2019 Ram 1500

2019 Ram 1500

Episode 3734 , Episode 3748
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Things have seldom been easy for the Ram. You know, Detroit’s other truck brand that’s not Ford or Chevy. But things have certainly been looking up lately; as Ram’s full-size pickup sales have been steadily increasing, even outselling the Chevrolet Silverado a few months along the way. So, let’s see if an all-new 1500 is “Ram Tough” enough to muscle its way permanently up the ranks. 

It was the 3rd gen Dodge Ram that really got the ball rolling for the brand when it arrived for 2002. Ushering in firsts like Mega Cab and the return of Hemi power. 2009 saw a 4th gen. debut with all-coil spring suspension and side-saddle Ram Box storage. Now, 2019 sees the most all-new Ram 1500 in decades, one that FCA hopes will usher in a whole new era of power, comfort, and utility for today’s truck buyers. 

Much like Ford, the 1500 went on a weight loss plan, though not as drastic, shaving only about 225-lbs; mostly due to more high-strength steel in the frame, with aluminum for the tailgate and some suspension parts. 

The frame is still stronger, however, boosting payload to 2,300-lbs., and max towing capacity to 12,750. 

The exterior look is smoother, yet still has a hint of the big rig look of the 90’s. No more crosshairs, just lots of big Ram letters and a new seemingly Transformers-inspired Ram head logo. 

We much prefer the Rebel’s, blacked-out malice. And spent some time doing some nastiness of our own in the Arizona desert. The Rebel’s off-road capabilities take a small step up; its 1-inch of lift now come from hardware, not simply pumping up the air spring suspension as before. You also get a locking rear differential, unique Bilstein shocks, skid plates, and updated electronics. It’s still not on the same flight plan as Ford’s Raptor, but now at least on the radar screen. 

The Ram 1500 was already the best riding rig in the full-size pickup ranks due to the only 4-corner air suspension out there; new Frequency Response Damping for this year, takes it up one step further.

Front brake rotors are now 14.9-inches, the biggest in the segment.

For now, only the two gas engine options return and their output stays the same; which means 305-horsepower and 269 lb.-ft. of torque for the 3.6-liter Pentastar V6, and 395-horsepwer and 410 lb.-ft. of torque from the 5.7-liter HEMI V8. 

Both get an eTorque mild hybrid system with a 48-volt battery pack that enables auto stop/start, boosts overall efficiency, and even provides a little extra torque. It’s standard with the V6, optional on the HEMI. No word yet if or when a diesel will return.     

Government Fuel Economy Ratings for a HEMI 4X4 are 15-City, 21-Highway, and 17-Combined. No official ratings for the 3.6-liter just yet. So the HEMI’s Energy Impact Score is slightly worse than average at 19.4-barrels of yearly oil use, with CO2 emissions of 8.6-tons. 

We spent most of our Arizona-based early drive time with the HEMI, and it felt just as powerful as always, though we don’t remember the gas pedal being this sensitive, which seems a little out of place in a big truck. There’s a new 850-watt electric fan to cool it, and it’s very noticeable when it kicks in. 

Transmission remains an 8-speed automatic, and everything is still put in motion with a dash-mounted rotary shifter; but operation has gotten much quicker, making 3-point turns less stressful. Otherwise, in normal driving, the transmission behaves fairly well. 

Active noise cancelling seemed to keep road noise to a minimum, though we did hear some wind noise in our pre-production test vehicle. 

The upgraded interior of the 1500 is otherwise most impressive. We loved the available 4th generation of FCA’s UConnect touchscreen, now 12-inches in size. It remains logical and responsive as always. Front seats are very comfortable and top-line Limited trim is simply exquisite. Both Crew and Quad cabs are available, with the most interior space in the segment.

Base pricing is $33,340 for a 2-wheel-drive Tradesman; which you probably won’t buy unless you are indeed a tradesman. Most will find a Ram 1500 that slots between there and the Limited 4X4’s $59,035.  

Well, just when it looks like things are set to really take off for the 2019 Ram 1500, there’s an inconvenient truth, that an all-new Chevrolet Silverado is arriving at almost the same time. So, FCA had better make some hay while the sun’s shining. It’s still the best cruiser with a bed out there, but it will take a lot more than that to permanently take silver home. 

Specifications

  • Engine: 3.6 liter / 5.7 liter
  • Horsepower: 305 / 395
  • Torque: 269 lb.-ft. / 410 lb.-ft.
  • EPA: 15 mpg city / 21 mpg highway
  • Energy Impact: 19.4 barrels of oil/yr
  • CO2 Emissions: 8.6 tons/yr
2024 Lexus TX 2

2024 Lexus TX

Built To Please Luxury-Minded American Families On The Move

Episode 4328
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Lexus sells SUVs in just about every shape and size, but until now has never had a true large three-row family-style crossover in their lineup. Well, the new TX is just that. So, let’s find out if the seventh SUV to enter the Lexus brand is also able to usher in a new era of big-family luxury.

Lexus has been in the SUV game longer than most luxury brands, but the all-new 2024 Lexus TX is their first purpose-built, large three-row crossover utility. Looking equal parts enormous and luxurious outside, it’s a big jump up from the no longer available RX350L, as far as space inside front to back, but especially in the third row when it comes to legroom, but also in flexibility and ease of use compared to their other current three-row offering, the truck-based LX600.

The TX’s 20.2 cubic-feet of space behind that third row is a real bonus too. That space expands to 57.4 cubic-feet when you fold the second-row seatbacks, with a 97.0 cubic-foot max with all seats stored and folded. And of course, there are charging ports just about everywhere you look inside, ensuring families are as connected as they are comfortable. And it is a very comfortable family hauler with seating arrangements for either six or seven passengers.

2024 Lexus TX 3/4 Front
2024 Lexus TX Dead Front
2024 Lexus TX Profile
2024 Lexus TX Taillight
2024 Lexus TX Dead Rear
2024 Lexus TX Grille
2024 Lexus TX Wheel
2024 Lexus TX Gas Engine
2024 Lexus TX 3/4 Front2024 Lexus TX Dead Front2024 Lexus TX Profile2024 Lexus TX Taillight2024 Lexus TX Dead Rear2024 Lexus TX Grille2024 Lexus TX Wheel2024 Lexus TX Gas Engine

It’s easy to make things bigger inside, much more difficult if you’re Lexus to make them vastly better. And while the TX interior is very nice, it’s not as big of an upgrade from platform mate Toyota Grand Highlander as we expected. Though considering our Premium trim tester is just one step up from base, there’s lots of standard content, but also a lot going on when it comes to controls and touch-sensitive surfaces. It did take some getting used to, with many dash controls looking very similar, and the steering wheel controls being somewhat temperamental.

There are plenty of choices when it comes to the powertrain. Standard is this 2.4-liter I4 turbo in the TX350 rated at 275 horsepower and 317 lb-ft of torque. It works with an eight-speed automatic transmission and comes in front- or all-wheel drive. An available 500h adds hybrid assistance to that 2.4-liter, and at the top of the lineup is Lexus’ first-ever V6-based plug-in hybrid, the 550h+, which packs 301-total horsepower and delivers 33-miles of EV range. Both hybrids are all-wheel drive, and all TXs are rated to tow 5,000-lbs.

There are charging ports just about everywhere you look inside, ensuring families are as connected as they are comfortable.

Our all-wheel drive 350 had a nice little jolt of power for getting a nice little jump off the line at our Mason Dixon test track, and then after a slight pause, power began pouring on in full force, ushering us to 60 in 7.5 seconds. The engine was plenty willing to keep dealing out the power, but the ultra-smooth automatic shifts were a tad sluggish, creating a noticeable drop-off in momentum as we worked our way down the track. Still, a 15.6-second 92 miles-per-hour quarter-mile is quite acceptable for a family hauler.

The TX is almost 17-feet long, but it sure doesn’t feel that big when you’re driving it around, and it scooted thorough our slalom course with the ease of a vehicle half that size. Its predictable nature allowed us to easily manage its luxury-minded steering feel and carry quite a bit of speed through the cones. While the TX shares the same basic suspension design as the Grand Highlander, tuning is unique.

2024 Lexus TX Dashboard
2024 Lexus TX Shifter
2024 Lexus TX Front Seats
2024 Lexus TX Second Row Seats
2024 Lexus TX Third Row Seats
2024 Lexus TX Cargo Area Behind Third Row
2024 Lexus TX Full Cargo
2024 Lexus TX Door Handle
2024 Lexus TX Sunroof
2024 Lexus TX Dashboard2024 Lexus TX Shifter2024 Lexus TX Front Seats2024 Lexus TX Second Row Seats2024 Lexus TX Third Row Seats2024 Lexus TX Cargo Area Behind Third Row2024 Lexus TX Full Cargo2024 Lexus TX Door Handle2024 Lexus TX Sunroof

Government Fuel Economy Ratings are 20-City, 26-Highway and 23-Combined; we averaged a great 25.3 miles-per-gallon of Premium, and it only goes up from there with either of the two available hybrids.

Pricing starts reasonably for a luxury SUV with the TX350 beginning at $55,050 and all-wheel drive a $1,600 option, but things can escalate quickly from there.

While not their first three-row utility, the 2024 Lexus TX is their first dedicated three-row platform aimed squarely at the heart of the American market. Clearly, they’ve hit a bullseye, as it makes us want to pack up the family and hit the road. But this is also the first Lexus to be built in Indiana.

While most of the car business seems to revolve around novelty, wow-factor, and gadgetry these days, Lexus continues to deliver quality, calm, and comfort, all while keeping the luxury experience remarkably attainable.

Specifications

As Tested

  • Engine: 2.4-liter I4 turbo
  • Horsepower: 275
  • 0-60 mph: 7.5 seconds
  • EPA: 20 City | 26 Highway | 23 Combined
  • Transmission: 8-speed automatic
  • Torque: 317 lb-ft
  • 1/4 Mile: 15.6 seconds at 92 mph
  • MW Fuel Economy: 25.3 mpg (Premium)
2024 Subaru BRZ tS

2024 Subaru BRZ tS

The Light Way Is The Right Way

Episode 4327
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Back in 2013, Subaru, the long-time purveyor of all-wheel drive wagons and utilities, shocked us all when they unleashed the lightweight, rear-wheel drive BRZ sport coupe into this SUV-crazy world. It was like a fantastic breath of sports car nostalgia that we just couldn’t get enough of. And Subaru has only made it better since then, finally giving it an STI-like treatments. So, let’s hit the track in the new BRZ tS!

The Subaru BRZ indeed seemed to come out of nowhere when it arrived 11 years ago, and we’ve been loving every chance we’ve had behind the wheel of this throwback rear-drive sport coupe ever since. Now, there’s a new BRZ for us to enjoy, this 2024 Subaru BRZ tS.

The phrase “sport-tuned” is vague and often over-used, so what does that really mean for the BRZ? And how does that translate to performance at Savannah, GA’s Roebling Road Raceway?

2024 Subaru BRZ tS 3/4 Front
2024 Subaru BRZ tS Grill Closeup
2024 Subaru BRZ tS Front
2024 Subaru BRZ Profile
2024 Subaru BRZ tS Dead Rear
2024 Subaru BRZ tS 3/4 Rear
2024 Subaru BRZ tS Badge
2024 Subaru BRZ tS Engine
2024 Subaru BRZ tS Wheel
2024 Subaru BRZ tS 3/4 Front2024 Subaru BRZ tS Grill Closeup2024 Subaru BRZ tS Front2024 Subaru BRZ Profile2024 Subaru BRZ tS Dead Rear2024 Subaru BRZ tS 3/4 Rear2024 Subaru BRZ tS Badge2024 Subaru BRZ tS Engine2024 Subaru BRZ tS Wheel

Well, what Subaru has done with the tS, is indeed made the BRZ more capable on track and thus even more fun to drive overall. The big additions here are suspension and brakes, replacing the standard shocks and struts with Hitachi Sensitive Frequency Response Dampers, and upgrading the brakes to Brembos with gold calipers that clamp down on larger 12.8-inch discs up front and 12.4-inch discs in the rear. Unique 18-inch alloy wheels with Michelin Pilot Sport 4 performance tires complete the package.

Subaru falls short of calling it a full-on STi model, but does claim it has been tuned by STi, and there are prominently displayed STi logos on the start button and in the gauge display, along with unique trim and leather covered sport seats with Ultrasuede inserts, and lots of blue stitching on the seats and elsewhere in the cabin.

Outside, it’s mostly just the same tidy, low, wide, and lightweight aluminized BRZ we’ve come to love, with new logos, and black painted mirror caps. What there isn’t is any additional power, as the tS soldiers on with the standard BRZ’s naturally aspirated 2.4-liter flat-four rated at 228 horsepower and 184 lb-ft of torque. Now, those numbers don’t exactly scream track performance, but the fact that the tS is only available with a six-speed manual transmission does reveal what this particular BRZ is all about.

What Subaru has done with the tS, is indeed made the BRZ more capable on track and thus even more fun to drive overall.

And it was pure joy working that shifter in and out of the turns here at Roebling; the BRZ was already so well-balanced to begin with that it took a few laps of really pushing to feel the increased firmness and more settled nature on turn-ins of the new suspension setup. The better brakes addition was more easily noticed, and much appreciated, as we were able to dive into corners just a bit deeper than before.

Surprisingly, even on this big, fast track, the BRZ still doesn’t feel underpowered, just fun, as it and its platform-mate Toyota GR86 have from the very beginning. And 6.1 seconds to 60 is still plenty quick for anyone, and that’s actually a bit slower than we’ve gotten typically in the BRZ. Under more ideal conditions than this unusually cold winter’s day in coastal Georgia, mid fives shouldn’t be a problem.

Good clutch feel and decent grip from the 215 rear tires allowed for surprisingly high rpm launches. Short throws and positive action to the shifter meant we had no problem maintaining momentum through the 14.5-second quarter-mile which we finished at 99 mph.

2024 Subaru BRZ Dashboard
2024 Subaru BRZ tS Front Seat
2024 Subaru BRZ tS Shifter
2024 Subaru BRZ tS Instrument Cluster
2024 Subaru BRZ Climate Controls
2024 Subaru BRZ tS Ignition
2024 Subaru BRZ Dashboard2024 Subaru BRZ tS Front Seat2024 Subaru BRZ tS Shifter2024 Subaru BRZ tS Instrument Cluster2024 Subaru BRZ Climate Controls2024 Subaru BRZ tS Ignition

Would we love to see and feel more horsepower coming from under the hood, a high-output turbo from the Toyota stable perhaps? Absolutely, but truth be told, it doesn’t really need it, as it puts the power that it has to use better than most cars on the road.

So, it may not be the full STi model that people have been clamoring for, but it’s not priced like one either, essentially tacking just $2,650 onto the price of a top Limited BRZ. It’s also worth noting, that while previous tS models were limited production, there are no such limits this time around, and this tS is the first manual transmission Subaru to come equipped with their EyeSight Driver Assist Technology.

So, if you want a BRZ that’s noticeably better for your track days, or just cars and coffee bragging rights, here it is. And everything that went into making the 2024 Subaru BRZ tS a more potent performer on the track, also makes it a better street car. That’s the kind of no compromise performance enhancement we can all get behind, and what continues to make the BRZ a winner no matter where the pavement takes you.

Specifications

As Tested

  • Engine: 2.4-liter flat-4
  • Horsepower: 228
  • 0-60 mph: 6.1 seconds
  • Starting Price: $36,465
  • Transmission: 6-speed manual
  • Torque: 184 lb-ft.
  • 1/4 Mile: 14.5 seconds at 99 mph