RAM 1500 TRX 2022 Review

Not since the home-grown HSV Maloo GTSR has Australia seen a ute quite like this. The new 2022 RAM 1500 TRX is likely to be adopted as our spiritual successor to HSV’s last-hurrah bloodline, bundling 6.2-litre supercharged V8 power with extensive underbody engineering and a high-tech cabin. But the TRX goes a step further by offering the kind of off-road ability that HSV enthusiasts could only dream of. It makes a lasting statement, but can you afford it?

The 2022 RAM 1500 TRX has ‘officially’ landed in Australia, marking the introduction of the angriest and most powerful production pick-up on the planet.

The TRX arrives in showrooms around the country from this month, crowning the official line-up for RAM Trucks Australia.

It’s big, it’s angry and it’s bloody quick. At $200K, it’s also unapologetically niche.

Related reading:
RAM 1500 TRX: Review
2022 RAM 2500 Laramie: Review
2019 Ford Shelby F-150 Super Snake: Review

The 2022 RAM 1500 TRX is the new poster truck in RAM Australia’s line-up, usurping all models before it on price, power and specification.

At $199,950 plus on-road costs, it asks a $75,000 premium on the most affordable DT-generation RAM 1500 donor, which can tow more and carry more. The TRX also eclipses diesel-driven RAM 2500 and 3500 options.

Like all those in the Aussie stable, the TRX is offered with a factory-backed warranty and arrives Down Under in left-hand drive form before undergoing a thorough remanufacturing process to right-hand drive by Walkinshaw Automotive Group, the same folks who brought us HSV’s halo models.

That said, the TRX isn’t completely new to our shores. At least one independent Australian importer has already secured, converted and delivered a small number of RAM TRX pick-ups as long ago as September 2021.

The Walkinshaw conversion process on the TRX is a thorough one, as is its compliance with the all-encompassing Australian Design Rules.

Among the exterior changes, there are separate indicators on the doors (the height of the wing mirror indicators didn’t comply with local regulations), there’s the installation of rear mud flaps (to comply with ground clearance regs) and the outer marking lights at the rear have been replaced with higher-set units.

It’s a similar story inside. RAM invested heavily in retooling its Clayton production facility to convert the vehicle to right-hand drive. The gear shifter is moved to the right side of the console and an identification plate has been integrated behind a centre cubby to denote individual build number.

All told, RAM Trucks Australia says it sourced 600-plus local parts in order to remanufacture the TRX to right-hand drive.

Our separate pricing and equipment story on sister site Carsales has the full rundown on specification, but in essence the RAM 1500 TRX is a burger with the lot.

Standard kit includes 18-inch wheels, adaptive LED headlights, keyless entry (front doors only), keyless start, power mirrors, heated and ventilated front seats, heated steering wheel, dual-zone climate control, leather upholstery with suede and carbon-fibre accents, flat-bottomed steering wheel and wireless phone charging.

On the infotainment front, the RAM 1500 TRX gets a portrait-oriented 12.0-inch centre touch-screen display with sat-nav, wireless Apple CarPlay and wireless Android Auto, and a 19-inch Harman Kardon audio system together with the car-maker’s ubiquitous UConnect software.

There are two USB ports and two USB-C ports up front, matched by the same in the second row.

The two main options are a dual-pane sunroof for $10,000 and metallic paint that adds $950. The TRX comes with a tow bar, but other extra-cost accessories include a tow ball mount kit and a soft/tri-fold tonneau cover.

Safety is well covered, thanks to standard fitment of six airbags, a surround-view camera, trailer sway control, tyre pressure monitoring and a raft of driver assist tech such as adaptive cruise control, blind spot detection, lane departure warning, lane keep assist and autonomous emergency braking (AEB) with pedestrian and rear cross path detection.

Less generous is the aftersales provisions: a sub-par three-year/unlimited-kilometre warranty and servicing intervals spaced more frequently than most at six months/10,000km.

RAM is yet to release servicing information, but using the donor 1500 as a guide, you can expect to pay at least $1812 for the first three scheduled intervals.

At the risk of stating the obvious, the centrepiece of the 2022 RAM 1500 TRX is its phenomenal engine.

Codenamed Hellcat, the 6.2-litre supercharged V8 HEMI is the same as that installed in the Jeep Grand Cherokee Trackhawk, and further afield the Dodge Challenger Hellcat.

In this application the blown-eight produces a formidable 523kW and 882Nm, translating to 702 horsepower in the old money.

Drive is shuffled to all four wheels via an eight-speed automatic transmission, while a 29-litre airbox feeds air from two external paths to ensure the TRX filters out any dirt, sand, debris and water before they get near the engine.

Officially, the TRX can notch 0-100km/h in 4.5sec (more on that shortly), and rifle onwards to a top speed of 190km/h.

Fuel use on the official combined (city/highway) cycle is rated at a hefty 19.6L/100km using 98RON premium unleaded. With a 125-litre fuel tank, that means unsurprisingly expensive visits to the local servo.

Other performance features include launch control and eight different driving modes. A drive mode selector enables you to choose settings that include Sport, Snow, Custom, Mud/Sand, Baja and Rock, with each of these tailoring the four-wheel drive system, throttle response, transmission, suspension and steering optimally for the terrain.

Of course, the engine isn’t the only party trick here, teaming with Bilstein Black Hawk dampers and 35-inch Goodyear Wrangler Territory tyres wrapping 18-inch cast aluminium wheels that can be optioned with beadlocks.

Now, the size. The TRX tips the scales at about 3.0 tonnes and measures 5916mm from bumper to bumper and 2235mm across the bows. Yep, she’s big.

Elsewhere, the TRX’s guards are 203mm wider than a regular 1500 to accommodate for a 152mm-wider track, while ride height has been raised by 50mm over the regular 1500.

Officially, the TRX’s approach angle is rated at 30.2 degrees, breakover angle at 21.9 degrees and departure angle at 23.5 degrees, together with a minimum ground clearance of 295mm.

Underneath, RAM has gone to extensive effort to protect the TRX’s vitals, with additional bracing, aluminium parts to offer more rigidity and five separate skid plates. There are also heavy-duty tow hooks front and rear.

Braking is covered by 378mm rotors up front gripped by two-piston sliding calipers, together with 375mm rotors at the rear with single-piston calipers.

Towing capacity has been capped at 3.5 tonnes, together with a payload of 767kg in standard trim and a water wading depth of 812mm.

The TRX is not available with RAM’s novel RamBox storage system due to its flared guards, which actually liberates tray space to 1711mm long, 1687mm wide and 543mm deep.

That’s big enough to fit a full-size dirt bike diagonally with the tailgate up and is complemented by fixed anchor points and moveable points on rails.

Ultimately, the 2022 RAM 1500 TRX is a vehicle trying to execute two briefs: scorching performance and some semblance of utility.

On balance, it actually does a pretty sterling job of both.

From start-up sequence to around-town passage, this is a hulking machine that makes no apologies for anything.

The cathartic V8 rumble, the exterior styling and the lounge chair-like internals all conspire to create a vehicle that quickly raises a smile on everyone’s face – and that’s before you hear the almost maniacal whine of its supercharger at full noise.

Naturally, at six metres long, it feels its size too.

Ordinary Thai-built mid-size dual-cabs feel comparatively tiny as we peer over their roofs exiting the headquarters of RAM’s Sydney-based Australian distributor in four-lane traffic. It also requires a concerted effort to ensure we’re not eating into surrounding lanes and a definite reliance on blind spot monitoring and additional over-the-shoulder glances for visibility.

Many will argue a Ford Ranger Raptor is a better fit for Aussie roads. Although RAM aficionados won’t readily admit it, this is a vehicle that often requires forward planning when it comes to parking and tight situations.

A 14.7-metre turning circle and a bonnet that drops off sharply at the front ensure so.

That said, an open glasshouse, accurate safety systems and electrically assisted controls do go some way in mitigating the sheer heft of the TRX. And if you’ve come this far, then big proportions will be no revelation to you.

Let’s get to on-road performance.

We reckon the blown V8 in this application is arguably better than it is in both earlier Jeep and Dodge forms: the RAM pick-up’s inherent weight means there’s less rev hang-up, and you simply don’t feel its bustling reciprocating mass pedalling you forward when coasting.

The installation of a supercharger naturally ensures effortless low-speed cadence, the HEMI comfortably segueing into its middling revs, whereupon its 882Nm torque peak is met at 4800rpm – just before the 523kW power peak at 6100rpm.

The eight-speed automatic happily facilitates regular conveyance too, offering neat, well-timed shifts and no hesitations while pushing (in vain) for efficiency. All told, we averaged 19.5L/100km across a 500km journey with heady around-town and highway driving.

On open roads, the engine simply idles at 100km/h, resting at about 1400rpm, and at all points it belts out a rambunctious and raucous soundtrack that is music to the ears.

For ride and handling, the RAM 1500 TRX uses its beefed-up underbody to great effect, ironing out most on-road crinkles admirably and offering excellent control over longer, drawn-out undulations.

Highways and A-roads are covered with inherent ease, thanks to minimal tyre noise and excellent recovery from lone obstacles.

The TRX struggles more on extended pockmarked sections, especially when unladen. A section of dual carriageway regularly used for ride and handling evaluation sees the big RAM wobble and flex over patchy surfacing, even skipping visibly sideways on one obstacle.

In performance car terms the tuning of the key controls is very approximate, with a greater focus on power assistance and ease of use.

Light steering and predictable levels of body roll team with excellent underlying grip for a pleasant and enjoyable on-road drive.

A 300kg load on the back is enough to iron out most of those on-road ride foibles, too.

On a separate stint on dirt, the TRX offers the kind of intoxicating performance and purchase on rough terrain that most utes could only dream of.

Open fire trails are a cinch, even at speeds approaching 100km/h. The RAM planes effortlessly over drawn-out undulations underneath it, like a well-honed speed boat cutting through the water.

There’s a level of occupant isolation here that feels akin to a Finke desert racer. Similarly, there’s no steering rack rattle or unwanted feedback emanating through the cabin, even over prominent corrugations.

At this point, we are finally able to flex the big Hellcat engine in its angriest Baja setting. And what a donk it is.

There is simply astonishing power everywhere; no hesitation, no delay – just an instant connection between your right foot and all four wheels.

The TRX makes great use of its all-wheel drive system for lurid drift sequences, scrambling almost maniacally to claw its way out of smooth and roughed-up corners alike. The knobby Goodyear Wrangler tyres undoubtedly play their part here.

You never quite forget its size, especially when sections of trail become tighter, but enough playful driving certainly begins to heighten spatial awareness and cultivate confidence.

The only shortfall in this capacity is the brakes. We came across a lengthy pedal in hard driving together with occasions where we simply couldn’t wash speed off fast enough.

But full disclosure – we gave it an absolute hiding.

It would have been easy for the US car-maker to simply throw everything at the performance of the 2022 RAM 1500 TRX, overlooking the finer details of its interior.

But we’re happy to report that this mighty truck offers quasi-luxury pretensions while also bringing excellent space and comfort.

From the thumping Harman Kardon stereo to up-to-date infotainment and more storage than you can poke a stick at – there’s everything you could want in the TRX cabin.

A flat-bottomed steering wheel, requisite badging and a dark theme also ensure the performance theme is upheld inside, without feeling tacky.

We are simply enamoured with the layout on long trips – genuinely ample room for kids or adults and the ability to stow the second-row seat bases up to accommodate large gear bags.

Rubber rear flooring and hard-wearing materials out of sight ensure this is a truck that will last the distance too. A great mix of comfort and utility.

It would be remiss not to applaud Walkinshaw on the conversion job, too. Everything feels tight, looks as though it has been fitted from factory and is devoid of squeaks and rattles.

The heated steering wheel icon still resides on the left of the centre touch-screen, although we recently shared the exact experience with the factory-built 2022 Jeep Grand Cherokee L.

The 2022 RAM 1500 TRX is the unabashed exclamation point on Australia’s current big truck obsession.

It is as brawny as it is thirsty, and incredibly capable while offering genuine luxury pretensions inside.

At more than double the price of the hotly anticipated second-gen Ford Ranger Raptor, it is also prohibitively out of reach to most.

For better or worse, we will likely look back at the TRX as a high-water mark for internal combustion – fuel use, environmental footprint, warts and all.

But the fact it exists is smile-inducing. The ultimate statement piece if ever there was one.

Price: $199,950 (plus on-road costs)
Available: Now
Engine: 6.2-litre V8 supercharged petrol
Output: 523kW/882Nm
Transmission: Eight-speed automatic
Fuel: 19.6L/100km (ADR Combined)
CO2: 506g/km (ADR Combined)
Safety rating: Not tested