2025 RAM 1500 review: HEMI V8 dropped for 313kW/638Nm straight six

I recently joined Ram Trucks in Texas for the launch of the refreshed fifth-generation 1500, and just about fell out of my boots when I cracked the hood and read ‘Twin Turbo’ on the engine cover.

Did Ram turbo the HEMI? Not the case, my V8-loving friends. We’ll get into a host of other upgrades, but the big news is that 2025 marks the end of a multi-decade run for the HEMI-powered 1500. The question is, have they buggered things up?

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JUMP AHEAD

• Engine
• Tech, interior and toys
• On- and off-road performance
• Flaws
• What's next?

Engine: 3.0-litre Hurricane I-6 SST

In the HEMI V8’s place will be a version of the 3.0-litre Hurricane I-6 SST (Straight Six Turbo) introduced with Jeep’s Wagoneer and Grand Wagoneer.

Scoff if we will, but this pint-sized mill out-produces the 5.7 by a stretch, churning out 313kW and 638Nm versus the HEMI’s 295kW/558Nm respectively. But curious minds want to know how they did it.

Tapping the latest in technology and engineering practices, they started with a forged crank and connecting rods, which are mated to cast 10.4:1 compression cast-aluminium pistons wrapped with DLC (diamond-like carbon) coated rings. Main bearing caps are cross-bolted (vertically and laterally) to a deep-skirt cast aluminium block, and cylinders are plasma spray-bored to minimise friction.

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An aluminium head supports hydroformed tubular cams that independently manage four valves per cylinder. Aspiration is via twin turbos and a common rail direct-injection system primed by a high-pressure pump that generates up to 350 bar. Output numbers are impressive, but more impressive is its smooth and balanced run-up from idle to the 5800 rpm redline.

For those who like to push the adrenaline envelope, the optional HO variant (Longhorn, Limited, and Tungsten models only) generates a G-inducing 403kW and 706Nm. Both powerplants are backed by the venerable TorqueFlite 850RE eight-speed automatic and Borg-Warner transfer case, which offers on-demand or full-time four-wheel drive depending on model.

An electronic locker is standard on Rebel and available on all models, and all I-6 versions have 3.92:1 gearing. The Pentastar 3.6-litre V6 eTorque mild hybrid is the baseline engine, and while I’m a fan of the Pentastar, if I’m buying a full-size truck I’d opt for the performance and grunt of the more powerful mill.

Powertrains by the numbers

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Tech, interior and toys

Being a blue-collar guy at heart, I started the weekend in a Tradesman, moved to the luxurious Tungsten, and ended up in my happy place off-piste in the Rebel.

The Tradesman is a work truck and appointed accordingly, but the Tungsten and Limited up the ante when it comes to luxury and technology. Premium models include a 14.5-inch high-resolution Uconnect 5 command centre with multi-screen capability. A new 10.25-inch passenger-side LCD allows the co-pilot to manage navigation, entertainment, and monitor exterior cameras.

The instrument cluster has also been enlarged to 12.3-inches, and steering wheel thumb controls allow you to toggle through a dozen screen options. All are interconnected via an advanced Atlantis electrical architecture, which boasts higher operating speeds and enhanced memory capacity.

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At the front of the console is a dual-station wireless phone charger, and a heads-up display on the windscreen offers five data zones. If you want to rupture an eardrum, crank up the bazillion-Watt (1228), 23-speaker Klipsch audio system. Add 24-position adjustable seats, back massager, power lumbar support, hand-stitched leather, and multi-zone climate control, and you’re all set for a trailside nap.

Although we take cutting-edge safety features for granted, Ram is introducing more advanced autonomous driving systems: Active Driving Assist and Hands-free Driving Assist (Level 2). On select sections of highway it utilises radar, 360-degree cameras, and lane-centering to literally drive itself. But if you reach back to swat your rugrats, the annoying drowsy driver alarm will bring your attention back to the road. Fun fact. I trust a computer to land a 747 at night in low-viz conditions, but taking control of my vehicle on a highway filled with knuckleheads? No thanks. Besides, I actually like the ‘driving’ part of driving.

The 1.8kW inverter makes charging devices or running power tools a breeze. I also like the fold-back rear seat, which provides flat, door-to-door storage. Optional Ram Boxes on the bed rails are great for stashing tools or fishing gear, but I’d wager they could also hold a case of coldies. Lastly is the multi-function tailgate. It opens like a standard gate or ambulance style, features power open and close, and has key fob remote operation.

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On- and off-road performance

With plenty of seat time in the Rebel, we are well familiar with its dirt performance. It’s not a rock crawler, but does admirably well for a full-size truck.

In my opinion, its happy place is Baja-style high-speed desert roads. Multiple drive modes, a nimble suspension, and rear e-locker remain intact, and the camera system allows you to view oncoming obstacles when they disappear under the end of the bonnet. In short, it retains the off-road capability we’ve come to appreciate from the Rebel.

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The most notable change from the HEMI is the Hurricane’s quieter notes and smoother transition through the power curve. Interestingly, with the sunset of the TRX and its fire-breathing 523kW Hellcat mill, the Rebel steps in as the brand’s primary dirt offering. But rumour has it that Ram will be releasing the RHO in 2025 (Rebel High Output?), which is said to be incorporating the TRX’s suspension.

The Hurricane 3.0 is no slouch on the tarmac, pulling off the line with purpose when you squeeze the skinny pedal. On twisting two-lane roads, the 1500 displayed predictable tracking and reasonable body roll during aggressive constant-radius turns, an example of well-balanced front and rear damping.

I’d rate yaw damping at 0.5 – how quickly the vehicle returns to a neutral position during emergency lane change scenarios – settling after one full cycle. The Tungsten, with its low-profile tyres and stance, excelled over the Rebel in this genre but both are simply fun to drive. Turbo lag is almost a thing of the past, and the Hurricane will spin the speedo well past the legal limit at a nearly linear rate.

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We hooked up a 2800kg Airstream trailer to a Limited for a drive through a mix of country roads and 100km/h highway. Towing capacities range from 3675kg Pentastar to 5245kg with the standard 3.0 Hurricane (the HO drops to 4870kg). My personal tow rig is a ’99 Dodge Ram 2500 with a Cummins 5.9-litre. I love that truck and am chagrined to say the Hurricane-powered 1500 would leave my old 24-valve in the rearview mirror.

Whether braking hard, carving turns or accelerating, I could definitely feel the load, but never was the tail wagging the dog. Although I don’t have issues backing up or navigating tight corners (I spent a decade driving a truck for UPS), the Auto Hitch Assist, which guides the receiver to the ball, is super handy. And, when you activate a turn signal the rear side camera view is displayed on the centre LCD. A 100-litre fuel cell is standard, but the optional 125-litre unit will extend your range by 200km (or so) on the highway – EPA fuel economy estimates are forthcoming.

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Flaws

Our world of 18- and 20-inch wheels drives me nuts.

Although they (and their low-profile tyres) reduce road noise and rolling resistance, enhance fuel economy, and are great in most conditions, when in soft mud, snow or sand there is no substitute for airing down and increasing the tyre’s footprint. On the flipside, big-wheel packages accommodate massive 380mm twin-piston disc brakes, one of the many factors that contribute to the 1500’s solid road manners and towing stability.

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Another beef is the lack of a console shifter… and manual cogs. Call me old school, but a truck with the sportiness of the Rebel deserves a proper shifter. A few other grievances include the HO requiring 91-octane fuel, and there’s no replacing the guttural tone of a good ol’ HEMI (RIP).

What’s next?

In addition to the RHO, 2025 will reveal the first fully electric 1500, the REV, along with the extended-range Ramcharger, in which a Pentastar 3.6-litre gas mill will generate juice to power a pair of electric drive motors.

Interestingly, a form of this technology has been around for more than a century, but predominantly used by railroads. Maybe I’ll borrow one for my next trek to the Arctic, but I have no doubt I’m going to miss the sweet rumble of a HEMI V8 under the hood.

RAM Trucks Australia tells us the Hurricane-powered 2025 RAM 1500 will be arriving sometime in 2025, but couldn't confirm timing. We suspect they already have prototypes here undergoing the conversion to RHD.

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