We’re here to show you some automotive excellence with the 2024 Ram 1500. In this feature-packed article, we’ll take you on a thrilling ride through the heart of this vehicle, exploring its superb design, next-gen technology, unmatched capabilities, and unwavering commitment to safety. Buckle up as we unravel the secrets behind this automotive masterpiece, tailored for the Canadian marketplace.
Captivating Design: Turning Heads at Every Turn
The 2024 Ram 1500 has mastered the art of making an entrance. With an exterior that demands attention and an interior that pampers, this truck strikes a perfect balance between rugged and refined. A winner of design accolades, it transforms the ordinary into extraordinary. Luxurious interiors, genuine leather, and Class Exclusive rear reclining seats redefine comfort and elegance.
Technology That Takes the Lead: Where Innovation Meets Intuition
Step into the future with the advanced Uconnect® 5 multimedia system in the 2024 Ram 1500. Boasting a colossal 12-inch touchscreen, voice recognition, and custom user profiles, it’s more than just a screen; it’s your digital co-pilot. Don’t miss the Head Up Display that brings critical information to your line of sight. And let’s not forget the Ram App, turning your smartphone into a command center for your truck, wherever you are.
Unmatched Capabilities: Power, Performance, and Precision
Beneath its striking exterior lies a true powerhouse. The 2024 Ram 1500 offers a trio of legendary engines, including the formidable 5.7L HEMI® V8 engine with eTorque. This beast commands a staggering towing capacity of up to 12,750 lbs, giving you the edge to conquer any challenge. The eTorque Mild Hybrid Technology System amps up performance while conserving fuel, proving that brains and brawn can coexist.
Safety First: A Shield of Confidence on Canadian Roads
In the world of automotive, safety is king, and the 2024 Ram 1500 wears the crown with pride. Armed with over 100 standard and available safety features, it’s a fortress of protection. The 360° Surround View Camera System ensures you’re the master of parking and towing maneuvers. Multiple airbags envelop the cabin, while the Digital Rearview Mirror adds an extra layer of clarity to your rearview.
Conclusion: Embrace Excellence on Canadian Roads
As we wrap up this exhilarating journey through the 2024 Ram 1500, it’s clear that this truck is more than a vehicle; it’s a statement. With captivating design, cutting-edge technology, unwavering safety, and unmatched capabilities, it’s poised to be a game-changer on Canadian roads. So, if you’re in search of an automotive companion that blends style, power, and intelligence, the 2024 Ram 1500 is waiting to redefine your driving experience. Get ready to hit the road with the future of Canadian automotive excellence!
It was only a matter of time before Jeep gave the extended wheelbase “L” treatment first offered for the then-new 2021 Grand Cherokee L to its more luxury-lined Wagoneer and Grand Wagoneer models,…
It was only a matter of time before Jeep gave the extended wheelbase “L” treatment first offered for the then-new 2021 Grand Cherokee L to its more luxury-lined Wagoneer and Grand Wagoneer models, so as expected a 305-mm (12-in) longer and more accommodating version of the 4×4 brand’s full-size family hauler showed up at February’s New York International Auto Show (NYIAS).
Overall, the Wagoneer L/Grand Wagoneer L now measures a sizeable 5,758 mm (226.7 in) from bumper to bumper, which makes it even lengthier than the Chevrolet Suburban/GMC Yukon XL twins, albeit not by much. In fact, the ultra-long Jeep is just 25 mm (1-in) longer than the 5,733 mm (225.70 in) Chevy, and an even greater 38 mm (1.5 in) more than the 5,720 mm (225.20 in) GMC, while at least as importantly the new Wagoneer L/Grand Wagoneer L’s wheelbase grows a significant 178 mm (7 in) over the regular-length variant, now measuring 3,302 mm (130 in) from axle to axle.
Jeep’s largest ute provides more space behind the third row than Chevy’s Suburban
While 104 mm (4.1 in) down on the two GM SUV’s wheelbases, which span 3,406 mm (134.10 in) apiece, the Wagoneer L and Grand Wagoneer L offer 1,252 litres (44.2 cu ft) of cargo space behind the third row for a surprising gain of 77 litres (2.7 cu ft) over the Suburban/Yukon XL when measured behind the third row. Unfortunately, the advantage wanes when comparing cargo volume behind the second and first rows, the Wagoneer L and Grand Wagoneer L’s 2,514-litre (88.8 cu-ft) capacity being 142 litres (5.0 cu ft) shy of the big GM haulers with respect to the former, whereas its 3,707 litres (130.9 cu ft) of maximum cargo space is 390 litres (13.8 cu ft) less accommodating.
What will matter more to Jeep fans is the size difference when comparing Jeep to Jeep, or rather Wagoneer and Grand Wagoneer to Wagoneer L and Grand Wagoneer L, with the longer version gaining 447 litres (15.8 cu ft) of additional cargo volume behind the third row than the standard-wheelbase Wagoneer/Grand Wagoneer, which is about 50 percent more, while 510 litres (18.0 cu ft) can be had behind the second row, and lastly 1,039 litres (36.7 cu ft) when both rear rows are folded flat (take note that a large hump interferes with loading floor space in models that incorporate a fixed centre console in the second row). Of note, “Trail Rails” can be added to strap cargo down in back.
Extra curb weight offset by new twin-turbo inline-six with up to 510 hp
The extra length adds about 90 kilograms (200 lbs) to the Wagoneer L/Grand Wagoneer L’s overall mass, which isn’t all that much considering the extra volume, plus it shouldn’t be all that noticeable on the road thanks to a new available 3.0-litre twin-turbocharged inline six-cylinder engine, dubbed internally as “Hurricane”.
This new engine will be standard fare in extended L models, with a total of 420 horsepower in the Wagoneer L and a whopping 510 hp in the Grand Wagoneer L, while torque figures are 468 and 500 lb-ft respectively. The two models share towing capacities of 10,000 lbs (4,536 kg) with the shorter wheelbase variants, much due to their robust body-on-frame Ram 1500 donor chassis, while Jeep claims a 15-percent improvement in fuel economy when comparing the less potent version of the inline-six to Chryco’s current 5.7-litre Hemi V8, the latter putting out a substantive 392 horsepower with its eTorque drivetrain, while it’s rated at 13.8 L/100km combined city/highway in the 2022 Wagoneer.
Of note, the regular-wheelbase Wagoneer will keep the 5.7-litre Hemi as its base engine for 2023, while the shorter Grand Wagoneer will also continue to come standard with the optional 6.4-litre V8, that engine incidentally good for 471 hp and 455 lb-ft of torque.
New inline-six shares 8-speed auto and AWD with lesser variants
According to Jeep, 96 percent of the new twin-turbo six-cylinder engine’s components are interchangeable between 420 and 510 hp versions, which of course reduces costs that can be passed down to consumers. Increased power therefore comes from boost and compression differences, while more power is reportedly available for future upgrades.
What’s more, the new engine can be paired with a plug-in hybrid system, so we can probably expect a more formidable, more fuel-efficient and cleaner electrified version in the near future, while this engine can also be fitted to any current rear-wheel drive model, making it ideal for other models in the Jeep, Dodge, Chrysler or Ram lineup.
All of the above noted engines come mated to Chrysler group’s well-proven eight-speed automatic transmission, while each model and trim benefits from four-wheel drive in Canada.
We can expect a limited supply of new Wagoneer L and Grand Wagoneer L models to arrive in Canada later this year, although serious buyers may want to consider ordering as early as possible, considering expected continuations of supply chain interruptions.
Story credits: Trevor Hofmann
Photo credits: Jeep
It’s true, Nissan is walking away from the full-size pickup truck segment in Canada. The Titan before you, as impressive as it is, will no longer be available north of the 49th, aside from Anchorage…
It’s true, Nissan is walking away from the full-size pickup truck segment in Canada. The Titan before you, as impressive as it is, will no longer be available north of the 49th, aside from Anchorage or Fairbanks.
As with most cancellations, it came down to a lack of sales. Nissan sold a mere 1,218 units last year and just 2,807 in 2019, while even at its peak of 2017 the Japanese automaker found just 5,692 Canadian buyers. This is actually bad news for Toyota, because its Tundra will now inherit lowest sales status, despite managing to push out a respectable 11,053 units last year (it’s high of 11,738 was in 2018). Although the Tundra’s numbers may appear lofty when shown next to the Titan’s, even mighty Toyota’s full-size offering hardly matches Ram’s 83,673 full-size pickup truck sales in 2020, or GM’s collective Chevy/GMCSilverado/Sierra deliveries of 104,279 units during the same 12 months, while Ford once again topped them all last year with 128,650 F-Series down the road.
The sad reality is, Nissan’s failure to launch the Titan as a serious full-size pickup truck contender has nothing to do with the vehicle’s quality and capability. It’s one rugged, well-built half-ton, or rather two tough trucks when factoring in its larger Titan XD heavy-half sibling, with its only serious weaknesses being fewer cab/bed options and just one, lone V8 engine and eight-speed automatic transmission combination.
Currently, the Titan is just available as a Crew Cab in Canada, having dropped its smaller King Cab variant for 2020. Both cabs remain in the US, although American buyers can no longer purchase the Single Cab work truck.
The Titan’s sole V8 displaces 5.6 litres and makes 400 horsepower plus 413 lb-ft of torque; the XD’s turbo-diesel was discontinued for 2020. Part-time four-wheel drive is standard in Canada, with no lower priced rear-drive alternative, but it must be said the Titan’s nine-speed automatic transmission certainly gives it an edge compared to some competitors, Toyota’s Tundra only offering six forward speeds. Still, Ford uses a 10-speed automatic in all of its full-size trucks, while GM offers the same transmission (literally) in some of its large pickups.
Notably, Nissan Canada’s retail site never bothered updating its Titan page with a 2021 model (clearly displaying the 2020 truck instead), even though the brand’s dealers continue to advertise the newer model year, plus third-party car sites, such as CarCostCanada, have integrated all 2021 specs along with the elimination of base S trim, which was $50,498 before, and addition of a new base 2021 SV trim for $63,698. Now (June 30, 2021), Nissan isn’t even showing trucks as an option on its side pull-down menu, strangely hoping would-be 2022 Frontier customers manage find the redesigned model in its “Future & Concept” section.
The just-mentioned 2021 base price doesn’t come anywhere near to matching the entry prices of the Titan’s domestic rivals, by the way, with the class-dominating F-150 starting at just $34,079, which isn’t even as affordable as the base Chevy Silverado 1500’s $32,048 entry point, or for that matter the Sierra 1500’s lowest window sticker of $33,248. The least expensive Ram 1500 Classic is priced just a bit higher at $36,890, and the aforementioned Tundra significantly more at $47,010. Compare those numbers to the Titan’s $63,698 base price, and it’s easy to understand how it might be difficult to get someone’s attention, unless they clearly understood that similar equipment and trim levels sold by all of the above cost around the same.
Unfortunately, that’s not how we tend to buy vehicles. There’s a reason that dealers advertise a vehicle’s base price, after all. We might initially become interested in a Silverado because it’s the lowest priced truck on the market, but after we get sold on one with more features, we quickly forget about the initial “loss leader” that motivated us to come down to that particular dealer in the first place. Soon it’s all about how much you can afford each month, and the sales team turns you over to the finance department.
To be clear, the domestic trucks’ lower prices are mostly due to their inclusion of regular cab body styles, multiple engine choices, and a whole lot of additional trims, with the cheapest of each U.S. brand’s truck focused more on attracting high-volume commercial fleet buyers. The sheer volume of such trucks sold actually allows for the seemingly endless cab, bed, engine, drivetrain and trim combinations to exist, making it possible for a buyer to configure a truck exactly the way they want. Most pickup truck consumers, however, would rather buy a well-equipped four-door pickup, which is the key reason Nissan and Toyota only offer such variants.
The Titan I most recently tested was a Crew Cab Pro-4X optimized for off-road work and pleasure. So equipped, it’s priced at $66,998, which is right in the realm of pricing acceptability for this class of truck. As stated earlier, the sales leads enjoyed by Nissan’s rivals have nothing to do with any specific competencies over the Titan. It’s a tough, capable on- and off-roader with better than average expected reliability, beefy towing and payload capacities of 9,270 lbs and 1,580 lbs respectively, plus no shortage of style. I think the Titan’s recently refreshed design, and particularly my Pro-4X-trimmed test model’s upgrades, look great, while Nissan’s interior finishing was even a bit more refined than some of its competitors.
In detail, the Pro-4X’s dash top was completely covered in a padded soft leather-like synthetic with cool orange contrast stitching, while others only apply hard plastic to this area. This said, Nissan only uses hard-shell composites for the Titan’s door uppers, which makes them uncomfortable for those who like to rest their elbow next to the side window. The Titan does provide nicely padded leatherette door inserts above even more comfortable armrests, also featuring contrasting thread work, while the Japanese model gets even more pampering with a soft, padded bolster ahead of the front passenger.
The Titan Pro-4X’ seats also include contrast stitching, complete with the model’s “PRO-4X” logo embroidered into their backsides, but their wide, flat shape didn’t allow much side support for my smaller body type. The driver’s seat was multi-adjustable, however, providing good positioning, but its two-way powered lumbar support never met up with the small of my back as well as others do in this class. At least it was roomy and accommodating.
Rear occupants get limousine-like legroom, while seat comfort in back is decent enough. An airy panoramic sunroof made my tester feel even more spacious, while rear outboard passengers get the comfort of a warmer behind thanks a set of seat heaters.
Back up front, the Titan Pro-4X’ steering wheel is leather-wrapped with sporty thumb indentations for optimizing comfort and control, plus yet more contrast stitching gave it plenty of style to go along with its heatable rim (not available with every rival), while Nissan’s multi-information display is also larger and filled with more features than some others in the class, but is missing some useful ancillary dials within a primary gauge cluster that’s otherwise analogue.
The Titan’s centre touchscreen is fairly large and plenty colourful too (the permanent blemishes to my test model’s display were due to a previous journalist’s ammonia-infused wipe down), with no shortage of functions either. High-quality switchgear could be found through the cabin as well.
I learned how to drive using column-shifters, so naturally didn’t mind swapping cogs next to the Titan’s steering wheel. The arrangement (also used by Mercedes for most of its cars) frees space up on the lower console as well. The aforementioned nine-speed auto was updated by two forward gears for 2020, and delivers smooth, positive shifts via fast kickdowns when needing to take off quickly. And yes, the Titan sprints away from stoplights with little hesitation, blasts past slower moving highway traffic with only a hint of provocation, and provides a soul-stirring V8 snarl while doing so.
Like most trucks in this segment, the Titan rides on a fully-boxed frame and uses an independent suspension up front plus traditional leaf springs in back, which provide good composure over the majority of surfaces. The Ram 1500 is the only large truck that utilizes coil springs all-round, while all trucks in this class use steel for their cabs and boxes, other than the F-150 that’s significantly lighter due to an aluminum out shell.
Nissan has an enviable 4×4 heritage, which left me with no concerns about going off-road with the Titan. It features a dial for engaging two- and four-wheel drive high, plus four-low when the going got tough, while its electronic and mechanical driving aids not only aid handling during slippery condition on pavement, but help overcome challenges on the trail as well. Therefore, it was easy to crawl over rocks and logs before swamping through ruts and mud-soaked pits, not to mention plenty of deep sandy spits, while generous suspension travel helped make the Titan’s ride comfortable at all times.
When it comes to reliability, plus resale value, the Titan should fare well over time. Yes, I know it’s being discontinued, which never helps when trying to predict the latter, but Nissan has a great reputation for holding values overall, and trucks tend to do better than cars in today’s market. There are even some models that start going up in value, something we’ve seen with well-cared-for examples of the Xterra and earlier off-road capable versions of the Pathfinder in recent years. The Armada may experience similar depreciation resilience if the overland trend continues, so it makes sense that trucks like this Titan will also hold onto their value in the used market.
After everything is done and said, the Titan isn’t perfect, but it scores high in all the categories it needs to, particularly its better than average expected reliability, impressive refinement, well-stocked features, thoughtful design, solid construction, and potent powertrain. It’s not even that bad on fuel with a claimed combined city/highway rating of 13.3 L/100km, so you might just want to snatch one up before all the new ones are forever gone from this country.
Guessing which vehicles will take home the annual North American Car, Utility and Truck of the Year awards is easier some years than others, but most industry experts had 2020’s crop of winners chosen…
Guessing which vehicles will take home the annual North American Car, Utility and Truck of the Year awards is easier some years than others, but most industry experts had 2020’s crop of winners chosen long before this week’s announcement.
The actual name of the award is the North American Car and Truck of the Year (NACTOY) despite now having three categories covering passenger cars, a sport utility vehicles and pickup trucks.
Just 50 automotive journalists make up the NACTOY jury, from print, online, radio and broadcast media in both the United States and Canada, with the finalists presented in the fall and eventual winners awarded each year at the North American International Auto Show (NAIAS) in Detroit, although this year’s presentation was changed to a separate event at Detroit’s TCF Center (formerly known as Cobo Hall/Cobo Center) due to the 2020 NAIAS moving its dates forward to June 7-20 this year. The NACTOY awards were first presented in 1994, with the Utility Vehicle category added in 2017.
Of note, nomination requirements include completely new vehicles, total redesigns, or significant refreshes. In other words, the nominated vehicle needs to be something most consumers would consider new to the market or substantially different from a model’s predecessor. Also important, the finalists earned their top-three placement by judging their segment leadership, innovation, design, safety, handling, driver satisfaction and value for money.
The selection process started in June last year, with the vehicle eligibility determined after three rounds of voting. NACTOY used the independent accounting firm Deloitte LLP to tally the votes and kept them secret until the envelopes were unsealed on stage by the organization’s President, Lauren Fix, Vice President, Chris Paukert, and Secretary-Treasurer, Kirk Bell.
The finalists in the “Car” category included the Chevrolet Corvette, Hyundai Sonata and Toyota Supra, with the final winner being the new seventh-generation mid-engine Corvette, a total game changer for the model and sports car category. Interestingly, it’s been six years since a sports car won the passenger car category, so kudos to Chevy for creating something so spectacular it couldn’t be ignored, while Toyota and Hyundai should also be commended for their excellent entries.
“A mid-engine Corvette was a huge risk for Chevy’s muscle-car icon. They nailed it. Stunning styling, interior, and performance for one-third of the cost of comparable European exotics,” said Henry Payne, auto critic for The Detroit News.
The “Utility Vehicle” finalists included the Hyundai Palisade, Kia Telluride and Lincoln Aviator, with most industry insiders believing one of the two South Korean entries (which are basically the same vehicle under the skin, a la Chevrolet Traverse/GMC Acadia) would take home the prize, and lo and behold the Kia Telluride earned top marks.
“The Telluride’s interior layout and design would meet luxury SUV standards, while its refined drivetrain, confident driving dynamics and advanced technology maintain the premium experience,” said Karl Brauer, Executive Publisher at Cox Automotive. “Traditional SUV brands take note: there’s a new star player on the field.”
“What’s not to like about a pickup truck with not only a soft-top removable roof but even removable doors? If you want massive cargo-hauling capability or the ability to tow 10,000 pounds, buy something else,” said longtime automotive journalist John Voelcker. “The eagerly awaited Gladiator is a one-of-a-kind truck, every bit the Jeep its Wrangler sibling is … but with a pickup bed. How could you possibly get more American than that?”
Of note, NACTOY is an independent, non-profit organization, with elected officers and funding by dues-paying journalist members.
Find out more about the 2020 Chevrolet Corvette, 2020 Kia Telluride and 2020 Jeep Gladiator at CarCostCanada, where you can get trim, package and individual option pricing, plus rebate info and even dealer invoice pricing that could save you thousands. While the Corvette is not yet available, you can get up to $1,000 in additional incentives on the new Telluride, and factory leasing and financing rates from 4.09 percent for the new Gladiator. Make sure to check CarCostCanada for more.