Back when I reviewed the 2025 Ram 1500 — which had just traded its legendary HEMI V8 for a “Hurricane” turbocharged inline-six — I claimed in my headline that the truck “Is So Good I Don’t Miss The Hemi V8.” I recently drove the hottest version of the Ram 1500 — the Ram RHO, which replaces the Ram TRX as the top-dog Ram — and while I think I do miss the V8 a bit, the RHO is still a hell of a truck.
I’ll quote my previous review to get into why Stellantis chose to ditch the fabled HEMI for the Hurricane:
There are lots of reasons why Ram ditched the V8 for a straight-six. The six is 90 pounds lighter, it’s got some cost-saving opportunities over a V-engine (there’s only one cylinder head, for example), it’s an inherently balanced engine layout, and it’s narrow enough to leave room for a set of turbos to fit between the frame rails. But the overarching theme, and the one that Stellantis came right out of the gate with during the media presentation in Austin earlier this week, is that this engine is all about efficiency.
This doesn’t mean the Hurricane is a wheezy, underpowered dog of an engine. Better Brake Specific Fuel Economy means more power per unit of fuel burned, and that’s a win for fuel misers and performance-drivers alike.
The ‘Problem’ With The RHO Is That The TRX Existed
When I drove the regular Ram 1500, I actually found the Hurricane to feel powerful. The High Output version, at 540 ponies and 521 lb-ft of torque, really accelerated the vehicle well, and though it didn’t sound quite as nice as the Hemi it replaced, for a daily-driven truck that someone is probably spending $50-60 grand on, it seemed like a good option. Obviously, real-world fuel economy and reliability/serviceability will ultimately decide the Hurricane engine’s legacy, but from a drivability standpoint, the Hurricane in a standard Ram 1500 works really well.
In the Ram RHO, the motor works well, too, but the difference is that instead of filling the shoes of a regular Hemi engine, which the Hurricane does just fine, the RHO’s inline-six has to fill the shoes of a Hellcat motor. And that is a much taller job.
Every week or so, I drive to Pasadena to have dinner with my in-laws, and very frequently — right in the middle of our meal — we’ll hear a ridiculously loud sound. “Yup, that’s the neighbor firing up his truck,” my father-in-law says. The first time I heard this, I had to ask what could possibly be so preposterously loud at idle. I mean, all he’d done is turn his truck on. Turns out, his truck is Ram TRX.
The TRX is Americana distilled into pickup truck form — it’s over-the-top, ostentatious, overpowered, loud, flashy, bold, brash, and any other synonym that might describe what is essentially The Rock in vehicular form.
The vehicle has massive presence, with those big 35s, those wide fender flares, that giant grille and that hoodscoop. And then, to perfectly match the visual noise that is stimulating your brain, you hear a whistle and then ROOAAARRR! 702 horsepower worth of internal combustion gets turned into lots of sound, lots of heat, and lots of forward motion in a true symphony of red, white and blue Holyshititude.
Browse the internet and you’ll find people around the world, from every corner of the U.S. to Corsica to Germany to the UK (see above) — all in awe of this absolutely absurd maniacal automotive menace. The TRX, as problematic as it may have been to those focused on environmentalism and pedestrian safety, managed to — in only a few years — cement itself as a true legend. In many ways, it was the most outrageous, most fun, most absurd truck of them all. It was the ultimate. Ram itself called it the “apex predator of the truck world.”
Given all this, it should be clear that the TRX’s shoes are extremely hard to fill, which is why Ram will tell you that the new RHO isn’t really a replacement for the TRX. And while, looking at it, you might laugh given that the two trucks look almost exactly the same, if you look at the price tags, you might start to change your mind like I have.
What Is The Ram RHO?
The RHO (shown above) is, to put it as simply as possible, a Ram TRX with its supercharged, 707 horsepower 6.2-liter beating heart ripped out and replaced with a relatively tiny 3.0-liter inline-six making 540 horsepower. This may sound like a bummer, but here’s the thing: The truck starts at about $72,000, and while that’s about the same price as the 2021 Ram TRX, if you factor in inflation that’s like $15 grand cheaper. Plus, the 2023 Ram TRX cost over $81,000 and the 2024 was even higher.
And yes, you lose the hellcat motor, but you keep the awesome styling and, more importantly, all the suspension goodies that made the Ram TRX such a beast in the dunes.
The RHO has essentially the same “unique, robust, long-travel suspension system with adaptive damping” as the TRX, with forged aluminum upper and lower control arms “with special attention to caster and camber angles during suspension cycling.” You can see that above; those control arms are longer than the ones on the regular Ram 1500, with each pair of upper/lower control arms adding three inches of track width per side.
In the rear, there are five-links and some coils connected the frame to a Dana 60 full-floating solid axle with a locking differential. Interestingly the axle uses what Ram calls “an axle hop damper” to control the axle during high speeds on rough surfaces, ultimately to improve grip. Here you can see that Bilstein 4600-series damper on the top of the axle center-section:
Underneath, there are lots of skidplates spanning from all the way in the front, where the steel bumper and steel engine/cooling system skidplate protect the nose…
…to the middle, where the transmission and transfer case get some ribbed steel protection…
…to the rear, where the fuel tank sits above a steel ribbed sheet:
As for the shocks themselves, they include oil and nitrogen-filled remote reservoirs. The rear reservoirs are located on the outboard side of the frame just aft of the Dana 60 axle. you can see it at the top right of this image:
Ram has some TRX images that show it a bit more clearly:
Up front, you can see the remote reservoir is tucked under that front skidplate (you can see the braided steel line from the shock entering that that area in the photo below):
Here are a few clearer image, again borrowed from the TRX:
Ram has all sorts of information on these “Black Hawk e2” shocks. I’ll paste some of it below in case you’re curious:
Bilstein Black Hawk e2 adaptive performance shocks use precision-machined, single-piece construction comprised of rigid aluminum to reduce and dissipate heat and continuously adjust damping forces for optimal body control and terrain isolation. The adaptive performance shocks feature robust corrosion protection, with a durable finish and directional-machined cooling fins aligned with airflow for more effective cooling.
Dual Electronic Proportional Valves continuously adjust damping forces for precise, independent control of compression and rebound damping. A nitrogen-charged remote reservoir uses a hot-formed, zero-leak tube closure to ensure maximum durability during extreme on- and off-road events.
A pressure-activated Triple Rod seal has been field-tested for long-lasting durability against contamination and leaks. Ram 1500 RHO uses stainless-steel braided high-pressure hose to combat corrosion and abrasion while being able to resist up to 5,800 PSI. A high-strength, lightweight rock shield defends the piston rod against incoming rubble with a custom molded escape path for debris.
The Bilstein Black Hawk e2 adaptive performance shocks have been tuned to demonstrate optimum balance between on-road handling and class-leading off-road capability. Ride comfort, body roll control and handling are significantly improved with the proprietary Ram Active Terrain Dynamics suspension management system, new shock tuning, hard points and body mount strategy.
In addition to an enhanced urethane jounce bumper, the internals of the Bilstein adaptive performance shock feature an internal three-stage progressive hydraulic Jounce Control (Jounce Cut-off) to provide bottom-out control during the most extreme compression events. All drive modes can reach peak compression damping for the most extreme events.
It’s also worth noting that the hood is still functional, with vents outboard and a central intake taking air into the motor; there are also baffles at the back of the hood to let out any water that enters the intake:
The short of it, though, is that — like the TRX — the RHO takes a standard Ram frame, beefs it up, and adds a ridiculously badass suspension that not only gives you loads of wheel travel (the rear travel is up 40% over a standard Ram 1500, per Ram) but also added strength. Unlike the TRX, the RHO doesn’t add any additional power.
What’s It Like To Drive?
The event took place in the desert at Joshua Tree National Park southeast of LA. Ram put us up in luxury Airstream trailers (it was quite cool), and the next morning we picked from a lineup of Ram RHOs.
Hopping into the cab, you’re greeted by humongous screens — there’s a 14.5-inch infotainment screen in the middle of the dash, there’s a 12.3-inch instrument cluster, and even a 10.25-inch passenger screen. Plus there’s a head-up display. All this fits in a huge interior filled with nice quality materials and just enough physical switches (volume, HVAC, four-wheel drive modes) to avoid driving you mad.
The second row is gargantuan and could easily fit three adults across — it’s a huge and nice truck.
Once I got acquainted with my machine, we journalists all hit the road towards the wide open desert. On the highway, the truck rode quite well considering it’s got 35-inch all-terrain tires. Yes, this is an off-road focused suspension, but it shrugs off any expansion joints or potholes you can throw at it, and generally floats down the road quietly and comfortably. But what about the acceleration?
Well, at first, I have to say I wasn’t very impressed with the truck’s transient response time:
And indeed, it took a moment for the transmission to downshift, the motor to jump above 4,000 RPM, and for those twin turbos to hit. But when they did, that motor revved like mad up to 6,400 RPM before its eight-speed automatic snapped off a lightning quick shift to reset the needle back to 4,000, shoving the 6,000+ pound truck forward a lot more violently than I expected:
Once we got off the road, the Ram’s suspension soaked up the desert floor’s washboard surface with aplomb, rewarding deeper and deeper dips of the accelerator pedal up until I found myself driving at highway speeds off-road.
Once we got to our meeting spot in the middle of nowhere, we had a bit of dust on our trucks, and it was then that I really stood back in awe of how badass this truck looks:
The first little adventure I took the truck on was a rock-crawling course.
The truth is that the Ram RHO, and the TRX before, weren’t built to be hard-core rock crawlers. They’re just too damn big at almost 20 feet long, well over seven feet wide, and with a 12-foot wheelbase. But the Ram makes the most of those dimensional limitations thanks to a locking rear diff; tons of underbody protection; and good, big tires that help give the lifted truck 11.8-inches of ground clearance, a 31-degree approach angle, 25.2-degree departure angle, and a 21.8-degree breakover angle. Those are actually not bad numbers for a truck this big, and with the nice and crisp front and rear-facing cameras, I found the truck to be surprisingly maneuverable on the boulders out in the desert.
The real excitement, though, happened on the dunes.
The RAM TRX’s suspension lets you hammer your way up steep sand-dunes, with your foot shoved so hard against the floorboard you’re wondering when the seatback will give out. The turbos whine and the engine screams, spinning those four 35-inch tires and catapulting the Ram uphill, shooting sand into what seems like an enormous cloud.
My first few runs were a bit weak, in part because I found that, when I let off the throttle, the time it took the vehicle to build that power back up again was enough to slow me down way more than I wanted. The result was I didn’t gear nearly high enough up the dune.
But when I stayed on it — pedal jammed — those 540 horses absolutely got the job done, and if I’m honest, didn’t sound too bad doing it. Listen to the video above, and you hear that this Hurricane doesn’t sound terrible at all, and even at idle it has a nice burble. Compared to a TRX it sounds like a churchmouse, but that’s the case for lots of sporty machines.
From the dunes, we headed out to the flats to rip 0-100 mph runs in the middle of the nowhere using launch mode. My drive partner Freddy and I couldn’t figure out how to use the launch mode, but even without it, the RHO ripped. Zero to 60 mph takes 4.6 seconds, which — per Ram — is only a tenth slower than the TRX. (TFL did an RHO vs TRX drag race; you can watch that here).
And that’s pretty much how the press event concluded. We were just romping on that gas pedal in the middle of the desert, launching 6,000 pound trucks with 540 horsepower inline-sixes until we chickened out in triple-digit speeds.
The Ram RHO Is Great When You Consider How Much It Costs
I haven’t driven the Ram TRX, but I’ve piloted plenty of hellcat-powered vehicles, so I know what I’m missing. And the big things are: Sound and response-time. The overall acceleration is higher with the TRX, sure, but when you drive the RHO and you’re in boost spinning 5,000 RPMs and you’re launching out of the hole, you don’t really miss the actual rate of change of velocity as much as you miss the instantaneousness of it all, and the drama. That small 3.0-liter Hurricane needs boost and of course it also needs revs, and sometimes — especially when you’re on dunes — you want that now.
But honestly, I don’t remember this RHO being any worse than the Ford F-150 Raptor on that front. They both don’t sound amazing, and they both have small displacement motors underhood that need those Inconel snails to make power. The beauty is that the RHO costs $9,000 less. Yes, that’s right, the 540 horsepower RHO starts at about $72 grand after delivery fees and the 450 horsepower F-150 starts at about $80,000.
I’m not going to go through both trucks’ specs and compare which gets which features standard, but the point is that the RHO gives you a desert-crushing beast for a lot less money than pretty much anything comparable in the full-size segment. It rides well on-road, it’s got a nice interior, it looks absurdly badass on the outside, it’s a better rock crawler than you’d guess, and in the wide open desert it decimates.
So it may lose some credit for appearing to have a Hellcat other under the hood when it really has something much less potent, but 540 horsepower ain’t bad, the suspension is awesome, and it’s not only cheaper than the TRX but it’s cheaper than its competition from Ford. That all makes it a hell of a truck.
Of course, I’d still spend the $15 grand on the TRX.
Not that I’m in the market for such a thing, but if I were I’d probably spend the extra coin for the Raptor R. It’s very much overkill, but that engine is awesome, and the overall package is quite compelling for what it is.
I also have a great deal more faith in Ford than I do Stellantis. Not to mention RHO isn’t very intuitive or meaningful. Heck, it’s one letter away from a Taurus SHO. Plus it kinda seems like it should be pronounced “R-Ho”, and, no, I’m not. RNO might have been better, could have been nicknamed “Rhino” or something.
I think the RHO is fine, though it should have been noted that Ford had to Make an R variant of the Raptor to keep up with Ram, so yeah while it is fine to make a rebel version of the TRX and call it the RHO is fine for the typical bait and switch stealership techniques, it is not fine if you take the bait off the showroom floor. they really need to do two things here. bring back the TRX with a near 700 HP, reliable 6.4. maybe beat the block up on the 6.4 so it can move up in displacement to 426 CI or 7.0 liters in NA work truck form. I would not be disappointed with them to even put that on the 2500 Chassis but separate or develop a bolt in IDFS so the standard solid axles stay on the power wagon and the TRX version moves to the IDFS.
The reason to move to the 2500 would be to get the GVWR above or right at 10,500 lbs to avoid all those pesky Fuel economy standards.
the other thing that is the current craze is 2 seater TRX and Raptors. it would not be a bad thing to make a shorty RHO with super short rear overhang and in my heart of hearts install a 7 speed manual with a Crawl gear. I would of course probably mount some ride and die seats facing rearward in the bed, but that would be how I would want an RHO configured for a weekend toy that I could occasionally use as a daily or even light truck duty.
My favorite bit about the Hurricane being “all about efficiency” is that despite it being a brand-new 3.0L engine, it gets worse fuel economy compared to the now 14 year old 3.6L V6
It manages to pull a whopping 5% higher combined fuel economy compared to the 22-year-old 5.7L Hemi V8 in 2WD trims, and the same combined fuel economy in 4WD trims.It actually gets slightly worse city fuel economy than the Hemi in 4WD. Seriously Chrysler?
All with the added cost and complexity of a turbo engine and legendary Stellantis Reliability®.
At least the pentastar was “mostly reliable”
Sure, if you want to ignore the rest of the vehicle, those are perfectly valid comparisons. I mean, what impact do weight, tires, and aero drag have on a vehicle anyways?
By your logic let’s throw in a 2010 Dodge Challenger V6 into the comparison. Sure, literally everything is different on these vehicles, but who cares?
I’m comparing a 2025 Ram V6 to a 2025 Ram Hurricane using the fueleconomy.gov website. I’m not sure how that’s not a valid comparison?
Because it takes a heck of a lot more power to push the RHO down the road than it does a base model Ram 1500. The engines are not subjected to the same load in the vehicles you chose, and you’re completely ignoring that.
The Hurricane engine was not designed just for the RHO. In a like for like test where the Hurricane and Hemi are installed in otherwise identical vehicles, the smaller turbo engine is going to be more efficient than the Hemi on an EPA test. They spent millions on developing the Hurricane, an engine that’s more expensive for them to build, because it’s expected to reduce their CAFE costs.
Once again, I’m comparing the exact same standard model Ram trucks – not the RHO. The RHO ram gets absolutely abysmal fuel economy – like 14 MPG.
To further illustrate your point, how does the Jeep Grand Cherokee compare with the old V6 and the new I6?
The Grand Cherokee is not available with the Hurricane engine
Oh wow, really? I guess they reserve it just for the wagoneer? Seems a bit odd to do so.
It is a ludicrous statement, nothing that makes this kind of power is “all about efficiency”. That said, there’s more than a just a little bit of difference in output between this thing and the pentastar, it’s comparing apples to alpacas. Hell, even the early hemi is way *way* down on power compared to the I6.
My numbers were with the standard Hurricane I6, which is 420HP compared to the Hemi’s 395HP, and the Pentastar’s 305. The article also explicitly stated that Chrysler claims the Hurricane engine is “all about efficiency”.
I always wanted a TRX, I just didn’t want to pay for it or deal with its enormity. Hell of a truck though. Unfortunately it seems like this has similar issues . . .
Great article! Thanks for all of the details. You may’ve already done one before but an article from you (as an engineer) about how dampeners work would be greatly appreciated. Most of us know what they are but not necessarily exactly how they work, especially in sync with the tech.
Sure, I could look it up or pretend to already know it all but I’m sure others could benefit from a Rust King explanation as well.
Well, generally they make things wet. Dampers, on the other hand, control the motion of the suspension. 😉
/pedant
Facts! Well played!
They’re always trying so hard to be Alpha with something Nu, but after interest and Phi expenses, the total Delta in cost over a 1500, I don’t Psi the value. My teen son thinks it’s Sigma but I think it’s a desperate Nu attempt to get a piece of the Omega-truck Pi. Not one Iota of interest here.
Excellent work
COTD!!!
Alright, alright, you don’t have t’Omega big deal of it!
Is that his real name?
Also: I think it would be a great idea to stuff the 6.7-liter Cummins diesel from the 2025 Ram HD in this and call it the Ram RHO-D. Think of the free publicity it will garner from placement in the products of the, uh, Chastworth-based branch of the entertainment industry.
Can I have a raptor SHO instead. 5.2l turning 8,250 rpm, lowered, summer tires, lightly touched by yamaha.
Twin turbo for a high hp version.
If Mercedes can squeeze 416 HP out of a 2.0L turbo I4 in their top special trim, then I expect minimum 600 HP from this 3.0L turbo I6 in the RHO.
Its not like you won’t replace the engine every 30k miles anyway.
Right
Give it a few years, and there will likely be a 600, or more, horsepower Hurricane that’ll come out.
I mean, it wouldn’t be a Mopar if they didn’t continue doing something stupid like that.
Hopefully the bottom end and fuel systems of these are pretty stout because once the tuners get their hands on them they’ll probably be pushing 600HP with nothing but a flash.
I recently test drove one of these. The numbers seemed better than the Raptor, but the drive didn’t. In spite of these being available at under 9-10k below msrp, I ended up buying a new Raptor. It still drives better, and the Raptor isn’t Stellantis.
Glad you had so much fun! The TRX is awesome and the RHO sounds great and at least it’s cheaper; it’s still sad to lose the V8 and hope they bring it back
A tall deck block i6 could make a nice 4l i6 again for the trucks. You aren’t looking for zomg hp, you are looking for torque at 800 rpm and lower wear at 100k miles.
Not a bad truck. I like it.
RHO, RHO, RHO your ram,
Hemi no longer seen,
Sadly sadly sadly sadly,
Tavares, why so mean?
“just part of a low displacement engine”? not really. low displacement is why it has no torque below 4k? low displacement? what? David I know you know better. The tuning is no good/stupid if they are not going for torque with a turbo six. RE: EcoBoost with a V6. Almost all torque available around 2k. I’ll guess they wanted the highest HP #, so the torque is down? They know their idiot customers who only look at “‘HP”. Why aren’t you calling out this failure? It is typical Stellantis weak. A shit company, worse than private equity. Oh wait, they are the bones of Cerberus, the best name ever for PE. Checking the correct spelling of the incredible stupid name, they describe themselves as “Stellantis, a leading global automaker and provider of innovative mobility solutions.” So, they make shitty cars, but wait, there is more? Maybe they are more of a innovative mobility solution company? What the fuck is a innovative mobility solution? E-bikes? I have had an interest in different products from this company over many years, but as time goes buy it seems like a worse and worse idea to buy what they sell. Sad to see the slant six legacy end this way.
Does that mean you won’t be buying a Hornet then?
ha! maybe if they put the slant six in!
I wonder if it would fit in the Hornet. Hmm.
I like the way you think. Turbo slant six for the win. https://www.gillwelding.com/product-page/slant-six-turbo-kit-pbt-ac
I’m expecting “but a RHO, get a free Hornet” deals in the not too distant future.
It’s so gonna happen!
I don’t know which quote you’re referencing, but in short: small engine requires turbos to make power, there’s transient response associated with turbos, that transient response combines with transmission transient response to yield a less than responsive right pedal. Once those turbos are in the game, there’s good torque across the rev range.
from the audio in the video. RHO Launch 1. You say no power below 4k. 2400 rpm to play with. you describe what sounds like turbo lag? I didn’t watch the second vid at first, just did, you start to say revised… did they call you?
there was too much lag in my editing… lol
the quote is from the audio in video RHO Launch 1. You say no power below 4k. 2400 rpm to play with. you describe what sounds like turbo lag? I didn’t watch the second vid at first, just did, you say revised… did they call you? ok… vid 2. you are rolling at 40mph ” it takes a while for it to get into it, but once it does you are in it”. What are you in, deep shit for buying this garbage? Rolling accel test at 40 mph, second time, and this time now once you’re in it?… you are in it? Does she feel that I’m in it? How do not call this the failure it is? all of my past EcoBoost Flexi’s, my detuned Ford Transit all have ample torque/no lag well bellow 2500 rpm, if not lower. Push go pedal, you go, no lag. You are “in it” almost aIl of the time at any rpm. Almost like a V8, to be honest. And I am not any kind of fan boy, but it seems the old 3 headed dog brand is trying to self destruct. Your description of this reminds me of my dad’s SAAB lamdba turbo. Turbo lag is fun? I am guessing the smart marketing people wanted highest HP #, at the cost of useable torque. Because morons buy Stellantis products these days. Or so it seems. I’d rather not 540 HP but 450 HP with more maybe monster torque. But that wouldn’t sell as well to the MoPar gang. And I have to agree. Oh and the pricing? For once it seems to make sense to buy and do your own suspension aftermarket. The RHO offers no upgrade to engine performance over the standard model as far as I can tell. So pay the old 3 dogs for control arms, shocks, and tire and wheels? OK, they can buy in bulk and offer a good price. But no, they are charging Raptor prices for a Dove engine wise.
Oh, you’re definitely a fanboy! Based on the intensity and vigor that you used to insult the product, make, anyone that buys said make, and name dropping of your favorite make’s products, I think you’re missing your calling as a Elon/Tesla fanboy. With your aggressiveness, total disregard for civility, and willingness to insult anyone-including the hosts(Mr. David Tracy)-you’ll move up the ranks quickly. That and the inevitable advancement by attrition that the OG fanboys are currently benefiting from.
FTR, no one is an moron for liking or buying something that they want, for whatever reasons they have- except maybe me for buying an Alfa when I did. Sure, there might be better products out there and you may feel that yours are better but cars are like wine, regardsless of who made them, how old they are, what varietal/color they are, and where they are from- people either like them or they don’t. I myself am a Chevy man for domestics but that doesn’t make anyone that buys another make, even Ford, a moron.
I’m all for trash talking but calling people morons or stupid, especially anonymously, is just bad form.
Y’all have a great rest of the weekend!
I have a Ford and Chevy right now. I have had a Cherokee. They couldn’t even center the steering wheel in relation to the drivers seat. Not a fan boy, but biased against Stelli. Poor product quality for decades. And the worst dealers in my experience and from what I have read.
If the rpm’s are 4k and it takes a while to get into it, it sucks. To me, David seems to be spinning it. That was my major point. I had a great Alfa, 74 Spyder, great car. I think it is a very poor choice in general to purchase most if not all Stell products. I like straight sixes. This ones performance is poor at best based on what David is stating. The Fast Lane guys seemed to have a different experience than David.
“especially anonymously, is just bad form.” What don’t you dox yourself jackass? “Y’all”. I have no interest in your opinion of “form”.
Based on your response, I’m of the opinion that you were unable to comprehend my point but thanks for the twaddle and superfluous information.
As for the name you childishly called me, there is a tear on the crest on my cheek at this very moment.
If it was your intention to besmirch me as a Southerner or imply that I’m a dullard for using the provincial term Y’all, you can kiss my lily white ass! ????
Y’all have a good rest of the week now!
There was supposed to be a smiling emoji where “????” is.
Lando, now that the tomfoolery is out of the way, what color was your Alfa and how long did you have it? I love those spyders! That’s what first got me into Alfa. My best friend’s sister had a newer black Veloce Quad with a black, gray, and red interior that was amazing.
I meant Lardo
How? Even with 2.5l i could do a 4 wheel burnout at 60mph at 3,500rpm or so. Sure it spooled at 3,400rpm but its just a ej25 w a big turbo, not a “real” engine. A 3l should spooling even lower. Even ignoring a i6 should have a foot less exhaust between the head and turbo.
Let’s add too many talk about lag when they mean “below minimum rpm” a s2000 spools a turbo fine at 6k when it might not at 2k. If It’s not responsive you need to size the turbo better.
People seem to really like the Hurricane but I worry about the longevity of 200 Stellantis horsepower per liter in the HO version
Luckily the expected return of the V8 will allow Ram to sell both a super truck and super duper truck like Ford does with the Raptor and R.
but will they stuff the hellokitty in it or keep the turbo as top dog?
The whole point of bringing back the V8 is to keep making the Hellcat and the Hellephant.
It’s going to be like New Coke and Classic Coke all over again. Except this time, New Coke is sticking around.
Sales drop off when the new product shows up, then when the old is reintroduced, it sells even better than it ever did before it was discontinued. Mark my words.
Exactly!
I’ve heard a rumor they’re bringing back the 5.7 eTorque back, but that was it. What have you heard?
Nothing really, mostly wishful thinking
They have to wait until they build up supply of the eTorque unit, they apparently have a months long backlog of ones that need to be replaced under warranty.
Not surprising in the slightest.