2022 Ram 1500 Rebel G/T: Max Towing and Daily Driving

The new-for-2022 Ram 1500 Rebel G/T comes standard with a 395-horsepower, 5.7-liter Hemi V-8 using Ram’s eTorque mild-hybrid system, versus other Ram V-8s that make eTorque optional. Despite being heavily equipped with features like a panoramic moonroof, 33-gallon fuel tank and four-corner air suspension, my Rebel test truck still had a payload capacity of 1,324 pounds, which is on the lower end of what a half-ton truck can haul but is certainly a reasonable number. What was more surprising to me was that this truck had an 11,210-pound towing capacity, because even with the 3.92 final drive ratio, most off-road-focused trucks like the Rebel suffer significantly in the towing department.

I decided to test the Rebel G/T with its electrified V-8 near its stated maximum towing with a trailer weighing 10,990 pounds and a tongue weight of 1,100 pounds.

Related: Ram 1500: Which Should You Buy, 2021 or 2022?

Towing With the eTorque Hemi V-8

In order to safely tow this much weight, Ram recommends using a weight-distribution hitch for any trailer over 5,000 pounds. So I hooked up an Equal-i-zer hitch, which can be a little tricky with the air suspension, and headed out for a drive. For my day job, I am a product engineer for Progress Mfg. Inc. in Utah, makers of the Equal-i-zer hitch and Fastway Flash ball mounts.

Even at its maximum capacity, the Rebel handles the weight very well. The air suspension stiffens up nicely, and the weight-distribution hitch certainly reduces the load on the truck. Getting up to freeway speeds requires near full throttle, but the truck reaches 65 mph on an uphill on-ramp. Of course, once cruising speed is reached, the truck has no issues keeping the pace.

In the foothills of Salt Lake City, at an elevation of just under 5,000 feet, I found an incredibly steep hill at about 11 degrees, or a 20% grade. There was very little runup to this hill, which limited my starting speed to about 10 mph. With the throttle wide open, the truck maintained speed but didn’t accelerate up the short climb. Having done this hill while towing with other vehicles, I was impressed that I didn’t have to stop and shift into four-wheel-drive low, as I have done before.

While towing, I put 56.3 miles on the truck and used 5.17 gallons of gas. This returned an average of 11.1 mpg on the computer and 10.9 mpg by calculation — about a 2% difference between the two, with the truck’s computer being more optimistic.

One thing that was a little troublesome was how far under the truck the chain loops are. The loops sit about 5 inches back from the opening of the receiver and are somewhat hard to see without kneeling and looking under the bumper. This makes installing the pin very easy but connecting the chains much harder.

Overall, the Rebel handled the trailer very well. There were no issues with stability, braking or accelerating. The suspension and steering were both great under load, as well. However, I exceeded the 1,324-pound payload capacity with only a driver, passenger and 1,100-pound tongue weight.

Daily Driver

Having driven both the regular and now the mild-hybrid Hemi V-8, it sure feels like the mild-hybrid has more torque off the line. The mild-hybrid system adds up to 130 pounds-feet of launch torque, according to Ram, through a 48-volt system that employs a 12-kilowatt belt-starter generator and 0.43 kilowatt-hour battery. Also differentiating from the non-G/T Rebels is that this 5.7-liter comes with a cold-air intake and exhaust system.

The early torque from the nonturbocharged engine is very welcome and makes the truck much livelier when compared to the EcoDiesel and other turbocharged offerings from competitors. Of course, the comfort of this truck with the air suspension and posh interior is incredible. There is plenty of space in the back for three car seats across, with room to spare between the front seats and the car seats. As a family road-trip vehicle, half-ton trucks rank near the top of my list for space, comfort and usability, while still getting decent fuel mileage.

Speaking of fuel mileage, I quickly noticed that the V-8 could be quite fuel-efficient or very thirsty depending on driving style. While this is true of all vehicles, it felt more accentuated in the Hemi. When taking it easy, I was able to attain and even exceed the EPA estimates of 18/22/19 mpg city/highway/combined. Maybe it was the excellent exhaust note that prompted more accelerator use, but my normal driving habits weren’t quite as efficient with my actual average down around 17 mpg combined. This was based on 103.1 miles of driving and 6.14 gallons of gas. The calculated mpg was 16.8, and the computer readout on the Ram displayed 17.1, a roughly 2% difference. Included in this calculation was a short section of off-pavement driving, as well.

As a daily use vehicle, the Ram Rebel with the eTorque Hemi V-8 is an excellent choice. While not as fuel efficient as the Rebel EcoDiesel I tested in the past, it wasn’t much worse than most mid-size trucks.

Another great feature is the potential for long range between stops with the optional 33-gallon fuel tank, up to 627 miles at 19 mpg combined. Both when used as a daily driver and as a tow vehicle, the eTorque V-8 performed comparably to newer, more efficient options. Yes, you lose a little bit by burning extra fuel, but for a simpler design and potentially better reliability, it may be worth it. Between the 33-inch Goodyear Wrangler Duratracs, 11,210-pound towing capacity, luxurious cabin and smooth-riding air suspension, the Rebel G/T is a jack of all trades.

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