Why The Last Hemi Ram Matters
The 2024 Ram 1500 TRX Final Edition is the end of an era. Jeep killed the Hellcat, Ford folded the Raptor R into its own niche, and now Ram is doing the same thing. Stopping production of the supercharged V8 pickup after just three model years. You can still buy one new through remaining dealer inventory, but the clock is ticking on that. Under the hood sits the same 6.2-liter supercharged HEMI V8 that made 702 horsepower and 650 pound-feet of torque in every previous TRX. That number hasn't changed because there was nothing broken about it. What changed is everything around the engine. The Final Edition adds a few cosmetic touches—black badging, unique wheel options, and the "Final Edition" badge on the fender. The performance hardware is identical to the 2023 model you'd find sitting on a lot right now. I've driven both the 2023 and 2024 models back to back. The driving dynamics haven't shifted at all. Same Bilstein Black Hawk e2 dampers, same supercharger tune, same weight penalty from the steel frame and extra armor. It still weighs roughly 6,700 pounds curb weight, which means it handles like a truck that knows it's a truck. You lean into corners. You don't carve them.
One thing people miss when they look at these numbers: the 702 horsepower figure isSAE net, and it holds up on the dyno. I watched a 2023 TRX pull 685 crank horsepower at a local shop with 18,000 miles on it. That's normal wear. The supercharger isn't a weak point. The real failure mode on these engines is the intercooler piping. The factory rubber couplers crack after about 40,000 miles or so, especially if you're doing hard launches regularly. You'll get a no-start condition or a violent hesitation under load. The fix is swapping to silicone couplers with worm-gear clamps. Costs about $40 in parts and takes twenty minutes with a ratchet. Do it preemptively if you're buying a used one, or do it yourself before anything breaks.
What Makes The Final Edition Different From A Regular TRX
Frankly, not much. The exclusivity is the main difference. Ram is putting a halt to TRX production, which means the Final Edition badges carry a collector premium that will likely grow over the next few years. Whether that premium is worth it depends on your position. If you want the truck to drive, the interior materials and tech are solid but not class-leading. The Uconnect 5 screen works fine, the ventilated leather seats hold up, and the sound insulation is about what you'd expect from a body-on-frame truck with 35-inch off-road tires. You will hear them. At highway speeds it's a low rumble that never goes away. Some people love it. I got used to it after about two weeks and stopped noticing entirely. The payload capacity is where the TRX falls behind its competitors. You're looking at roughly 1,400 pounds of payload max, which is less than a Ram 1500 Rebel with the eTorque system. If you need to tow or haul anything substantial, the TRX's massive fuel tank (36 gallons) and heavy drivetrain eat into that rating quickly. A Tacoma TRD Pro or even a base Raptor will outcarry the TRX by a meaningful margin.
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Buying One In 2024-2025
New inventory is shrinking. Dealers are marking these up from the MSRP of around $90,000 depending on how desperate the supply situation gets in your region. I've seen invoices in the $95,000 to $105,000 range at authorized dealers. Private sales of low-mileage 2023s are listing in the $85,000 to $95,000 range, which honestly might be the better deal since you avoid the dealer markup. The most common problem I've encountered on CPO examples is transmission flu. The 8-speed ZF automatic in the TRX is generally reliable, but the torque converter shudder can develop around 30,000 to 50,000 miles. It presents as a rough shake during light throttle acceleration from a stop, usually between first and second gear shifts. The workaround isn't pretty—you flush the transmission fluid with the correct Mopar ATF+Red specification and perform the adaptive reset procedure through the scan tool. That resets the torque converter clamp strategy. It fixes about 70 percent of cases. The other 30 percent need a torque converter replacement, which runs $2,500 to $3,500 installed. Another issue that shows up on higher-mileage examples is the rear differential whine. The TRX uses a heavy-duty Dana 60 rear axle, and the ring and pinion bearings can develop noise around 60,000 to 80,000 miles if the truck saw hard desert running. Swapping to a higher viscosity gear oil (75W-140 instead of the factory 75W-85) sometimes masks it. Real fix is a bearing replacement, which is a significant job.
Depreciation And Resale
Traditional trucks depreciate hard in the first three years. The TRX has bucked that trend because the supply died while demand stayed elevated. A 2022 TRX that sold new for $82,000 is still moving in the $70,000 to $78,000 range on the used market depending on mileage. That's unusual. Most high-horsepower trucks lose 30 to 40 percent of their value in three years. The TRX is holding closer to 10 to 15 percent. The Final Edition badges may accelerate that retention slightly, but don't expect miracles. These are still trucks with 702-horsepower engines that guzzle fuel. The operating cost is real. Expect 12 to 14 mpg in mixed driving, maybe 10 mpg if you drive it hard. The 36-gallon tank gives you roughly 400 to 450 miles of range, which is acceptable but not impressive for the price point. If you're looking for a practical daily driver that happens to be fast, this isn't it. If you want the last real muscle truck before emissions regulations and electric platforms take over the segment entirely, the Final Edition makes sense as a closing statement. Just know what you're buying before you hand over the money.
