Who’s The Boss: Ford Raptor vs RAM TRX

Now, there have been A LOT of comparisons between these two behemoths of the factory off-road truck world, and the results are pretty much unanimous. But we aren’t really here to determine a winner or loser, because let’s be honest here, neither the Raptor nor the TRX deserves to be called a loser—not in the slightest. There is, however, a more divisive line that has been drawn in the dirt as to which of these two impressive trucks hits the hardest—for now. 

Right out the gate, it’s no secret that the 2021 RAM 1500 TRX currently packs a heavier punch. The supercharged, intercooled 16-valve 6.2L V-8 cranks out a bruising 702HP with 650 lb-ft of torque, which just happens to be the true definition of Hellcat power right there! Now, as impressive as those numbers are by themselves, just think that the TRX completely mashes the Raptor’s 450HP offering by a difference of 252HP! That’s big. On paper alone, RAM clearly takes the first arm wrestling match, but we’re quite interested to see how Ford retaliates with the next Raptor rollout. Whatever they do come back with has to be some kind of big artillery in hope to keep up at the very least. 

When it comes to the exterior of both trucks when they’re side by side, there’s clearly a larger one of the two. The TRX stands more than two inches taller than the Raptor and measures almost two inches wider. The beefier façade just isn’t skin deep, as the RAM truck tips the scales at 6,866 pounds—nearly 900 pounds heavier than the Raptor. That extra size and weight doesn’t exactly equate to a slower moving pickup, as the TRX can reach the 60mph mark quite quicker than the Raptor. Again, while RAM is leading the race at the moment in the performance category, we’ll see what Ford cooks up in the future to combat this onslaught. 

As far as suspension and handling is concerned, both the TRX and Raptor offer more-than-competent suspension systems comprised of well-qualified suspension components, but the RAM has proven to edge out Ford, and that is mostly in part to the inclusion of a coil spring system paired with Bilstein adaptive dampers. The Raptor still employs leaf springs, which may change at some point (maybe not), but so, as there are some necessary tweaks to be made in order for the former off-road champ to hopefully re-enter the contest with increased maneuverability. While there is definitely nothing “wrong” with the Raptor’s existing suspension setup, as it would outperform a great deal of would-be performance trucks out there looking to contend, it’s just that RAM really has raised the bar that much higher in this category, especially for its weight class.

Creature comforts are important, and the TRX does capitalize on being built upon America’s favorite pickup—the Ram 1500 platform. The truck is only available in a crew-cab option, which may be an issue for those who specifically desire another cab configuration, but there are plenty of add-on luxury packages on both trucks to make just about anybody happy. At a quick glance, the TRX does feature a more updated and refined interior space, with a much larger infotainment screen than Ford’s. That much alone scores some very important points with consumers. 

Another limitation that is attached to the TRX is the lack of any 2WD mode to be found. While the Raptor does feature one, all that is available on the RAM are 4WD Low, 4WD High and 4WD Auto settings. Take that for what you will. This may not land in deal breaker territory (or maybe it does) but it definitely is something to keep in mind. 

Another thing to take into consideration when comparing these two heavyweights is the price associated with them. The starting price point for the TRX is $71,790—definitely on the higher end of the spectrum as compared to the Raptor’s “meager” $55,150 tag for extended cab models. Now, these are just the base prices, so if you plan on spending extra on some upgrades (which most buyers do) plan on throwing another $8-10k at these trucks. Bargain hunters may balk at the TRX price tag, but did you expect a Hellcat engine, crew cab model, or anything else about this obvious premium truck to run “cheap”? No? Didn’t think so. 

At the end of the day, it’s important to remember that it’s a new day in the off-road truck industry. The baked-in greatness that has come standard in the Raptor for the last decade has afforded it a rightful place at the top of the heap—but its throne has most definitely come under heavy fire. While attempting to stray from that whole winner vs. loser thing, it’s safe to say that RAM is the current leader in this heated battle royale. We do expect Ford to come back swinging, as they absolutely must to respectfully defend the Raptor’s honor. 

While there is much room for the Raptor to show improvement in the future, there is equally as much space for the TRX to grow as well. Bruising egos wasn’t seemingly the intention with the release of RAM’s high-performance rig (or maybe it was) but this is the off-road rivalry all truck enthusiasts have wanted to see for the better part of 10 years. RAM surely wasn’t interested in being a contender here, that’s for sure, as their sights were set directly at the Raptor’s crown. 

We do expect that the entire pickup-loving world will be anxiously awaiting Ford’s response to this wallop of an upset. This fireworks show has just begun, folks—stay tuned.

Can the Mint 400 Really Be the Greatest Damn Thing Ever Seen?

That’s what Sahara Hotel President Earl Thompson proclaimed from the finish line back in 1968. It was the second running of the race, and it was a brutal one. Most of the cars and trucks entered were strewn across the desert in various states of disrepair. What kind of race would it be if nobody finished?

Just as it began to look dim for the future of the event, Thompson’s bold proclamation swayed the race promoters to stay the course. Thompson was not alone in his exuberance for the challenge. The Mint 400 exploded in popularity over the next several years, and came to be known as “The Great American Offroad Race.”

The Mint 400 was popular for 2 reasons. The first was a contingency, which is held before the race to inspect the vehicles. The contingency was an epic party, even for Las Vegas.

Held on Fremont Street, known as “Glitter Gulch” at the time, the festivities included all the trappings of Vegas: booze, women, gambling, and revelry. Packed with cars, and fans from all over the world, they all came to “the Mint” to celebrate desert racing.

The contingency was an epic party, even for Las Vegas.

One of those revelers was writer Hunter S. Thompson. He was hired by Sports Illustrated in 1971 to write photo captions for the Mint 400 race. His original 2,500-word manuscript submitted to Sports Illustrated was “aggressively rejected,” but Rolling Stone Magazine liked it enough to publish it.

His notes later became a novel that chronicled his personal debauchery. Anyone who has read the book wonders what he turned into Sports Illustrated. His novel; Fear and Loathing in Las Vegas, was made into a movie in 1998 starring Johnny Depp, and Benicio Del Toro.

After the partying at contingency is over, competitors have 400 miles of rugged terrain outside the city to contend with. The silty, and rocky terrain offered the ultimate challenge for offroaders. It is always said that just finishing offroad races is an accomplishment. At the Mint 400, it was never truer.

Egged on by thousands of spectators who crowded around the known spots for action, racers went huge in extremely primitive vehicles. The race vehicles of the time might have had stronger parts, or multiple shocks, but in comparison to the sophisticated vehicles of today, were insanely unsuited for that type of punishment. The brutal terrain and aggressive driving forged heroes, and created legends.

The race was conceived by The Mint hotel owner Del Webb, and hotel executive Norm Johnson to draw people to Las Vegas. In its prime, the race was huge, but after Del Webb sold The Mint in 1988, the race began to wane.

The brutal terrain and aggressive driving forged heroes, and created legends.

The new owners were just not as enamored with offroad racing. The name was changed to the Nissan 400 before it ceased to exist altogether in 1989.

The race was dormant for nearly 20 years until the Southern Nevada Offroad Enthusiasts group brought it back in 2008. In 2012, the naming rights were purchased by the Martelli Brothers who teamed with the Best in the Desert racing organization to put on the race. The Martelli’s have an appreciation for what the race once was. They labored diligently to restore the Mint 400’s place in the offroad world.

Contingency returned to Fremont Street, and the crowds returned. The party was back, and better than ever. The race now occupies nearly an entire week with a parade down the strip, pit crew competition, time trials, 2 days of contingency, and 2 more days of racing. This year they brought the bikes back; the first time they raced at the Mint since 1977.

For those of us who attended the original, the race was still missing one element. It was moved to an existing course south of town instead of the traditional north course that was so brutal. The unlimited classes get a taste of the north course during time trials, but the races are held south of town on a course that has dry lake beds, and river washes. It’s just not the same as the pile of rocks to the north. It is still rough in the south, but not nearly as bad.

This year’s race got a boost by Mother Nature. Heavy rains changed the game. Typically they bulldoze the course before the race, making much of it flat and featureless. The rains did what they typically do in the desert, they modified the landscape.

They crushed wheels, broke suspension parts, and had racers deviating from the favored line to avoid them.

The water washed the top layer of soil away, exposing the rocks. There were still deep sandy sections filled with whoops, and the dry lake beds that had racers bumping off the rev limiter, but the rocks were ruthless.

They crushed wheels, broke suspension parts, and had racers deviating from the favored line to avoid them. It became a driver’s race that required skill, as well as brute strength. The race finally had everything that the original delivered. Some might not have liked it, but in order to be “The Great American Race”, it needs to be the most challenging, and likewise, the most rewarding.

No racer was rewarded more than overall winner Justin Lofton. His win was his third at the Mint; the only driver to ever reach that milestone. If you ask Lofton, the many spectators, or the other racers who merely made it to the finish about what they think, they might just say that the 2019 Mint 400 was the greatest damn thing ever.

Racers Run Wide Open at Laughlin Desert Classic

Nothing compares to offroad racing. Pavement racers only need to battle the competition. Desert racers have plenty of that, but also have to survive the terrain. They have to find the balance between outpacing their competitors and destroying their own vehicles. Beating the competition is not enough. You also need to endure one of the toughest and most unforgiving places on Earth. At the Best in the Desert series Laughlin Desert Classic race, the format compels participants to throw caution to the wind and run wide open.

Held in the desert just outside Laughlin, Nevada, the race deviates from the typical desert racing format by running only a couple laps of the short 16-mile long course. The UTV’s ran eight laps on Thursday in the dark. The rest of the classes raced three or four laps on both Saturday and Sunday. The winners ran the shortest total elapsed time for both days. Strategy is out the window because there simply is no time. No time for flat tires, no time for repairs, and no time for indecision. It guarantees excitement, and for some is a recipe for disaster. Just because you choose to ignore the desert terrain, doesn’t mean the desert terrain will ignore you. There were several spectacular crashes during the race when drivers pushed too hard. Thankfully, their safety gear and roll cages kept them safe. Those who had the speed and the skill to thrive on the ragged edge came out on top.

The crews were particularly stressed as most had no input during the race. They had to watch helplessly as the cards were dealt. The UTV crews had some input as they ran eight laps in one shot, but the other classes only had the overnight hours to make repairs or dabble with adjustments. The teams that were running well were able to take in the amenities that Laughlin has to offer. A resort town that sits on the banks of the Colorado River, Laughlin has countless ways to occupy one’s time. While some gambled on the race course, others tried their luck in the casinos. Laughlin also has shows, movies, bowling, and great restaurants. If you prefer to spend your time outdoors, there are watercraft rentals and several nice beaches on the river.

The heat race format gave competitors the free time to have fun with their families, crew, and even other teams when they weren’t racing. The desert racing community is a tight-knit bunch. There is an unwritten rule that we look out for each other. The battles take place on the course, everywhere else there is a strong sense of mutual respect and camaraderie. It takes a special breed to enjoy being tested in the harshest of environments so you end up meeting the nicest people out in the desert. Prima donnas don’t last long.

Other things that didn’t last long at Laughlin were race fuel and body panels. The grid was arranged in rows of three. At the drop of the green flag, it was a drag race until the three separate lanes blended together. Each row had their own battle for the holeshot to get the blood flowing. It’s a big advantage to be in front. Despite some intermittent rain, it is always only a matter of time until the dust starts flying, adding to the feverish pace. The best way to avoid the dust from the vehicle ahead is to be inches away from the rear bumper. There is a reason why desert racers are built with beefy steel bumpers on both ends; they get used… a lot. It is commonly referred to as the chrome horn. Contact can happen by choice or by accident. Either way, the car in front has two choices, outrun the pursuer or get out of the way.

Every class battles for the top spot, a place on the podium, or in some cases, just to make it to the finish. There is also the coveted overall win. The overall is usually taken by one of the unlimited class vehicles as was the case in Laughlin. The Trick Trucks have an advantage on the long wide open sections, and when it gets very rough. The Open Wheeled class 1500 cars excel in tight technical terrain. Laughlin has a mix of both, and the results showed it. The overall win went to Christian Sourapas, his first, driving his Mason 4WD Trick Truck. His total time for both days was 02:06:36.394. Second fastest overall was the 1500 car of Bill Wingerning who had a time of 02:07:46.106. The tight battles even transcended the separate classes.

Vegas to Reno Is the Big One!

Those who think all the wide open spaces are gone have never been to Nevada. Every year the Best in the Desert series holds their Vegas to Reno race (V2R), in some of the most desolate terrains in the West. Only a few small towns can be found on the highway that parallels the course to some extent. At times, the course runs miles from the nearest paved road, totally inaccessible to support from their chase crews. Far from the crowds in Las Vegas, competitors battle for 530 miles over fast graded roads, dry lake beds, mountain trails, and deep silt beds. The only spectators are a bunch of donkeys.

This year, the lake beds were not so dry as monsoon conditions caused flooding and deep mud in some areas. V2R is the longest offroad race in the United States. Usually, an offroad race of this distance would demand some strategy, but due to so many long open stretches, the race has evolved into a flat-out sprint to the finish. Racers have the throttle pinned for miles at a time. If the frantic pace and extensive mileage were not enough, the high temperatures in August added to the toll on anyone who ventured into the desert.

One particularly nasty surprise for racers lies in the final 20 miles of the course. Just as thoughts of getting to the finish start to invade the psyche, the terrain turns savage. The course changes to sharp rocks protruding from the ground. It’s like a huge cheese grater ready to shred the cars into pieces. Many racers have made it to this point thinking they had a V2R win in the bag; only to be crushed after the rocks caused damage to their vehicle. There is nothing more devastating than to complete 520 miles of a 530-mile race. 

Most of the teams come into the race well rested and well prepared. The series takes a brief break prior to V2R due to the repressive heat during the summer months. The race starts on Friday, so qualifying was on Wednesday, and Thursday was spent in the parking lot of the Texas Station hotel and casino for technical inspection.

All types of vendors set up booths to support the racers and market their wares to the fans that come out to see the vehicles up close. It’s the best time to meet the teams and get your favorite driver’s autograph. These are the final hours before the race starts in the morning. The fun, carnival type atmosphere masks the underlying tension. Most of the drivers are calm and collected, but it’s the crew members who have their minds racing; constantly making sure that the vehicle is prepared and the logistics are finalized for Vegas to Reno.

Despite the good intentions, August is still no picnic in the desert Southwest as temperatures during the V2R race hovered around the century mark. The violent rain squalls were a brief reprise, but then the humidity turned conditions into a steam bath. The incessant dust that blankets everything was briefly turned to mud. It covered the cars and the competitors’ visors like a coat of paint. When racers compete off-road in muddy conditions, they have clear plastic sheets mounted over their face shields. As the mud blocks their vision, they reach up and tear one away revealing a clean one underneath. The “tearaways” as they are called, are not usually employed during a desert race, so many were hampered with impaired vision.

What they do have are systems designed to pump filtered air into their helmets. They accomplish two things: First, they supply filtered air so they don’t have pounds of dust in their lungs and eyes. The second is the relief given by the air blowing on their heads. It helps to cool their body temperature just a bit. There are no windshields in the cars so the occupants are battered by rocks, dust, and dirt. Their helmets and fire suits are the only things protecting them from the onslaught of earth, wind, and fire.

The race takes a toll on every participant, even the winners. Those who won are elated. Those who came up short, but still finished, have just as much pride in accomplishment. Those who failed to get to the line in time are more resolved than ever to get redemption next year. Some are sitting in the darkness with a broken car, wondering what just made that noise.