That title is of course meant to be taken in a sarcastic vein, not to imply that I believe that the RAM 1500 truck series is struggling, it isn’t; if anything it’s shaping up to be the most successful and best RAM generation ever both from a sales as well as a critical consideration perspective. But given the name of “Rebel” for the trim line of the truck that I was offered to take a look at over a week’s time, I’m still not sure if the truck is supposed to be the rebel or if that’s more hoping to describe the owner of the truck. The truck isn’t overly rebellious as opposed to the norm in the segment and the typical owner that is willing and able to pay the price of entry likely doesn’t fit the rebel stereotype either and let’s face it, a modern CrewCab 4×4 full size pickup isn’t rebellious, it’s just more and more representative of the norm in many areas of the country, in many cases though for good reason.
What the truck does have is a bit more “swagger” than some of the other trucks in the lineup from RAM. I’d agree that it probably would not be a great idea to have a trim line named Swagger but then again there was a minivan that played on the word a decade or so ago to very good effect.
RAM has done an excellent job in differentiating the various trim lines from basic workmanlike and durable interior and exterior components on the more contractor and affordably priced grades/levels to more comprehensively and value packed versions in the middle trims, all the way up to having several grades of luxury trucks that are outfitted with leather, wood, and actual craftsmanlike details that make an owner or driver feel special or at least a sense that they are driving something more special than the norm.
In the process they have managed to use the same basic framework and building blocks to create and sell these trucks at vastly different price points with the main points of differentiation and actual increased product cost to build/source being mainly within the interior, as the powertrain and other mechanical choices are pretty much the same or at least available in almost any of the configurations and the price points can also be all over the place with a lower-line truck often ending up with more features and options than a higher-line one with prices reflecting the same. There’s something for almost everyone and if it doesn’t start out exactly right as offered, it can often end up that way with a few well-chosen options. One’s own personal taste and preferences can allow a truck to be more precisely tailored than virtually any other vehicle.
Rebel occupies sort of the center of the line-up, which starts at Tradesman, continues with Big Horn, Laramie, then Rebel, and above that are Laramie Longhorn and finally the Limited. Laramie and Rebel are similar in price point with Rebel very slightly higher but very different in execution and they represent the beginning of the upper trim levels whereas Big Horn and Tradesman are much more volume oriented.
With the Rebel, you have a choice of Crew Cab with a 5’7″ bed or a QuadCab with 6’4″ bed (QuadCab is RAM-speak for four conventionally hinged but smaller rear doors, and a smaller back seat area). You can’t get the CrewCab with the longer bed which is unfortunate but this is the highest trim that is even offered as a QuadCab, the other two are Crew Cab only. The lower trims offer a CrewCab with the longer or short bed and a QuadCab with the longer bed but as with all the 1/2 ton makers, nobody has a CrewCab with an 8foot bed, that’s 3/4 ton and up territory. And lastly, there is currently no Regular Cab option in this generation of RAM, but it does still exist in the RAM Classic line.
As such, the most basic Rebel CrewCab in 4×2 form with the shorter 5’7″ bed starts at $44,740 and if your rebellious nature takes you to northern climes or more offroad, then the 4×4 option would increase that to a minimum of $47,990. But let’s get back to the price later as this particular example was outfitted more like a typical plate at a Las Vegas buffet that a drunk vacationer would overload on their first trip down that aisle for their $39.95 ticket rather than a balanced set of options that the average person would perhaps choose from and make a considered selection of.
By now, most everyone has seen the basic new 1500 shape that was introduced a few years back to considerable acclaim, almost universally considered a very handsome and somewhat restrained design that few took offense at and seemed to win over quite a few that were either bored with or offended by some of the competition’s designs.
But even better received than the new exterior were the new interiors, featuring far fewer obviously cheap, hard plastics and uninspired details due to being entirely cognizant of the fact that full size trucks have become completely mainstream and now substitute for large luxury sedans of prior years in many instances.
The “tough” and “durable” image of a truck fits in well with crumbling infrastructure that increasingly can make more fragile vehicle types susceptible to damage (or at least the perception thereof), and the more utilitarian and useful roots of trucks are reflected in generally long lives, very good resale values as well as oftentimes ease of repairs due to more space between components and within the body spaces, never mind that projecting an aura of strength and protectiveness has become a sign of the times, especially in the truck market.
For the Rebel trim, I suppose a sort of slightly dark and moody theme is present, less so in the versions painted bright red or white but certainly so in this Maximum Steel colored example. While looking sort of graphite gray under most lighting, brilliant sunshine and the right angles display hints of blue and green in the metal flake and really liven it up, I guess even a rebel can have green or blue eyes or whatever, not just coal black ones to match the boots.
The bumpers are solid steel and black, the grille is black plastic in a somewhat uninspired form, maybe like the leather jacket worn by the stereotypical rebel in the streets, a bulging hood with badging atop it presents sort of a sneer (or is it the grille that does that?), and the black wheels with machined areas and shod with aggressively treaded all-terrain tires are probably representative of motorcycle boots with metal buckles.
Fender flares and mirrors in black plastic along with a metal front skidplate help push an I-don’t-care-about-a-scratch attitude, but everything is still very purposefully matched and presented as even a tough guy has an image to maintain.
Inside it’s similar, thankfully this particular one had the black interior with graphite trim, there is also one that has sort of a reddish orange stripe effect around a lot of interior components that I suppose was interesting when first done on the prior generation but now that Subaru of all makers is doing something similar in one of its lines/trims doesn’t really send much of a message anymore, or at least not what may have been intended originally.
The overarching theme is blackness, which isn’t bad in a vehicle that is bound to both live a long life and likely get dirty. Everything is well presented, easy to use, and if not actually leather everywhere, does make a very good impression of such with stitching highlights and interesting uses of it. While the Rebel trim (sadly) eschews any use of wood, there are well textured soft plastics and the hard shiny areas are done in a glossy black with a tiny silver diamond-plate motif throughout it which seems entirely appropriate for a tough image and I found to be an inspired choice of patterns.
Seats are hugely comfortable, infinitely adjustable, heated (but not cooled in this one somehow), the center touch screen is a 12″ vertical format which I’ve reviewed previously in a different RAM piece so won’t just repeat myself and bore you, and an overall very comfortable place to spend one’s day or commute, whatever the situation may be.
This example also featured the massive panoramic sunroof which lets a lot of light in if desired, being as it was around 100 degrees this week and the truck is a dark color with a black interior I mostly kept the shade closed which helped tremendously but not entirely in keeping the interior less than boiling hot.
I did make good and continued use of the air conditioning and it was effective in cooling the cabin down quickly and keeping it so. Judicious use of the four windows, the panoramic roof and the powered rear window opening helped a lot in clearing the heat out as well.
The center console, while massive and massively adjustable with moving trays and componentry to customize your own preferred layout for cupholding, working, clutter organization etc was not intrusive on the legs, one could sit basically completely askew behind the wheel and still be unimpinged upon. Powered pedals that could move fore and aft helped as well to find the perfect position with of course an infinitely adjustable steering wheel.
The party continues in the back seat with three abreast seating and a completely flat floor. Legroom so large that crossing legs is not a problem, and slouching so easy that submarining under a seatbelt may be an issue are features highly prized in a CrewCab’s cabin and once experienced with a family make it tough to get back into a mid-size sedan for the next Thanksgiving trip to the in-laws.
The back seat folds up with just a simple push in a split format leaving lots of lockable storage space inside that’s easily filled with all manner of luggage, bins, tools, or whatever else, even large pets.
As expected this truck uses a pushbutton to start the engine and being a RAM has a dial selector for the transmission. There is a cluster of buttons to select the drive mode (2Hi, 4Hi, 4Lo) and lock the rear axle. Similarly another small cluster handles the integrated trailer brake and below the touch screen is a row of toggles for various different functions that are a bit of a joy to both behold and use, everything has a good and precise action and feel.
The transmission selector dial especially I found myself happily dealing with again, having used all of the various options I’m starting to really appreciate this one – the way it’s mounted, I can sort of slouch a bit behind the wheel and using just my right hand draped on the center console use two finger tips to rotate it from reverse to drive when backing out of the driveway and getting underway.
I know it’s supremely lazy but it’s also supremely luxurious-feeling to do so rather than grasping a big rod of steel and plastic and yanking it down around the column. That certainly has its place too and also can feel great in a different way, but it doesn’t feel as decadent. Let them eat cake…it’s not like either is connected to an actual mechanical linkage underneath anymore anyway.
This truck had the 3.0L V6 TurboDiesel (EcoDiesel) third generation engine built by VM Motori in Italy that we’ve recently reviewed in the Jeep Wrangler Rubicon and contributor MagnumSRT8Brian also had the previous version of it in his unfortunately ill-fated RAM truck of slightly older vintage. As in the Jeep, the engine has plenty of power (260hp and class leading 480lb-ft of torque which is actually quite a bit more than the Jeep’s 442lb-ft apparently due to cooling constraints in the Jeep), is strong and feels unstressed in any situation, and even at high speeds still has plenty to give.
Mated to an 8speed ZF transmission built in Germany the combination makes for a comfortable and enjoyable powertrain that is slightly quieter than in the Jeep but still retains a little bit of that diesel grumble, especially at idle, that many owners seem to love without being anywhere near as loud as the larger Cummins offerings, especially as in the older trucks. No neighbor will complain at this idling in the driveway. The diesel engine is also warrantied for 100,000 miles, a nice bump up from the others that are only covered up to 60,000.
Besides pulling power, the other advantage of diesel is usually fuel economy. While this one is rated at 21City, 29Highway and a 24Average, I experienced an indicated average of 23.1 with the majority of my driving on freeways and flowing highways. My driving totaled 442 miles, with a trip to Denver and another to Laramie the long way (I-25/I-80, return via 287) accounting for about 340 miles with the balance mainly around town along with a period of idling and moving it around for numerous pictures.
On none of the high speed sections did I ever see the average exceed 25mpg, but I was traveling at generally elevated speeds, on the plus side the city parts didn’t drag it down significantly. A wonderful bonus was that this truck had the optional 33-gallon tank, thus still leaving over 3/8’s of a tank at the end of my week although diesel fuel is still available locally for just under $2 a gallon currently. Minimizing trips to the gas station while still be able to travel significant distances is cause for celebration, but it’s a bladder-clenching sight to see a distance-to-empty of around 800 miles displayed in the instrument cluster.
This truck was also equipped with the air suspension which provided a smooth and supple ride along with offering active aero wherein the suspension will lower itself slightly at speed and the grille has shutters that can close or open as needed depending on load and temperature, all in the interests of fuel efficiency (Some other trim levels also have an airdam that can lower automatically to reduce drag).
Everything seemed to function seamlessly (or at least no warning lights illuminated!). Related though, and perhaps due to the large-treaded tires (Goodyear Wrangler Duratrac in LT275/70R18), the truck seemed much more susceptible to wandering within the lane than many others, leading to frequent minor deployment of the lane keep assist feature that in this case seemed more sensitive than most.
It did a very good job, in a few instances where I purposely would test it, it was well capable of actively steering the truck around bends at high speeds (always done in areas with lots of runoff/shoulder space and with a loose hand on the wheel ready to firmly grasp it) but seemed a bit more nervous just cruising along (not confident like a Rebel should be!) and desirous of a firmer hand on the tiller with more constant course correction than the norm. I do believe it was more tire-related than anything else as even the larger dually-equipped RAM truck I drove last year didn’t seem to do this as much.
There are also had two very interesting features that this truck was equipped with having to do with its rear cargo space, those being the RamBox system and the Multi-Function Tailgate.
The RamBox Cargo Management System is basically two lockable storage compartments within the bed sides, one per side. These are plastic lined and have drain plugs so they could act as beverage coolers or to hold tools or whatever. This side also contains an electrical outlet to power tools or whatever.
While nice to have for those purposes, they also make the interior of the bed less spacious by removing the areas fore and aft of the wheelwells within the bed and make the bedsides so wide that it really is very difficult to lift anything in or out from the sides.
It appears that the lids are made out of plastic or some kind of composite material other than metal though, as there was some evident warping of the lids. In day to day usage, not really noticeable but definitely there, I first noticed it in the side view mirror. Last week was extremely hot and the truck sat outside a lot, it could be that the material changes shape slightly depending on temperature or perhaps warps a bit and then sets that way. The angle of the photo displays it in its most evident form, but also the way it’s viewed in the side view mirrors where it’s constantly visible.
The Multi-Function Tailgate on the other hand is an interesting idea without a downside that I can see, besides a cost increase over the standard unit of course. It can be used like any other fold-down tailgate where the two sections fold down as one solid unit or, by pushing down on the handle area instead of lifting up, opens in a 60/40 barndoor-like configuration (left 60% side first).
At first I thought this was sort of a gimmick but by the end of the week found myself using it more this way than as a traditional tailgate. First, it makes it easier to load and unload by removing the extra area to slide the cargo across and second, opening and closing it is easier on the wrist and hand than having to support the weight of the tailgate at all, even though it is damped and sort of spring loaded to assist the standard usage.
Swinging the doors is easier than lifting the tailgate. However they don’t swing much wider than the width of the bed so create a bit of a tunnel to navigate into with whatever the load is so that’s a potential downside depending on the situation or load. Still, it’s an option and can still be used as a traditional tailgate. The bigger bonus for some is that the huge RAM lettering on the tailgate is replaced by a still large but overall smaller Ram’s head logo. And the whole thing is also controlled by the central locking system along with the RamBoxes.
Back to driving the truck, of course all the other safety and user assistance features were present, not just the LaneKeepAssist, this time I also found the Parking Assist tried to assist me by stopping me from backing down a steep incline (a concrete ramp), presumably as it figured I was approaching the ground at too great an angle too fast.
I actually got out to check that I wasn’t about to scrape anything and then overrode the system, while at first perhaps a bit annoying the intent to not do harm is there and I’d rather be minorly inconvenienced than cause damage. Adaptive Cruise Control with full Stop and Go, Automatic High Beams, and Rain Sensitive Wipers were all present along with Blind Spot Assist and of course the BackUp Camera which is always remarkably clear, bright and precisely rendered on FCA’s larger UConnect systems.
The UConnect System is also the basis for the sound system, in this case another megawattage system with Harman Kardon’s technology that as usual I enjoyed tremendously. This time I found myself singing along shamelessly at full volume to Stevie Nicks’ “Stand Back” while I had it turned all the way up and as a result completely drowned my own voice out (a good thing), which then segued into “Sweet Child O’ Mine” by Guns’N’Roses and I all of a sudden found myself completely back in my college days…
Back in the present though before taking a huge detour I started to discuss pricing above. To get further into that, I established that the base price for the 4×4 Rebel CrewCab is $47,990, a not insignificant sum by any means but containing all manner of standard features, many if not most of which were further upgraded by options, but a leather interior and all-LED lighting is standard as are front and transfer case skid plates.
In this case the rear axle ratio was 3.92 and with this engine the truck seems to be rated to tow up to 12,560 pounds “when properly equipped” – I suspect that this particular one might be a bit lower than that due to all of the built-in weight of the options. There’s so much included and so many different ways to go that looking at the website is probably the easiest way to see it all, but I’ll list everything that this one had on its sticker…If you see it in the pictures and it’s not listed below as an option then it’s standard.
The EcoDiesel engine option is $4,995 (the 3.6l V6 PentaStar eTorque gasser is standard with a 5.7 Hemi V8 as another option priced at $1,495 or $1,695 depending on that engine being chosen with or without the eTorque system).
The Maximum Steel paint color is $200, the Safety and Convenience Group which is most of the assistance features is well priced at $895, Bed Utility Group at $450 consists of adjustable tiedown hooks and pickup box interior lighting, Monotone paint seems to be a no-cost option (some colors have a black lower section option), and something called the Rebel 12 (yes, 12, I don’t know why) at $2,995 includes a whole slew of stuff such as 8-way powered seats with 4-way lumbar on the driver’s, a 4G LTE WiFi HotSpot, SiriusXM along with TrafficPlus and TravelLink, the 19-speaker Harman Kardon Premium Sound System, 5 Years of SXM traffic service, Apple CarPlay and AndroidAuto, HD Radio, Heated front seats and steering wheel, and the 12″ UConnect with Navigation.
Continuing down the options buffet, there’s a $3000 lobster known as the Rebel Level 2 Equipment Group consisting of various items that are already included in the above Rebel 12 package and presumably credited somewhere in there but also adding a 115V rear power outlet, Dual Auto HVAC, MediaHub with USB ports, Exterior mirrors with supplemental signals, Front and Rear ParkSense with full stop as mentioned earlier, Power adjustable pedals and power folding mirrors, Automatic wipers, Rear underseat storage compartments, Rear defroster, Remote keyless entry with Remote start, and a Garage door opener button.
Next on the plate (by now it should be a platter) is the Tri-fold tonneau cover at $550, the Dual-Pane Panoramic Sunroof for $1,495, Side Steps at $695, Rear wheelhouse liners for $195, the Multifunction Tailgate at $995 with Ram’s Head Badge (!), 33-gallon fuel tank for $445, AirSuspension at $1,805, BlindSpot and CrossPath Detection is $595 and the RamBox System is $995.
For a further $295 the Trailer Brake Control hops onboard, and last but not least the Spray-in Bedliner will lighten your wallet by another $595. Oh, and $1,695 for destination charges brings the total to, wait for it…$70,880. All of a sudden the base price of $47,990 seems like a much smaller number, right? Of course nobody pays those full sticker prices, if forced to, you’d probably choke. Or perhaps rebel.
But back to our original premise – just like as with actual rebels, some end up conforming to society’s norms in the end. Whether that’s good or bad either for them or society isn’t for me to judge, but in this case it makes for a truck that is easy to like and get along with and doesn’t really have any ill manners of significance. The leather jacket hasn’t been completely traded in for a sweater vest but beneath a slightly gruff exterior is a bit of a softie that’s actually quite easygoing and eager to be a good partner.
Thank you very much to RAM for lending us this fully fueled truck and letting us get our Rebel on for the week!
There’s a lot to like here, however 2 things would hold me back. First the bed is too small to haul much though that won’t bother most people. Second, those warped Ram boxes would make never insane in a brand new expensive truck. That seems to be a complete deal breaker.
Skipping the RamBox option would help to solve both of the issues and doesn’t make the truck less attractive compared to the competition that doesn’t offer them. The bed is still not huge but completely class competitive without those. I’m torn on the boxes in general, the idea is good, but the reality dictates that things would have to be small and be able to conform to the shape of the boxes, it’s likely those items could as easily be held in the storage area under the back seat. I think you’d need to have an already identified use case for them to justify them. I’ve more often been glad of all the space I have in the bed of my truck than wished I had exterior storage compartments. I do admit to a lot of crap riding under my own back seat though.
From what I see driving around, it doesn’t seem to be an often chosen option and I wonder how many buyers actually “order” them rather than accept a particular truck that’s already on the lot and already has them.
Agreed. I have to wonder how many people fill out order forms these days. In the early covid days a huge Boston area GM dealer was offering discounts on and encouraging factory orders. I would love to know how many people took them up on it. My guess is not many.
The Rambox is one of those features where it would be great to take a survey of those whose pickup has the option and how often the boxes are actually used. As has been stated, probably not much.
I get the feeling that someone came up with the idea from seeing purpose-built contractor service trucks that have multiple storage boxes built into the sides. A noble experiment, but just not practical for a civilian pickup.
If the feature gets someone to come into the showroom and look at it (and by extension the rest of the truck), it’s done its job even if nobody orders it…
The tailgate on the other hand I can see getting used quite a bit once equipped that way though.
Ratchet straps, bungie cords, rope, tow strap, tarp, ball mount(s), zip ties, duct tape are what you’ll find inside the Ram Box on my brother’s 2500. I’d add jumper cables and my old man hook for dragging things near the edge.
The only downside and it is real is the loss of in bed space and it makes access a little more difficult from the side. However a cross bed tool box takes up a fair amount of space, though that is removable, and if set up right it can be done quickly.
I have this option on my Ram Rebel 2016. I use it all the time. AND I have even used it at a tailgate like a cooler (this is more of a novelty but still people thought it cool.
The option Dodge should fix is the leaking sunroof. I will never again get a Ram with a sunroof. I’m on my 3rd repair because the drainage system doesn’t work effectively.
These Rams become more appealing with each new version. This looks like a really pleasant package, though I am still wondering about the wisdom/utility of the small diesel, especially for the price they charge for it. Perhaps there is a CAFE benefit?
I am not sure one of these is in my future, but I can see how it might be for many.
Only in America is a 3.0 V6 Turbo Diesel with 260hp and 480lb-ft of torque considered “small”. 🙂 At least there’s a 100k mile warranty behind it. The price is steep, you have to want it to get it compared to the other engines.
Absolutely. For a turbodiesel, around three liter displacement is considered ideal for a 5,000 to 7,500 kg GVM truck chassis, in which case the norm is an inline-four though. Like an Iveco Daily, or several light trucks from Japan.
The closest to this Ram I can think of is a VW Amarok 4Motion 3.0 V6 TDI (up to 258 DIN-hp), also with an 8-speed automatic.
Is the Mercedes-Benz X350d available in Europe? 190 kW/550 Nm; only available with auto transmission, though (the four-cylinder X220d and X250d are manual or auto).
Compares well with the three flavours of Amarok V6 we get in Australia (TDI500–165 kW/500 Nm (manual only), TDI550–165 kW/550 Nm (auto only), TDI580–190 kW/580 Nm (auto only).
The only other one that comes to mind is the previous-generation Nissan Navara, looking the same as the Frontier Jim reviewed here a couple of months ago (170 kW/550 Nm); however, they stopped selling that five or six years ago here.
For those not versed in the torque conversion numbers, the 480lb ft of torque in this RAM equates to 650Nm. Conversely the 550Nm that Cleaveley mentions for the Nissan Frontier for example would be 406lf-ft of torque which is very impressive for a midsize truck!
The production of the Benz X-Class ended last May. All comparable pickups (Navara, HiLux, Ranger, etc.) have an inline-4 turbodiesel here. Perfect for a workhorse, BTW.
Part of me wonders if the contents of the Rebel is simply an appearance package on an otherwise upper trim pickup but marketed as a trim level.
These have grown on me quite a bit. Also, with a bed length of 5’7″ it is indeed shorter than other available beds but back in the old days of pickups, the short beds were 6.5″, generally with a more shallow bed, and such is still available on the Classic. Saw one such pickup at the Chrysler dealer yesterday, with a regular cab, no less.
Speaking of regular cabs, there is indeed no regular cab on the 1500 series but there is on the 2500s. Makes me wonder if FCA is nudging regular cab buyers toward a 3/4 ton.
Incidentally, I just peeked at the Ram website; it shows a guy and his lady loading a red Rebel with the split tailgate.
The Rebel trim is the more “off-roady” package in the Ram lineup. Equivalent to the Ford FX-4 or the Chevy Z-71 packages. While Ford offers the FX-4 across a variety of trims, Ram focuses it on the Rebel trim.
RAM does also offer an “Off-Road” Package on various other trim levels that includes a decent portion of the equipment that’s included on the Rebel, kind of like the Ford or Chevy packages Brian mentioned.
“Speaking of regular cabs, there is indeed no regular cab on the 1500 series but there is on the 2500s. Makes me wonder if FCA is nudging regular cab buyers toward a 3/4 ton.”
It’s more that the HDs are still using the old DS platform for their bodies. But now that you bring it up, all HD truck lines are more likely to have a dedicated crop of regular cab buyers who want something more than the base trim. GM has made the 1500 regular cabs base-model only, but not the HDs.
It’s not for me, but for the market demographic, FCA really seems to have a winner here, if for nothing else, appearance, alone. I guess there are those who might prefer the Ford or Chevy monstrosities, but Dodge pulls the full-size truck look together so much better. I might go so far as to call the Ram tastefully restrained (particularly the headlights).
All of the additional froufrou is okay, too, so long as one is careful with the options list (that warped, plastic Rambox lid is a non-starter). At this high price point, constantly seeing that in the rearview mirror would get real old, real fast. But the 12″ Uconnect screen and trick dutch-door tailgate are must-haves.
There is always what’s “just around the corner” for next year’s models. Word is that Ford has incorporated a generator into the pickup, and it should be coming to market soon. Idle your truck and weld, run a pump, or light up your house (all things that you should get schooled at before trying). I see this as something they all will quickly adopt. Don’t bring fuel to your generator, drive your generator to the gas station! Perhaps it is like 4 wheel drive, and some won’t even know it is there, but others will likely depend on it. For me, I want to make sure my next truck has that feature.
Well if you want to do serious welding with your truck you will have to step up to the Hybrid to get the 7500 watt unit, but yeah the smaller capacitiy with outlets outside of the cab will quickly get copied.
Kind of brings a new meaning to the name Power Wagon!
Another excellent review and pics. If Old Spice can call their products ‘Swagger’, ‘Yetifrost’ or ‘Bearglove’, Ram can show the same ‘commanding man’ bravado in their nomenclature. 🙂
This a well-packaged and desirable Ram, but I’d likely consider the purchase price too steep. Even with discounts. I’d wait two or three years. I once bought a several year old well-optioned Jeep Liberty Renegade for under $15,000, that sold new for over $39,500, according to the paperwork left in the glove compartment. And was delighted with a nearly new Jeep, and the savings then.
A rebel with a $70k sticker. Perfect for the rebels with $30k Harleys and pseudo Hells Angel vests.
Nice job describing the least likely vehicle I’ll ever buy, as I get ready to go out and install new window glass guides in my truck. 🙂
They certainly make 20 year year old kids with beards and baseball caps look a a lot tougher.
But $70,000? That’s more than a Mercedes-Benz E450. Fiat must be making a fortune on each unit.
“oftentimes ease of repairs due to more space between components and within the body spaces, never mind that projecting an aura of strength and protectiveness has become a sign of the times, especially in the truck market.”
It’s all about guys wanting to be cool. These “trucks” will need plenty of costly repairs right after the warranty is up. The reason it doesn’t get mentioned is that tough guys can’t admit their brands break all the time. Air suspension? How long will that last?
This comes from my direct experience working in dealer service.
The current E450 that’s rated lower in fuel economy, is smaller inside, *starts* at $64,390, has a shorter warranty, depreciates faster and whos manufacturer wishes it sold at anywhere near the volume? How do they get away with charging that much? You should look up what a Mercedes dealer charges for repairs post-warranty.
Air suspension is, if I am not mistaken, extremely common in such things as big rigs that don’t seem to constantly have issues with it over 100’s of thousands of miles and is a well understood technology that has lots of aftermarket support and options should an issue arise. It’s also an option so if it were to make someone uncomfortable they could choose the standard coil springs.
The front end similar to the Warlock trim of the 1500 Classic, throwing me off a bit in whether this might be a Classic.
The interior is impressive, and this is the first time I’m aware that Ram did away with their odd to me raised and indented middle rear seat. Needing 5 passenger capability, this kept me in the Ford camp.
The seat I’m talking about is still in the 1500 Classic…..
Yes that rear seat is a major change with the new series, taking it from a just too short cushion design in the middle to how it should be. Like you, it was a big turnoff in the Classic (old) 1500 to me as well.
The Classic Warlock trim actually uses the grille and bumper arangement from the previous generation Rebel trim. That’s why you are seeing similarities. The Rebel debuted the new design of the grille back in the previous generation, to show that Ram was going to be moving away from the cross-hair grille design.
When the grilles look similar, the easiest way to tell a Classic (DS) from a new 1500 (DT) truck is the shape of the body. The Classics are bulged out, like the fuselage Chryslers or the ’72 D-Series, while the DTs are slab-sided, almost concave, like the ’61 D-Series.
And yeah, that center seat with the floor hump and short cushion is not at all fun for a long road trip. I say that from firsthand experience.
I could not say it better myself.
I could not say it better myself. Re: Paul’s comment.
The name Rebel:
1) Brings to mind the Rambler Rebel – which in 1957 was a hot car. FCA must own the Rebel name going back to AMC days.
2) If the UNLV Runnin’ Rebels name for athletic teams is in jeopardy, can the Ram pickup name stay? The buyers of the truck probably don’t care.
The machine to rise up against The Machine. I suppose the RAM Subvert The Dominant Paradigm would need a wider tailgate.
Personally, I’d prefer a Big Horn. Or at minimum, a small improvement would be appreciated.
Actually, a detailed look at their site shows one can ultimately up-spec a RAM as a Big Horn Foghorn-Leghorn Extra-long Hornblower Blowhard, but I suspect that’s only in the wider model next up.
Whatever buffoonery will they think of next? As pointed out above, usually what’s been done before, here by FCA’s predecessors in title at AMC. After all, something that been market-tested’s the safest way to revolt against the Man.
I really don’t get everyone that says the new Ram is a big hit. It is not, it is the worst selling Ram in a long time. The Classic still makes up a very significant amount of their sales.
I get the idea of transitioning one plant before the other and releasing the most expensive and/or popular combination in the new truck first. However by this point the Classic should have been dropped and there should be a full line available in the new truck.
Yeah I’ve heard the old “the tooling is payed for so you can still turn a profit, yada, yada, yada” before. However the tooling for the new truck isn’t payed for and every Classic sold means that much longer until the tooling for the new truck is amortized.
The split gate is a nice feature. I do have to wonder why it is the left side that opens first. Every other double door situation the right door opens first. I can see the argument that it is closer to the driver.
The fact that they didn’t figure out how to make it swing beyond 90 degrees is bad and would give me pause loading with a Forklift, which would be a big benefit to this set up. It is annoying to remove the gate to load really heavy items with a fork lift, but thankfully on my trucks only takes a minute.
However the tooling for the new truck isn’t payed for and every Classic sold means that much longer until the tooling for the new truck is amortized.
The tooling is required for each factory that builds them. The costs to convert a plant to build a new vehicle can be massive. FCA has become the master at keeping older vehicles in production, squeezing out profits from them. They’ve consistently delayed introducing new vehicles for this reason. it’s all about reducing cap ex expenditures, based on Sergio Marchionne’s philosophy that the auto business is not efficient enough in its use of capital.
I’m quite sure it’s working out very well for them. The profit margins on the lower trim levels would be thin if they were the new truck. Now they’re fat. And sales seem to justify their approach.
Under $2 a gallon diesel? You are killing me and I’m not currently in Hawaii.
Diesel is significantly cheaper than gas right now because of the pandemic. Diesel is refined along with jet fuel, and jet fuel demand is drastically lower, for obvious reasons. refineries can’t change their mix so diesel is dirt cheap on the global markets.
https://www.gasbuddy.com/Station/7236
Diesel carries about a forty-five cent a gallon premium over 87 octane unleaded in my neighborhood. That’s considerably less than it was six months ago, but almost as large of a percentage.
It’s apparently a regional effect. I tanked yesterday, and diesel was some 20-30 cents cheaper than regular. But I see national average prices show diesel still more expensive.
In any case, there has been some reduction in diesel prices due to the effect I mentioned.
Your point makes a ton of sense, I just don’t see it here. Maybe east coast diesel is still going to Europe.
In Maine gas is $2.10 and diesel is $2.70. We have 90 octane ethanol free for $2.99, a price I’ll gladly pay for my small engines.
Van Buren, AR diesel is $1.999, so that 800 mile range on 33 gallons will cost you $66
Regular 87 unleaded is $1.86
Midgrade 89 unleaded is $2.21
I’m bothered by the 5’7″ box and lack of an 8′ option as cabs get bigger and pickup boxes get smaller. My truck is the increasingly rare 1/2 ton extended cab long bed, because I use 8′ of cargo space more than I use the back seat.
The new RAM 1500 offers a 5’7″ box crew cab and a 6’4″ box crew or quad cab but no 8′ box or single cab. A quick check shows that GM also stopped making a long bed except for the single cab and ony the Ford F-150 and Toyota Tundra offer this body style.
The Ram Box always looked interesting as a more integrated version of a side toolbox but I get the impression that aftermarket fenderwell boxes are a better idea.
Yep, Ram quit offering the Quad Cab/8′ in 2009, and GM the extended cab/8′ in 2013. In both cases, they were effectively replaced by the crew cab/6.5′ models that came out in 2014, but Ford continues to offer both. I have no idea why Toyota even offers it, though I’m not complaining. HDs, of course, will always have 8′ on every cab (except Ram’s Mega Cab, for obvious reasons).
The presence of a bed shorter than ~6.5′ doesn’t bother me at all; global pickups have had double cabs with 5′ or even shorter beds for over 40 years now, and they’re used just fine for “real truck work”.
If Fiat thought nailing an outhouse to the roof would move metal, they’d do it.
Canuck, I realize you for whatever reason get triggered by every mention of a pickup truck, but maybe you should just skip these posts going forward. It’s a pickup truck, at least one out of every eight vehicles sold in the US is one, (and I believe the ratio is even higher in your country), but they obviously aren’t for everyone. However at that level of sales they are clearly of interest to lots of people for one reason or another and with the number of varieties and options available are able to basically be tailored to each individual buyer should they so choose in ways that virtually no other mass market consumer vehicle type offers. Get over it.
The ghost of the car dealer I worked for in college now has a showroom split between Hondas and CDJR. Their remaining franchise is Subaru, which enjoys its own giant facility. One day I was there and saw what I thought was a grey Honda Ridgeline from a rear 3/4 view. It turned out to be a new 4×4 Rebel. I guess I’m not the target market, although I do find myself wanting another Tundra before they stop making the one designed for when trucks were trucks.
Thanks for the write up on the truck Jim. Glad you got to experience another of the next generation EcoDiesels. I can’t believe how steep that price got after adding all the options up… whew.
I’m fine with people driving trucks if that is what they want. Personally I see that 70k MSRP and think barely used Corvette and some sort of beater to drive in bad weather. It has long been established that automobile purchases are driven more with the heart than the head, otherwise we would all be driving Civics, Corollas and perhaps entry level Prius’. It would be interesting to know what percentage of the high dollar pickups actually get used as a truck, I know it is less than 100% and suspect that it is a good deal less. Again, I don’t care if people want to drive trucks if that makes them happy. My only real complaint about them is being between two pickups in a parking lot while driving a car, you just have to sort of ease back into the traffic lane and hope that no on is drving and not looking.
Like the Jeep tested not long ago, the number of Ram truck models and versions is dizzying. Back in the ’90s, you got your choice of a stripper, OK, or plush. Short or long cab, short or long bed, 2WD or 4WD, shift or automatic. Cloth or leather seats. Dually or not. A V6, 2 V8s, and a diesel. 1500, 2500, 3500. All the choices one could ever want. A linear mind like mind could sort of keep up. And, the trucks looked mostly the same, level to level and year to year. Now, the only one who seems to make out is the dealer order-taker, as the matrix of choices is endless. I try to suss out what the truck is, in the next lane, and all of the manufacturers have gone so far into the choice and variation thing, that I honestly have no idea what it is I’m looking at.
That said, the load and towing capacities of the new trucks are generous, and they feel like a high end Mercury or Buick inside. Sticker shock and my intended uses (throw that crap in the back for a trip to the transfer station) will keep me on Craigslist for a while longer yet.
*Vinyl or cloth, usually. GM had a leather option c. 1995, and Ford with the Lariat in 1997, but I don’t think Dodge offered it until 2000 with the SLT Plus package.
So just a general question to the person who reviewed the new Ram Rebel – Has Ram Addressed the issues with their sunroof’s drainage system? I dropped a lot of money on my 2016 and I’m now fixing this issue for the 3rd time. I’m about ready to just put clear caulk around the sunroof and never open it again.
If you don’t know what I’m talking about google it or go to the many forums that talk about this issue Ram has continually ignored. It gets expensive to replace a headliner, carpet and fix the drainage tube.
I took it through a car wash and had zero issues. It also rained overnight a couple of times, no problems. This tester likely sees more car washes than a regularly owned vehicle as well and didn’t show any traces of water ingress.
Two of my friends have Ram Rebels, one red and black, one blue and black. One is a later ’19, the other is a 2020. Both are identically equipped, except for color, and stickered at just over $60K, The red one was bought at $45K, and I don’t know how much the blue one was, but I would imagine it was close. Both are 5.7’s with the great 8 speed and pretty much have all the (IMHO) required comfort options, along with several it would be nicer to do without. The lane departure alert is a joke, it cries wolf too often. No sunroofs on either of them.
If I was going back to a pickup, it would be a Ram, no contest, with the F150 in second place, without the Ecoboost, with it, well, I wouldn’t buy one with an EB engine in it. The GM trucks come in last for looks alone.