2025 Ram 1500

For 2025 the 5.7L HEMI was dropped and the 420-hp Hurricane SO became the mainstream upgrade engine, so it represents the volume configuration; the 3.6L V6 eTorque remains the base engine.

Hurricane SO torque is well above the departed HEMI's 410 lb-ft and competitive with rival V8s.

Instrumented testing puts the standard-output Hurricane among the quickest non-performance full-size pickups.

The twin-turbo Hurricane delivers strong, near-lag-free low-end torque and is smoother than the old HEMI, though reviewers note it lacks the V8's sound character; the base Pentastar eTorque is adequate but strained when loaded.

The ZF-based 8-speed TorqueFlite (8HP75) is smooth and well-calibrated with prompt kickdowns and no notable hunting behind the Hurricane.

Max conventional tow rating is competitive with the Silverado and Tundra though below the F-150's best.

Max payload is mid-pack for the half-ton segment; coil-spring rear suspension favors ride over payload.

Full modern suite is available (integrated brake controller, Trailer Reverse Steering Control, trailer blind-spot coverage, trailer camera provisions, auto-level air suspension), though onboard scales and a camera-based 'invisible trailer' are not as comprehensive as Ford/GM.

4x4 is optional on every trim and standard on Rebel/RHO, with a two-speed transfer case (on-demand available), electronic locking rear differential and terrain modes.

The new 540-hp RHO (Bilstein Blackhawk e2 remote-reservoir shocks, 35-in tires) replaces the TRX as the desert-runner halo, backed by the Rebel with locking rear diff and skid plates.

Three gas engines (3.6L V6 eTorque mild hybrid, Hurricane SO, Hurricane HO) cover mainstream needs, but 2025 dropped the HEMI V8 and diesel and had no full hybrid, PHEV/EREV or EV on sale (REV and Ramcharger were delayed).

EPA combined rating for the volume Hurricane 4x4 configuration is typical for a gas half-ton.

EPA city figure for the volume configuration.

EPA highway figure for the volume configuration.

Computed from EPA combined MPG and the standard crew-cab fuel tank; the optional 33-gallon tank extends range substantially.

EPA's current-price annual fuel cost estimate for the volume configuration on regular gas.

The volume 3.6L V6 and Hurricane SO run on regular unleaded; only the Hurricane HO (Tungsten/RHO) calls for premium for rated output.

NHTSA rates both the RWD and 4WD 2025 Ram 1500 Crew Cab at 4 stars overall, held back by a 4-star frontal result; side protection is 5 stars and rollover 4 stars. The 2025 refresh (Hurricane I6 replaces the Hemi) kept the DT cab structure, so the result matches the generation's.

The 2025 Crew Cab posts Good in both driver- and passenger-side small overlap and in the updated side test, but rates Poor in the updated moderate overlap front test because of rear-passenger restraints and dummy kinematics. That happens even though Ram added rear outboard pretensioners and load limiters for 2025. The Poor rear-occupant result rules out any award and keeps it out of the mid band.

With the 2025 refresh, forward collision warning with pedestrian AEB, lane departure warning with lane keep assist, and blind-spot monitoring with rear cross-path detection became standard across the lineup, ahead of a base Silverado/Sierra work truck. Adaptive cruise with stop-and-go and Active Driving Assist are still packaged or reserved for upper trims, not standard on the work-truck grades.

IIHS rates the 2025 Ram 1500's pedestrian front crash prevention Good, but its vehicle-to-vehicle result under the tougher updated protocol is only Marginal. That mix of strong pedestrian detection and weak higher-speed car-to-car mitigation lands in the low-middle of the adequate band.

Blind-spot monitoring with rear cross-path detection is standard for 2025, and the refreshed system's trailer coverage extends the monitored zone along the full length of an attached trailer, which matters for a tow rig. It only alerts and never steers or brakes, so it stays below the top band.

Lane departure warning with lane keep assist is standard, but it only nudges the truck back after it drifts. Continuous lane centering comes with Active Driving Assist (hands-on) or Hands-Free ADA on upper trims, so the volume Big Horn/Lone Star buyer usually gets the reactive system. Mid-pack for the class.

Adaptive Cruise Control with Stop & Go covers the full speed range and underpins Active Driving Assist, and it is competent for a truck this size. It is a package or upper-trim feature rather than standard on the work trucks, and it is less polished than Ford's BlueCruise-integrated ACC.

New for 2025, Hands-Free Active Driving Assist allows hands-off driving at all speeds with lane centering on approved roads, plus predictive curve slowdown and a driver-attention camera. It is standard only on Limited and Tungsten, its mapped coverage is narrower than Super Cruise's, and it has no automated lane changes.

IIHS rates the premium LED headlamps on Limited, Tungsten and RHO Good, and every other trim Acceptable. Volume trims get serviceable but not top-rated lighting, which sits in the middle of the 50–79 band.

Sightlines are typical of a full-size pickup: a high beltline, a tall flat hood with a big forward blind zone, and thick A-pillars. Ram offsets this better than most with an available 360-degree Surround View camera and a digital rearview mirror with tow mode. Both are optional or upper-trim, though.

The Crew Cab's rear cabin is huge, with about 45 in of legroom, tall square door openings and a flat floor, so fitting several car seats, including rear-facing ones, is easy. But IIHS rates the LATCH hardware itself Marginal because the lower anchors are hard to reach, and the center seat has no dedicated anchors. Space pulls the score up and anchor ease drags it down.

Ram's 2025 spec sheet lists Crew Cab accommodations of 3 front / 3 rear, so the volume Big Horn Crew Cab with the split front bench seats six; trims with a full console and buckets seat five.

Mid-pack for a full-size half-ton: just above the F-150 (40.8 in) and well behind the Silverado/Sierra (43.0 in).

Ram's published SAE front legroom of 40.9 in is about 3 in behind the F-150 and Silverado and falls below the truck band's 41-in floor. Reviewers rarely complain about front room, but the framework scores the published figure.

Crew Cab rear headroom of 39.9 in is within half an inch of the F-150 and Silverado. No rear passenger will notice the difference.

The best second-row legroom among full-size half-tons. The Crew Cab's 44.8 in beats the F-150 SuperCrew (43.6 in) and Silverado Crew Cab (43.4 in), and a reclining rear seatback is available.

The volume Crew Cab comes with the 5'7" box, which is essentially the same length as the F-150's 5.5-ft bed. A 6'4" box is optional, and the 1500 has no 8-ft box at all.

The short box is competitive with the F-150's 5.5-ft bed but trails GM's deeper Durabed short box (62.9 cu ft). The optional RamBox side bins add lockable volume that this figure doesn't count.

The storage benchmark of the class. A huge reconfigurable center console, in-floor bins under the rear floor, under-seat storage, the lockable and drainable RamBox bedside bins, and an available multifunction split tailgate are a combination no rival matches.

The seats are consistently praised: supportive cloth buckets on Big Horn and up to 24-way power massage seats on Limited/Tungsten, plus a reclining Crew Cab rear seatback. Reviewers single out the comfortable seats as part of why the 2025 truck is among the most civilized in its class.

This is the class benchmark for ride. It is the only half-ton with a standard coil-spring rear axle, four-corner air suspension is optional, and the unladen ride is settled where leaf-sprung rivals jiggle.

Active noise cancellation and acoustic glass already made this the quietest half-ton, and the 2025 Hurricane I6 is quieter at cruise than the outgoing HEMI V8.

Heated seats and a heated wheel come in Big Horn equipment groups, ventilated front and heated rear seats from Laramie, and massage seats on Limited and Tungsten. The features are deep, but the best of them still sit behind option groups on the volume trim.

The refreshed 2025 Ram 1500 opens with the Tradesman at $40,275, a few thousand above the F-150 XL and Silverado WT regular cabs (the DT generation offers no regular cab) but below the Sierra Pro.

Big Horn/Lone Star is the volume trim; the common Crew Cab 4x4 5'7" box starts at $51,535 and a typical Level 1 equipment group lands it near $54,000 — between F-150 XLT SuperCrew (~$50,650) and Silverado LT Crew (~$57,500).

Projected 5-year maintenance and repair costs sit in the middle of the full-size truck class, averaging the two available industry projections.

Heavy factory incentives and the 2025 HEMI deletion weigh on residuals; projections put the 2025 Ram 1500 near half its value after five years, below F-150 and Silverado/Sierra projections.

Ram's basic limited warranty is the industry-floor 3 years/36,000 miles, matching Ford and GM full-size trucks.

Powertrain coverage is 5 years/60,000 miles on gas 1500s, matching Ford and GM; eTorque mild-hybrid parts carry longer emissions-related coverage.

Ram includes no complimentary scheduled maintenance (Chevrolet/GMC include one visit, Ford offers FordPass points), leaving 5 yr/60,000 mi roadside assistance plus SiriusXM and Uconnect connected-services trials as the only perks.

$54,000 volume-trim price minus its estimated resale value after 5 years (50% retained, or about $27,000) leaves about $27,000 in depreciation. Add the projected $6,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $33,600 in total.

2025 is the launch year of the mid-cycle refresh that dropped the 5.7L Hemi and made the new 3.0L Hurricane twin-turbo I-6 the volume engine, and Consumer Reports rates this specific model year far below average. Owners report the Hurricane's catalytic converters melting and coolant getting into the intake. J.D. Power's strong Ram 1500 results come from earlier, pre-refresh model years (the 2026 VDS covers 2023 trucks), so they don't offset launch-year risk for 2025. The split sources earn a low-band score rather than the floor.

The sources disagree. Consumer Reports keeps Ram in the bottom third of brands, held down by electrical faults common across Stellantis. J.D. Power puts Ram near the top: it was the #1 brand overall in the 2024 Initial Quality Study and its trucks rank well in recent dependability studies. Averaged, that is the low edge of mid-pack.

MY2025 carries eight NHTSA campaigns, most of them software faults that came with the refresh's new electronics. They cover the instrument cluster (twice), rear camera, headlight module, TPMS message and trailer-brake/lighting control. There is also a wheel-hub encoder-ring defect that can disable stability control, and a 1.27M-truck campaign for misinstalled 2nd-row seat-belt anchors that spans the whole 2019–2026 generation. None involves fire or the powertrain, but eight in one model year is high for the segment, and a law firm is investigating Hurricane engine shutdowns.

For 2025 the Hurricane I-6 replaced the Hemi as the 1500's main engine, so most buyers got an engine with no high-mileage record and early failures already reported. Owners describe catalytic converters overheating, coolant getting into the intake, thermostat failures and loose purge lines, and lawsuits cite trouble within the first few thousand miles. One trade outlet argues these failures are isolated. Two proven parts keep the score above the floor: the 3.6L Pentastar V6 base engine (in production since 2011) and the ZF-derived 8-speed automatic.

Reviewers have treated the Ram 1500 cabin as the class benchmark since the 2019 redesign. The 2025 refresh added an optional 14.5-inch Uconnect 5 screen and the new Tungsten flagship trim. Even volume Big Horn/Lone Star trims have more soft-touch surfaces than the equivalent Silverado or F-150.

Physically the trucks come off the Sterling Heights line well assembled, and Ram won J.D. Power IQS segment awards just before the refresh. But owners of launch-year 2025 trucks report repeated electrical and software faults: clusters, cameras and battery drain, with one owner logging three electrical failures by 11,000 miles. Initial-quality surveys count these as defects, which puts the 2025 below the pre-refresh trucks.

Roughly 2,300–2,400 CDJR rooftops give Ram dense coverage, including the rural markets where full-size trucks sell. The service experience holds the score down: Stellantis brands finish below the mass-market average in J.D. Power's Customer Service Index, and owners report backorder delays on parts for the new Hurricane engine.

Generic DT-generation parts are plentiful and the aftermarket is huge, because the Ram 1500 is one of America's three best-selling vehicles. The 2025 volume engine changes that picture. The twin-turbo Hurricane is new to independent shops, its parts are largely dealer-sourced, and an out-of-warranty repair to the turbos or emissions hardware costs far more than a Pentastar or Hemi job. Air suspension adds the same cost risk.

For 2025 the volume Big Horn still came standard with the 8.4-inch Uconnect 5 screen. The improved 12-inch screen was optional on Big Horn and standard from Laramie up, and the new 14.5-inch screen was the class's largest.

Uconnect 5 remains one of the best systems in the class, with a logical layout, split-screen support on the big screens, and physical volume and climate controls kept. Some 2025 reviewers note occasional lag and clunky menus, and the 8.4-inch base unit is cramped.

Every 2025 trim gets Uconnect 5, including the 8.4-inch base unit, and every Uconnect 5 screen supports wireless Apple CarPlay and Android Auto.

Uconnect 5 has TomTom-based navigation (standard on the 12- and 14.5-inch screens) plus Alexa built in. Both are functional, but most owners default to phone projection, and the native nav isn't standard on the 8.4-inch volume setup.

The new 23-speaker, 1,228-watt Klipsch Reference Premiere system is among the best in any truck, with a mid-grade premium system in between. The base audio on volume trims is ordinary.

A crisp 12.3-inch configurable digital cluster is available, but volume trims keep analog gauges around a smaller TFT display, so full digital is effectively an upper-trim feature.

Uconnect 5 receives over-the-air infotainment and map updates, and Stellantis has pushed some module updates. Several 2025 recalls (the instrument cluster and the camera) still needed dealer visits, which suggests OTA coverage stops short of whole-vehicle.

The Ram app covers remote start, lock/unlock, vehicle locate and health reports, and for 2025 it adds a smartphone digital key. The richer connected services become subscriptions once the trial ends.

Device power is a genuine strength. There are USB-A and USB-C ports in both rows, a class-exclusive dual wireless charging pad, a 115-volt cabin outlet, and available RamBox in-bed power.

Keyless Enter 'n Go and remote start come on Big Horn and up, a power tailgate is available, and the 2025 refresh adds a phone-as-key through the Ram app. The base Tradesman still uses a conventional key.

A rear camera with dynamic grid lines and front and rear ParkSense sensors are widely fitted. A 360-degree camera, a digital rearview mirror and passenger-screen camera views are available, but GM's trailering camera suite offers more views.

A large, configurable full-color HUD (up to a 10-inch field) is offered, but only on upper trims, not the volume Big Horn.

This is the best car-seat cabin in any pickup, with 44.8 in of Crew Cab rear legroom, tall square rear doors and a flat floor. A high step-in height and an open bed that's no substitute for a closed cargo hold keep it out of the top band.

Standard ADAS is broad after the 2025 refresh, adding pedestrian AEB, lane keep assist and blind-spot monitoring. Crash results hold it back: 4 stars overall from NHTSA and a Poor result in IIHS's updated moderate-overlap test.

This is the strongest family cabin in the half-ton class, with a coil-sprung ride, the quietest cabin, class-leading rear legroom, a reclining rear seat, USB-C in both rows and a 115-volt outlet. It has no rear entertainment, and the bed isn't weatherproof without a tonneau.

The most relaxing half-ton to commute in thanks to its ride, its quiet cabin and a smooth 8-speed behind a torquey Hurricane six, with adaptive cruise with Stop & Go. It's still a 19-foot-plus truck with a big forward blind zone and short published front legroom.

It's expensive per commuting mile. The volume Hurricane SO 4x4 returns 19 MPG combined, and the EPA estimates about $3,550 a year in fuel. Ram includes no free maintenance and residuals are weak.

The Crew Cab short box is 232.4 in long and 81.2 in wide, with a 46.2-ft turning circle, so it's awkward in garages and tight lots. Front and rear sensors and an available 360-degree camera help.

It's a real work truck, but the least work-focused of the domestic three. It tows up to 11,580 lbs (about 1,700–1,900 lbs behind the F-150 and Silverado) and carries up to 2,300 lbs of payload. The Hurricane's 469 lb-ft is strong under load, but there's no regular cab and no 8-ft box.

As the launch year of the refresh, 2025 replaced the long-proven HEMI with the new Hurricane I6, which has no high-mileage record, and it carried eight NHTSA campaigns, mostly software. The steel body, the vinyl-floor Tradesman and deep parts supply help.

On jobsite storage it leads the class: lockable and drainable RamBox bins, adjustable tie-down rails, a multifunction tailgate and a hose-out Tradesman floor. Its 115-volt/400-watt power is far short of Ford's Pro Power Onboard.

It's the best mile-eater in the class, with the quietest cabin, a coil or air ride and excellent seats. For 2025 it adds Hands-Free Active Driving Assist and range of about 494 miles, or about 627 miles with the 33-gallon tank.

4x4 is available across the range, with an e-locker and air suspension available. The Rebel and the new RHO (35-in tires, Bilstein Blackhawk e2 shocks) are genuine off-roaders, and the 11,580-lb tow rating covers most toys.

A 53.8 cu ft bed (61.3 with the 6'4" box) plus RamBox bins, rear in-floor storage and a flat floor with the rear seats folded give it exceptional gear flexibility. It needs a tonneau to keep the bed weathertight.

The coil-spring rear (air optional) gives the best body control and bump composure among half-tons, which helped the 2025 Ram 1500 make Car and Driver's 10Best as the only full-size pickup. It's still a heavy, high-CG truck rather than an engaging one.

The electric steering is accurate and stable on-center but well isolated, giving little feedback: precise enough, but numb.

Braking is stable and straight, with large 14.9-inch discs available. Instrumented stops for current-generation crew cabs land mid-pack for the class, and there's no eTorque regen blending on the Hurricane to muddy the pedal.

The 3.0L Hurricane twin-turbo I6 is smooth and pulls from low rpm with little lag, and the 8-speed automatic is the class's calibration benchmark. Reviewers call it more refined than the HEMI it replaced.

It's very quiet and smooth at cruise, but the Hurricane sounds characterless and somewhat coarse at full throttle. Car and Driver noted the HEMI sounded better.

The volume Crew Cab short box turns slightly tighter than an F-150 SuperCrew 5.5-ft (47.8 ft) and matches the Silverado Crew Short Box.

This is the class benchmark cabin: wide seat and wheel adjustment, a commanding view, and physical climate and volume controls kept beneath the screen. A high step-in and thick pillars are the main demerits.

The volume Hurricane SO is quick for a full-size truck (4.8 s to 60) and the chassis is pleasant, but it's comfort-first and the V8 character is gone. The 540-hp RHO is the entertaining one.

The 2025 refresh made a 12-inch Uconnect 5 touchscreen with wireless CarPlay/Android Auto standard fleet-wide, including the Tradesman, which is more generous than the F-150 XL; the Big Horn adds LED lighting, remote start and the core driver-assist suite, but the base engine is the 305-hp Pentastar V6 eTorque and the digital cluster, HUD and surround view are options.

A ~$54,000 Big Horn Crew Cab delivers the segment's best ride (coil-spring rear) and class-leading cabin and infotainment, and real transaction prices sit well below sticker; but Laramie now starts at $60,030 with the Hurricane I6 and upper trims climb steeply, and weak resale claws back part of the value.

Ten trims from Tradesman and Tradesman HFE through Warlock, Rebel, RHO, Limited Longhorn and Tungsten give the widest price ladder in the class, but the DT generation has no regular cab or 8-ft bed and the 2025 lineup dropped the HEMI V8, leaving only the 3.6L V6 eTorque and the 3.0L Hurricane I6 in two tunes.

Ram remains the third-best-selling full-size pickup and a top-ten US vehicle, but pickup volume fell sharply in 2024 (HEMI-deletion backlash, Classic discontinued, slow refresh launch) and was only flat in 2025, well behind F-Series and Silverado.

Ram carries real aspirational equity at the top (Limited, Tungsten, RHO) and a loyal following, but the 2025 HEMI removal angered core buyers, Stellantis brand reliability rankings are weak, and residuals trail Ford/GM.

The 2025 Ram 1500 is among the most heavily incentivized trucks on the market: 0% APR for 72 months on select models, up to $5,250 customer cash, $2,000 bonus and loyalty cash, and public Employee Pricing events — real buyer savings below sticker.

The DT generation dates to MY2019, but MY2025 is a major mid-cycle refresh: new front/rear styling, Hurricane twin-turbo I6 replacing the HEMI, RHO replacing TRX, new Tungsten flagship and 14.5-inch Uconnect 5 — keeping it current though the platform is in its seventh year.

The 2025 Ram 1500 won MotorTrend's 2025 Truck of the Year and was the only full-size pickup on Car and Driver's 2025 10Best list, with reviewers praising its ride, luxury cabin and Hurricane engines; the HEMI deletion and Consumer Reports' reliability reservations are the main criticisms.