It’s Tremor against Trail Boss, Rebel, and TRD Pro in a battle of full-size off-road trucks in the mud and snow, on asphalt, and at the test track.
For this comparison, we collected the most promising models from the middle tier, the Chevrolet Silverado 1500 LT Trail Boss, Ford F-150 Tremor, Ram 1500 Rebel G/T, and Toyota Tundra TRD Pro. We benched the GMC Sierra 1500 AT4 for this test because it's mechanically identical to the Chevy but carries a nearly $6,000 price premium. The Nissan Titan Pro-4X was left out because it didn't stand a chance.
The horsepower champ, the Tundra TRD Pro, is saddled with the added mass of a hybrid system that raises its curb weight to an unhealthy 6,166 pounds. It pulls off a brisk 5.9-second 60-mph run, but that's only good enough for third place in this fast-moving crowd. We could live with the Ram's acceleration—it's not exactly slow—but we wouldn't risk living with its 48-volt eTorque system. An electrical fault during our comparison turned the engine stop-start system into a half-functioning engine stop system. The V-8 still shut down at traffic lights, but it was on the driver to shift to neutral and thumb the ignition button to refire the engine.
The Tremor squeezes into the space between the Rebel and the Trail Boss. It's not as cushy as the Ram or as dynamically deft as the Chevrolet. Yet in finding the right balance of attributes, Ford has built a truck that is both athletic and comfortable with the best all-around skill set for most buyers. The stout structure minimizes and masks the bending and torsion inherent in a body-on-frame truck, which pays dividends on-road and off.
As the surface melted into a soft, mucky mess, the Tundra TRD Pro needed more speed and more advanced planning to make it up Holly Oaks' hills. The used-up Falkens did the TRD Pro no favors in the early spring slop, but even on fresh rubber the Tundra wouldn't have challenged its peers. Its rear diff can only be locked in 4 Low, and you have to come to a complete stop and wait an eternity for the transfer case to shift.
Ram uses some genuinely nice materials and fits them together with tight precision. Like the Trail Boss, the Rebel would benefit from a rethink of the design and trim to modernize the interior. We're also not convinced that the expensive vertical infotainment screen is truly an upgrade. The graphics are looking old, and the bigger screen replaces the large climate control knobs with two rows of small buttons, which are less intuitive.
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