2025 RAM 2500 Reviews, Pricing & Specs

Ram heavy duty pickup trucks are anything but subtle. They’re far more imposing than the popular RAM 1500. On every model, a huge vertical grille dominates the front of the truck while somehow managing to blend gracefully into the hood and body sides. There are multiple hood styles, some with aggressive bulges and vents that look cool but disrupt outward visibility. A new split headlight design makes the 2025 Ram 2500 stand out from older models, and the taillights have also been redesigned.

The face of the Ram 2500 changes depending on trim. The entry Tradesman comes standard in cheap-looking black plastic, but it can be optioned with chrome highlights to make it look more like the step-up Big Horn edition. The 4x4-only Power Wagon and Rebel also wear black up front but with a premium finish and unique grille design that sets them apart from the rest of the lineup. Heated cloth seats are standard in the two off-road models but leather is included with optional equipment packages.

The popular Laramie trim level is where the luxury bits really start to make their appearance (along with a corresponding increase in price), with leather seating surfaces in multiple hues and large, vertically oriented touchscreen infotainment systems inside. A Sport Appearance Package adds 20-inch polished aluminum wheels in place of the standard 18s and an aggressive hood design.

Buyers who are looking for the ultimate in luxury to go along with their massive hauling or towing needs can decide between the Limited Longhorn and its cowboy-themed interior — in two-tone brown with filigree accents — or the more understated Limited model that gets open-pore wood and a choice between standard black or black with Ebony Red highlights for the supple leather upholstery. An optional Night Edition package again replaces the Limited’s chrome with dark exterior accents.

The standard powertrain in the 2025 Ram 2500 remains a 6.4-litre Hemi V8 mated to an eight-speed automatic transmission which, with 405 horsepower and 429 pound-feet of torque, is no slouch. We towed nearly 4,100 kilograms (9,000 pounds) up the famous Davis Dam incline that’s used for the industry-standard Society of Automotive Engineers (SAE) J2807 test for towing capacity. The Hemi V8 was forced to keep the revs up to maintain its speed up the intense grade, but it got the job done.

That said, Ram says more than 70% of its customers opt for a diesel engine in their heavy-duty trucks, so the 2025 Ram 2500 benefits from a heavily revised version of the well-regarded turbocharged 6.7-litre inline-six engine from Cummins.

For 2025, the diesel now comes standard in its High Output spec in the 2500, something that wasn’t even available in the 2500 previously. That means 430 hp and 1,075 lb-ft of torque, compared to the 2024 edition’s 370 hp and 850 lb-ft. The newly tuned-up engine is the biggest single upgrade for 2025, but a new eight-speed automatic transmission also replaces the previous six-speed unit, and last year’s selection of axle ratios has been consolidated to a single 3.42 ratio.

Ram’s use of a five-link rear suspension design and coil springs in its heavy-duty 2500 pickup pays dividends on the road, providing a more composed ride over rough surfaces when compared to the leaf springs of other trucks. Optional air suspension packages allow the driver to compensate for heavy loads, and they can even lower the truck’s rear ride height to make it easier to load the bed or hook up a hitch. Considering its size and capabilities, the Ram 2500 rides exceptionally well both loaded and unloaded. We also drove it with 450 kilograms (1,000 pounds) of dog food in the bed, which was donated to local canine shelters afterward.

With its electronic locking front and rear differentials and disconnecting sway bar, the Ram 2500 Power Wagon is the ultimate rock-crawling champion of the lineup. It’s only offered with the Hemi V8, which leaves the Rebel as the best choice for off-roaders who also need to tow heavy loads regularly. We scampered across rutted and rocky landscapes in both the Rebel and Power Wagon models, and while the ultra-capable Power Wagon made it easier to climb the biggest rocks while reducing the level of harshness over big bumps, we conquered all the same obstacles with a bit more patience and head-bobbing in the Rebel.

An Off-Road Group package is optional on other four-wheel drive (4WD) 2500 models, adding Bilstein shocks front and rear, skid plates, and all-terrain tires. Regardless of trim level, all 4WD Ram 2500 trucks feature a two-speed transfer case with a proper low range for serious off-road use.

In addition to all the trim levels we’ve considered, and proving that there’s a configuration for every potential customer, buyers can choose between Regular Cab (Tradesman and Big Horn only, paired with an eight-foot bed), Crew Cab (with a six-foot-four bed or eight-foot bed) or Mega Cab (Laramie, Limited and Limited Longhorn only, paired with the shorter bed). The Crew Cab offers a reasonable amount of space in the back seat for adult passengers. A six-foot passenger can sit behind a six-foot driver without touching the seatback, and there’s more than enough head room. Three adults in the back seat is doable with some elbow touching. If you want maximum spaciousness, the elongated Mega Cab offers limo-like levels of legroom.

Every Ram 2500 configuration has its own max towing rating. At the bottom of the chart sits the Power Wagon at a comparatively low 4,775-kilogram (10,530-pound) limit. Capability rises quickly from there. Popular models like the Tradesman will tow at least 6,800 kilograms (15,000 pounds) with the Hemi V8 and 4WD, but opting for a better axle ratio for towing can improve that figure by more than 900 kilograms (2,000 pounds). Opting for the Cummins diesel can push the figure for properly equipped 2500 trucks as high as 9,000 kilograms (20,000 pounds). If you need to tow more, you’ll need to step up to a Ram 3500 and consider opting for dual rear wheels.

We didn’t approach the Cummins-powered Ram’s maximum tow ratings of 16,600 kilograms (36,610 pounds) when gooseneck trailering or 10,400 kilograms (23,000 pounds) with a conventional hitch. But we did pull a massive fifth-wheel trailer with the aerodynamics of a Rubik’s Cube up the Davis Dam roadway. The experience was much more relaxing than the same trip in a gasoline-fueled truck. The diesel’s low-end torque means the transmission doesn’t have to shift through its gears nearly as often, which leads to a less frenetic experience from the driver’s seat. The diesel’s electronically controlled exhaust brake is great for keeping speed in check on long declines, too.

The 2500’s maximum payload of 1,780 kilograms (3,940 pounds) (or up to 2,000 kilograms (4,420 pounds) with a chassis cab sans pickup box) requires a Regular Cab body and the Hemi V8 engine. The heavy diesel drops payload ratings by around 450 kilograms (1,000 pounds) and the Power Wagon is limited to just 710 kilograms (1,570 pounds) in the truck bed, so buyers will have to make some tough choices when it comes to how they plan to use their trucks. The 3500 series uses leaf springs instead of the more compliant coils of the 2500 trucks and therefore can haul as much as 3,440 kilograms (7,590 pounds) of payload.

If you like screens and believe bigger is better, you’re going to appreciate the Ram 2500. An 8.4-inch touchscreen infotainment system running Ram’s latest Uconnect software comes standard on the two lowest trims, but a desirable 12-inch replacement can be added as part of an option package. The 12-incher comes standard in the Power Wagon, Rebel and Laramie, while an optional 14.4-inch unit is so large it extends up past the top of the dashboard. The biggest screen comes standard on the two upper-crust trims. If that’s not enough screen real estate for you, Ram offers a separate screen for the front passenger that’s not visible from the driver’s seat.

Base trucks get traditional gauges with a small digital information screen, but starting at the Laramie level the instruments are replaced with a 12.3-inch digital cluster. The rearview mirror can also be changed to a screen that shows multiple views of the road behind, including some special split-screen options designed for towing. Those who plan to tow regularly will also appreciate options like the trailer reverse steering control and Trailer Tow Pages in the infotainment system that can store settings for multiple trailers. Unfortunately, Ram has yet to match Ford’s ability to instantly show payload weights and help calculate the optimal tongue weight of a trailer.

Ram offers a comprehensive package of modern safety technologies, but most are not standard across the board. Forward collision warning and automatic emergency braking are standard. Park assist sensors are also included on all but the base Tradesman trim level. An optional Safety Group can be added to Tradesman and Big Horn trucks that includes: adaptive steering, active lane management, automatic high beams, drowsy driver detection, and rain-sensing wipers, all of which are standard on higher trim levels.

Ram also offers a comprehensive suite of camera technologies that are optional on every trim level. A surround-view camera system and a Cargo View Camera can be added through packages, and multiple auxiliary camera-prep setups, including one Mopar-branded version that’s available at Ram dealerships, can be added.

The National Highway Traffic Safety Administration (NHTSA) gave the 2025 Ram 2500 a four-star rating, one shy of the maximum of five. The Insurance Institute for Highway Safety (IIHS) has not rated Ram’s heavy-duty lineup.

In Canada, the 2025 Ram 2500 starts at $58,290 (including the destination charge and other fees). Ram says a popular pick from buyers who primarily use their trucks for work is a Tradesman Crew Cab with the shorter bed and 4WD. Adding the Level 2 Equipment Group adds an attractive chrome appearance package, 18-inch chrome wheels, the 12-inch touchscreen with navigation (plus Apple CarPlay and Android Auto), a nice cloth interior and enough other bonuses that buyers won’t feel like they cheaped out. The Safety Group adds the active safety technology you’ll probably want to have, and the Towing Technology Group brings the truck up to snuff for heavy hauling. That truck would cost just shy of $80,000. Adding the 6.7-litre Cummins turbo diesel engine, as most buyers do, adds $12,995 to that sticker price.

The mid-grade Laramie Crew Cab starts at $82,490 with the Hemi V8 with the diesel engine carrying the same premium. The Power Wagon rings in at $85,885 and the Rebel costs $89,890 before adding the diesel. At the very top of the pile sits the Limited Longhorn, which starts at $91,890 and tops out right around $110,000 in diesel-powered Mega Cab trim, which pushes the price into federal luxury tax territory.

If you’re thinking that’s a lot of money, you’re right. But it’s comparable to the cost of similar heavy-duty trucks, such as the Chevy Silverado HD and the Ford Super Duty. In fact, we had no trouble pushing a GMC Sierra Denali Ultimate well over the hundred-thousand mark and the F-250 in Ford’s premium Limited trim starts around the same price. Ram’s desirable Cummins engine, now with High Output trim standard, is lauded amongst the towing and hauling crowd. And neither Ford nor GM offer a cabin the size of the Mega Cab. All in all, the Ram 2500 is priced competitively with its chief rivals.