For years now, the Ford F-150 Raptor has essentially had the full-size, light-duty, hardcore, off-road focused pickup market all to itself. But now, two serious competitors are on the horizon – the Ram TRX, and the GMC Hummer EV. Both of these trucks aim to dethrone the F-150 Raptor by offering considerably more power and serious off-road suspension and technology, albeit in two very different manners.
The next-gen F-150 Raptor is on the way, in all fairness, with two different engine options – either an updated version of Ford’s 3.5L EcoBoost V6 H.O. or 3.5L PowerBoost V6 hybrid, and the mighty supercharged 5.2L Predator V8. But for now, we can only really compare these three off-road pickups based on the current Raptor, and that’s exactly what Hummer Nation did recently in this very interesting and thorough comparison.
| 2022 Hummer EV Edition 1 | 2020 Ford F-150 Raptor SuperCrew | 2021 Ram TRX | |||
|---|---|---|---|---|---|
| Base Price | $112,595 | $58,135 | $71,690 | ||
| Powertrain | 3-motor EV | Twin-turbo 3.5L V6 | Supercharged 6.2L V8 | ||
| Transmission | - | 10-speed automatic | 8-speed automatic | ||
| Power (hp @ rpm) | 1,000 | 450 @ 5,000 | 702 @ 6,100 | ||
| Wheel torque (lb-ft @ rpm) | 11,500 | 510 @ 3,500 | 650 @ 4,800 | ||
| 0-60 mph (seconds) | Approx. 3.0 | Approx. 5.2 | 4.5 | ||
| Mode | Standard Settings | Terrain Mode | Extract Mode | - | - |
| Wheelbase (in. / mm) | 135.6 / 3,445 | 135.6 / 3,445 | 135.6 / 3,445 | 146.0 / 3,708 | 145.1 / 3,686 |
| Length (in. / mm) | 216.8 / 5,507 | 216.8 / 5,507 | 216.8 / 5,507 | 231.9 / 5,890 | 232.9 / 5,916 |
| Width w/o mirrors (in. / mm) | 86.7 / 2,201 | 86.7 / 2,201 | 86.7 / 2,201 | 86.3 / 2,192 | 88.0 / 2,235 |
| Width w/mirrors (in. / mm) | 93.7 / 2,380 | 93.7 / 2,380 | 93.7 / 2,380 | 96.8 / 2,459 | tbd |
| Height (in. / mm) | TBD | TBD | TBD | 78.5 / 1,994 | 80.9 / 2,055 |
| Max ground clearance (in. / mm) | 10.1 / 257 | 11.9 / 302 | 15.9 / 404 | 11.5 / 292 | 11.8 / 300 |
| Front overhang (in. / mm) | 34.7 / 881 | 34.7 / 881 | 34.7 / 881 | 37.1 / 942 | TBD |
| Rear overhang (in. / mm) | 46.5 / 1,181 | 46.5 / 1,181 | 46.5 / 1,181 | 48.8 / 1,239 | TBD |
| Bed length (ft. / m) | 5'0" / 1.5 | 5'0" / 1.5 | 5.0" / 1.5 | 5'5" / 1.65 | 5'7" / 1.70 |
| Approach angle (deg.) | 41.5 | 44.3 | 49.7 | 30.2 | 30.2 |
| Departure angle (deg.) | 31.6 | 33.7 | 38.4 | 23.0 | 23.5 |
| Breakover angle (deg.) | 22.3 | 25.4 | 32.2 | 21.8 | 21.9 |
| Climbing angle (deg.) | 60.0 | 60.0 | 60.0 | TBD | TBD |
| Wall climb (in.) | 18.0 | 18.0 | 18.0 | TBD | TBD |
| Water fording depth (in. / mm) | 26.0 / 660 | 28.0 / 711 | 32.0 / 813 | 32.0 / 813 | 32.0 / 813 |
| Track width front (in. / mm) | 73.3 / 1,863 | 73.3 / 1,863 | 73.3 / 1,863 | 73.9 / 1,877 | 74.5 / 1,892 |
| Track width rear (in. / mm) | 73.3 / 1,863 | 73.3 / 1,863 | 73.3 / 1,863 | 73.6 / 1,869 | 74.1 / 1,882 |
| Turning circle – 2WS (ft. / m) | 44.3 / 13.5 | 44.3 / 13.5 | - | 47.8 / 14.6 | 48.3 / 14.7 |
| Turning circle – 4WS (fr. / m) | 37.1 / 11.3 | 37.1 / 11.3 | - | - | - |
| Suspension travel front (in. / mm) | 13.0 / 330 | 13.0 / 330 | - | 13.0 / 330 | 13.0 / 330 |
| Suspension travel rear (in. / mm) | 13.0 / 330 | 13.0 / 330 | - | 13.9 / 353 | 14.0 / 356 |
| Curb weight (lbs. / kg) | TBD | TBD | TBD | 5,697 / 2,584 | 6,350 / 2,880 |
The first thing that really stands out in this comparison is the fact that several specifications are very similar between all three trucks, despite their many differences. For example, all three trucks can handle the same water fording depth of 32 inches, though the Hummer EV must be in Extract Mode to reach that point. Front suspension travel is also 13 inches across the board, and breakover angle, ground clearance, and maximum width are all very similar as well.
The GMC Hummer EV does hold some key advantages in several areas thanks mostly to its adjustable air suspension and various off-road modes. When in Extract Mode, the Hummer can provide up to 15.9 inches of ground clearance, compared to 11.5 for the F-150 Raptor and 11.8 for the Ram TRX. Approach angle also comes in at an impressive 49.7 degrees versus 30.2 for the Raptor and TRX, while departure angles measure in at 38.4 degrees, 23 degrees, and 23.5 degrees, respectively.
For now, power comparisons are heavily tilted in the Hummer and TRX’s favor. GMC’s all-electric pickup, in top Edition 1 trim, is rated at 1,000 horsepower and 11,500 pound-feet of wheel torque (not engine torque), while the TRX produces 702 horsepower and 650 pound-feet of torque. For now, the Raptor is only available with Ford’s 3.5L EcoBoost V6, which produces 450 horsepower and 510 pound-feet of torque. Remember when those were impressive numbers?
Then, there’s the matter of price. The F-150 Raptor is by far the cheapest of this trio with a base MSRP of $58,135. The TRX will cost buyers at least $71,690, while the Hummer EV Edition 1 will set buyers back an eye-watering $112,595.
After years of enjoying its segment all to itself, the F-150 Raptor is finally going to face some real competition. But we imagine that Ford won’t sit by idly and let GM and FCA take its crown without a fight, and what we’ve seen from next-gen Raptor prototypes so far is a clear indication of that.
We’ll have much more on all three of these trucks soon, so be sure and subscribe to Ford Authority for the latest Ford F-Series news, Ford F-150 news, F-150 Raptor news, and continuous Ford news coverage.
Comments
To be fair, you should use Raptor and TRX’s maximum wheel torque as well!
First things first. Who in their right mind would spend $112,000 and change to take them “rock crawling or rock hopping”? Unless one falls into the category of having more money than brains. Even the Raptor and TRX owners would “maybe” consider a mild form of these two sports, I think they would consider the Baja preferably.
Spending big bucks for these “cowboy Cadillacs” is more of being “Boss Hog” on the streets. It’s almost like saying Ford GT and Viper owners bought their super cars to get track time.