acceleration off the mark if you need to make a point.

 

Backing up all this silliness is the TRX’s roll-on acceleration that is nearly as brutal if you either simply plant the Welly or flick the paddle shift into a lower cog in the eight-speed auto.

 

Maximise the fun factor by lowering the windows and just listen to this rambunctious beast bellowing and blatting its way through the atmosphere just like a V8 Supercar. It’s addictive especially if you have a mechanically attuned ear.

 

Multiple drive modes span comfort through sport driving and a range of off-road scenarios all with specific calibration to suit the driving environment.

 

We couldn’t find an Eco mode which is logical as the TRX likes to guzzle premium petrol at a prodigious rate similar to V8 performance utes of yore, probably thirstier.

 

If you have an aversion to putting your hand in your pocket regularly to top up the 125-litre tank or have environmental sensitivities, don’t buy the TRX, get an EV instead. We actually saw a best of 14.2 litres/100km driving fairy foot style. Open the taps and that immediately jumps to 20 plus.

 

Running big 35-inch all-terrain tyres is great for off road driving, at which the tall TRX is adept. But the knobbly rubber exerts its vibrating influence at high speeds on sealed roads creating a not nice vibe at moderately fast speeds. Though irrelevant, the TRX is electronically speed limited to 159km/h (on private property of course).

 

Dynamics are sharper than you’d expect from a high riding 3.0 tonne ute thanks in part to the Bilstein remote reservoir shockies and big brakes with 378mm discs at the front and 375s at the rear. Even in Sport mode, the TRX is relatively comfortable characterised by super effective damping from the Bilsteins.

 

You can, within limits, hook around corners pretty quickly and though not that responsive, the steering allows you to keep it tracking true and to position the big ute where you want it to be. But forget flicking around a mid-corner pothole…. just blast straight through it.

 

So, it’s a “weapon” in the performance stakes and certainly rates as possibly the quickest production ute sold here eclipsing the potent Ranger Raptor over a 0-100km/h sprint.

 

What’s it like in normal driving mode?

 

Pretty damn good accentuated by the extensive luxury kit inside.

 

The sports seats offer good support on and off road and achieving the right driving position is easy thanks to the multiple seat and pedal adjustments, all electrically assisted.

 

The thrum of those lug tyres is audible inside, but the exhaust drops off to a muted growl when cruising that we are sure most owners would enjoy.

 

The wide cabin is probably more voluminous than Toyota’s LandCruiser 300 Series and is spacious in every measure not the least being second-row legroom where it surpasses some limousine vehicles.

 

We found the controls easy to operate and like the multi-function screen in particular the performance data read outs.

 

You have to plan ahead when parking as the TRX would struggle to get into some shopping centre car parks. It just fit into the garage at home but opening the doors to get out was an issue.

 

We weren’t able to tow anything with the TRX but suggest it would tow 3500kgs easily albeit at a hefty price in fuel.

 

The less than one tonne payload (767kg) is a bit of an annoyance and subject of slight ridicule among owners of smaller one tonne utes that carry one tonne.

 

But secretly, you just know they all want a TRX… because it is the King Kong of utes and no arguments about that.