RAM 1500 Big Horn 2023 Review

How much does the RAM 1500 Big Horn cost?

The days when you could buy a new RAM 1500 pick-up – converted locally to right-hand drive by Walkinshaw Automotive for the US brand’s factory-backed importer, RAM Trucks Australia – for less than $100,000 are now over.

Whereas the old DS-series Quad Cab Express opened proceedings from $79,500 drive-away at launch in 2018, and the DS Crew Cab Express was most recently priced from $98,950 drive-away, the DS RAM 1500 well has finally run dry. All sold. Gone.

It ends a hugely successful period during which more than 20,000 RAM 1500 pick-ups were sold in Australia over the past five years, the vast majority of them being DS models that date back as far as 2009.

The more expensive fifth-generation DT-series RAM 1500 launched Down Under alongside the DS during 2021, opening at a premium $114,950 plus on-road costs for the Laramie – a model which is now priced from $127,950 plus ORCs.

That’s created a Grand Canyon-sized hole between the sold-out DS and the ongoing DT, so RAM Trucks Australia – which is also facing the fact that the new Detroit-backed, RMA-converted Ford F-150 arrives soon from $106,950 – has launched a more affordable DT RAM 1500: the Big Horn, which butts in at $119,950 plus ORCs.

OK, $120K is perhaps not as low as many had expected, but that’s where it’s at. RAM pricing sure has risen sharply over the years and yet RTA is still selling every truck it can convert.

The Big Horn’s base price is for the 5’7” (1702mm) tub, while the longer 6’4” (1930mm) variant driven here is available from $120,950 plus ORCs – a single $50 bill beneath the RAM 1500’s other key rival in Australia, GMSV’s Chevrolet Silverado, which is also converted by Walkinshaw and starts from $121,000.

What equipment comes with the RAM 1500 Big Horn?

The 2023 RAM 1500 Big Horn still has a petrol V8 and an all-important 4.5-tonne towing capacity, and picks up plenty of improvements with the DT generation.

But it also loses some gear that was included on the DS Express and goes without a lot of equipment found on the DT Laramie.

So this big RAM, after being shorn and dropped through the slide chute, mightn’t look scrawny but has less meat on the bones than more expensive models in the pen.

That’s not immediately apparent with the Big Horn’s imposing size, heavy chrome across the body, front tow hooks, side steps, twin tailpipes, tinted windows, large power-folding side mirrors (with handy courtesy lights embedded), tailgate damping/locking and a spray-in bedliner.

Notably, the more aggressive vented bonnet found on the DS Express has gone. The standard wheel size is also down from 20-inch alloys to 18-inch.

Inside, the seats are trimmed in ‘diesel grey’ cloth and front seat adjustment is a manual affair, moving fore/aft and reclining only.

There is, however, heating for the front seats and the (leather-clad) steering wheel, and although the rear seats have a beaut 60/40-split ‘stadium-folding’ function to maximise cabin load space, you can’t adjust the seatback angle for improved passenger comfort.

The air-conditioning system is manual, too, with automatic dual-zone climate control (as fitted in the DS Express) only found further up the DT hierarchy. The electric windows include one-touch up/down for the driver and front passenger, plus an opening panel in the rear glass at the back of the cab.

We’ll dive into more discrepancies in the safety and tech sections, but for sheer pampering and feelgood factor in a $120,000-plus vehicle, the Big Horn feels clipped.

Laramie is plumper with its partial leather trim, remote start/proximity key, climate control, compass gauge, adjustable pedals and power operation for the side steps, tailgate release and front seats (including driver position memory, height and lumbar adjustment).

The front seats in Laramie are ventilated, too, and rears are heated and recline.

Tow bar and 12-pin wiring harness fitment are included on all RAM 1500 pick-ups, but the mount kit (50mm or 70mm) is optional. So too is a tonneau cover. And sadly RAM’s handy RamBox tray storage system isn’t available on Big Horn.

Warranty is limited to three years/100,000km, with roadside assist thrown in for the same period. Service intervals are every 12 months/12,000km; expect to pay more than $600 per visit, on average, across those first three years.

How safe is the RAM 1500 Big Horn?

The 2023 RAM 1500 Big Horn has six airbags protecting vehicle occupants in the event of a crash.

The active safety systems, which prevent a crash from occurring in the first place, are common electronic aids rather than advanced driver assistance systems (ADAS). Think ABS brakes, electronic brake-force distribution, hill start assist, trailer sway control and traction and stability control.

Tyre pressure monitoring is included, there’s a clear reversing camera with guidelines and front and rear parking sensors, but autonomous emergency braking (AEB) only becomes available from the Laramie grade. You’ve got to go even higher for a 36-degree camera and common ADAS such as blind spot monitoring, lane departure warning, pedestrian detection and park assist.

The Big Horn does not have rain-sensing windscreen wipers that are commonly found on new vehicles and the cruise control is not adaptive. Similarly, the headlights have an automatic dusk-sensing function, but you need to move up to Laramie for auto high-beam control and better LED technology over halogen.

The rear bench has ISOFIX points for securing three child restraints, each supported by a top tether anchorage comprising a metal ring attached to a fabric strap.

There is no ANCAP safety rating for the RAM 1500, but US testing of left-hand drive models by the Insurance Institute for Highway Safety (IIHS) produced a good result – with the optional AEB and other ADAS functions that aren’t available on the Australian-spec Big Horn.

Both five- and four-star results have also been achieved in National Highway Traffic Safety Administration (NHTSA) testing, depending on the model, pointing to relatively good crash performance but, again, not providing a directly comparable result for our RAM 1500 Big Horn.

What technology does the RAM 1500 Big Horn feature?

The specification shearing undertaken with the 2023 RAM 1500 Big Horn continues with its infotainment tech offering.

An 8.4-inch Uconnect touch-screen is provided, supported by clear graphics, simple operation, wireless Apple CarPlay and Android Auto, Bluetooth and six-speaker audio with steering-mounted controls.

There’s no satellite-navigation like there was with DS Express, and which is also found on the higher-grade Laramie.

The Big Horn has a dash-top 12V outlet and three USB-A and two USB-C ports for the driver and front passenger, but rear seat occupants go without.

That’s where the Laramie goes the extra distance with four extra USB ports and, while we’re at it, includes a larger 12.0-inch touch-screen, monster 19-speaker 900W Harman Kardon stereo, wireless phone charging pad and a 7.0-inch digital display within the instrument cluster.

On the latter, the Big Horn makes do with a 3.5-inch screen for showing trip computer functions.

What powers the RAM 1500 Big Horn?

As per all other models in the range, the 2023 RAM 1500 Big Horn has a 5.7-litre (5654cc) HEMI V8 to shift its considerable mass.

It’s an old-school pushrod design with 16 valves and a cast-iron block – using aluminium alloy heads with hemispherical combustion chambers, hence the name – however, it has been modernised in this DT generation with a 48-volt mild-hybrid system dubbed eTorque and (switchable) automatic engine idle-stop.

As before, also in the name of economy, cylinder deactivation will automatically shut down four cylinders on the highway and active grille shutters help reduce aerodynamic drag.

The HEMI V8’s outputs have held firm from DS to DT, too: 291kW (395hp) at 5600rpm and 556Nm of torque at 3950rpm. The rev-limiter is set at 5800rpm.

An eight-speed automatic transmission combines with a part-time four-wheel drive system with 2WD High, 4WD Auto and 4WD High/Low range.

How fuel-efficient is the RAM 1500 Big Horn?

Tipping the scales at more than 2.5 tonnes, the 2023 RAM 1500 Big Horn is officially rated the same as all other models in the range for consumption, claiming 12.2L/100km on the ADR combined cycle.

That’s a lab-derived figure though, and in the real world the V8 petrol-powered Big Horn can’t mask the fact that it’s a thirsty beast, even with the fuel-saving tech mentioned in the previous section.

It gulped down 13.5L/100km when we ran the 1500 from the outer eastern suburbs of Melbourne on our first drive, heading straight for the highway and open country roads.

That figure comes from a 150km stretch in rear-wheel drive, unladen and with the idle-stop system engaged. Over 400km through South Gippsland, with various road conditions and a short off-road excursion thrown in, we averaged 14.7L/100km.

Considering the Big Horn’s 98-litre fuel tank (down from 121L in the DS Express), this translates to a driving range of about 650km – much less than the theoretical range of 800km based on the manufacturer’s claim. Expect more frequent fuelling stops if you’re carrying heavy loads or towing.

What is the RAM 1500 Big Horn like to drive?

When the road is long, and open sky fills the view ahead, the 2023 RAM 1500 Big Horn is a beautiful truck to drive – comfortable, competent, effortless.

But it’s a guzzler, expels too many emissions and intimidates other drivers on the road. It devours credit card balances and draws looks of admiration and scorn in equal measure.

It pays to remember that this is a specialist, hard-core vehicle designed for shifting loads that other utes and SUVs can’t (or shouldn’t) manage. It has a ladder-frame chassis, steel four-door cab and a solid-axle rear suspension, so it’s heavy and, together with its sheer size, comes with inherent compromises on the road.

The turning circle is a mammoth 15.2m and its 6.2m overall length sees the Big Horn stick its big arse out of car parking spaces and even my garage, so be prepared for a house reno with your purchase too.

With all that said, the Big Horn is remarkable for being so well executed. Those parking manoeuvres aren’t too difficult to complete unless it’s a tight squeeze, the steering is nicely weighted at high and low speeds alike and the ride quality, even over lumpy and crumbling bitumen, isn’t too bad in this extra-long-wheelbase (3898mm) ute with its heavy-duty shockers.

It’s a bit floaty, and can be jittery, but not excessively so, and the ride comfort does not negate a surprising degree of integrity to the way this truck handles. It’s all relative to the size and weights involved, but the Big Horn is settled and stable on rough and winding roads, whether tarred or dirt.

The brakes are good for feel and effectiveness, and while there’s some wind noise coming off the large wing mirrors at higher speeds, overall refinement is outstanding for a dual-cab of any size.

The highlight for mine is the HEMI V8. For all its environmental flaws, this engine also lifts the spirits with its strong and smooth acceleration, responsiveness, muscularity, fine partnership with the automatic transmission and, most of all, its stirring, sporting note.

We didn’t hitch up on this occasion, but with some payload added the Big Horn – which might not be a V8 for too much longer – made light work of the extra kilos on board.

The drive would be better with traffic sign recognition, blind spot monitoring, lane departure warning, stronger headlights, native sat-nav, a surround-view camera and active cruise control. But the fundamentals of the Big Horn are sound.

As a footnote, the cruise control ran 4km/h over the set speed (as displayed by the digital and analogue gauges), raising a question over local calibration.

How good is the RAM 1500 Big Horn off-road?

This is a 2023 RAM 1500 Big Horn, not a mountain goat, so taking it off-road requires careful route planning and consideration.

This truck is 6142mm long, 2474mm wide and 1968mm tall, so narrow and overgrown bush trails constitute a hostile environment. 4x4 enthusiasts will modify the Big Horn as required given its highway-rated Goodyear Wrangler tyres and unremarkable clearances: 217/220mm (front/rear axle), with angles of 20 degrees (approach), 21.7 (departure) and 17 (ramp-over).

There’s no air suspension as found at the top of the range, and no locking rear differential, but a limited-slip rear diff is included. The part-time four-wheel drive system is easy to engage via a rotary dial on the dash, shifting through 2WD High, 4WD Auto and 4WD High/Low.

Even on the stock tyres, the Big Horn will comfortably plough through muddy sites, which will be important for typical owners negotiating horse floats, cattle trailers, boats and caravans.

How much can the RAM 1500 Big Horn carry?

For most buyers, the 4500kg braked towing capacity is a key selling point of the 2023 RAM 1500 Big Horn. That’s not say you’re hitching up a van or trailer that heavy given the gross combined mass (GCM) is 7713kg, but it provides scope for some serious load lugging.

Across the DT RAM 1500 range, gross vehicle mass (GVM) is 3450kg and front/rear axle load 1770/1860kg. The tow limit is based on a 70mm ball, dropping to 3.5t with 50mm. The reversing camera provides a good view of the tow hitch and, as before, there’s a selectable tow/haul mode.

The Big Horn with 6’4” tub as driven here has a 2550kg kerb weight and a 878kg maximum payload.

The tray holds 1.7 cubic metres and measures 1937mm long, 1687mm wide (1295mm between the wheel-arches) and 545mm deep. There’s a spray-in bedliner, two lights near the tailgate, tie-down hooks at all four corners and a sliding rail system along the sides. No standard tonneau and no RamBox fitment at this level.

The rear bumper can be used a step but feels a bit flimsy with your 90kg correspondent standing on it. Damping takes all the effort out of lowering and raising the tailgate; ditto for the handy bonnet struts at the front-end.

What is the RAM 1500 Big Horn like inside?

Step up and climb into the cavernous 2023 RAM 1500 Big Horn, then settle into the cushy front seats, and you reach a point where it’s easy to overlook equipment omissions and simply savour the view – outside and across the dashboard and centre console.

The dash presentation is attractive and has a quality, premium feel, with no immediate signs that this truck has been through a right-hand drive ‘remanufacturing’ process in Australia.

The conversion is outstanding, although you do have to live with the fact that oft-used controls are on the far left-hand side of the touch-screen or lower stack – fan speed, volume, mute, menu buttons, app shortcuts, etc.

There’s a pervasive plasticky odour that probably comes from the RHD work, and the steering wheel creaked loudly when turning at low speeds across our week-long loan, but we suspect both are temporary new-build issues.

The limited range of manual seating adjustment doesn’t prevent the driver from finding a suitable upright, commanding position, helped by tilt and telescopic steering wheel movement.

The steering wheel controls are easy to master (negating a few of the ergonomic issues mentioned above) and a digital speedo can be displayed in the instrument binnacle, compensating for the lovely but hard-to-read cluster of analogue gauges. The trip computer is a good reference point but is missing a distance-to-empty estimate.

The centre console is actually a bolted-down, US-spec dickie seat – keeping this a five-seater and in line with Australian design rules – but still provides a broad and comfortable arm rest with easy access to cup/bottle holders, a lidded compartment underneath and a handy upright mobile phone recess at the edge.

This points to the ample and well-considered storage facilities throughout the Big Horn, from the giant double-decker door bins and two glove compartments (the upper one with a light, the lower with a lock) to the upper dash shelf, handy floor trays and, in the rear, lidded underfloor containers, seatback pockets, console cubby and abundant space under the bench.

The outer rear seats are just as big and comfortable as you’d expect in a cabin that is simply huge; the centre rear position doubles as a pull-down arm rest (with cup holders), but it’s acceptable.

There are no overhead grab handles in the Big Horn, but the door grips and pillar-mounted handles suffice. There are air-vents to keep everyone cool but no rear USB points for mobile devices.

Flip up the stadium-style rear seats and you can stack in plenty of extra cargo in a space that’s 1500mm wide and 900mm long – and tie it all down using the four rings provided.

Should I buy a RAM 1500 Big Horn?

The 2023 RAM 1500 Big Horn has risen from the ashes of the now-retired DS-series to stand tall in front of the DT range, like the Big Merino in Goulburn.

Walkinshaw Automotive has again impressed with the conversion to right-hand drive and the American pick-up truck’s core attributes hold true – the sweet V8, soothing long-distance running, cavernous interior and, as much as anything else, its readiness to tackle heavy-duty applications.

That last point is crucial, because if there’s no need for higher towing limits there are smaller, more accomplished, better equipped and more affordable vehicles out there.

At less than $100,000, the DS-series RAM 1500 Express was a temptation that many buyers who might otherwise have bought a LandCruiser, Ranger or [insert model here] simply couldn’t resist.

But this advantage is lost with the DT-series Big Horn, which misses too many features to make it worth $120K-plus, given you can buy a much higher-spec model further up the RAM 1500 line for $8000 more.

2023 RAM 1500 Big Horn at a glance:
Price: $119,950 (plus on-road costs)
Available: Now
Engine: 5.7-litre V8 petrol
Output: 291kW/556Nm
Transmission: Eight-speed automatic
Fuel: 12.2L/100km (ADR Combined)
CO2: 283g/km (ADR Combined)
Safety rating: Not tested