Two pickup trucks with muscle-car engines and trophy-truck suspensions square off at the dragstrip, on the road, and in the dirt.
It's a classic case of competition improving the breed. After 13 years of escalating stakes as Ford and Ram antagonized each other, the humble pickup truck has evolved into a street-legal sandrail with sport-sedan acceleration.
If only there were a similar button for silencing the supercharger belted to the TRX's Hellcat 6.2-liter V-8. The Ram's twin exhaust cannons deliver a righteous big-displacement boom, but you'd never know it from inside the cabin where the supercharger's high-pitched wail drowns out the fusillade in the combustion chambers. You have to be standingthe TRX to hear the good stuff. It sounds more fierce from a quarter mile away than when you're sitting inside it.
And then there's the one difference so significant, it feels philosophical. Whereas the TRX is permanently stuck in four-wheel-drive, the Raptor allows you to clown around in rear-drive. Actually, Ford seems to encourage it, since the Raptor defaults to two-wheel drive in its Normal mode. In anything less than fourth gear, the Raptor R's BFGoodrich All-Terrain KO2 tires are hopelessly and hilariously undermatched for the Raptor's 640 lb-ft of torque.
The Ram steers better than the Ford, with a quicker rack that's more responsive both on the pavement and in the slough. There's a surprising amount of precision for any pickup, let alone one with knobby all-terrain tires and a penchant for off-roading. The Raptor's sublime suspension goes a long way in fulfilling that brief. Turns out that tuning a truck to conquer the ungroomed wilds of Baja also sets you up for success on the jagged highways and arterial roads of the world's richest country. Forget Rolls-Royce and its pretentious"waftability." The Raptor R proves that, with the right hardware, you can make a glorified farm tool float over the road, too. The Ram team, though, hasn't figured that out yet.
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