It makes no sense to skip it, however, as it really does improve economy. The standard V6 comes with a 48-volt mild hybrid assist while the optional V8 can be had with or without the hybrid system. Alex KwantenĪll three of the Ram’s engines put down decent power and fuel economy. It hasn’t changed much visually since 2019, but the Ram 1500 has lots of visual presence to match its refined road manners and hauling capability, even in the mid-range Big Horn trim. Its standard coil-link rear suspension and optional air suspension offer a sedan-smooth ride and decent handling for a big truck. Modern truck buyers overwhelmingly choose crew cabs, which makes it much easier for a big half-ton to do double-duty as a family vehicle, and the Ram’s advantages over its competitors are all about real-world livability for just that reason. One thing the current 1500 does not offer that the Classic does is a single-cab, long-bed configuration, but this isn’t surprising. There are two other 1500s we review separately: the wild 702-horsepower Ram 1500 TRX and the old Ram 1500 Classic (really the fourth-generation 1500, new way back in 2009). There’s some new standard equipment and special editions, but the 1500 is otherwise mostly unchanged. Production of the 1500’s optional EcoDiesel V6 (which ties GM’s diesels for best-in-class fuel economy) will end in January of 2023. Ram has subtly but steadily updated the 1500 since its introduction, but what’s notable about 2023 is what will go away. GM’s half-ton alternatives, the Chevy Silverado and GMC Sierra, got major 2022 upgrades to narrow the gap, but still aren’t quite at the Ram’s level of refinement and (available) luxury. Five model years later it’s still one of the best vehicles in the segment, holding its own with the redesigned-in-2020 Ford F-150 and last year’s all-new Toyota Tundra. When the fifth-generation Ram 1500 debuted for 2019, it set new standards among full-size trucks for refinement, crash safety, fuel efficiency and available luxuries.

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