Output is sent through a TorqueFlite 8HP95 eight-speed automatic transmission and then to a full-time active BorgWarner transfer case that’s been strengthened to withstand the extra twist. It features a low-range ratio of 2.64:1 and can be flat-towed while in neutral—important for all you RVers. As for the TRX’s work capabilities, it can tow up to 8,100 pounds and haul 1,310 pounds in the bed.
The latter seems paltry and, to tell the truth, it ain’t great as the unibody Honda Ridgeline has max payload capacities ranging from 1,455 to 1,586 pounds. On the other hand, the Raptor only manages 1,142 to 1,366 pounds. But if you need the ultimate in towing, get a different truck. This thing’s for off-road hoonage.
Goodyear made these Wrangler Territory rollers specifically for the TRX, and they’re (almost) confined by the truck’s composite fenders that stretch far and wide. Ram claims the TRX body is eight inches wider than the standard 1500 with a track that’s six inches wider, giving it an inherently aggressive stance that’s fitting to the truck’s high-performance demeanor. Most important in this scenario, however, is the suspension.
Unlike the Ford Raptor or the Ram’s dune-blasting Jeep Gladiator Mojave brethren, the TRX utilizes new 2.5-inch Bilstein Black Hawk e2 adaptive shocks rather than Fox Racing equipment. Bilstein designed these units to be highly efficient when it comes to body control and heat dissipation so they work as intended in all conditions. Dual Electronic Proportional Valves are always adjusting damping forces so the TRX reacts immediately to the road or trail. Importantly, Bilstein incorporated a Jounce Cut Off that allows for three zones of “progressive bottom-out control.” Essentially, this works in tandem with a urethane bump stop to prevent the truck from washing out after big jumps.