RAM 2500 and 3500 2025 Review

Rolling into showrooms this month, the 2026 Ram 2500 HD Laramie model is the same price as before: 172,950 plus on-road costs (ORC), with the heavier hauling RAM 3500 variant priced from $177,950 plus ORC.  

Compare that with the $166,500 starting price of the similarly-specced Chevrolet Silverado 2500 HD LTZ Premium dual-cab pick-up and it appears over-priced.

However, RAM Trucks Australia has packed more bang for your buck into the latest locally-converted 2500 and 3500 duo, which are based on the latest US-spec model released earlier this year.

New standard kit extends to ‘Black Pack’ exterior add-ons including the grille, 18-inch alloys, side mirrors and side steps, together with the ‘Sport Hood’ power bulge bonnet and new front fascia and BiLED headlights.

Inside, there’s a new powered front sunroof and wider 12.3-inch digital instrument cluster to go with new dual wireless smartphone charging, wireless Apple Carplay and Android Auto, and eight USB-A and USB-C sockets in total.

There’s also a new five-seat instead of six-seat layout, for more comfort up front including a large centre console with multi-layer storage, that doubles as a hefty, padded arm rest.

The Cummins-sourced turbocharged 6.7-litre in-line six-cylinder diesel engine has been heavily tweaked and now trumps the Silverado 2500’s 350kW/1322Nm turbo-diesel V8 in the output stakes, delivering 13 per cent more power (313kW at 2800rpm) and 26 per cent more torque than before – a whopping 1458Nm at 1800rpm.

Engine changes include: a redesigned engine block and head, new turbocharger and heavy-duty pistons, higher-pressure fuel system, new performance intake manifold, and larger intake and exhaust valves.

The six-cylinder diesel donk combines with a new eight-speed ZF TorqueFlite automatic transmission that replaces the six-speed automatic, and a more relaxed 3.42:1 final drive ratio.

The new set-up is said to deliver fuel efficiency and noise, vibration, and harshness (NVH) improvements at highway speeds, along with acceleration gains (7.2 seconds from 0-100km/h).

Real time speed limit updates, an improved lane-keep assist system and autonomous emergency braking (AEB) with pedestrian and cycling detection add to the vehicles’ advanced safety suite.

You also get six airbags, adaptive cruise control, blind zone warning, rear cross traffic alert, 360-degree camera, front and rear parking sensors (which come in very handy) and tyre pressure monitors.

The RAM 2500 and 3500 duo are not crash tested for Australasian New Car Assessment Program (ANCAP).

Three exterior colours are available at launch – Diamond Black, Ceramic Grey, and Bright White – with another five hues available later. Ram Trucks Australia has also launched a new towing and payload calculator on its website to assist customers with choosing the right set-up.

The RAM 2500 and 3500 are backed by a three-year/100,000km warranty through RAM Trucks Australia. Service intervals are set at 12,000km/6 months, with three years’ roadside assistance.

Already boasting a spacious, comfortable and well-equipped cabin with upmarket trimmings, the revamped Laramie-spec interior goes up a notch with the new five-seat layout (no more front centre flip-up seat), adding a powered sunroof for front seat occupants, and a user-friendly centre console with big bin within for holding larger items.

Otherwise, it’s business (class) as usual, with leather trim, power-adjustable, heated and cooled front sports seats, an auto-dimming rear-view mirror, keyless entry and engine start, and dual-zone climate control.

Achieving a comfy driving position is made easier with the multi-adjustable heated leather steering wheel and height-adjustable brake and accelerator pedals, along with electric-adjustable (and extendable) side mirrors and an extendable sun visor.

Rear seat passengers are spoilt with lots of leg room, not to mention ventilation options with the powered sliding rear window.

The two outboard seats deliver the best comfort and support, with additional cup holders, vents and USB ports for rear passengers.

The roof cavity for the sliding front sunroof cuts into some rear headroom but it shouldn’t be an issue for most passengers.

The wider 12.3-inch digital instrument cluster along with the central vertical 12-inch infotainment touchscreen adds the vehicle’s user-friendly digital functionality.

Both screens are a cinch to operate, with the new instrument cluster getting a bright and easy to read layout which includes features like navigation with operation via steering wheel buttons.

The highlight of the menu options on the central touchscreen is the multiple camera views such as, a birds-eye 360-degree around the pick-up, side and tray bed, plus two excellent guidance options for reversing and trailer hitching.

Other interior storage standouts include the ‘double decker’ glove box, and under seat rear storage compartments for hiding valuables.

Flipping the rear seat bases also reveals the the sub-woofer for the nine-speaker Alpine stereo and the fold-out platform for creating a flat load space.

The RAM’s 190cm long rear tray comes nicely equipped with a spray-in bedliner, eight tie-downs, LED lighting, and a power opening tailgate, with struts to assist when manually closing it.

There are also permanent and flip-out side steps to help with getting stuff in and out of the tray. However, you’ll pay more for a soft tonneau cover.

At a time when many towing rigs suffer from overloading and overweight issues, the RAM 2500 shines with a Gross Combination Mass (GCM) of 12,750kg, while the kerb weight of 3710kg and 4495kg Gross Vehicle Mass (GVM) delivers a maximum payload of 785kg.

With leaf springs rather than coils at the rear, the RAM 3500 can haul even more with a GCM of 14,333kg and maximum payload of 1652kg.

Maximum braked towing capacity is 4500kg when using a 70mm tow ball hitch, with towing capability extending to 8000kg when using an auxiliary gooseneck tow hitch and air brakes.

At the launch RAM Trucks Australia chose a 3500 HD with the stiffer rear suspension for towing duties, hitched up using a Cruisemaster DO-45 coupling to a 23ft 6-inch JB off-road caravan with a Tare (unloaded) weight approaching 3500kg.

The brawnier RAM barely broke a sweat during a couple of laps around the Lang Lang proving ground, getting up to speed smoothly and swiftly while remaining quiet and composed at up to 100km/h-plus around the closed circuit.

Gear shifts are hardly noticeable from the eight-speed auto which keeps the under-stressed engine barely between 1300rpm and 1800rpm depending on throttle input.

The RAM’s bulk and longer wheelbase also provide a good counter-weight for the heavy van, and there’s no hint of trailer sway, pitch, or roll – all things normally experienced to some degree when towing a similar van with a smaller dual-cab ute.

That said we didn’t test it out on the open road in decent cross-winds or with passing trucks.

The pickup has come off the shelf ready for heavy-duty towing, with a standard tow bar and trailer plug, electric brake controller, exhaust brakes, Tow Haul mode, and extendable towing mirrors with dual sections.

The multiple camera views also come in handy when manoeuvring a rig measuring 15.5m long from tip to tail.

The ride is as relaxed and refined in a 2500 HD without the van behind; the three-link coil front and five-link coil-sprung rear suspension soaking up the bumps while helping disguise the ladder frame/live-axle underpinnings.

The powerhouse engine redlines at 3200rpm and is mostly silky smooth with a hint of big-truck rumble at idle, delivering more big family SUV than light truck vibes behind the wheel.

There’s a peaceful cabin ambience on the highway, with just a hint of engine, tyre and wind noise – ideal for making the most of the booming Alpine stereo.

While it hides its size and bulk well behind the wheel, the 2.6-tonne RAM 2500 HD can prove a handful in traffic, measuring more than 6-metres long, 2.0m high and 2.6m wide.

The side steps and grab rails come in handy when climbing aboard, even for taller folk like me, but the five-seater takes up a lot of lanes – not helped by the extra-large side mirrors.

The wide 14.6m turning circle adds to the dramas although the relatively light, responsive hydraulic-assisted steering helps here. While the front and rear disc brakes are up to the job, the long spongy brake pedal action will take some getting used to.

Also taking some of the shine off an otherwise upmarket presentation are carry-over features like the clunky foot-operated park brake and sturdy column gear shifter.

With so much grunt on tap fuel economy can go either way depending on the job at hand and your style of driving (RAM doesn’t provide official figures).

However, claims of improved fuel economy with the new drivetrain out on the highway could pan out… unless you get addicted to the thrill of powering up inclines or overtaking traffic on your way to the next campsite.

Based on some fuel consumption figures at the launch, it might be reasonable to expect around 15L/100km for general use, and up to 20L/100km or more when towing a big ‘van around the country.

That will deliver a range of around 600km from the 117-litre fuel tank, while there’s another 28.4-litre tank for the AdBlue fluid.

Longer wheelbase aside, the RAM HD utes are capable off-roaders with 237mm ground clearance, 22.9-degrees approach/25.8 degrees departure angles, and a 22-degree ramp over angle, to go with all-terrain tyres and a part-time 4x4 system with low and high range.

Our biggest gripe when towing on bitumen is the lack of full-time four-wheel drive for sealed surfaces – something highlighted quite dramatically on the Lang Lang sealed circuit during a seat-of-the-pants acceleration test while towing.

With pedal to the metal from standstill the seven-tonne rig managed to break traction at the rear tyres in first, second and third gears – something we’ve never experienced before when towing a big ‘van!

The high entry price will also remains a sticking point for many potential buyers, despite the added extras.

Like the Chevrolet 2500, the RAM pick-ups are converted from left- to right-hand drive in Melbourne with full homologation compliance by Walkinshaw Automotive Group.

While the conversion process is extensive and up to original equipment manufacturer (OEM) standards in many ways, the RAM trucks remain at least $6,450 dearer than their main rival.

The Chev 2500 starts at $166,500 and currently out-sells the RAM HD models by around 3:1.

The 2026-updated RAM 2500 and 3500 deliver better value for money now, while continuing to impress with refined, almost effortless performance, composed ride and top-notch cabin comforts.

Simply put, they are great long-distance touring machines and upmarket heavy-duty haulers.

If you’re towing a big boat or caravan weighing up to four-tonne or more for serious distances, it’s a no brainer if you can afford one. Especially given the inherent towing capabilities and safety benefits, and associated peace of mind out on the highway.

You’ll also be less concerned about towing and weight limits when loading up for your next big trip.

However, they remain a niche premium offering at this price and spec-level, particularly when you add in the cost of the ‘van – which is another $172K for the JB Scorpion Sting off-road van in the photos!

2025 RAM 2500 and 3500 at a glance:
Price: $172,950 plus on-road costs (RAM 2500), $177,950 plus ORC (RAM 3500)
Available: Now
Engine: turbocharged 6.7-litre in-line six-cylinder diesel
Output: 313kW/1458Nm
Transmission: Eight-speed automatic
Fuel: 15.0-20.0L/100km (on test)
CO2: NA 
Safety rating: Not tested

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