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Motor 1
04-07-2025
- Automotive
- Motor 1
Subaru Made the World's Only Twin-Turbo Flat-Four. It Was Madness
Subaru is conservative these days. It sticks with technologies it knows well, evolving its cars gradually over the years. Even when it does something new , it's often long after the rest of the industry. But in the 1990s, Subaru was gloriously weird and experimental. Witness Subaru's largely forgotten sequentially twin-turbocharged flat-four. To the best of my knowledge, this is the only twin-turbo gas-powered four-cylinder automotive engine. Some automakers have done twin-turbo four-cylinder diesels, and before you jump down my throat about it, BMW's "Twin-Power Turbo" engines use a single twin-scroll turbocharger. Not two turbochargers. So, Subaru stands alone here. Welcome to The Rabbit Hole , a bi-weekly column where Senior Editor Chris Perkins explores his latest obsession with automotive technology. He speaks to the best in the business to understand how cars work and what the future of the automobile looks like. Subaru introduced this twin-turbo boxer with the second-generation Legacy in 1993, when sequential turbocharging was all the rage. Porsche did sequential turbos first with the 959, and soon, other Japanese automakers embraced it. In the height of the asset-price bubble, the Japanese auto industry's R&D budgets ballooned, ushering in all sorts of new technologies, like sequential turbocharging. Toyota was first among Japanese automakers, with the Supra Turbo's 2JZ-GTE straight-six, then came Mazda with the 13B-REW twin-rotor in the RX-7. Photo by: Subaru The idea behind sequential twin turbocharging is simple. A small turbo spins up quickly, providing good low-RPM power and low lag, but runs out of puff at higher engine speeds; a large turbo takes time to spin up, manifesting in lag and a higher boost threshold, but with the benefit of better high-RPM performance. Sequential turbocharging attempts to provide the best of both worlds, with a smaller turbo optimized for lower engine speeds and a larger turbo optimized for high engine speeds. The first turbo covers everything from idle to somewhere around 3,500-4,500 rpm, at which point some exhaust air gets diverted to the second turbo. Eventually, both turbos are going at full steam, working together to provide high-rpm power. Subaru did things a bit differently. As the brochure for the 1993 Legacy notes, Subaru used two turbos of the same size to accomplish the same basic goal as other sequential turbo systems. To pre-spool the second turbo, the engine management system closes the first turbo's wastegate, later diverting excess exhaust gas to the second turbocharger. Then, as engine speeds climb, the system opens up a switching valve to the second turbocharger, now allowing both turbos to operate together. Photo by: Subaru A great post on the Subaru Legacy International forum details the EJ20 twin-turbo variants further. The turbos in all versions weren't identical, though they were always about the same size, and except for one later variant, the second turbocharger didn't have a wastegate. The initial twin-turbo boxer in the second-generation Legacy GT made 246 horsepower, and from 1996 on, Subaru offered the engine with two outputs, 256 hp and 276 hp. As with all other twin sequential turbo systems, Subaru's was simple in concept, wildly complicated in execution. Under the hood is a mess of vacuum lines, plumbing, and solenoids to make the whole thing work. And controlling all those are some computers from the 1990s. It's a lot of complexity and a lot of things that can go wrong for what turned out to be questionable benefits. It seems Subaru wanted to address the relatively meager low-end torque of its single-turbo flat-fours, most notably used in the Impreza WRX, for the larger, heavier Legacy. And where in Japan, car owners are taxed based on engine displacement, further boosting a 2.0-liter rather than just making a bigger engine was advantageous. But as a 2001 review of the Liberty (Australian-market Legacy) B4 from Australian magazine AutoSpeed notes , there's a noticeable torque dip when the second turbo starts spooling up. It recorded up to 4.4 psi of boost-pressure dip, between 4,000 and 4,500 rpm, which is huge. A lot of enthusiasts call this zone the 'Valley of Death.' And this was the best-developed version of that engine, the one that our friend from the forums considered the most reliable and the one that best delivered on the sequential-turbo promise. Photo by: Subaru These problems weren't unique to Subaru. Sequential turbocharging always leads to uneven power delivery, and often, unreliability. It's why when tuners get their hands on a 2JZ-GTE or a 13B-REW, they almost always delete the twin-turbo setup for a simpler, single turbo. Still, Subaru's system was popular. A 2003 Car and Driver article noted that, at the time, the Legacy B4—the last Legacy to get the twin-turbo boxer—was Japan's most popular sports sedan. But, that same article noted that a lack of low-end torque was a 'weakness' of the B4, and why when Subaru decided to bring it to the US for 2004, it went with a 2.5-liter single-turbo flat-four. The system was never designed to work with left-hand drive cars, so it remained mostly a Japan-only affair, with some sales in Australia and New Zealand later in its life. Subaru discontinued the twin-turbo flat-four with the arrival of the fourth-generation Legacy in 2004. At the same time, it switched to a single twin-scroll turbocharger with its EJ20 flat-four, which helped address the traditional concerns around turbocharged engines without needing all sorts of complicated vacuum and hydraulic systems to make it work. Photo by: Subaru I can't help but wonder why Subaru didn't try a more conventional parallel turbo setup, with one turbo for each side. Yes, at the time there was a sort of sequential-turbo fever, but that layout makes more sense for an inline engine, like the 2JZ, or a rotary, like the 13B. Porsche abandoned sequential turbocharging after the 959, switching to parallel turbos with the 993 Turbo, something it stuck with until bringing the single-turbo flat-six back with the new, hybrid Carrera GTS . No one has ever tried another twin-turbo gas four-cylinder of any sort since, and I highly doubt anyone will. It seems you only need so much airflow with four-cylinders, even if they are in a boxer arrangement. Even when Porsche made a turbo flat-four itself for the 718, it went single turbo. Today's WRX is a good example of how far turbocharger technology has come in addressing response—its 258 pound-foot torque peak is a plateau from 2,000 to 5,200 rpm. Still, Subaru's sequential twin-turbo setup was a more interesting answer, if not a better one. It's reflective of a totally different era, where Japanese automakers went crazy pushing all sorts of new technology with little to no regard to cost. What's better? The rational solution, or the fun one? The fun one, obviously! Unless you're the one trying to make it work. More Rabbit Hole Why Carbon-Ceramic Brakes Are Expensive. And Why They Might Be Worth It The Brilliance of Electric Turbochargers Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
The Herald
03-07-2025
- Automotive
- The Herald
BMW X3 M50 balances power, comfort and efficiency
The interior is smart and polished in feel and build quality, while the electric seats are comfy and generously padded. Standard amenities are generous but you'll need to raid the options catalogue for more. From behind the multifunction helm you get the sense that you're driving a premium car and you are driving an X3 that's larger than any model before. The new iteration stretches 4,755mm in length, 1,920mm width and 1,660mm height, making it 34mm longer, 29mm wider and 16mm taller that the previous X3. You notice the growth spurt everywhere, especially between the lanes, where it can drive autonomously. Occupants enjoy more leg, head and shoulder room, and more luggage can be swallowed by the expanded boot with a power tailgate. At times it felt like commanding an X5 but it's nicely measured and feels poised, refined and powerful, thanks to the 280kW and 580Nm 3.0 l twin-turbo straight-six petrol engine that's paired with an eight-speed automatic transmission and xDrive all-wheel drive system. It has a mild-hybrid 48V system injecting 13kW to the mix and silently powering the car at crawl speeds. It kicks out a combined 293kW and can accelerate from 0-100km/h in 4.6 secs to run out of steam at 250km/h. It's a tarmac bruiser when you need it to be that also corners keenly.
Auto Blog
29-06-2025
- Automotive
- Auto Blog
The Pre-Owned Supercar Market Should Fear The 2025 Corvette ZR1
No other car can truly touch the Corvette ZR1 The C8 generation of the Chevrolet Corvette has been a marvel of American engineering since its inception in 2020, where, for the first time ever, the Corvette switched to a mid-engine layout. With this controversial move, the team behind the Corvette has been able to achieve performance figures from the legendary American sports car that were once completely unimaginable, and the 2025 Corvette ZR1 takes things to an even further extreme. Previous Pause Next Unmute 0:00 / 0:10 Full screen Thinking about buying a Toyota RAV4? These 5 rivals might change your mind Watch More You'd think that its astounding performance figures would be the main highlight of the supercar's attributes, with its twin-turbocharged, 5.5-liter flat-plane crankshaft V8 pumping out 1,064 horsepower, but what makes the C8 ZR1's performance so remarkably impressive is how surprisingly attainable it is. With a price tag ranging from $178,195 to $199,195, the C8 Corvette ZR1 offers more power than a Lamborghini Revuelto for less than a third of the price. 2025 Chevrolet Corvette ZR1 — Source: Chevrolet The Corvette ZR1's power figures on their own don't tell the whole story, either. The ZR1 has been claiming accolades left and right, managing to achieve a top speed of 233 miles per hour, a 0-60 mph sprint time in just 2.3 seconds, and breaking production car lap times at five different American race tracks, including Watkins Glen Long Course, Road America, Road Atlanta, Virginia International Raceway Full Course, and the Virginia International Raceway Grand Course. That means for under $200k USD, you can have a sports car that accelerates faster than a $2.1 million McLaren W1 and has a higher top speed than a $2.5 million Pagani Utopia. So, since high-end exotic car manufacturers are surely beginning to fear the new Corvette ZR1, if they don't already, we can't help but wonder what effect the disruptive nature of the C8 ZR1 will have on the pre-owned supercar market. Can we expect to see resale values of high-end supercars disrupted by the appeal of a brand-new ZR1? Let's take a look. Lamborghini Huracan Spyder — Source: Michael Austin Are pre-owned supercar values vastly overinflated? Compared to other brand-new supercars with similar performance figures, the C8 Corvette ZR1 already offers more performance for a small fraction of the price. You might expect, then, that the pre-owned supercar market would contain options that tighten that gap, but the concerning reality is that, when you look at used options around the same price point as the all-new Corvette ZR1, most of them seem to fall short. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. For example, this 2017 Lamborghini Huracan Spyder is listed on DuPont Registry for $209,980. Even if we disregard the relatively yawn-worthy white-on-black specification, this seems like a ridiculously sad way to spend upwards of $200,000 when you could have a brand new ZR1 instead. Not only is the Huracan above an 8-year-old vehicle with 18,000 miles, it also has almost 500 fewer horsepower, and costs even more than the ZR1. Sure, we're comparing a Lamborghini to a Chevrolet here, but I'm willing to bet that if you removed the badges from both and went for a cruise around Miami, the Corvette ZR1 would attract more attention. McLaren 570S — Source: McLaren If we look at alternative pre-owned options from other supercar manufacturers, we see a similar story. You might think that with its vast performance capabilities, the C8 ZR1's price might match that of a used McLaren 720S or a pre-owned Ferrari 488, but that's simply not the case. While it's true that you might be able to find a well-broken-in McLaren 720S for just a smidge under 200 grand, the most commonly found pre-owned sub-$200k McLaren is the 570S, with clean 570S Spiders like this one sitting at around $175,000. Even still, the 570S offers just 562 horsepower, a 3.2-second 0-60 mph time, and a 204 mph top speed, thus falling short of the C8 ZR1 in nearly every metric. It's a similar story when we look at pre-owned Ferraris. Look for one just under 200 grand, and you'll likely find yourself in a four-year-old, 612-horsepower Roma, or a fifteen-year-old 458 Italia. Admittedly, it'll be a tough challenge to match the prestige and luxury of a Ferrari with a Corvette, but if it's performance and flash that you're after, the C8 ZR1 just offers so much more. 2025 Corvette ZR1 — Source: Chevrolet Looking at things the other way around, let's consider what it might take to achieve similar performance to the brand-new C8 ZR1 with a pre-owned supercar. Perhaps the easiest solution to guarantee the destruction of a C8 ZR1 on a drag strip would be to slap a twin-turbocharger kit onto a V10-powered Lamborghini Huracan. AMS Performance offers an Alpha 20 Twin Turbo Package for the Huracan, which boosts the Lambo's power figures to over 2,000 horsepower, and can bring the supercar's 0-60 sprint time beneath the two-second threshold. However, doing so will cost you as much as $274,995.95, according to AMS Performance's website, meaning you'll need to drop more than the cost of an actual Huracan into your Huracan just to be able to beat the $200,000 C8 ZR1. 2025 Corvette ZR1 — Source: Chevrolet Final thoughts What all of this speculation really highlights is how ridiculously aggressive the C8 Corvette ZR1's performance value proposition really is. There really is nothing else like it for the money, whether you're looking at something new or used, and the development of the all-new ZR1 truly is a remarkable achievement for Chevrolet and General Motors. What's even more wild is the fact that the ZR1 isn't even the wildest variant of the C8 Corvette, with the recently revealed ZR1X taking that cake by slapping a hybrid system and four-wheel drive on top of the ZR1. All of that allows for a combined total of 1,250 horsepower, a 0-60 time under two seconds, and an expected price tag of around $250,000. Blade Silver 2026 Corvette ZR1X and Sebring Orange Tintcoat 2026 Corvette ZR1X Convertible with ZTK Performance Package — Source: Chevrolet Will pre-owned supercars like the Lamborghini Huracan, McLaren 570S, and Ferrari Roma take a noticeable dive in value now that buyers can directly compare them to the predictably much lower-maintenance and brand-new Corvette ZR1? Only time will tell, but for now we can be certain that the C8-generation Corvette ZR1 not only continues the model's legacy of disrupting the high-end performance segment of the automotive industry, but greatly enhances it, challenging the astronomical price tags charged by exotic European supercar manufacturers by offering so much more for so much less. If you've got $200,000 to spend on a performance car, look no further than the 2025 Corvette ZR1. About the Author Cole Attisha View Profile
Motor Trend
04-06-2025
- Automotive
- Motor Trend
2025 Nissan Armada Platinum Reserve First Test: Do You Really Need the Infiniti Version?
Pros Luxury for less ProPilot Assist 2.1 is great Powerful engine Cons Thirsty engine Small third-row seat Still nearly $90,000 The 2025 Nissan Armada is all-new, but it remains related to the Infiniti QX80. As with, say, a Chevrolet Tahoe and Cadillac's Escalade, there are obvious mechanical links between the Nissan and Infiniti, but unlike those (and other mainstream SUVs with luxurious relatives), there exists some overlap between the Armada and the QX80—if you opt for the fancy Platinum Reserve trim level tested here. The nicest Armada available offers such overtly luxurious amenities that you might wonder if Nissan's marketing department has gone to war with Infiniti's. And when you look at the Armada Platinum Reserve's price, you really start to question if you should bother looking at the Infiniti QX80 at all. 0:00 / 0:00 For the 2025 model year, the Nissan Armada is a mostly new machine. It's slightly larger, wears buff new bodywork, sits on a new platform, and drops the old model's V-8 engine in favor of a more modern twin-turbo 3.5-liter V-6. While the loss of two cylinders and some displacement might seem like downgrades on paper, the reality is that the V-6 makes 25 more horsepower and 103 lb-ft more torque than last year's naturally aspirated V-8. It also trades its seven-speed automatic transmission for a nine-speed auto for improved acceleration and better fuel efficiency. This combination is good to tow up to 8,500 pounds, and the Armada includes a Class 4 tow hitch and seven-pin harness preinstalled. Both the Platinum Reserve and the Pro-4X include an integrated trailer brake controller, as well as a new-to-Nissan Trailer Blind Spot Monitoring system, which can check your blind spots (trailer included) after inputting the length of the trailer in the system configuration, but that extra visibility is limited to 33 feet. This is part of the latest camera system on the Armada that includes the 3D around-view monitor, invisible hood view, and front wide view—a wide-angle front camera to let you see ahead of your bumper to keep from hitting parked cars, buildings, curbs, and other roadway obstacles at low speeds. A particularly useful feature on the rather large Armada. Steering wise, the new Armada drops the electrohydraulic power steering for a fully electric rack, allowing the 2025 Armada to have a quicker steering ratio and not feel like you're constantly moving the wheel just to park it in a space or garage. Further, you gain wireless Android Auto and Apple CarPlay on all Armadas, and the SL and higher trim levels feature wireless device charging in the center console. Helping put the Platinum Reserve on top of the Armada lineup is a Klipsch premium audio system with 12 speakers plus a subwoofer and a 600-watt amplifier. Helping the Platinum Reserve overlap with the QX80 is pretty much everything else this loaded SUV comes with, all of which also is offered on the Infiniti, including a new air suspension, the same twin-turbo V-6, and more. My, What Nice Stuff You Have One Armada feature that especially will catch your attention is the ProPilot Assist 2.1 system that allows hands-free driving. First, while standard on this version of the Armada, in order to get equivalent tech on the QX80 you must step up to its second trim level, the QX80 Luxe. A win for the Platinum Reserve, to be sure, though the less capable but still decent 1.1 system is available elsewhere in the Armada family, including the Pro4X off-road version we've tested previously. ProPilot is one of the smoothest-braking semi-autonomous systems we've experienced, and it is so deft that you don't realize it's hitting the brakes. Rather, it feels like it's just letting off the gas and using the natural engine compression to slow the big Armada down. But no, it's applying the brakes and slowing down quite smoothly and wonderfully in response to traffic or obstacles ahead. It also seems very competent at driving itself around the SoCal interstates and freeways surrounding MotorTrend's L.A. headquarters, easily dealing with drivers cutting us off and stop-and-go traffic. It never wants to brake aggressively, so it is smooth and confidence-inspiring in operation. While it does feel like it holds to the left of the lane a little too much, it's also not the worst offender in doing this and is mostly centered within our point of view behind the wheel. Again, that this fatigue-reducing driver assist is standard as part of the NissanConnect three-year free trial period is a wow factor for the Nissan. Like other limited hands-free systems, there are only certain roadways it will work on and after three years, you'll need to pay to keep those 'HD maps' up to date. New Tech, New Spaciousness The new Armada's 14.3-inch 'monolith' digital instrument panel is very bright at night and, when set at its brightest, can almost drown out the head-up display projected onto the windshield. But there is some good news: You can turn that brightness down without digging around in several pages of menus hunting for the darn thing. With more and more vehicle controls industry-wide being buried in more and more menus, having something as critical as instrument screen brightness still handled by a touch button on the dash is a welcome change. You'll find it right on the panel, and it's obvious when you look at it because the steering wheel doesn't obscure it. Simplicity can equal luxury, it turns out! We will say we're not the biggest fans of pushbutton gear selectors and would rather have a lever or a dial. We understand why Nissan did it—Lincoln, for example, has similar controls in the Navigator full-size SUV, too—we're just not fans of it. A column shifter would achieve the same console-space-saving goals, though we get that buttons are easier to design around than a physical shifter, and that allows for a cleaner and more open interior design. It's also nice to have a power telescoping and tilt function steering column. Hopping into the captain's chair in the second row is a very comfortable experience for this over 6-feet-tall writer, but those seats are not powered. It's all manual, but having the ability to slide the middle seat back and forth is still a nice way to share available legroom. It's all the same leather material for the front and rear seats, too. The rear seats feature their own climate control system with heated seats, and both second-row passengers can power their devices using the two USB C ports or the 12-volt port on the back of the center console. The third row is still tight for anyone other than small children even with the second-row seat fully forward, but those rearmost seats power-fold up and down with a switch in the cargo area. There are two fold-down buttons for the second-row seat backs but getting them back up remains a manual matter. Overall, we really don't have any other major complaints about the Armada's packaging. It's a great but huge vehicle, and parking is a struggle for street parking in the city. But that's where the 360 cameras come in so handy, and we wish more vehicles came standard with one. It helps so much when you're trying to park a huge monster of a truck like the Armada and make sure you don't curb those expensive 22-inch aluminum wheels. Smaller Engine, Similar Performance Drive the 2025 Armada Platinum Reserve, and you might come away surprised it's powered by a 3.5-liter twin-turbo V-6 (that is, if no one told you what was under the hood). Despite this fully loaded Platinum Reserve's 6,082-pound curb weight, that smaller engine helps the SUV get around with ease thanks to its 516 lb-ft of torque, which arrives at just 3,600 rpm. You'll be able to merge smoothly thanks to its 6.3-second 0–60-mph capability, which trails the last-generation, V-8-powered Armada Platinum (we last tested one in 2022) by 0.1 second. Wait, the new Armada is … slower? If only just—but remember, the old one was about a hundred pounds lighter. Nevertheless, the V-6 feels far less winded when pushed than the 5.6-liter V-8 it replaces, impressive given its size. And beyond 60 mph, the turbo engine catches up, posting a quicker 14.7-second quarter-mile time (0.1 second better than the 2022 Armada) at a faster 95.0 mph (versus 94.2 mph). The new Armada also stops shorter from 60 mph (in 121 feet versus 124), while its fresh suspension helps it post higher lateral grip (0.77 g versus 0.74) and a notably quicker figure-eight lap time (27.6 seconds compared to the old Armada's 28.3). Disappointingly, given the switch away from the V-8, it's big and it's hungry. Even at its best, the highway mileage is only EPA-estimated at 19 mpg. That then drops to 16 mpg in the city and has a combined rating of just 17 mpg. Those figures are up big time from the old Armada's 13/18/15 mpg figures when equipped with four-wheel drive, but still. Oh, and keep in mind that it also requires premium fuel to get full power out of that twin-turbo V-6, though the Nissan can be fed regular without issue. But Back to That Infiniti… But as far as luxury goes, the Armada drives well and rides merely decently (it can't match a Jeep Wagoneer's cushiness, and the 22-inch wheels ride harshly over bad pavement), while the cabin is classier than before if not quite Infiniti-level, and loaded with every toy you can get on the QX80. So, we ask again, as we did when the new Armada first launched: Why consider the Infiniti at all? A would-be Infiniti customer might reconsider even looking at the similarly priced QX80 Pure AWD. At $86,840, the Armada you see here costs $705 less and includes similar features like ProPilot Assist 2.1, 22-inch wheels, and air ride off the bat. The only plus for the QX80 Pure AWD is two more speakers and flush-fit exterior door handles—and that Infiniti badge. You'd have to be an Infiniti diehard or keen on the fancier badge to not choose the Armada Platinum Reserve here. And consider that it takes that same Infiniti customer an extra $11,800 to upgrade to the QX80's Luxe trim that matches this Armada Platinum Reserve feature for feature. The Infiniti seems to have a ride quality and overall interior styling advantage over this specific Nissan, which doesn't seem to manage its 22-inch wheels as neatly as the QX80 and has less shiny stuff inside. While we're not Nissan product planners and therefore can't speak to the apparent overlap between the newest Armada and QX80 SUVs, it's certainly good news for savvy shoppers eyeing a feature-laden full-size three-row SUV. Looking for luxury on a budget? The 2025 Nissan Armada Platinum Reserve brings Infiniti levels of fancy for less.
Motor 1
19-05-2025
- Automotive
- Motor 1
The Ram 1500 RHO Is An Amazing Everyday Supertruck: Review
Quick Specs 2025 Ram 1500 RHO Engine Twin-turbocharged 3.0-liter Inline-Six Transmission Eight-Speed Automatic Output 540 Horsepower / 521 Pound-Feet Efficiency 14 City / 16 Highway / 15 Combined As Tested Price $88,100 Pros: Fast & Smooth, Rugged & Refined, Rides Like Buttered Memory Foam Cons: Turbo Lag, Busy Interior, Poor Exhaust Tuning Ram 1500 RHO: Don't Call It A TRX Lite Photo by: Christopher Smith / Motor1 Let's clear the air. The Ram 1500 RHO is not a TRX. Yes, it looks largely the same, and it has the same bonkers jump-happy suspension, but the high-output, twin-turbocharged inline-six engine fused with the long-travel suspension gives this truck a personality all its own. This is no TRX replacement, either. That truck with its Hemi Hellcat engine wanted to party all day and do keg stands every night. Meanwhile, the RHO is like a rock star out of rehab, trying to build a better life on the straight and narrow. Both trucks enjoy getting wild, but the RHO will take better care of you in the long run, so long as its demons are kept at bay. Engine, Drivetrain, Horsepower: No Hemi? No Problem Photo by: Christopher Smith / Motor1 Everyone knows about the twin-turbocharged 3.0-liter Hurricane inline-six engine by now. It makes 540 horsepower and 521 pound-feet of torque in the RHO—identical to other Ram 1500 trims that offer the high-output I-6. It certainly doesn't sound like the Hellcat-powered TRX, and with 162 fewer hp, it doesn't go like one either. But the RHO isn't slow by any means. I managed to rip to 60 miles per hour in 5.1 seconds, according to the RHO's onboard Performance Pages. More importantly, I managed to make my 86-year-old mother nauseous from a hard launch. Though to be fair, she does suffer from vertigo. Sorry, Mom. The eight-speed automatic transmission is a silent partner in the background, executing shifts without undue lag or haste. You can engage manual mode by pulling the shift stalk to the left, activating the steering wheel-mounted paddles, which are supremely easy to use. Moreover, the transmission won't automatically upshift if you get carried away on a dusty back road. It sends all power to all four wheels through an electronically managed four-wheel drive system. Interior, Technology, Infotainment: Everything You Want & More Photo by: Christopher Smith / Motor1 Ram doesn't skimp when it comes to tech in the RHO. You'll find a 12.0-inch portrait-oriented center touchscreen standard, with a 14.4-inch screen optional. No matter which you choose, they're brimming with apps, configurable widgets, and for the speed freaks out there, the RHO gets Performance Pages that track stuff like 60-foot times and quarter-mile speeds. A dedicated passenger display is also optional, but every truck has a 12.3-inch driver display. And yes, Android Auto/Apple CarPlay are included. As you might imagine, the driver and center displays are widely customizable. It's all part of Ram's fifth-generation Uconnect system that manages everything from vehicle settings to navigation, over-the-air updates, and phone connectivity. And while there are all kinds of settings to flip through digitally, Ram still fills the 1500 (RHO included) with buttons and knobs for common-use items. For highway traveling, the RHO is available with Ram's Hands-Free Active Driving Assist. Similar to Ford BlueCruise or GM's SuperCruise, it allows drivers to go hands-free on approved roads. Provided the left lane is clear, manually activating the turn signal will initiate a hands-free pass, and it's pretty intuitive. However, the RHO tended to wander between the lines while driving. And it monitors the driver like a hawk. If my gaze wandered for even a few seconds, the system buzzed and told me to face front. Design: Satisfyingly Bold Photo by: Christopher Smith / Motor1 The RHO could easily pass for a TRX if it didn't have RHO branding on the bed. It has the same wide stance with flared fenders—wide enough to require amber clearance lights mounted in the truck's sizable hood scoop. It bites the ground with 18-inch Goodyear all-terrain tires and a choice of standard aluminum or beadlock-capable wheels. You can only get the RHO as a Crew Cab truck with the short 5-foot 7-inch bed, which fills up surprisingly quickly when you're hauling something as simple as two 54-inch lawn mower decks. All Rams received minor changes for 2025, largely related to revamped lights and slightly resized grilles. The RHO's front and rear fascias are trim-exclusive, and it all combines to exude a properly muscular vibe. Moreover, Ram pulls it off without looking silly or overdone. The truck's proportions are very satisfying, and you can even have the bold RHO branding on the bed removed if you so choose. The tough exterior actually blends well with the RHO's upscale greenhouse. You'll find plenty of leather and soft-touch surfaces amid the digital screens. Alcantara and chrome are scattered about, but the interior is a very busy place. Between the litany of physical control and the pages of settings on the center screen, it can get pretty overwhelming. I still wasn't familiar with everything after a week and hundreds of miles behind the wheel. Managing Editor Jeff Perez felt the same way after his stint in the truck , and I couldn't agree more. Driving Impressions: Awesome Everywhere All At Once Photo by: Christopher Smith / Motor1 With all this in mind, I now present my thesis: The Ram 1500 RHO could be the best half-ton truck on the market right now. The big suspension (13.0 inches of travel in front, 14.0 inches at the rear) absorbs ruts, potholes, bumps, massive potholes, and miles of miserable patchwork on Michigan highways. Everything that works in the dirt makes this an even better daily driver. And I didn't just goof around on some local two-lane roads near my house. The RHO's first mission in my care was a 400-mile round-trip to pick up a new 54-inch mower deck, all done at highway speeds. I wasn't the least bit fatigued after six hours of driving; the RHO's seats were supportive and cozy without being too stiff, and those knobby Goodyear tires weren't nearly as noisy as I expected. Make no mistake, there is some tire noise at speed. But it's not remotely intrusive in the quiet cabin, even hustling along at Michigan's maximum 75-mph speed limit. And if it does become bothersome, it's easily masked by some low-volume music. Just don't play any Guns & Roses. This is a recovering rockstar, after all. Photo by: Christopher Smith / Motor1 Photo by: Christopher Smith / Motor1 The suspension just sucks up everything. I used the Auto drive mode for the journey, which automatically adjusts settings depending on road and driving conditions. It kept the big truck remarkably poised through the sharp 45-mph corners on I-196 leaving Grand Rapids, and an hour later, it conquered broken stretches us US-31 with nary a shudder. As for the engine, the Hurricane is pure butter. It doesn't shake the truck—not at start-up, or idle, or under throttle getting on the highway. It doesn't vibrate or reverberate through the cabin at speed. You don't feel it in the wheel or the floor. It just goes, and if you lay into the throttle, it really goes. I would prefer a bit more low-end power. There's a bit of turbo lag, and it could benefit from better exhaust tuning. It's not bad, but Ram engineers try to make it sound like a deep V-8. The dual exhaust outlets are comically large for a 3.0-liter engine, even one with two turbochargers. When cold, this engine bellows with a noisy rattle that reminds me of a clapped-out 1990s Pontiac Grand Prix with a straight-piped 3800. At least the RHO settles into a decent six-pot rasp when it's warm, but it could be so much better if engineers stop trying to make it sound like a Hemi. Fuel Economy: Don't Ask Photo by: Christopher Smith / Motor1 Losing two cylinders over the TRX doesn't help at the pump. The RHO's official mileage rating is just 15 combined mpg, and after approximately 650 miles (most on the highway) I'm confident in saying that's accurate. I averaged right around 16 mpg during my week with the truck, including just a handful of full-throttle launches. And when it's time to tank up, the high-output engine needs expensive premium fuel. Payload & Towing: An Acceptable Compromise Photo by: Christopher Smith / Motor1 Having a longer bed option would make the RHO a bit more practical for a truck, but you can still do all kinds of truck stuff here. The bed is rated for 1,520 pounds—less than other Ram 1500 trims, but that's the price you pay for a truck that can safely land after jumping three feet in the air. Towing capacity is also a bit less at 8,380 pounds, but that's still plenty for towing a modest boat or a 30-foot camper trailer. Pricing & Verdict: Worth Selling A Kidney For 21 Source: Christopher Smith / Motor1 The Ram 1500 RHO pulls off something I never thought possible. I'm not a truck guy, but I absolutely want this one. It's comfortable to drive anywhere, and with the onboard cameras, it's easy to maneuver. The interior is spacious, more than enough for five adults. It can haul big stuff in the bed and tow bigger stuff with ease. Even the standard version is packed with tech. And when you want to listen to Guns & Roses, the RHO doesn't think twice about ditching rehab for an epic weekend romp. It's also the cheapest way to get the high-output Hurricane in a Ram, with a starting price of $72,090. That's still a truckload of cash, but it's almost $10,000 less than the F-150 Raptor—a truck that has almost 100 fewer hp. And if you peruse dealerships right now, Ram's employee pricing initiative and other incentives have these starting temptingly close to $60,000. Not that I've been checking RHO prices. Well, maybe a little. Competitors: Chevrolet Silverado ZR2 Ford F-150 Raptor Toyota Tundra TRD Pro 2025 Ram 1500 RHO FAQs Is the Ram 1500 RHO the same as the TRX? The Ram 1500 RHO is nearly the same as the TRX, but there are some notable differences. The biggest is the engine, which is a twin-turbocharged 3.0-liter inline-six instead of the Hellcat V-8 in the TRX. Both trucks have a wide stance with muscular styling and long-travel suspension, but the RHO is a bit lighter and the suspension has a bit more travel. How much horsepower does the Ram 1500 RHO have? The Ram 1500 RHO uses the high-output version of the twin-turbocharged Hurricane inline-six engine, making 540 horsepower. How fast is the Ram 1500 RHO, 0-60 and in the quarter-mile? According to Ram, the 1500 RHO can go from zero to 60 miles per hour in 4.6 seconds and turn a quarter-mile in 13.6 seconds. Does the Ram 1500 RHO have a Hemi V-8? No, the only engine offered in the Ram 1500 RHO is the twin-turbocharged, high-output 3.0-liter Hurricane inline-six. How Much Does The Ram 1500 RHO Cost? The 2025 Ram 1500 RHO starts at $69,995, not including a $2,095 destination charge. That raises the starting price to $72,090. 2025 Ram 1500 RHO Engine Twin-Turbocharged 3.0-liter Inline-Six Output 540 Horsepower / 521 Pound-Feet Transmission Eight-Speed Automatic Drive Type Four-Wheel Drive Seating Capacity 5 Speed 0-60 MPH 4.6 Seconds Efficiency 14 City / 16 Highway / 15 Combined Weight 6,200 Pounds (est.) Ground clearance Ground Clearance Towing 8,380 Pounds Base Price $72,090 As-Tested Price $88,100 Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? 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