RAM 1500 review and buyer's guide
The RAM 1500 is no longer the biggest dual-cab pick-up truck/ute you can buy in Australia now that the Ford F-150, Chevrolet Silverado and Toyota Tundra are in town. But is it still the best oversized tool for the job?
The RAM 1500 is a full-size dual-cab pick-up with an abundance of power, grand towing and payload figures, and is dripping with macho appeal. But there are more important aspects to consider than just power and looks.
Since its introduction about 8 years ago, the RAM brand has carved out a solid reputation in Australia as one of the go-to options for buyers seeking a large, luxurious pickup with decent workhorse credentials.
For 2025, the American brand introduces a major change under the bonnet, bidding farewell to the long-serving 5.7-litre HEMI V8 in favour of a new-generation twin-turbo inline-six, dubbed the Hurricane engine.
The move is an effort to offer greater efficiency without compromising on grunt. But does this new powertrain live up to RAM's reputation for brute toughness and old-school simplicity?
It needs to also be said that the build quality of locally re-manufactured RAM pick-up trucks is impressive. This is a far cry from the post-GFC conversion setups that happened in the late 2010s without full OEM technical input.
Sales are also very impressive the last few years, seemingly in stark contrast to the so-called EV revolution taking place these days. RAM (meaning Ateco, the local importer and distributor) managed to sell nearly 6000 RAM 1500s in 2023 and shy of 3300 units in 2024.
But the important part here is, they’re not, seemingly, falling apart at the roadside like previous generations of Chrysler, Dodge and Jeep products. In fact, their consistently decent sales suggest an air of reliability might be afoot.
FEATURES & PRICING
Two variants are offered with the Hurricane engine in Australia; the Laramie Sport (Standard Output) and the flagship Limited (High Output). Both are available now through RAM Trucks Australia, with help from its local remanufacturing partner, Walkinshaw Automotive.
Prices start from $139,950 for the Laramie Sport and stretch to $159,950 for the Limited (excluding on-road costs). Yes, that’s serious money, especially when compared with US-market equivalents in the USA, but both variants here come loaded with more standard gear than before.
Even the entry Laramie Sport brings a comprehensive list of features including a 14.4-inch touch-screen, 10.25-inch front passenger touch-screen, wireless phone mirroring (Android Auto and Apple CarPlay), retractable power side steps, and a premium Harman Kardon 19-speaker sound system as standard.
The Limited adds more premium touches such as front seat massage, heated and cooled rear seats, and air suspension. A dual-pane sunroof is standard across both, as is the RamBox cargo system and powered tailgate.
In the first half of 2025, you can still get the 1500 Big Horn, at least according to the RAM Australia website.
You will also find that dealers are still trying to get rid of stock dating back to 2023 and 2024, proving that the “mighty” V8 just isn’t as popular as it used to be - not at $130,000 a pop, anyway.
RAM 1500 LARAMIE | $140,000 before on-road costs | 3L twin-turbo inline 6 | petrol 4X4
starts with:
20-inch polished aluminium wheels
12-inch touchscreen split-screen, satnav
Premium Harman Kardon stereo (900 watts)
Dual wireless phone charging
Leather-trimmed seats
Sliding centre console storage
Heated and leather-wrapped steering wheel
Heated and ventilated 8-way electrically-adjustable front seats
Heated rear outboard seats with 60/40 split-fold and reclining seatbacks
Trailer brake control with sway control
Front & rear parking sensors, parking assist and reverse camera
Forward collision warning with auto braking
Electronic park brake and side steps
Damped tailgate with electric release
Dual-zone climate control
Dual-pane sunroof
Electrically adjustable: pedals, rear window and folding door mirrors
Dual chrome-tipped exhaust pipe
RAM 1500 LIMITED | $160,000 before on-road costs | 3L twin-turbo inline 6 | petrol 4X4
adds:
Digital rearview mirror
Intersection collision assistance
360-degree camera system
premium centre console (leather, badging)
4-way electric lumbar adjustment
Ventilated rear outboard seats
Sport bonnet
Dual black-tipped exhaust pipe
Premium LED projector headlights, daytime running lights
Proximity approach/departure lights
ENGINE
The 3-litre twin-turbocharged petrol inline 6-cylinder Hurricane engine is offered in two states of tune.; the Standard Output (SO) and High Output (HO).
The SO, fitted to the Laramie Sport, produces 313kW and 635Nm. That's more than the old 5.7L HEMI V8 which produced 291kW and 556Nm. The old V8 Laramie Sport, with its 2.67-tonne kerb weight, managed a 111 kW-per-tonne power to weight ratio - the new inline-6 manages 121 kilowatts per tonne. That’s a 9 per cent increase in efficiency just by switching from the V8 to the straight six.
The HO, standard in the Limited, is a much more serious unit, developing 403kW and 707Nm. It is not only one of the most powerful utes/pickup trucks ever offered in Australia, it's also the quickest (excluding the old TRX).
Performance is impressive. In testing, the SO achieved 0-100km/h in 5.7 seconds, while the HO can do it in 5.2 seconds – both very impressive for such a big and heavy vehicle. The HO achieves its extra punch through increased turbo boost (26psi vs 22psi), higher revs, and dual fuel pumps. Claimed combined fuel consumption is rated at 10.74L/100km in the SO and 11.79L/100km in the HO – the outgoing V8 consumed 12.2L/100km.
TRANSMISSION
Both versions use an eight-speed automatic transmission. While most rivals have shifted to 10-speed units, this eight-speed doesn’t feel out of place. Shifts are smooth and quick, and the gearing is well-matched to the torque-rich character of the Hurricane.
Multiple drive modes (Auto, Off-Road, Snow, Sport, Tow) and selectable drivetrain configurations (2WD, 4WD Auto, 4WD High, 4WD Low) give it a wide range of versatility both on and off the tarmac. However, with its 3672mm wheelbase, the breakover angle of 18.7 degrees isn't ideal for more technical off-road terrain. The Limited adds a rear diff lock as well.
DRIVING
From behind the wheel, the Hurricane inline-six delivers a more urgent and refined experience than the old V8. There’s little-to-no turbo-lag, and peak torque arrives lower in the rev range, giving it a strong and responsive character. It feels more eager off the line and less strained during overtaking. It surges ahead with no fuss at all, in both SO and HO tunes. But, it obviously doesn't sound as soothing as the old V8.
You do have to be mindful in common car parks and under-ground situations, as this thing is big. It measures just under six metres long (5916mm) and over two metres wide (2084mm). A typical parking space is no use for this vehicle, unless you can overhang the rear end over a garden or whatever, otherwise a big chunk of the nose sticks out too far.
Out in the country it is much more relaxing and manageable. It's actually luxurious in character, cruising along like it owns the road. The steering is pretty basic but it does the job for this style of vehicle.
Ride comfort is excellent, especially in the Limited with its air suspension. It irons out most imperfections while also helping to minimise body roll. The standard suspension in the Laramie Sport offers a slightly softer ride, but lacks the same level of composure and competence over undulations and during rapid wheel movements.
Even so, the base model is more comfortable than the common diesel dual-cabs, partly thanks to its long wheelbase. Tyres are Nexen 275/55 on the SO and Pirelli Scorpion 285/45 on the HO – the latter offers better traction and braking performance.
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INTERIOR
The RAM 1500 continues to set the pace in cabin space and comfort. It is so spacious, there's almost an echo when having a conversation. Rear legroom is ridiculous – nobody is this tall. Clever storage compartments are found throughout, with bins under the floor in the back, a huge centre console box, and multiple pockets in each door. There are 11 USB/-C ports for passenger convenience, which means every passenger can charge two devices at the same time, if that's ever needed.
Up on the dash is a new infotainment system incorporating a 14.4-inch main screen which is nicely integrated into the dash, with a chunky support structure surrounded by lots of physical shortcut buttons for ease of use. Dual-zone climate controls are also spread around and below the screen for quick access. Pleasant graphics and detailing within the screen makes it a clear and intuitive interface – one of the best in the business, really.
The standard 10.25-inch passenger screen allows for media playback and navigation input, without distracting the driver thanks to a privacy filter over the screen. However, it does seem like more of a gimmick than a practical feature, because the passenger needs to sort out the audio and then the position is kind of too far forward for its size. But it doesn't subtract any functionality. So although it might be a gimmick it does help with overall wow factor.
Build quality is top notch, with minimal evidence of the local right-hand drive conversion – it feels just as cohesive and well-built as a factory LHD model. There is a heap of leather spread around the place, with soft-touch materials in other areas to help provide quietness and good insulation from the outside world.
FUNCTIONALITY
In the back the 210L RamBox storage systems on the sides (above the rear wheels) are a clever addition, helping to boost appeal over the rivals. They are fully sealed and lockable (they lock with the main central locking) so you can use them for tools and shopping.
The powered tailgate makes it easy to shut if your hands are full, with a tray bed measuring 1700mm long and 543mm deep. A handy, fully adjustable divider rack is included in both.
The payload capacity is 879kg in the entry Laramie Sport and 783kg in the Limited. These figures are not impressive compared with the common dual-cab diesel offerings. But, the braked towing capacity is 4500kg and 4200kg, respectively. The reason for the difference between the variants is the air suspension. The GVMs are also different, stamped at 3521kg and 3505kg.
That means if you want to tow something heavy (over 4000kg) the entry Laramie Sport is the pick. However, with a kerb weight of 2642kg, towing 4500kg leaves you with 429kg of leftover payload (for passengers and any gear) before you run into the GVM. That's accounting for around 450kg of towball download. The heavier (2722kg) Limited works out at 363kg of leftover payload at its max 4200kg tow.
DRAWBACKS
The most obvious downside is the pricing – both variants sit firmly in luxury car territory. Also, despite the new engine's output, some traditional buyers may miss the soundtrack of the HEMI V8 as this inline-six is quiet and mono-tone.
While fuel economy has improved, it’s still relatively thirsty compared with smaller dual-cab diesel utes. Finally, the Limited’s air suspension, while excellent in most conditions, can feel firm over choppy surfaces and it does come with lower towing and GVM ratings.
MAIN COMPETITORS
The full-size ute space in Australia is still relatively niche, but the RAM 1500 competes directly with the Chevrolet Silverado 1500 and the Ford F-150 – both of which are also remanufactured locally to convert to right-hand drive, after being shipped from America in left-hand drive.
While the Silverado sticks with a naturally aspirated 6.2-litre V8, the F-150 features a 3.5-litre twin-turbo V6. RAM’s Hurricane engine takes a unique approach with its inline-six configuration and two distinct output levels.
SAFETY
When it comes to the crashworthiness of a RAM 1500, the fact is we haven’t seen this latest inline-6 version crash tested yet, in either Euro/Australian testing, or in North American testing by the Insurance Institute for Highway Safety (IIHS).
However, we do have IIHS testing data from recent years for the V8 version (which is of course still on sale), and which should translate into a relevant assessment of what the current platform is capable of in terms of protecting you in the event of a crash. It’s just not definitive.
Overall, the RAM 1500 Big Horn scores quite well in the IIHS’s side impact test which was an updated test for 2023 and still applies to today’s 2025 “crew cab” (dual-cab) RAM 1500 platform.
The last time the current RAM platform was subjected to the small overlap crash test was in 2019 where it scored very well in the majority of of dummy readings with the only exception being to the driver foot/ankle due to low to moderate defomation of the footwell.
However, the frontal offset test, which the IIHS called ‘moderate overlap’ is where the RAM platform’s safety credentials start to take a hit by 2025 expectations.
The rear passenger dummy’s seatbelt slid up during the 64km/h impact from the pelvis to the abdomen, which increases the likelihood of abdominal injuries.
The collision avoidance system works moderately well in the pedestrian detection and auto braking tests, but failed to actually stop entirely. Reducing the impact speeds as it did is good, but the ideal result is to prevent any impact. Overall the RAM 1500 was given a ‘Marginal’ rating.
The installation of child restraints was also rated as ‘Marginal’ due to difficulties fitting a range of restrain products. The main limitations being that the top tether latches are in a “hard-to-find location” and that “other hardware could be confused for anchor”.
One last aspect of the RAM 1500’s safety credentials is the fact you’re in a bigger, heavier vehicle than most others on the road, including some medium and large SUVs. Laws of Motion say that a bigger heavier mass moving at the same speed as a smaller, lighter mass will win in a crash.
Too bad for the others in the smaller, lighter hatchback.
CONCLUSION
RAM’s decision to introduce the Hurricane engine is going to cause some angst among traditional buyers. But, make no mistake, the new twin-turbo six not only outperforms the old V8 in almost every measurable way, it also brings newfound efficiency and refinement.
Combined with a thoroughly-made cabin, high equipment levels, and big towing figures, the 2025 model remains as one of the most complete and compelling full-size pickups on the Aussie market – if this is the sort of thing you want and if you have the money.
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