2019 Ram 1500

2019 Ram 1500

Episode 3734 , Episode 3748
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Things have seldom been easy for the Ram. You know, Detroit’s other truck brand that’s not Ford or Chevy. But things have certainly been looking up lately; as Ram’s full-size pickup sales have been steadily increasing, even outselling the Chevrolet Silverado a few months along the way. So, let’s see if an all-new 1500 is “Ram Tough” enough to muscle its way permanently up the ranks. 

It was the 3rd gen Dodge Ram that really got the ball rolling for the brand when it arrived for 2002. Ushering in firsts like Mega Cab and the return of Hemi power. 2009 saw a 4th gen. debut with all-coil spring suspension and side-saddle Ram Box storage. Now, 2019 sees the most all-new Ram 1500 in decades, one that FCA hopes will usher in a whole new era of power, comfort, and utility for today’s truck buyers. 

Much like Ford, the 1500 went on a weight loss plan, though not as drastic, shaving only about 225-lbs; mostly due to more high-strength steel in the frame, with aluminum for the tailgate and some suspension parts. 

The frame is still stronger, however, boosting payload to 2,300-lbs., and max towing capacity to 12,750. 

The exterior look is smoother, yet still has a hint of the big rig look of the 90’s. No more crosshairs, just lots of big Ram letters and a new seemingly Transformers-inspired Ram head logo. 

We much prefer the Rebel’s, blacked-out malice. And spent some time doing some nastiness of our own in the Arizona desert. The Rebel’s off-road capabilities take a small step up; its 1-inch of lift now come from hardware, not simply pumping up the air spring suspension as before. You also get a locking rear differential, unique Bilstein shocks, skid plates, and updated electronics. It’s still not on the same flight plan as Ford’s Raptor, but now at least on the radar screen. 

The Ram 1500 was already the best riding rig in the full-size pickup ranks due to the only 4-corner air suspension out there; new Frequency Response Damping for this year, takes it up one step further.

Front brake rotors are now 14.9-inches, the biggest in the segment.

For now, only the two gas engine options return and their output stays the same; which means 305-horsepower and 269 lb.-ft. of torque for the 3.6-liter Pentastar V6, and 395-horsepwer and 410 lb.-ft. of torque from the 5.7-liter HEMI V8. 

Both get an eTorque mild hybrid system with a 48-volt battery pack that enables auto stop/start, boosts overall efficiency, and even provides a little extra torque. It’s standard with the V6, optional on the HEMI. No word yet if or when a diesel will return.     

Government Fuel Economy Ratings for a HEMI 4X4 are 15-City, 21-Highway, and 17-Combined. No official ratings for the 3.6-liter just yet. So the HEMI’s Energy Impact Score is slightly worse than average at 19.4-barrels of yearly oil use, with CO2 emissions of 8.6-tons. 

We spent most of our Arizona-based early drive time with the HEMI, and it felt just as powerful as always, though we don’t remember the gas pedal being this sensitive, which seems a little out of place in a big truck. There’s a new 850-watt electric fan to cool it, and it’s very noticeable when it kicks in. 

Transmission remains an 8-speed automatic, and everything is still put in motion with a dash-mounted rotary shifter; but operation has gotten much quicker, making 3-point turns less stressful. Otherwise, in normal driving, the transmission behaves fairly well. 

Active noise cancelling seemed to keep road noise to a minimum, though we did hear some wind noise in our pre-production test vehicle. 

The upgraded interior of the 1500 is otherwise most impressive. We loved the available 4th generation of FCA’s UConnect touchscreen, now 12-inches in size. It remains logical and responsive as always. Front seats are very comfortable and top-line Limited trim is simply exquisite. Both Crew and Quad cabs are available, with the most interior space in the segment.

Base pricing is $33,340 for a 2-wheel-drive Tradesman; which you probably won’t buy unless you are indeed a tradesman. Most will find a Ram 1500 that slots between there and the Limited 4X4’s $59,035.  

Well, just when it looks like things are set to really take off for the 2019 Ram 1500, there’s an inconvenient truth, that an all-new Chevrolet Silverado is arriving at almost the same time. So, FCA had better make some hay while the sun’s shining. It’s still the best cruiser with a bed out there, but it will take a lot more than that to permanently take silver home. 

Specifications

  • Engine: 3.6 liter / 5.7 liter
  • Horsepower: 305 / 395
  • Torque: 269 lb.-ft. / 410 lb.-ft.
  • EPA: 15 mpg city / 21 mpg highway
  • Energy Impact: 19.4 barrels of oil/yr
  • CO2 Emissions: 8.6 tons/yr
2025 MINI Countryman S ALL4 1

2025 MINI Countryman S ALL4

Biggest MINI Gets Bigger, Stays MINI

Episode 4412
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The automotive industry is full of inconsistencies, like… biggest MINI. Well, that’s what this MINI Countryman has been since it arrived for 2011 as the brand’s first SUV. Well, time flies when you’re having fun driving a MINI, so a third generation is already arriving. Let’s find out if that still means big fun for this now not quite so small crossover.

MINIs may not attract the kind of attention they did when the Cooper returned to the U.S. market for 2002, but that’s mostly because they’ve become mainstream, with an expanded lineup that even includes an SUV, this 2025 Countryman S ALL4.

But what hasn’t changed, is that MINIs still look cool and are even more enjoyable to drive. No surprise, the suspension in this latest Countryman, which shares its chassis with BMW’s X1, is very firm; but that’s what gives it that precise go-kart feel that we love in all MINIs. Though that also makes it more primed for backroads exploring and short trip commuting than for extended highway travel.

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Continuing another MINI tradition, things inside remain quirky seemingly just for the sake of being quirky, the latest example being the fabric tether-like spoke on the steering wheel. For better or worse, MINI still puts all driver and multimedia information in the same central circle. Perhaps it’s the improved touchscreen, or maybe just that technology has caught up to it, but we think it works better now than ever before; delivering a lot of information. The flip-up Head Up Display helps too, as it keeps you from having to look over to see how fast you’re going.

Good use of space inside as always, with plenty of room for adults up front and lots of useful storage places. And with 40/20/40 folding of the rear seatbacks, there’s more flexibility than most other small utilities. In back, there’s underfloor storage space as well as room for 25.0 cubic-feet of cargo, expanding to a max of 56.2 cubic-ft, 18% more than last gen.

Things inside remain quirky seemingly just for the sake of being quirky.

As of right now, there’s no “standard” Countryman. Its only available as a Countryman S ALL4, which means power comes from a turbo engine and all-wheel drive is included. BMW’s 2.0-liter turbo I4 outputs 241 horsepower here with a stout 295 lb-ft of torque. But a JCW version is also available, which cranks the 2.0-liter up to 312 horsepower. All Countryman work with a seven-speed dual-clutch transmission; no manual transmission available. MINI Experience Modes set the stage for your preferred driving style. It was Go-Kart mode for us, as we headed to our Mason Dixon Dragway test track.

Things were actually pretty calm off the starting line, but once it got crankin’, speeds built quickly, and we were off to 60 in 5.9 seconds. The DCT was very direct and firm with shifts through the first couple of gears, but they smoothed out noticeably in the higher ranges; power delivery stayed strong throughout the 14.3-second quarter-mile finished at 98 mph.

Being the SUV of the MINI lineup, there was more body roll through our handling course than you’d experience in a Cooper, but we could still carry a lot of speed through the cones. MINI’s ALL4 torque vectoring all-wheel-drive system distributes power to whichever wheels can put it to the best use, helping the Countryman feel well planted while turning in eagerly. Brakes were solid and mostly fade-free with stops averaging just 105 feet from 60. That stable and steady feel at the track is the result of a platform that’s grown slightly larger in both wheelbase and track. Overall length grows just under 5 inches.

Government Fuel Economy Ratings are 24 City, 32 Highway, and 27 Combined; we averaged a fine 26.6 mpg on Premium. That’s slightly better than average for the Energy Impact Score; 11.0 barrels of yearly oil consumption with 5.3 tons of CO2 emissions.

Pricing starts at $39,895 for Signature Plus trim; Iconic packs in a lot of additional features and starts at $43,095.

The 2025 MINI Countryman S ALL4 is much more than just a nifty machine that’s perfect for living the city life; it’s a fun-to-drive getaway mobile that can also add a big dose of excitement into your daily duties. And even more thrills are on the way with an all-electric version of the Countryman, coming soon.

Specifications

As Tested

  • Engine: 2.0-liter turbo I4
  • Transmission: 7-speed DCT
  • Horsepower: 241
  • Torque: 295 lb-ft
  • EPA: 24 City | 32 Highway | 27 Combined
  • 0-60 mph: 5.9 seconds
  • 1/4 Mile: 14.3 seconds at 98 mph
  • Braking, 60-0 (avg): 105 feet
  • MW Fuel Economy: 26.6 mpg (Premium)
2024 Hyundai Sonata 1

2024 Hyundai Sonata

Updated Sonata Continues To Deliver

Episode 4412
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Comfort and room to roam used to be core elements for attracting buyers to midsize family sedans. But thanks to SUVs, that’s not enough these days. Now, luxury, tech integration, performance, fuel economy, and even all-wheel drive have become must have sedan ingredients. And one more, value. So, let’s see if the latest Hyundai Sonata gives us all a lesson in chemistry.

The seventh-generation Hyundai Sonata midsize sedan has been on the road since 2020, and as usually happens when vehicles approach the end of their lifecycle, this 2024 Sonata gets a makeover to keep the looks fresh and electronics current until an all-new one arrives.

Standard tech includes a crystal-clear 12.3-inch digital gauge display and a 12.3-inch touchscreen for infotainment. Both are now combined into one wide curved housing similar to what we’ve seen from BMW and other luxury brands. This required a complete dash overhaul; a big interior change you can’t miss. Top Limited trim ups the game with navigation, leather seating, 12-speaker Bose premium sound, head-up display, and sunroof. It’s quite roomy inside, though maybe not quite as spacious or as comfy as some rivals with newer designs. On the other hand, rear seat legroom is very generous with long distance comfort.

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There are three powertrain choices. The base front-wheel-drive SEL works with a 191-horsepower, naturally aspirated 2.5-liter I4. And for 2024, you can now add all-wheel drive to it for $1,500. The sporty N Line puts a turbocharger onto that 2.5 which boosts output to 290 horsepower, but it remains front-wheel-drive only, as does this Hybrid. The Hybrid is 2.0-liter I4 based with a 39-kW electric motor that combine for an output of 192 horsepower.

The real draw with the Hybrid is fuel economy of course, and the Government Ratings are 44 City, 51 Highway, and 47 Combined. We manage just 42.7 mpg of Regular in our driving loop, but that’s still slightly better than in our recent tests of both the Toyota Camry Hybrid and Honda Accord Hybrid. And it earns a much better than average Energy Impact Score, using 6.3 barrels of oil yearly, with 3.1 tons of CO2 emissions.

Minimal body roll and light steering had us whipping in and out of the cones with a surprising amount of speed.

The price for that great fuel economy was paid at our test track with a slow roll to 60 of 8.0-seconds. There was no sense of urgency off the line, and while the engine sounded like it was really working hard, numbers on the speedometer were slow to climb. That meter was reading only 89 mph after 16.0 seconds as we crossed the quarter-mile. On a much more positive note, the Sonata Hybrid’s true six-speed automatic transmission provides a much more enjoyable experience than competitor’s CVTs.

And the experience in our handling course was positive too; minimal body roll and light steering had us whipping in and out of the cones with a surprising amount of speed. We didn’t experience much in the way of oversteer or understeer, and stability systems stayed out of the way. In our panic braking runs, the pedal was soft, and we could really hear the ABS working overtime, but stops were straight and fade free, averaging a fine 114 feet from 60 mph.

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The Sonata has always attempted to set itself apart when it comes to exterior design. That meant an awkwardly shaped “Digital Pulse Cascading” grille when this gen debuted; we much prefer the more traditional and sportier take of this update. The rear fascia also gets revised, looking both sportier and more upscale at the same time, with wide H-themed lighting to accentuate the Sonata’s width.

Pricing starts with the SEL at $28,650; adding the hybrid powertrain boosts it to $31,950, Limited comes exclusively with the hybrid engine and tops the lineup at $38,350.

Hyundai’s long-time formula for success, delivering more for less and tacking on a longer warranty than rivals, has done a great job of getting them where they are today. The 2024 Hyundai Sonata’s high value, impressive powertrain options, which now include all-wheel drive, and better than average driving dynamics, will ensure they stay a major player in the midsize sedan segment for years to come.

Specifications

As Tested

  • Engine: 2.0-liter I4
  • Transmission: 6-speed manual
  • Horsepower: 192
  • Torque: 151 lb-ft.
  • EPA: 44 City | 51 Highway | 47 Combined
  • 0-60 mph: 8.0 seconds
  • 1/4 Mile: 16.0 seconds at 89 mph
  • Braking, 60-0 (avg): 114 feet
  • MW Fuel Economy: 42.7 mpg (Regular)