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Today I test drove a JL Sahara and a DT Laramie 4x4, along with a GMC Canyon SLT 4x4 diesel, a Colorado Z71, a GMC Sierra SLT 4x4, a Tacoma TRD Off-road 4x4 and a Tundra Limited TRD Off-road 4x4.
I left the house determined to test drive midsize pickups. I never considered a full-size pickup until the GMC dealer asked me to test drive a Sierra SLT, which was 27% off MSRP.
Here are my observations:
2019 Ram 1500 Laramie Crew Cab 4x4
The Ram just wants to kick dirt in your face, and that HEMI sounds nice playing the part. The handling, the ride, the refinement, the acceleration, the sound, the comfort and the equipment are all there. DT comes with a 5.7 HEMI and a 8-speed Torqueflite automatic. The HEMI feels quick off-the-line and the transmission shifts smoothly. Everything about driving DT feels absolutely seamless. Ram styling is just meh IMO, and the price is lunacy —at least for now. Sticker was $54,000, with a $1,000 incentive. That price includes panoramic sunroof, power sliding rear window, blind spot monitor and cross-path detection, leather heated and ventilated seats with memory, but doesn’t include navigation. Average fuel economy is rated at 17 MPG.
2018 GMC Sierra SLT Crew Cab 4x4
The full-size GMC looks like a million bucks. The Sierra SLT Crew Cab had a MSRP of $56,000 and an advertised price of $40,750. That price included everything the Ram has but blind spot monitor, and instead of sunroof it had navigation. My local dealer has a dozen identically equipped and priced. The truck is as quiet as tomb. The ride is good, if a little bouncy on the freeway, but it just handles like a big barge. The best way I can describe Sierra’s handling is “stiff and awkward”. Average fuel economy is rated at 18 MPG; the best of all full-size trucks I test drove. This GM truck had eAssist which supposedly captures braking energy and then releases it when you accelerate. It made for a hard brake pedal, and an awkward sensation when you switch from brake to throttle quickly. I don’t care for the 1970s-style column mounted transmission shifter; Ram’s dial seems like a more modern, simple and elegant solution in look and feel.
2018 Chevrolet Colorado Z71 Crew Cab and GMC Canyon SLT Crew Cab 4x4 Diesel
I was also very impressed with the overall refinement, handling and ride of the Colorado Z71 and Canyon SLT. The Colorado V6 feels especially polished; the diesel transmits more NVH into the cabin. The 2.8 diesel feels sluggish; the 3.6 V6 sprightly. Both have a 6-speed automatic; both handle confidently and ride well —but like Sierra, a little bouncy on the freeway. Both had leather and navigation, but no sunroof. After you see the GMC SLT interior, the Chevy’s feels cut-rate. Colorado Z71 had a MSRP of $40,000, with an advertised price of $35,000 and a combined 19 MPG. GMC Canyon SLT 4x4 diesel had an MSRP of $45,000, an advertised price of $40,000, and a combined 22 MPG.
Then I test drove a Tacoma and a Tundra. The good news is that Toyota has finally taken some risks in the color department and now offers some stunning blues, tans, reds and oranges.
2018 Toyota Tacoma TRD Off-road Crew Cab 4x4
The Tacoma TRD Off-road comes with a 3.5 V6 mated to a 6-speed automatic as well. The interior is surprisingly cramped. I am 6’0” and had to be careful not to hit my head getting into the truck. The rear is even worse: it feels extremely tight and I did hit my head against the roof getting into the back. GM’s midsize trucks feel much roomier both front and back. But the Tacoma has a very solid feel when you close the doors and the dashboard looks more attractive. Tacoma handles confidently and rides well, albeit on the firm side. The engine doesn’t feel particularly quick and makes a Godawful sound when you floor it. The Off-road package includes Bilstein shocks and a rear e-locker, both welcome on the trail. It is rated at a combined 19 MPG, same as the Colorado/Canyon V6. Tacoma’s MSRP was $40,000 with an advertised price in the mid-thirties. That price excludes leather and sunroof, but includes navigation and power rear slider. All Toyota trucks come standard with lane departure warning and parking assist, which is comprised on front and rear proximity sensors; I found that impressive. Blind spot monitor is optional but was included.
2018 Toyota Tundra Limited TRD Off-road Crew Cab 4x4
Tundra Limited TRD Off-road is just beautifully finished inside: it uses real wood inserts on the dash in a matte finish that gives it an upscale look and feel. The exterior was painted in a striking flat blue; very nice. I didn’t measure rear legroom, but it looked as cavernous as Ram’s. Tundra comes with a 5.7 V8 mated to a 6-speed automatic, and is rated at an atrocious 14 MPG, combined. The engine makes a nice growl under acceleration that sounds much better than Tacoma’s but not as nice as Ram’s. Like Tacoma, Tundra handles confidently and rides comfortably but on the firm side. In fact, overall I found Tundra as easy to drive as the Ram. Tundra’s MSRP was $50,000 with a $1,200 rebate. That price includes a power sunroof —non-panoramic, leather interior, heated front seats. The other unique feature I found today, next to Auto 4WD (more below), was Tundra’s unique power rear window: the entire rear window rolls down with the press of a button. If Tundra’s MPG hadn’t been so atrocious, that feature alone, along with Tundra’s superb fit-and-finish, engine performance and confident handling would have placed it on top, alongside DT. But there’s no denying that Tundra is outdated: that 14 MPG is the result of Toyota trying to extract more pulling power out of the same old engine and transmission. The fact that Toyota doesn’t discount nearly as much as domestics do their trucks makes Tundra a must-have only if you are a devout Toyota fan.
2018 Jeep Wrangler Unlimited Sahara JL
Finally, I got to test drive a JL Unlimited Sahara. After driving pickup trucks most of the day, JL felt cramped and crude by comparison. The thing that really struck me was how tight the interior feels: tighter than my 2015 JK Unlimited Sahara. Rear space actually feels smaller despite the fact that the wheelbase gained 1+ inches and the rear seat now has a properly slanted back —unlike the upright rear seat in 4-door JKs. The 8-speed shifts more smoothly than the old 5-speed on JKs. JL’s suspension feels harsh. My Wrangler has a Mopar 2” lift with Fox shocks, but JL’s suspension feels much firmer than even a stock JK. I checked the tire pressure: they were at 42 PSI. That may have contributed to the harsh ride. Stop-start startled me both times it occurred; I thought we had ran out of gas. While I find the feature useful at traffic lights, I don’t find neither the response time from the moment you lift the brake and hit the gas, nor the refinement of the entire operation, reassuring. Both times I hit the gas pedal before the engine had finished turning over, which made for an awkward 1 or 2 seconds at a time you just want to get out of the way. MSRP on that JL Sahara was $50,000, with no incentives. That price includes the 8-speed Torqueflite automatic, a black hardtop, leather seats —heated in front, non-ventilated; navigation, and power windows. All in all, I felt disappointed: JL does not offer significant improvement over JK. In fact, I find JK preferable in some areas, like use of interior space and ride quality.
Key Takeaways
One key take away from today is that full-size trucks offer an incredible value, once you account for the fact that they carry a V8 mated to an 8-speed transmission, offer greater capability and significantly more interior room and comfort creatures like memory seats —power in the front, heated AND ventilated; dual climate control, etc. The actual $6,000 price difference between the midsize and full-size GMC feels like a perceived $15,000 difference in size, equipment and comfort.
The second takeaway is how overpriced Wranglers are compared to pickup trucks. This mid-level JL was only $3,500 less than DT, all the while it felt cramped, harsh, and had significantly fewer comfort features. If you compare JL against Canyon or Tacoma, it’s not even a contest: JL is $10,000 to $15,000 more expensive than a midsize pickup, doesn't handle or ride as well, and comes with much less equipment. Of course you can take the roof off a Wrangler, but you cannot carry bicycles or tall/bulky items like you can with a truck bed.
One thing I learned about today is Auto 4WD: it essentially operates on RWD until it feels wheel slippage and automatically engages 4WD. I find it pretty neat. Both the GMC and Ram full-size pickups have it.
If I were to rank the motley crew of trucks I drove today, this is how I’d rank them:
My local GM dealership carries Cadillac, Buick, GMC and Chevrolet: the sales experience was top-notch, very professional, providing lots of information and no pressure.
The Toyota sales experience can best be described as “fact-based”: helpful, accurate, but devoid of emotion; very little pressure.
The CDJR sales experience can best be described as “folksy”: I was greeted by a charming recent college grad from eastern Washington, and introduced to his seasoned partner, who provided an old school but thorough walk around DT, explaining the smallest details, constantly bashing the competition. Overall it was pleasant, though.
I left the house determined to test drive midsize pickups. I never considered a full-size pickup until the GMC dealer asked me to test drive a Sierra SLT, which was 27% off MSRP.
Here are my observations:
2019 Ram 1500 Laramie Crew Cab 4x4
The Ram just wants to kick dirt in your face, and that HEMI sounds nice playing the part. The handling, the ride, the refinement, the acceleration, the sound, the comfort and the equipment are all there. DT comes with a 5.7 HEMI and a 8-speed Torqueflite automatic. The HEMI feels quick off-the-line and the transmission shifts smoothly. Everything about driving DT feels absolutely seamless. Ram styling is just meh IMO, and the price is lunacy —at least for now. Sticker was $54,000, with a $1,000 incentive. That price includes panoramic sunroof, power sliding rear window, blind spot monitor and cross-path detection, leather heated and ventilated seats with memory, but doesn’t include navigation. Average fuel economy is rated at 17 MPG.
2018 GMC Sierra SLT Crew Cab 4x4
The full-size GMC looks like a million bucks. The Sierra SLT Crew Cab had a MSRP of $56,000 and an advertised price of $40,750. That price included everything the Ram has but blind spot monitor, and instead of sunroof it had navigation. My local dealer has a dozen identically equipped and priced. The truck is as quiet as tomb. The ride is good, if a little bouncy on the freeway, but it just handles like a big barge. The best way I can describe Sierra’s handling is “stiff and awkward”. Average fuel economy is rated at 18 MPG; the best of all full-size trucks I test drove. This GM truck had eAssist which supposedly captures braking energy and then releases it when you accelerate. It made for a hard brake pedal, and an awkward sensation when you switch from brake to throttle quickly. I don’t care for the 1970s-style column mounted transmission shifter; Ram’s dial seems like a more modern, simple and elegant solution in look and feel.
2018 Chevrolet Colorado Z71 Crew Cab and GMC Canyon SLT Crew Cab 4x4 Diesel
I was also very impressed with the overall refinement, handling and ride of the Colorado Z71 and Canyon SLT. The Colorado V6 feels especially polished; the diesel transmits more NVH into the cabin. The 2.8 diesel feels sluggish; the 3.6 V6 sprightly. Both have a 6-speed automatic; both handle confidently and ride well —but like Sierra, a little bouncy on the freeway. Both had leather and navigation, but no sunroof. After you see the GMC SLT interior, the Chevy’s feels cut-rate. Colorado Z71 had a MSRP of $40,000, with an advertised price of $35,000 and a combined 19 MPG. GMC Canyon SLT 4x4 diesel had an MSRP of $45,000, an advertised price of $40,000, and a combined 22 MPG.
Then I test drove a Tacoma and a Tundra. The good news is that Toyota has finally taken some risks in the color department and now offers some stunning blues, tans, reds and oranges.
2018 Toyota Tacoma TRD Off-road Crew Cab 4x4
The Tacoma TRD Off-road comes with a 3.5 V6 mated to a 6-speed automatic as well. The interior is surprisingly cramped. I am 6’0” and had to be careful not to hit my head getting into the truck. The rear is even worse: it feels extremely tight and I did hit my head against the roof getting into the back. GM’s midsize trucks feel much roomier both front and back. But the Tacoma has a very solid feel when you close the doors and the dashboard looks more attractive. Tacoma handles confidently and rides well, albeit on the firm side. The engine doesn’t feel particularly quick and makes a Godawful sound when you floor it. The Off-road package includes Bilstein shocks and a rear e-locker, both welcome on the trail. It is rated at a combined 19 MPG, same as the Colorado/Canyon V6. Tacoma’s MSRP was $40,000 with an advertised price in the mid-thirties. That price excludes leather and sunroof, but includes navigation and power rear slider. All Toyota trucks come standard with lane departure warning and parking assist, which is comprised on front and rear proximity sensors; I found that impressive. Blind spot monitor is optional but was included.
2018 Toyota Tundra Limited TRD Off-road Crew Cab 4x4
Tundra Limited TRD Off-road is just beautifully finished inside: it uses real wood inserts on the dash in a matte finish that gives it an upscale look and feel. The exterior was painted in a striking flat blue; very nice. I didn’t measure rear legroom, but it looked as cavernous as Ram’s. Tundra comes with a 5.7 V8 mated to a 6-speed automatic, and is rated at an atrocious 14 MPG, combined. The engine makes a nice growl under acceleration that sounds much better than Tacoma’s but not as nice as Ram’s. Like Tacoma, Tundra handles confidently and rides comfortably but on the firm side. In fact, overall I found Tundra as easy to drive as the Ram. Tundra’s MSRP was $50,000 with a $1,200 rebate. That price includes a power sunroof —non-panoramic, leather interior, heated front seats. The other unique feature I found today, next to Auto 4WD (more below), was Tundra’s unique power rear window: the entire rear window rolls down with the press of a button. If Tundra’s MPG hadn’t been so atrocious, that feature alone, along with Tundra’s superb fit-and-finish, engine performance and confident handling would have placed it on top, alongside DT. But there’s no denying that Tundra is outdated: that 14 MPG is the result of Toyota trying to extract more pulling power out of the same old engine and transmission. The fact that Toyota doesn’t discount nearly as much as domestics do their trucks makes Tundra a must-have only if you are a devout Toyota fan.
2018 Jeep Wrangler Unlimited Sahara JL
Finally, I got to test drive a JL Unlimited Sahara. After driving pickup trucks most of the day, JL felt cramped and crude by comparison. The thing that really struck me was how tight the interior feels: tighter than my 2015 JK Unlimited Sahara. Rear space actually feels smaller despite the fact that the wheelbase gained 1+ inches and the rear seat now has a properly slanted back —unlike the upright rear seat in 4-door JKs. The 8-speed shifts more smoothly than the old 5-speed on JKs. JL’s suspension feels harsh. My Wrangler has a Mopar 2” lift with Fox shocks, but JL’s suspension feels much firmer than even a stock JK. I checked the tire pressure: they were at 42 PSI. That may have contributed to the harsh ride. Stop-start startled me both times it occurred; I thought we had ran out of gas. While I find the feature useful at traffic lights, I don’t find neither the response time from the moment you lift the brake and hit the gas, nor the refinement of the entire operation, reassuring. Both times I hit the gas pedal before the engine had finished turning over, which made for an awkward 1 or 2 seconds at a time you just want to get out of the way. MSRP on that JL Sahara was $50,000, with no incentives. That price includes the 8-speed Torqueflite automatic, a black hardtop, leather seats —heated in front, non-ventilated; navigation, and power windows. All in all, I felt disappointed: JL does not offer significant improvement over JK. In fact, I find JK preferable in some areas, like use of interior space and ride quality.
Key Takeaways
One key take away from today is that full-size trucks offer an incredible value, once you account for the fact that they carry a V8 mated to an 8-speed transmission, offer greater capability and significantly more interior room and comfort creatures like memory seats —power in the front, heated AND ventilated; dual climate control, etc. The actual $6,000 price difference between the midsize and full-size GMC feels like a perceived $15,000 difference in size, equipment and comfort.
The second takeaway is how overpriced Wranglers are compared to pickup trucks. This mid-level JL was only $3,500 less than DT, all the while it felt cramped, harsh, and had significantly fewer comfort features. If you compare JL against Canyon or Tacoma, it’s not even a contest: JL is $10,000 to $15,000 more expensive than a midsize pickup, doesn't handle or ride as well, and comes with much less equipment. Of course you can take the roof off a Wrangler, but you cannot carry bicycles or tall/bulky items like you can with a truck bed.
One thing I learned about today is Auto 4WD: it essentially operates on RWD until it feels wheel slippage and automatically engages 4WD. I find it pretty neat. Both the GMC and Ram full-size pickups have it.
If I were to rank the motley crew of trucks I drove today, this is how I’d rank them:
- 2019 Ram Laramie Crew Cab 4x4 - MSRP $53,000
- 2018 Toyota Tundra Limited TRD Off-road Crew Cab 4x4 - MSRP $50,000
- 2018 Chevrolet Colorado Z71 Crew Cab - MSRP $40,000
- 2018 GMC Sierra SLT Crew Cab 4x4 - MSRP $56,000
- 2018 GMC Canyon SLT Crew Cab 4x4 Diesel - MSRP $45,000
- 2018 Toyota Tacoma TRD Off-road Crew Cab 4x4 - MSRP $40,000
- 2018 Jeep Wrangler Unlimited Sahara JL - MSRP $50,000
My local GM dealership carries Cadillac, Buick, GMC and Chevrolet: the sales experience was top-notch, very professional, providing lots of information and no pressure.
The Toyota sales experience can best be described as “fact-based”: helpful, accurate, but devoid of emotion; very little pressure.
The CDJR sales experience can best be described as “folksy”: I was greeted by a charming recent college grad from eastern Washington, and introduced to his seasoned partner, who provided an old school but thorough walk around DT, explaining the smallest details, constantly bashing the competition. Overall it was pleasant, though.
