When you can haul a ton and can tow over six tons, you better have the firepower, and the Cummins in the Mega Cab doesn't disappoint. With 650 lb-ft of torque on tap and an integrated exhaust brake, the Mega Cab was the truck everyone wanted to tow their project vehicles around with. We loved that Dodge has finally included an integrated trailer brake controller. However, we felt that it is mounted too low on the dash and on the wrong side of the steering wheel (unless you are a lefty).
Unsurprisingly, the Mega Cab had the firmest ride in the test, but was remarkably smooth over the majority of roads. Engine noise was minimal, and the cabin was a great place to be on the highway. This is a big truck, but one that is easy to drive and live with. And it doesn't look half bad, either.
The Power Wagon also carries the critically acclaimed Ram styling, but adds a goofy sticker package that is about as apologetic to criticism as Mr. T is about his mohawk. Nevertheless, we didn't let a few flat-black and red stickers ruin our love for this truck. From the moment we hopped in it and took it down the road, we were thrilled with the refinement and ride. Seriously, the guy at Bilstein who tuned these shocks should be getting a raise, or at least a large bonus with many zeros. Our 2005 Power Wagon was a vast ride improvement over the then-current 2500, and this truck is so much better than that Power Wagon that it is hard to put into words. Hands down, what we have here is the best-riding 3/4-ton available.
We also found the Power Wagon to be surprisingly maneuverable for such a big truck. It has great visibility and just feels right when you climb up in to it and take it for a drive. Steering is nicely weighted, and the brakes have a wonderful pedal feel.
Like the Mega Cab, the Power Wagon features a well thought out interior that easily holds its own to any truck on the market. There is more room than the previous generation and we finally have a vehicle with enough storage compartments and cubbies to exceed our needs. Fit and finish is great, and the interior looks good and works well.
This is a large contrast to the overall experience of the Tundra, which features an expanse of cheap-looking plastics that are no longer suitable in the 1/2-ton segment. The Tundra feels dated, with the gray mouse-fur seat covers and hard plastics all around. Ergonomically speaking, the Tundra could be better. Dials and controls are spread out across the expansive dash, and the whole package is beginning to feel dated.
Out on the road, the Tundra does everything you could ask of it. It has a nice, smooth ride, and it is quiet and comfortable enough. It is just that it doesn't feel like there is any character to it. In this test full of vehicles packing personality, the Tundra just feels like a rental. It's pleasant enough, but you don't go home wanting to spend your money on it.
Trail Testing
Trail testing takes place at various locations throughout the California desert. This year's test took us from our secret test loop in Johnson Valley to points north in order to get a wide variety of terrain under the tires of these four rigs. From sea level to trails at 10,000 feet in elevation, we took these trucks through the wheeling gamut.
As expected, the Raptor was a favorite in the dirt, with editors keeping score of who had been in what and for how long in order not to get screwed out of "Raptor Time." On the majority of desert two-tracks, washes and roads, the Raptor delivered on its promises of awesome off-highway performance. The Off-Road Mode really allows the driver to dial in the Raptor's performance in differing terra firma, and the any-speed rear locker was appreciated in two-wheel drive and high-range.
Testers commented on how solid the Raptor chassis felt, although the clamshell doors were a source of vibrations, especially on rippled sand. Through dirt, whooped-out washes and sand, the Raptor went wherever we wanted, and usually at speed. We found its wider-than-an-H1 girth and lack of a mechanical front diff added challenges to tight technical trails, but with a little finesse, the Raptor did what was asked of it and never got stuck. Although if it had, we could have used the exceptional tow hooks to get it unstuck.
The Raptor is one tough truck. We jumped our tester over 20 times for photos and video and we discovered just how durable the truck is as we drove away with the steering wheel pointed straight and no creaks or rattles in the cab. If there are some deficiencies to report, we'd like to see additional grab handles added to the interior, as well as some sort of mechanical front traction aid.
The anti-Raptor in this test had to be the Mega Cab, with its 160-inch wheelbase. Driving it on the trail is about as appropriate at taking a school bus to the local autocross. With a lack of underbody protection, harsh axle hop from the inability of the suspension to control torque, and open differentials, the driver just has work too hard to make sure all 248 inches of truck are on the trail at all times. Those big axles move around a lot over rough terrain, and the driver feels every bit of it. It isn't that the Mega Cab isn't able in the dirt, but it just isn't going to be a good pick for recreational wheeling. It will, however, get your trail rig to the trailhead and home in style.