2020 Toyota Tundra vs 2020 RAM 2500

For the 2020 Toyota Tundra, Toyota offered a lineup comprising the SR, SR5, Limited, TRD Pro, Platinum, and 1794 Edition trims. As you ascended the trim ladder, the Tundra became fancier and more plush. It came in Double Cab (extended cab) and CrewMax (crew cab) styles, with three different bed lengths depending on the cab and trim. Prices started at $33,425 and climbed to $52,930, excluding the destination charge and any additional options.

The test vehicle was a top-tier TRD Pro CrewMax with 4-wheel drive (4WD), painted in an exclusive Army Green. It featured black 18-inch forged aluminum wheels, giving it a rugged, military-grade look. However, there was some skepticism about the longevity of this color's appeal. Inside, the TRD Pro was outfitted with black leather featuring red stitching and "TRD Pro" embroidery. Even though the Tundra's interior design had aged well, the presence of industrial-grade plastic felt out of place for a high-priced model.

In comparison, the 2020 RAM 2500 stood out for its sophisticated styling, even when pitted against the chunkier Chevrolet Silverado 2500 and the Ford F-250 Super Duty. The grille design varied across six trim levels, and the truck was adorned with either chrome or body-colored bumpers. The upper trims featured sleek LED headlights, and the overall design reflected a widened and stretched resemblance to the smaller Ram 1500. The Limited version, the test truck, came with 20-inch chrome wheels and LED taillights. The RAM 2500’s design aimed to combine truck ruggedness with carlike smoothness, particularly noted along its sides and rear.

Inside, the RAM 2500 offered a high level of craftsmanship, especially in the higher trims like the Laramie Longhorn and Limited. The interior boasted soft-grained, perforated leather with intricate stitching, contrast piping, light wood trim, and aluminum speaker covers. The beige-and-navy-blue color scheme was particularly striking. High-quality materials and a detailed finish extended to grab handles and the shifter knob, making it a class apart from its competition.

All 2020 Toyota Tundras were powered by a 5.7-liter V8 engine mated to a 6-speed automatic transmission. This powertrain generated 381 horsepower at 5,600 rpm and 401 pound-feet of torque at 3,600 rpm. The Tundra's maximum towing capacity was 10,200 pounds, and it could carry up to 1,730 pounds of payload, depending on the specific model configuration. Notably, the TRD Pro came standard with a 4WD system. It also featured specialized BBS forged aluminum wheels, Fox off-road shocks, a TRD-tuned stainless steel dual exhaust system, and an aluminum skid plate. Despite its ferocious exhaust note, the truck's V8 performed robustly, and the transmission was faultless. The Tundra’s maneuverability was exceptional, with a tight turning radius and dependable steering and brakes. However, wind noise at highway speeds was prominent, and the truck's off-road endurance was slightly compromised by its size. Fuel economy was a sore point, as the 4WD model delivered a mere 13 mpg in the city, 17 mpg on the highway, and 14 mpg combined.

The 2020 RAM 2500 was available with two engine-transmission combinations in either rear-wheel drive (RWD) or 4-wheel drive (4WD) setups. The 6.4-liter Hemi V8 engine produced 410 horsepower and 429 pound-feet of torque and paired with an 8-speed automatic transmission. This configuration allowed for a maximum payload of 4,380 pounds and a towing capacity of up to 17,350 pounds in the RWD Regular cab variant.

Testing the diesel version showcased the 6.7-liter Cummins inline-six engine, which delivered 370 horsepower and 850 pound-feet of torque. This diesel setup supported a maximum towing capacity of 19,780 pounds and a payload of up to 3,060 pounds (figures lessened with the Mega Cab variant). The RAM 2500’s acceleration was moderate but effective for highway merging, despite feeling sluggish under heavy load and producing substantial vibration. Steering and ride quality were typical of heavy-duty trucks—loose and stiff respectively—but the diesel's exhaust brake was notably effective for descent control. Unlike most trucks, the RAM 2500 managed decent fuel economy, averaging 19 mpg over 515 miles of driving.

The 2020 Toyota Tundra, built in Texas, had an interior as spacious as the state itself. Front seats were covered in leather and were comfortable for extended drives. The CrewMax’s rear seating area was exceedingly roomy, though the rear bench was relatively low and flat. There was plentiful front-row storage but limited stowage in the back seat. Rear seats could be folded up to create additional floor space, but storage under the seat was minimal. The truck bed was quite basic without innovative features like the Ram’s lockable storage bins or Ford's tailgate step.

Conversely, the 2020 RAM 2500 offered three cab configurations and two bed lengths. The single cabs provided the highest payload and could seat three with a fold-down center console. Crew Cabs were available with either bed length, while the Mega Cab offered extensive rear passenger space with reclining seats. The off-road Power Wagon variant came only with a Crew Cab and a short bed. The RAM 2500’s options included power running boards, a retractable tailgate step, a power-adjustable tailgate, and side mirrors for better accessibility and usability. Notably, the Mega Cab’s rear air suspension could adjust the trailer hitch height and supported fifth-wheel hitch installation. A 220-amp alternator was standard, with dual alternators available for increased power demands. The diesel models had a cold-start countdown timer and a gauge for Diesel Emissions Fluid levels, essential for colder climates.

The 2020 Toyota Tundra housed an infotainment system enveloped in hard plastic, appearing outdated despite up-to-date software. Lower trims featured a 7-inch display, whereas higher trims boasted an 8-inch screen. Both versions included Bluetooth, Apple CarPlay, Android Auto, Amazon Alexa, satellite radio, and various USB ports. The TRD Pro came with advanced features like dynamic navigation, voice recognition, point-of-interest search, and a 12-speaker JBL premium sound system. Despite its modern capabilities, the system’s disjointed user interface, reliance on touchscreen buttons, and absence of advanced towing technology were clear drawbacks.

On the other hand, the 2020 RAM 2500 featured either a standard 5-inch or an upgraded 8.4-inch Uconnect system. This infotainment setup was intuitive and high-resolution, allowing for customizable shortcuts and app installations. The standout feature was the available 12-inch display, which offered split-screen functionality, enhanced map visuals, and comprehensive trailer settings. The system also included 360-degree cameras and dual rear-view cameras, providing exceptional utility for a vehicle of this size. Physical knobs and switches complemented the touchscreen, making it user-friendly. Unlike most competitors, the RAM 2500’s infotainment system was well-suited for its extensive dimensions and offered unmatched technological convenience.

Safety was a weak spot for the 2020 Toyota Tundra. While it came standard with Toyota Safety Sense, blind-spot monitoring, and a year of Safety Connect services, its crash-test performance was concerning. The Insurance Institute for Highway Safety (IIHS) rated it poorly in small-overlap frontal-impact tests, with a Marginal rating for the driver and a Poor rating for the front passenger. Headlights were also rated Marginal. In contrast, the National Highway Traffic Safety Administration (NHTSA) provided more favorable ratings: 5 stars for side-impact protection, 4 stars for frontal-impact protection, and 4 stars for rollover resistance in the 4WD model (3 stars for RWD).

The 2020 RAM 2500 wasn’t rated by the NHTSA or IIHS, but the 2020 RAM 1500 received the prestigious Top Safety Pick+ award and a 5-star overall rating from the NHTSA, indicating high safety potential. Safety features, although mostly optional, included blind-spot monitoring, lane-keep assist, adaptive cruise control, and forward emergency braking, even with a trailer attached.