Introduction: Chevy Silverado 1500 vs Ford F-150 vs Ram 1500
Chevy Silverado 1500
Chevy Silverado 1500 is an all-new model, with new bodywork on a new frame. Further, the optional V-8 fitted to this example displaces 6.2 liters alike the brand’s top offering from last year, but the engine, too, is fresh. Whereas last year’s 6.2 saved fuel with a cylinder-deactivation program that shut off four cylinders under light loads. Further, now the engine runs a new scheme from supplier Delphi that can drop as many as six cylinders when conditions are right, running the engine on anything from eight to two pots. The testing of Silverado here is the as-much-as-you-can-spend High Country version, which includes a two-speed transfer case, automatic stop-start, dual exhaust, body-color bumpers, LED lighting, and further leather seats (heated and ventilated up front, heated outboard in the rear).
That seems like a lot when you look for the Ford F-150. Wholly re-imagined in “military-grade” inclusive of a new grille and upgraded engines. Ford went a step further by making the full-bore, Raptor-spec twin-turbo 3.5-liter Eco Boost with 450 horsepower and 510 pound-feet of torque standard in the top-of-the-line Limited model. (Lesser trims make do with 375 horsepower and 470 pound-feet.). It is moreover preloaded with a panoramic sunroof, massaging front seats, power running boards, and assorted luxury trappings. Further, it comes with a tailgate step, a towing package, and a smattering of bed accessories that raises its price.
It’s a big year in the full-size-truck market—the Ram 1500 is also new. Its 5.7-liter Hemi V-8, now available with a 48-volt motor-generator assist, nestles in a redesigned frame wrapped in fresh bodywork. Further, Crew-cab trucks like the one here get a nice bump in rear legroom, too. Moreover, there isn’t a super-giganto Mega Cab yet. However, the Rolls-Royce 45.2 inches of stretch-out space means that the Ram sports 65 cubic feet of rear-seat room. There are Limited 4×4 models like this one also boasting an interior with such extraordinary attention to detail. Therefore, it’s hard to believe this truck could possibly roll out of a factory by the hundreds of thousands. Furthermore, A 19-speaker Harman/Kardon stereo, a suite of active driving assists, a panoramic sunroof, and the 5.7-liter Hemi with the optional eTorque 48-volt hybrid system.
Chevrolet Silverado 1500
Highs: We’ll shortly be a high country. That’ll make this more tolerable.
Lows: Harsh ride, and moreover cheap interior.
Verdict: In the way of refinement you may expect far more, cabin polish, and value from this all-new Chevy truck.
Above all, To be fair, there are a few other things to appreciate. Moreover, The low seating height gives the Silverado a uniquely carlike driving position. The brake pedal feels like it was pulled straight from the Corvette, and a 175-foot stop from 70 mph is rather impressive for a 5500-pound truck—though the 5600-pound F-150 stopped even shorter. And because the Chevy’s sunroof covers only the front seats, this truck has the most rear-seat headroom by a long shot.
However, the Silverado is suffering most from its trailer, with diagonal roadway seams initiating an unsettling wobble in the load. Although, while it consists of rear-view camera mode that lets the driver zoom in on the trailer hitch as he’s backing up to it. Thus only the Chevrolet has an additional camera fitted in the high-mount stop lamp to serve as a high-angle rear-view mirror when there is an attachment of trailer. The camera display takes over the rear-view mirror when the driver flips the day/night switch. Thus it gives a far better view of traffic abaft than the tow truck usually has. Thus, It’s such a helpful feature that everybody looks up to.
It’s a far cry from the luxury toy-hauler experiences offered by Ford and Ram.
Highs: Powerful turbo six and seamless 10-speed, attractive inside and out.
Lows: The two-point spread is in the details, displacement doesn’t determine consumption so much as power does.
Verdict: An excellent truck that could only be bested by an outstanding one.
Above all, Ford F-150 is a convincing truck, even one with turbos hanging off the sides, which is a suitable replacement for a V-8. But, especially in this high-output spec, the engine impresses these brands’ winning conquest sales from the others. While its low-end response isn’t as vigorous as the Chevy octopod’s, its brute force takes the worry out of highway merges, even with three tons of trailer along for the ride.
Further, you may spend weeks divining the differences in ride quality between the Ford and the Ram, as both have commendably plush comportment with and without trailers hooked up. Moreover, Bumps tends to fade in a single well-damped suspension cycle. Thus, there are none of the structural shudders that plagues the Silver ado. You might be wowed by the ride in F-150s with smaller wheels, though, and would spec humbler rims than 22s were it our own money. But we must agree that once the toy haulers were hooked up, the Ram is smoother and more controlled than the Ford.
Highs: Interior suggesting there’s still a tie to Daimler, velvety ride, Hemi roar.
Lows: in every single performance test finished last, the heaviest here by a wide margin.
Verdict: A tugboat and a party barge in one; ready to tow your, err, tugboat, or party barge.
Its a little clichéd to say of a tow vehicle that you don’t even feel the trailer, but may feel shocked by how literally true that is in the Ram. Further, there’s slight laziness from the rear end when changing lanes, but other than that, it’s easy to forget that the jerk tailgating you is actually a car you attached to your rear bumper.
The air springs pump up in order to maintain ride height, the ride remains as imperturbable as it does when the truck is unladen. Moreover, the miles fade into, well, not memory, because there’s nothing reminiscence about them except how unremarkable they are. Besides this, this is an outstanding tow rig. Proof: The only complaint that anyone of you can come up with is its trailering behavior and further the turn signals don’t have a one-touch six-blink function in tow mode.
Even such a small omission is astounding, though, because the Ram is far and away from the most full-size pickup in existence. For initiators, it looks like a Mercedes-Benz S-class from inside. Further, it appears more like the S-class in here than even an E-class does, particularly in the dark-blue/cream (Indigo/Frost per Ram) combo sported by this truck. Moreover, the Limited’s nickel-finish metallic trim and striped black wood state even the standard black interior is amazing enough. However, the no-cost two-tone option with contrasting stitching and piping seems ripped from the pages of a luxury-brand ordering guide.
The Ram thus is a gooey puddle of a luxury sedan with a tow hitch poking out from the rear bumper. Above all, it’s a toy hauler in itself. It’s our new favorite full-size pickup. And it’s worth the money.
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