2025 RAM 1500 Reviews, Pricing & Specs

For anyone not intimately familiar with the fifth-gen Ram 1500, this refresh errs on the side of subtle. The front fascia has been revised, the “RAM” badge sits higher, and the grille is larger and more firmly contoured. There are eight different grille treatments total for the 2025 Ram 1500 lineup. We spent most of our time with the Tungsten, the new top-of-the-line trim. It sports chrome trim and body-coloured bumpers, giving it a more premium and car-like look. This makes it clearly distinct from, for example, the Rebel, which features a darker headlight finish, black grille surround, and black powder-coated steel bumper. Both Tungsten and the next-highest trim, Limited, will also come with a walk-up animation feature that’s new to the lineup for 2025. LED headlights are now standard on the Ram 1500, though not every trim gets the high-tech versions.

Each trim’s individual character is reflected inside as well. Laramie debuts a new Bison Brown/Sea Salt interior colour scheme with chevron trim. Longhorn features a monochromatic treatment of Bison Brown along with rear saw-cut barn wood and hammered metal. Limited has a new Black and Ebony Red interior with ebony veneer. And, of course, the new trim gets a new colour combo: the two-tone Indigo and Sea Salt interior is exclusive to Tungsten.

There are new trim pieces and surface materials inside every Ram 1500 for 2025. In our Tungsten tester, these come in the forms of a suede headliner, Natura Plus leather, dual chrome trim, and carbon fibre with a diamond weave pattern. The hinged lid of the massive centre console is covered with diamond-quilted leather and crowned by a shining “TUNGSTEN” badge featuring the individual truck’s vehicle identification number (VIN), and the diamond leather makes another appearance inside the door cards. The dual-pane panoramic moonroof feels like it’s straight out of the Grand Wagoneer. Ultimately, only the controls on the dash and the shape of the centre display hint at utility. The effect is otherwise plenty luxurious enough to satisfy a Lincoln or Mercedes owner.

While the 3.6-litre Pentastar V6 carries over as the base engine, the iconic HEMI V8 has parted ways with the Ram 1500 lineup. The powerplant taking its place as the optional upgrade is new to Ram, though not to Stellantis products: It’s the 3.0-litre Hurricane twin-turbo inline-six seen in the Wagoneer and Grand Wagoneer. In its base form, this new motor supplies the truck with 420 horsepower and 468 lb-ft of torque. The high-output version bumps that up to 540 and 521.

Though fuel-economy numbers are not yet available, Ram reps tell us that the new, more-efficient engine architecture translates to better fuel efficiency, even during trailer towing. For maximum towing capacity, which is now 5,252 kilograms (11,580 pounds), you’ll need the standard-output Hurricane I6. Max payload reaches 1,043 kilograms (2,300 pounds) in vehicles properly equipped with the Pentastar engine.

Every engine comes with the eight-speed TorqueFlite automatic transmission, a carryover from last year. We found shifts to be smooth and they felt appropriately timed. We also liked that the steering weight felt well-suited to a full-size truck.

We had the opportunity to test both the Limited and the Tungsten on highways and backroads, and we also got to drive the Rebel trim on an off-road loop which included a variety of terrains and obstacles. With its 33-inch Goodyear Wrangler tires, Bilstein shocks, and factory lift, the Rebel impressed on loose rubble, over muddy ruts and boulders, through standing water, and in a Baja stage. It was equipped with the available air suspension, which becomes standard starting with the Longhorn trim, meaning we were able to raise it at the push of a button.

In fact, every vehicle we drove was equipped with the air suspension. It made for a comfortable ride on road, and in addition to off-roading, its five settings also have applications for fuel economy and ease of entry and exit. For truck buyers who prefer to walk the middle ground, a new 3.55 rear axle ratio has joined the list of options that also includes 3.21 and 3.92.

The 2024 Ram 1500 offered eight-way power adjustable front seats at the top end of the lineup. The 2025 model blows that out of the water, tripling the customization options. The 24-way power adjustments are managed through door-mounted controls and can be fine-tuned from a menu in the infotainment screen. Even the headrests have four-way power adjustments, and there’s a massage function, which is a first for the Ram 1500 lineup. (Massaging seats become standard on the Longhorn trim.) Our Crew Cab Tungsten tester also featured heated and ventilated seats front and rear, with a yawning 1,138 millimetres of rear-seat legroom. This is actually a very slight decrease from last year’s 1,148 mm, but it certainly felt like plenty. Dimensions up front remain the same, at 1,038 mm of headroom and 1,038 mm of legroom regardless of cab configuration.

Ram has deliberately retained the hard controls for climate and audio. Further high-demand features remain anchored in a menu at the bottom of the touchscreen, and beneath it are physical buttons for critical truck functions like towing. The power telescopic trailer tow mirrors previously seen on heavy-duty Rams are now available on the 1500 lineup as well.

The fully loaded Tungsten we tested came with the RamBox cargo management system, which adds two lockable, weather-proof compartments on either side of the bed. It also featured the power open/close tailgate providing access to a 6-foot-4-inch bed with two covered power outlets. The on-board power inverter can produce up to 2 kilowatts, but do note that it does not run while Hurricane-equipped vehicles are in motion. Those who need that power flowing while literally on the go will have to opt for the Pentastar V6.

Perhaps the most salient new feature for 2025 is the 10.25-inch passenger screen, which becomes available starting with the Laramie trim. It’s designed to give the passenger privacy, avoid distracting the driver, or both—we couldn’t even tell whether it was on or off from the driver’s seat. In the passenger’s seat, facing it head on, you can access navigation, external cameras, and entertainment. An HDMI port is provided in the centre console to support smartphone mirroring and streaming. We also counted 11 USB-A and USB-C ports, six (three of each) in the centre console alone.

Even without this new screen, digital display acreage is up over last year’s Ram 1500 cabin. An 8.4-inch flush screen is now standard even for the base Tradesman trim, and there’s a new 12-inch screen available as well. Every model we tested sported the new and massive 14.5-inch touchscreen, which has plenty of room to spare for that anchored menu of always-accessible controls. It runs a higher-speed version of Stellantis’s Uconnect 5 system. We also had the available dual wireless charging pad, and we liked that it was positioned beneath the infotainment display in such a way that phones remain visible to their owners and also secure. Then there’s the available digital rearview mirror, full-colour head-up display, and 12.3-inch digital driver-information display, all of which the Tungsten had. The driver’s display is highly configurable, with a vast variety of views and gauges and the space to include several at once, and it was easy to cycle through them with a few clicks on the steering wheel.

Last but certainly not least, we have to mention the 23-speaker Klipsch Reference Premiere audio system. This is Klipsch’s debut automotive sound system, and it replaces the 19-speaker Harmon Kardon Premium audio system as the new range-topping option. Considered with the fact that Jeep introduced McIntosh to automotive not long ago, this has us thinking there’s an audiophile among the Stellantis bigwigs.

With the new model year comes Ram’s answer to GM’s Super Cruise and Ford’s BlueCruise. The available Hands-Free Driving Assist system, which Ram characterizes as a Level 2+ semi-autonomous driving system, works on approved roadways and can change speeds appropriately, maintain a safe distance from other vehicles, and keep the truck centred in the lane, all without driver intervention. One differentiator for Ram’s system is that the driver must activate the turn signal to initiate a lane change. Ram reps also told us that they’ve calibrated their system to mirror human behaviours such as moving over a bit—while remaining within the boundaries of a single lane—when another vehicle is passing. It’s easy to imagine that this would make for a more comfortable hands-free driving experience. We tested the feature on a section of highway outside Austin, Texas, that had clearly just been revised, and we found that the truck’s cameras had no trouble distinguishing between the current painted lines and the seams in pavement. It also correctly ignored the very visible ghosts of the previous lane scheme. It will prompt the driver to return attention to the road if it detects that they’ve looked away for more than five seconds at a time, but it is truly hands-free. These advanced driver-assistance systems do function away from the GPS-enabled network of roadways as well; they just require the driver to be hands-on. We liked that because the steering wheel has sensors all the way around, we could keep our hands in our lap rather than at 10 and 2.

Newly enhanced automatic emergency braking on the Ram 1500 now includes evasive steering assist, and Ram reps told us the vehicle’s cameras can detect a cyclist or motorcycle in the blind spot. Blind-spot monitoring is not standard; the same is true of other in-demand features including adaptive cruise control, traffic-sign recognition, and the surround view camera.

In Canada, the 2025 Ram 1500 starts at $62,740 for the base Tradesman trim. This is a substantial increase over last year’s entry point to the lineup, due in part to the fact that Ram is dropping the rear-wheel drive (RWD) drivetrain option from its Canadian line-up. At the opposite end of the range, the Tungsten starts at $109,140, but for comparison’s sake, we must also mention that the Limited clocks in at $96,140. All prices include a $2,195 destination fee. Pricing for the 2025 Ford F-150, Chevrolet Silverado 1500, and GMC Sierra 1500 were not available at the time of publication.

The last time CarGurus experts reviewed a Ram 1500, we effectively concluded that it was great in a vacuum but, as the fifth generation wears on, rather less compelling when pitted against its competitors. Ram has certainly addressed that for 2025. Although this is just a refresh and not a whole new generation, the updates are substantive and often also substantial. We already liked Uconnect 5, and Ram has made it run even faster. We already thought it was a handsome truck, and Ram has sharpened its good looks. We already thought it was comfortable, and Ram has now added massaging seats. Features like the dedicated front passenger’s screen and dual wireless phone charger cannot be found elsewhere in the class. And one important feature that is found elsewhere is no longer glaringly absent on the Ram 1500 lineup: semi-autonomous driving capability. No, it’s not standard, but neither are BlueCruise on the F-150 or Super Cruise on the Sierra and Silverado 1500s. In a segment where even blind-spot monitoring doesn’t have to come standard, it’ll be quite some time before you can get a self-driving truck for cheap. In the meantime, those who can afford it don’t have to look elsewhere; Ram’s now got them covered.

Note: Images show a US model.