This week I am a very lucky car reviewer to be behind the wheel of the 2027 Ram 1500 TRX SRT, a pickup that brings the supercharged HEMI back to Ram's off-road flagship and gives the revived SRT performance division something appropriately outrageous to put its name on. The original TRX already had a reputation for excess, but this new version adds power, updated cabin technology and more sophisticated suspension control. Apparently, somebody at Ram looked at the old truck and decided the problem was that it wasn’t beastly enough.
WHAT IS NEW FOR 2027
The TRX returns for the 2027 model year after its previous production run ended with 2024. There was no 2025 or 2026 model-year TRX, so this is a comeback rather than an annual refresh. The basic concept remains familiar: a supercharged V-8, full-time four-wheel drive, a crew cab and serious off-road suspension, now wearing SRT identification. SRT stands for Street and Racing Technology, and the badge is an appropriate addition to a truck that has never been shy about its intentions.
The biggest mechanical change is the more powerful Hellcat-family engine, supported by revised air flow, fueling and engine hardware. The adaptive suspension has also been updated, with changes to the shocks, the electronic control, and the cushioning that comes into play near the end of suspension travel. The important distinction is that Ram has refined the existing formula; this is not an entirely different truck wearing a familiar name.
Inside, the returning TRX catches up with the newer Ram 1500 cabin technology. Its larger center touchscreen, digital gauges and standard Hands-Free Active Driving Assist are part of that progress. Massage functions for the front seats, heated and ventilated rear seats, premium audio and dual wireless charging pads give it a much more generous standard equipment list than its rough-and-tumble appearance might suggest. Red accents, SRT badges and a new dinosaur-themed tailgate emblem identify the new version, while an optional Bloodshot Night Edition adds its own black-and-red paint treatment and graphics.
EXTERIOR
My review truck wears Serrano-Green Metallic paint, a deep green that gives this bruiser a surprisingly handsome appearance. In the sunlight, the metallic finish brings out the sculpting along the doors and bedsides, while the dark hood treatment, black grille, black wheel-arch extensions and dark wheels keep it from looking like an ordinary luxury pickup. There is plenty of muscle here, but the green makes it look more deliberate than cartoonish. Making the TRX in a dark, very metallic green would have never crossed my mind, but damn it works!
Above that grille is a hood that looks as though it is trying to contain something with a bad attitude. The prominent central scoop is functional, and the amber identification lights inside its opening give the nose a distinctive signature. The dark hood treatment and outer vent details visually emphasize the raised center section. This is one of those vehicles where the hood is a major part of the personality, rather than simply the cover over the engine.
From the side, the broad fenders and substantial black flares are the defining features. The tires sit beneath muscular arches, and the crew cab provides a long, substantial center section between the aggressive front end and the short pickup bed. My truck's black off-road running boards visually connect the wheel openings and provide a useful intermediate step into the tall cabin. Black mirror housings and dark window trim complete the look without a lot of distracting chrome.
Around back, the tailgate wears oversized RAM lettering, SRT identification and the new dinosaur-themed TRX emblem. Vertical taillamps frame the tailgate, and the dark bumper incorporates a center step area. The large round exhaust outlets sit at the outer edges below it, with more red recovery hooks nearer the middle. My truck also has a tri-fold tonneau cover, which gives the bed a tidy, finished appearance. The styling works as a complete package: the rear looks every bit as purposeful as the front.
PERFORMANCE
The big story, of course, is the supercharged 6.2-liter HEMI V-8 producing an unbelievable 777-horsepower and 680 pound-feet of torque. That is 75 more horses than the original TRX, which was hardly suffering from a shortage. The engine sends its power through the heavy-duty TorqueFlite 8HP95 eight-speed automatic transmission, and steering-wheel paddles allow the driver to select gears. There is also a substantial console-mounted shifter, a fitting arrangement for a truck with this much emphasis on driving.
The extra power comes from more than turning a software knob. The revised intake flows more air, the supercharger develops additional boost, fuel pressure has increased and the engine uses valvetrain components from the Challenger SRT Hellcat Redeye. Peak horsepower arrives at 6,500 rpm. Those changes work together: additional air needs additional fuel, and the engine hardware must support the higher-speed operation needed to make the power. It is an engineering marvel, and the supercharger sound is nothing short of incredible.
SRT engineer Dan Stagner, in an interview with another publication, explained that the supercharger uses a smaller drive pulley and that the increased fuel pressure was achieved while retaining the pump and injectors. The pulley is important because it changes how fast the supercharger turns relative to the engine. This is a coordinated set of changes to the air supply, fuel delivery and calibration, with the objective of making the entire combination work as a factory vehicle.
Ram claims-and I don’t question it-0 to 60 mph in 3.5 seconds, 0 to 100 mph in 10 seconds, a quarter-mile in 12.2 seconds and a top speed of 118 mph. Those figures are remarkable for an off-road pickup.
The mechanically driven twin-screw supercharger is fed by intake paths from the grille and hood scoop that converge at a radial filter. Drainage provisions help separate water and debris from the hood intake. The appearance of that scoop is part of the appeal, but its role in the breathing system gives the styling a real purpose.
The eight-speed automatic is a substantial part of that combination. It has to manage hard acceleration, gentle everyday driving and off-road work without asking the driver to make allowances for the engine. Ram says the transmission can skip gears when the situation calls for it, helping it reach an appropriate ratio without stepping through every intermediate gear. The console shifter provides manual operation, and the aluminum paddles give the driver another way to decide when the engine stays in a gear or moves to the next one.
The BorgWarner active transfer case supplies full-time four-wheel drive, with automatic operation as well as locked high and low ranges. The Dana 60 rear axle includes an electronically locking differential. In simple terms, engaging the rear locker makes the rear wheels turn together, useful when one side has less traction. It is specialized off-road equipment rather than a setting to leave engaged for ordinary paved-road turns. Having a great deal of power is one thing; providing the gearing and traction hardware to use it on difficult terrain is another.
WHAT HAPPENS IN LAUNCH CONTROL
Ram calls the feature Launch Control, and it manages tire slip for maximum straight-line acceleration. With the truck stationary on level ground, the steering straight and the transmission in Drive or first gear, the driver selects a launch rpm, activates the system, holds the brake and applies full throttle. The engine stays at the selected speed until the instrument display prompts the driver to release the brake.
Releasing the brake sends the truck into its launch while the electronics manage wheel slip. Control continues until 62 mph, then the previous drive and stability-control settings resume. Lifting off the accelerator or departing from a straight path can abort the launch. Ram specifies dry pavement in a controlled setting away from public roads, a warmed engine and transmission, and completion of the first 500 break-in miles; it is unavailable in low range.
The point is consistency: controlled wheel slip helps convert power into forward motion instead of wasted tire spin. This is the pickup equivalent of crouching in the starting blocks, except the runner has a supercharger and room for four passengers.
Let me tell you, Launch Control is a rush. You wouldn’t want to do this a lot, but man oh man is it fun!
THE SUSPENSION AND OFF ROAD HARDWARE
There is an important difference between a suspension that allows a lot of wheel movement and one that controls that movement well. Simply softening everything could make rough ground more comfortable while allowing too much pitching, rolling or bouncing. The TRX's adaptive dampers give the engineers a way to vary that control as conditions change, rather than settling for one compromise all the time. Think of the springs as supporting the truck and the shocks as managing how it moves on those springs.
Bilstein's dual-valve arrangement adjusts compression and rebound independently. The system monitors inputs including speed, braking, throttle and steering, while remote reservoirs support the shocks' demanding work. Hydraulic cushioning becomes important as the suspension approaches full compression. That final part of the travel can make the difference between a controlled impact and an abrupt stop against the limits of the hardware. This is where the TRX's engineering becomes especially relevant to the people who actually use its off-road capability.
Ram also says the suspension management can recognize airborne conditions and prepare for the landing. That does not make every jump safe, but it explains why reviewers on controlled courses spend so much time talking about what happens when the tires return to the ground. And no, I did not test this. Acceleration gets the headlines; the suspension is what allows this truck to tackle terrain that would quickly overwhelm a conventional pickup.
DRIVE MODES AND PERFORMANCE PAGES
The available settings include Auto, Sport, Snow, Mud/Sand, Rock, Baja, Tow and Custom, along with Valet. Auto is the everyday setting; Sport changes the truck's response for firmer, more performance-oriented road driving. Snow focuses on limiting wheel slip, while Mud/Sand is intended for loose footing. Rock addresses slow obstacle work, and Baja is designed for faster off-road driving. Tow supplies a configuration for hauling or trailering, Custom saves preferred adjustments and Valet limits performance and access to personal information.
These modes matter because the desired response changes with the job. A quick shift and firm damping may be welcome on pavement, but loose ground and repeated bumps demand a different balance. A slow crawl needs precise control, while towing calls for stability. The driver is selecting a coordinated behavior for the truck, rather than just a different colored picture in the cluster.
Performance Pages provide information about horsepower, torque and boost, along with vehicle and off-road data. My instrument-cluster photo shows the pitch-and-roll display, which depicts the truck's attitude rather than simply showing speed and engine rpm. For enthusiasts, this information adds to the experience, but it also makes the mechanical systems less mysterious. You can see what the truck is doing instead of relying entirely on what you feel through the seat and steering wheel.
INTERIOR
The interior follows the same black-and-red theme as the exterior accents. My truck has black leather-trimmed bucket seats with pronounced bolsters, red detailing and TRX identification on the front seatbacks. Red seat belts make an especially strong visual statement. Carbon-fiber trim, contrasting stitching and a suede headliner reinforce the performance theme, while the large center console and broad dashboard give the cabin the substantial feel expected in a premium full-size pickup.
There is considerable comfort equipment, including heated, ventilated and massaging front seats, driver memory and power-adjustable pedals with memory. The rear seat is heated and ventilated, and its split design allows folding and reclining. The rear passengers have console-mounted air vents and accessible controls, rather than being treated as an afterthought. The panoramic glass roof on my truck also helps keep the dark cabin from feeling closed in.
The Ram TRX has a 12.3-inch digital instrument cluster and a 14.5-inch Uconnect 5 touchscreen. The tall center display handles navigation, media, connected-phone functions, seat settings and other cabin controls. The screen has a clear radio interface with a bottom row of shortcuts, along with a separate comfort screen for the front seats. Physical volume and tuning knobs remain on the screen surround, and there are additional climate controls alongside it. Those controls matter when you want a quick adjustment without working through menus.
The flat-bottom steering wheel has substantial grips and shift paddles, and the configurable cluster can display off-road information such as pitch and roll. A head-up display provides information within the driver's forward view. USB-A and USB-C connections are visible beneath the center screen, and dual wireless charging pads provide another way to keep phones powered. Ram also specifies wireless Apple CarPlay and Android Auto compatibility, a digital rearview mirror and a 19-speaker Harman Kardon audio system. That is a generous amount of everyday technology for something with recovery hooks at both ends.
The center console gives the shifter a prominent position and leaves substantial space around the cupholders and armrest. The door panels carry the red stitching theme across the cabin, and the dark trim avoids the glittery appearance that can overwhelm some expensive pickups. Through the panoramic roof, the glass extends over both rows, bringing welcome light into an interior otherwise dominated by black materials.
STANDARD FEATURES
Standard conveniences include remote start, power-adjustable heated front seats, a heated flat-bottom steering wheel, dual-zone automatic climate control, SiriusXM with a three-month subscription, connected services, a Wi-Fi hotspot, Performance Pages and a Mopar bright pedal kit. The TRX also has black aluminum wheels, all-terrain tires and LED projector headlamps. Ram specifies a 19-speaker Harman Kardon audio system for the TRX, along with the upgraded comfort and technology equipment described in the interior section.
OPTIONS
My truck lists Serrano-Green Metallic paint at $395, a tri-fold tonneau cover at $695, a dual-pane panoramic sunroof at $1,495 and Mopar off-road running boards at $1,195. The destination charge is $2,795.
The $25,000 Customer Preferred Package 29Q supplies the TRX equipment configuration. Its listed contents include a flow-through grille badge with red detailing, red tow hooks, bright front and rear door-sill scuff pads, leather-trimmed bucket seats, a 250-amp alternator, a suede headliner, a TRX instrument-cluster theme, Ram TRX identification, High-Output identification and a TRX instrument-panel badge. It also includes massage functions for both front seats, heated second-row seats, ventilated front and rear seats, driver-seat memory and a 60/40 split rear seat with folding and reclining functions.
The remainder of the package includes traffic-sign recognition, Hands-Free Active Driving Assist, Evasive Steering Assist, Intersection Collision Assist, drowsy-driver detection, Uconnect 5 navigation with the larger touchscreen, power-adjustable pedals with memory, a 3.55 rear axle ratio and the supercharged 6.2-liter HEMI V-8 SRT engine with High-Output identification. The engine and axle entries are part of this configuration rather than separately priced additions.
SAFETY FEATURES
The listed safety and assistance equipment includes a surround-view camera system, advanced multistage front airbags, front-seat side airbags, side-curtain airbags for both rows, full-speed forward-collision warning with braking assistance, adaptive cruise control with stop-and-go capability and Active Lane Management. The added package supplies traffic-sign recognition, drowsy-driver detection, Intersection Collision Assist and Evasive Steering Assist. Hands-Free Active Driving Assist can assist with speed, following distance and steering under its supported operating conditions, but the driver must remain attentive and responsible for the truck.
RIDE AND DRIVE
Words are not adequate to describe this truck. The sound from under the big hood, and the exhaust sound from behind are intoxicating. As large as the truck looks, it is unusually manageable in city driving. Even with the beefy tires, the road noise is incredibly controlled. Ride quality is terrific for such an off-road capable truck. The turning radius was sharp and visibility is exceptional. I’m in flat Texas, so really testing the suspension system wasn’t in the cards, but you can just tell, this truck will do whatever you ask of it. Of course, Launch Mode is unlike any experience I’ve ever had in a pickup.
VERDICT
The TRX SRT has a clear audience: buyers who want the supercharged V-8 experience, the visual presence of a serious off-road pickup and the comfort equipment of a premium crew cab. The engineering beneath the body gives it substance to match the attitude, particularly the adaptive shocks and four-wheel-drive hardware. Practical considerations include its substantial footprint, tall entry and appetite for fuel, but nobody should mistake this for a basic transportation purchase. This is the truck for somebody who wants the trip itself to be part of the entertainment. If you want to have a love affair with a truck, this one is easy to fall for.
As you’d expect, having this much fun will cost you. MSRP is $106,500 and when you really look at what you are getting, that is a bargain. You’ll quickly become acquainted with every gas station between home and work. TRX is rated at 12 MPG combined, but a couple of launches and you’ll wish it were getting 12. There is a price of admission to have this much fun, but if you can afford it, they’ll have to wipe the smile off your face every single time you get out of the truck.
2027 Ram 1500 TRX