BALANCED APPROACH
Ram V6 melds comfort and capacity
In the world of trucks, where bigger usually equals better, is there a place for a V6-powered pickup?
Compact and moderately powered trucks were losing ground for a while to the evermore-useful crossovers, but their increasing levels of comfort and technology have lured buyers back. There’s a reviving market for people who don’t really need the power of a V8, but still have occasional need for a truck’s capability. My tester is a midrange Ram 1500 Crew Cab SLT, powered by the base Pentastar V6. but it’s loaded with more than $5,000 of optional mechanical and convenience extras. Outwardly, it features more lashings of chrome, 20-inch aluminum wheels, wheel-to-wheel side steps and a neat, tidy tri-fold tonneau cover.
The cabin isn’t as opulent as the branded leather Laramie models, but its chocolate and cream trim is rather attractive. Seats are upholstered in premium cloth rather than leather, but they’re an interesting blend of textures and contrasting colours. The Crew Cab configuration is as spacious as any full-sized SUV; rear passengers have plenty of room to stretch out their legs, and a 60/40-split seat bottom flips up to create an impressive flat cargo area.
There are also watertight storage compartments cleverly hidden beneath the rear floor and bins beneath the rear seats.
The front buckets are comfortable, but as in most trucks, they’re built to embrace backsides of more generous proportions than mine, though they can be manually adjusted 10 ways to find comfort, including lumbar support. The optional Comfort Group package ($700) heats not only the seats, but the steering wheel as well. Those of moderate stature will also appreciate the adjustable pedals.
Chrysler’s easy-to-use Uconnect infotainment system comes with a standard screen, but the optional 8.4 ($1,250) adds navigation, Harman Kardon sound system, media hub with SD, USB and auxiliary ports and SiriusXM radio.
This Ram is equipped with the optional four-corner air suspension ($1,595), which gives it unparalleled ride comfort in the truck segment. While there are other V6 trucks with higher tow ratings (F-150 EcoBoost) or better payload (Silverado), the Ram should be the first choice for those who value ride quality over workload capacity. The adaptable, load-levelling suspension enables the Ram to glide smoothly over almost any surface. Unladen, it displays none of the characteristic rear end skittishness over washboard pavement.
This system lets the Ram rise in two stages — Offroad 1 or Offroad 2 for more clearance — or lower (Aero) for highway efficiency. The system also makes getting in or out no more difficult than in the average crossover vehicle.
The 3.6-litre V6 puts out a rather underwhelming 305 horsepower and 269 pound-feet of torque. It’s mated to an eight-speed automatic that does an admirable job of wringing out any available power by always keeping it in the right gear. Still, any highway passing manoeuvres need to be planned accordingly. It’s definitely not the first choice, however, for those who place top priority on towing power. While Hemi-equipped Ram 1500s have a max rating of just over 10,000 lbs., the V6 Ram tops out at 7,500. GM’s new diesel-powered compact Canyon tows 7,600 lbs. — and fits in most garages. But that 7,500 lbs. is more than sufficient for most folks and probably enough to sway the buyer who’s choosing between a pickup truck or an SUV.
A week spent bouncing between town and horse stable was a test of the Ram’s flexibility. Its on-road manners adapted well to city traffic, comfortably accommodating my friends and family.
The rugged bed liner prevented any damage to the truck bed during dump runs, and the heavyduty rubber floor mats were easy to clean after a trip to the farm. Fuel economy ratings are 14.6 L/100 km city and 10.1, highway. Overall, I averaged 13 L/100 km.
Trucks these days offer buyers so many options. For some, the Ram 1500 V6 strikes the right balance between comfort and utility.