2025 Ram 1500 First Drive: No More Hemi

Disclaimer: Links on this page pointing to Amazon, eBay and other sites may include affiliate code. If you click them and make a purchase, we may earn a small commission.

1712249278736.png

Can Ram’s Hurricane I-6 replace a beloved V-8?

1712249350385.png

The year was 2003, and America's full-size pickup wars were raging. Dodge had just released its new third-generation Ram 1500 half-ton pickup with an impressive new engine under the hood: the 5.7-liter Hemi V-8. Bolstered by an unforgettable ad campaign, "Hemi" quickly became a household word. The popular engine carried on relatively unchanged for 11 years across three generations of trucks before the 2024 model year was announced as its final hurrah.

With a pair of 3.0-liter twin-turbocharged I-6 engines replacing the Hemi V-8 and an all-new battery electric Ram REV and range-extended Ramcharger on the horizon, 2025 will be a pivotal year for the Ram brand. While there's still more to be seen, it has become clear that the company's combustion-powered 2025 Ram 1500 is more an evolution of the truck we know and love rather than the revolution coming on its heels.

1712249375156.png

Built on Solid Bones​

Ram introduced an all-new half-ton pickup in 2019. This new model shared little more than its interior window switches, bed floor stamping, and a handful of fasteners with the outgoing fourth-generation truck, which graced lots from 2008 to 2018. That fifth-generation Ram 1500 received a new high-strength steel frame, an expanded cabin with more interior space, improved exterior styling and aerodynamics, a luxurious and quiet interior, and modern electronics, among everything else. It was then no surprise when Ram announced that the Hemi-less pickup coming for 2025 would remain relatively unchanged.

1712249359360.png
Engines aside, for 2025 the Ram 1500 also receives a minor exterior update with larger grilles, refreshed bumpers, and updated head- and taillamps. Incandescent lighting is also binned, as all trucks now sport LED headlamps as standard. The new range-topping Tungsten becomes Ram's first trim to swap to a fully integrated front fascia and do away with the separate steel bumper altogether.

Like the outgoing model, the 2025 Ram 1500 can be had in Quad or crew-cab configurations with a 6-foot, 4-inch or 5-foot, 7-inch bed and two- or four-wheel drive. The smaller Quad cab is available only on Tradesman and Big Horn trims. Axle ratios remain the same with 3.21, 3.55, and 3.92 available, as well as open, limited-slip, and electronic locking differentials. Double control-arm front and five-link solid axle rear suspension setups facilitate the smooth ride Rams have been known for since ditching leaf springs in 2009. The multifunction tailgate and class-exclusive RamBox bedside storage cubbies remain on the menu, while a new power lift and lower tailgate function has been added.

More Power, Fewer Cylinders​

The big story for the new 2025 Ram 1500 pickup is the pair of 3.0-liter twin-turbocharged inline-six engines, which—as mentioned—will serve as replacements for the Hemi V-8. Ram refers to them as "SST" (Straight-Six Turbo) engines. Available in regular- and high-output versions, these new powerplants produce 420 hp with 469 lb-ft of torque or 540 hp and 521 lb-ft. The outgoing 5.7-liter Hemi eTorque V-8 made just 395 hp and 410 lb-ft.

These new Ram SST engines are impressive pieces of hardware. Introduced via the Jeep Wagoneer and Grand Wagoneer with lower output ratings, the Hurricane family of engines from which the SSTs spring is built on a robust foundation that starts with a closed deck aluminum block with cross-bolted main bearing caps, a forged steel crankshaft, and forged steel connecting rods. A pair of twin-scroll turbochargers are mounted to the cylinder-head-integrated exhaust manifold, with each unit being fed by three cylinders, which results in quicker-than-average spool-up.

While similar in appearance, there are a few mechanical differences between the standard and high-output engines. Internally, the standard engine uses cast aluminum DLC-coated pistons, but the high-output swaps to forged aluminum slugs. With the top spec engine, maximum boost pressure increases from 22 psi to 28 psi, while compression ratio falls from 10.4:1 to 9.5:1. The ignition coils and fuel injectors are also unique, along with slight changes in the valvetrain. Additionally, the high-output version features larger exhaust piping from the turbochargers. Ram recommends 91-octane fuel for the standard output engine, but requires it to get the most out of the high-output.

For those more comfortable with familiar things, the 305-hp 3.6-liter Pentastar eTorque V-6 carries over as standard equipment for the Tradesman and Big Horn models. The standard-output SST 3.0-liter is optional for the Tradesman and Big Horn as well as standard on Rebel and Laramie trims. Limited Longhorn, Limited, and Tungsten models are exclusively powered by the high-output SST.

1712249399806.png

We Promise, You Won't Miss the Hemi​

The standard-output SST engine's extra 25 horsepower and 59 lb-ft over the old 5.7-liter V-8 are real bumps that can be felt from the driver's seat. With a 135 hp and 111 lb-ft advantage, the high-output 3.0-liter is more powerful than any naturally aspirated V-8 or boosted V-6 fit in any mainstream factory pickup to this point.

Big power is always fun, but the real story is how smoothly and quietly Ram's new SST engines deliver their grunt. Rolling into the throttle from a stop, there is near zero perceptible lag from the turbocharged engines. The TorqueFlite 8HP75 eight-speed automatic transmission has been a staple in the Ram lineup for years and continues to provide incredibly smooth and predictable shifting, keeping the engine in the heart of its powerband as it rows through the cogs. The high-output I-6 only comes paired with 3.92:1 axle gears, giving the truck pep both off the line and passing at speed. It's worth paying close attention to the speedometer, as the limiter can sneak up quickly. We also appreciate that Ram chose to forgo augmented engine sounds in the cabin, satisfied with just the relative silence the trucks are known for along with a touch of turbo whistle.

When we last tested the 2023 Grand Wagoneer L fitted with the 510-hp version of the 3.0-liter twin-turbocharged six, it managed to get to 60 mph in 5.0 seconds and ran through the quarter mile in 13.5 seconds. Seeing that a crew-cab four-wheel-drive Ram truck is nearly 900 pounds lighter than a Grand Wagoneer L and the truck's engine is more powerful, a low-four-second 0-60 time isn't out of the question. That's a blistering pace for a full-size pickup (the 702-hp TRXonlyran a 3.9-second 0-60).

1712249696372.png

Rebel Returns, RHO Coming​

There's no need to be concerned about Ram's off-road capability. Yes, the demise of the TRX is indeed true, but Ram's other off-roader soldiers on. The 2025 Ram Rebel doesn't deviate from its popular formula. It rides on 33-inch Goodyear Wrangler Duratrac tires, and it has a 1-inch lifted suspension, Bilstein monotube dampers, and a rear electronic locking differential. The truck can also be optioned with four-corner air suspension, Ram's new 14.5-inch Uconnect touchscreen, a head-up display, trailer auto-hitch assist, and much more. On the outside, the Rebel receives a new larger grille styled to less resemble facial hair, along with a revised high-clearance steel bumper and new headlamps.

There were no surprises when hitting the trails. We found the 2025 Ram Rebel to perform just as well in the rough stuff as prior models. The biggest improvement was in torque delivery from the SST engine. With peak torque output coming on lower and remaining for longer than the Hemi V-8, we were able to crawl up and over obstacles with more control than before. We still wish the Goodyear tires were a touch larger, but they get the job done, gripping and clearing the loosest dirt and sloppiest of mud just fine.

It's too bad, then, the Rebel cannot be ordered with the high-output SST. That said, Ram has promised the RHO model is coming later this year; it's the presumed (lower-output) successor to the TRX, sporting a nearly identical long-travel suspension system and the high-output 3.0-liter.

1712250213157.png

Towing Gets Easier, Kinda​

Ram's half-ton pickup has always been a competent tow vehicle, and the addition of more power has only made the truck better. However, Ram didn't stop there. A new push-button trailer steering knob aids the driver in both reversing the truck to a trailer hitch and reversing with a trailer attached. We were able to test the latter, which functions much like Ford's pioneering Pro Trailer Backup Assist. With a trailer attached, the function is activated by pressing the button in the center of the trailer steering knob, found below the Uconnect screen. Unlike Ford's Pro Trailer Backup Assist, however, there is no additional setup required. With the truck in reverse, we were able to manipulate the brake and throttle normally while guiding the steering with the knob. Watching the screen, you can see a graphic with guide lines showing the direction and angle of the trailer. Because we have a lot of experience reversing trailers, the learning curve was steep but not insurmountable. The most useful function was the ability to automatically center the trailer and hold it in a straight line while reversing. This feature will surely save much embarrassment at boat launch ramps.

Trailering tech doesn't stop at reversing. Optional on all trims is an integrated trailer brake controller, trailer tire pressure monitoring, trailer light check system, integrated trailer health monitor, trailer 360-degree view, towing specific navigation, a digital rearview mirror with tow mode, and the most functional trailering mirrors we've ever tested. Self-leveling four-corner air suspension is also available on all but the Tradesman.

While Ram hasn't broken out all the towing configurations just yet, it has said the truck will feature a maximum tow rating of 11,580 pounds and max payload of 2,300 pound

1712250283141.png

Ram Goes High Tech, Again​

When the fifth-generation Ram 1500 debuted in 2019, it brought with it an all-new electrical system and a host of innovative technologies. Chief among these was a massive, vertically oriented 12.0-inch Uconnect screen. In the years since, the competition has not only caught up to Ram but also surpassed it. Along with the new engines, Ram has again updated the truck's electronics to the company's newest, fastest, and most secure Atlantis electrical architecture. In addition to faster processing speeds and higher-definition graphics for the Uconnect system and associated screens, the advanced processing power and encryption were needed to enable Ram's new Active Drive Assist and Hands-Free Drive Assist functions (hands-free is included for three years then requires a subscription to maintain).

Ram's hands-free driving system works much like all the rest. When you're on a pre-mapped road, the system will alert you that it's able to be used. Once enabled, the truck will fully take over driving duties, including changing lanes to pass slower traffic and slowing predictively for curves. If the driver intervenes, the system can automatically resume control after verifying the driver is paying attention. Most of our driving was on backcountry two-lane roads where the system wasn't available. However, on a short section of interstate, we found using Hands-Free Drive Assist to be simple and effective, much like GM's Super Cruise and Ford's Blue Cruise.

Additionally, Ram has improved the 12.0-inch Uconnect setup with a higher-resolution screen and now offers a larger 14.5-inch unit, as well. The big trade-off with the 14.5-inch screen, which is available on the Rebel and higher, is that it takes the place of some of the physical buttons, and we appreciate having those on the 12.0-inch system. Nonetheless, we love the vertical orientation and split-screen multifunction abilities. Uconnect 5 remains one of the more intuitive infotainment systems on the market, and the user interface is top-notch.

Speaking of screens, Ram has also added an available 10.0-inch full-color head-up display. While we love a good head-up display, we found the fonts to be on the smaller side, making it a bit difficult to quickly see speeds and directions. GM's larger 15.0-inch display in its pickups has no such issue. Also new for 2025 is a class-exclusive 10.3-inch front screen visible only to the passenger, who cna use it to manage the truck's navigation system, play entertainment through a provided HDMI port, or toggle through exterior camera views. It's a nice gimmick but we haven't found it to be a must-have when using it in various Jeep models.

On the audio front, Tungsten-trimmed trucks have an ultra-premium and best-in-class 1,228-watt Klipsch Reference Premier audio system. This is the first automotive application from Klipsch and the only P4 audio system available in a pickup. The 23-speaker system includes a 12-inch subwoofer and a pair of 1-inch titanium-dome tweeters along with speakers in every conceivable location, including the back of the driver's and front passenger's seats. This system is fantastic, providing outstanding sound quality with perfect high-range, more bass than is necessary, and impeccable clarity even at deafening levels. Although we still prefer the McIntosh MX1375 Reference entertainment system found in the Grand Wagoneer, this might be the best audio system in a pickup to date.

1712249663224.png

Pricing and Availability​

Given the added features and improvements and the ever-increasing cost of new trucks, we expected a significant price jump for the 2025 Ram 1500. However, pricing for the Tradesman and Big Horn remains similar. The base price of an entry-level Tradesman has increased from $40,565 to $42,270, but the volume-selling Big Horn's sticker actually went down by $105 to $46,825.

The outlook is a bit less rosy as you climb the trim ladder, notably into the models with the new SST engines as standard. The Rebel costs $4,600 more, now starting at $66,190; the Laramie is $5,510 pricier at $62,025; and the Limited trim climbs $9,100 to $77,150. The Limited Longhorn sees the biggest increase, jumping by $13,460 over 2024 prices to $77,150. The new range-topping check-every-box Tungsten model opens at $89,150.

Rams says these trucks will roll onto dealer lots in the spring, with the forthcoming RHO, Ramcharger, and REV coming in the fall.

2025 Ram 1500 Specifications
Base Price$40,565 (Tradesman) - $89,150 (Tungsten)
LayoutFront-engine, RWD/4WD, 5/6-pass, 4-door truck
Engines3.6L/305-hp/271-lb-ft DOHC V-6; 3.0L/420-540-hp/469-521-lb-ft twin-turbo DOHC I-6
Transmission8-speed auto
Curb Weight4,800-5,500 lb (est)
Wheelbase140.6-153.5 in
L x W x H228.4-241.3 x 81.2 x 77.5-79.5 in
0-60 MPH4.0-7.5 sec (MT est)
EPA CITY/HWY/COMB FUEL ECONN/A
EPA RANGE, COMBN/A
On SaleSpring 2024

Article written by Jason Gonderman of Motortrend.com

 

Attachments

  • 1712249753208.png
    1712249753208.png
    773.9 KB · Views: 24

RedBeastWagon

Junior Member
Joined
Feb 17, 2024
Posts
3
Reaction score
5
Location
NC
Ram Year
2024
Engine
Hemi 6.4
That might be a game changer for the Jeep Wrangler and Gladiator if they bring that motor to those vehicles. However, I love my big Red Beast Power Wagon with the 392 Hemi. :)
 

Docwagon1776

Senior Member
Military
Joined
Mar 16, 2012
Posts
2,261
Reaction score
3,755
Location
Midwest
Ram Year
2012, 2021
Engine
5.7, 6.4
That might be a game changer for the Jeep Wrangler and Gladiator if they bring that motor to those vehicles. However, I love my big Red Beast Power Wagon with the 392 Hemi. :)

Good call. I'd be more interested in a Gladiator Mojave with a HO Hurricane than a Ram. I liked the Gladiator except the motor. I don't mind being passed on a 2 lane, but not by pedestrians...
 

ramffml

Senior Member
Joined
Jul 12, 2019
Posts
2,902
Reaction score
5,394
Location
ramforum
Ram Year
2019
Engine
hemi 5.7
Only MFG left with a V8 in a half ton are Ford and Chevy. Chevy it's still the standard engine, 5.3. With Ford, they still make them, but it's slim pickings trying to find one on a lot, most are either the 3.5EB or 2.7EB. Better off custom ordering one if you must.

I also wanted the V8 and don't want the new I6 Turbo, at least for the first few years. I picked up a new '23 two weeks ago. I'm hoping it will last me 10 years since I have a short commute.

My top choices right now are the Ford 7.3, the GM 6.6 (both these are 3/4 tons) or in the half ton I'd maybe try the 3.0 diesel; not a v8 but I'd make an exception due to these being more robust in general and at least you can get 30+ mpg with them so there's that.

I'm very done with Ram. I'm not going to cut up my truck as nobody likes reading these stories but its been a major disappointment with one thing wrong after the other right from day one. 5 years of frustration are about ready to make me scream. The latest being a wheel bearing at 60k miles. Just no excuse for this sh|t.
 

roscoe999

Junior Member
Joined
Sep 22, 2015
Posts
6
Reaction score
4
Ram Year
2015
Engine
Hemi 6.4
Well for one who has owned probably more trucks of all labels and sizes than most, my RAM 2500 Mega Cab has traveled over 150K and never seen the inside of a shop except for an oil change. It pulls what I need and goes where I want so I can't see changing anything especially for a 6 cylinder of any vintage unless maybe for another 292 in another 1950 Chevy 3100 or the like. At 77 I'm happy with things the way they were and you can go back a long way in the way they were's before you get to where I was. I just sold a S-10 that had over 800K and Ram sold me a lifetime warranty on this one, now that makes me happy. Yes I rebuilt that S-10 at 130K and changed the oil every 2-3K miles and it was a toy work truck.
Y'all be safe and love

Green_Manalishi
cap. Haven't looked at another brand since 1982 and like real females I plan to give either up.
 

Dustyroadz

Junior Member
Joined
Dec 12, 2023
Posts
17
Reaction score
12
Location
30513
Ram Year
2022
Engine
Hemi 6.4
Turbos gonna go first ...wonder what the oil change intervals will be?
 

Lsujker

Senior Member
Joined
Mar 19, 2023
Posts
317
Reaction score
462
Location
Baton Rouge
Ram Year
2017
Engine
6.4
Buddy has a f150 limited I think with the twin eco thing in there ,hybrid electric model.
Hp/torque numbers close to this HO hurricane motor.
As for now im not on board with these smaller turbo things just yet over the feel of a v8 but i know in time its all gonna be that way of some sort...
Anyways,i went for a ride the other day with him....i must say dam thing is pretty quick(i dont know his gear though)..it will smoke my old a** '10 ride(that's a given)and his brother in laws '18 ram 1500 for sure that I've also been in when hot rodding.
He also tows a 32' fountain triple axle no problem(he says)so that boat would have be pretty light to me....says the truck is rated for over 12k,no idea though his words..he does exaggerate from time to time.....I'd have to ride with during that to agree but I doubt that would feel right.

Soooo......I'm wondering if this hurricane settup from ram would be comparable and hang with it towing and hot rodding?
What say you guys?
Also know someone with the hybrid eco Ford. It's lightning quick. Test results online put it on par with the raptor zero to 60.

Don't believe even the HO ram is getting close to those numbers. First, the ram is heavy. Maybe the ford with batteries and electric motor shrinks the gap. not sure. Second, the instantaneous torque generated by electric motors is difficult to replicate from engine mechanics. Third, the 10 speed.

Getting to a point when the horse power wars are becoming dangerous. I don't want an irresponsible driver or kid behind the wheel of a 500 HP truck. But, also don't believe we should be regulated. Who is to say.
 

1 MEAN66

Senior Member
Joined
Aug 20, 2022
Posts
285
Reaction score
291
Location
Waterford NY
Ram Year
2016
Engine
Hemi 5.7 VVT-MDS
I am glad that they are building what "they" want us to buy! But DO NOT look for me in that line at your door, that you think will be there!!! As I WILL NOT be there! Take some of that electronic stuff out, Get the weight back under 4800lbs., PUT A STICJK BACK IN IT! Then I "MIGHT" show up, NEXT YEAR! Otherwise my 2016 will do what I need. I waited for a bunch of years to replace my 02 Dakota, and of course it is still coming - NEXT YEAR! Build it again, (NOT some little dinky thing), that is also "coming next year"! We here in the USA made the Challengers, Rams, 300's, Chargers, your bread and butter!! You do not want us, we do not want you!
 

suicideking

Member
Joined
Jan 23, 2024
Posts
68
Reaction score
44
Location
Riverside, CA
Ram Year
2023
Engine
5.7, 4X4, Sport and Tow packages.

The 'manual is better' used to be a good argument when we were limited to 4 - 6 speed auto trans. Now that they are 8 - 10 speed, doesn't seem like it can beat the auto. I talked to a friend that's a Mustang fanatic. He was conflicted when he bought his latest, never having owned an auto Mustang. The auto is now undeniably faster than the manual. So bought his first auto and took a bit getting used to.

My last manual was in my 06 Wrangler. 6 speed vs. a 4 speed auto. I drove the manual for a few years, then converted it to auto because that's undeniably better for wheeling. The only time I miss the manual is when going up a mountain or large grade. Wheeling the auto is much nicer because of the infinitely low first gear with no chance of stalling.
 

Lsujker

Senior Member
Joined
Mar 19, 2023
Posts
317
Reaction score
462
Location
Baton Rouge
Ram Year
2017
Engine
6.4
The 'manual is better' used to be a good argument when we were limited to 4 - 6 speed auto trans. Now that they are 8 - 10 speed, doesn't seem like it can beat the auto. I talked to a friend that's a Mustang fanatic. He was conflicted when he bought his latest, never having owned an auto Mustang. The auto is now undeniably faster than the manual. So bought his first auto and took a bit getting used to.

My last manual was in my 06 Wrangler. 6 speed vs. a 4 speed auto. I drove the manual for a few years, then converted it to auto because that's undeniably better for wheeling. The only time I miss the manual is when going up a mountain or large grade. Wheeling the auto is much nicer because of the infinitely low first gear with no chance of stalling.
You have become one of them! Ha

The auto is better for all categories mentioned. Just sad environmental concerns are driving opinions to eliminate options. Same with menthol cigarettes. “More” harmful, regulate. Same reasons for our beloved v8s. Not the true cause the manual is going away but did spark this opinion. People are spoiled with comfort is why. (Don’t mean spoiled in a negative way)

I’m with Mean66. Own two Jeeps with a manual. The mechanical feeling is unmatched. We need enthusiasts to keep manuals alive. Could you imagine our kids reading about manuals and v8s in history books like they do the holocaust now… little extreme but you get it.
 

leftchevybehind

Junior Member
Military
Joined
Apr 7, 2024
Posts
28
Reaction score
13
Location
USA
Ram Year
2023
Engine
5.7L Hemi eTorque
payload is everything, that 12K towing capacity is not going to happen on the trims most people actually buy
 

Gary Fields

Member
Joined
May 27, 2020
Posts
59
Reaction score
60
Location
Houston, TX
Ram Year
2020
Engine
Hemi 5.7
Let's see, we have a Fiat derived engine and two turbochargers. Wonder how the reliability on this thing will be? Considering I have a 2020 Hemi that has only needed oil changed and other maintenance I doubt this will last anywhere as lone. If the turbos and computer stuff does not crap out the Fiat engine will be blowing head gaskets and be making the clang, clang, clang. I think my next truck will have another name. Some of us want zero turbos and a nice V8.
 

Truckit

Senior Member
Joined
Jan 5, 2013
Posts
203
Reaction score
124
Location
Listowel Ontario Canada
Ram Year
2017 Longhorn Limited
Engine
Hemi 5.7
Let's see, we have a Fiat derived engine and two turbochargers. Wonder how the reliability on this thing will be? Considering I have a 2020 Hemi that has only needed oil changed and other maintenance I doubt this will last anywhere as lone. If the turbos and computer stuff does not crap out the Fiat engine will be blowing head gaskets and be making the clang, clang, clang. I think my next truck will have another name. Some of us want zero turbos and a nice V8.
We have the same head engineer that designed your 5.7 Hemi designing the new 3.0 SSTHO. The hemi is an outdated good engine that needs to be replaced. I wanted my dog to live forever but it got old and died. Just like the hemi. Time to move on.
 

ramffml

Senior Member
Joined
Jul 12, 2019
Posts
2,902
Reaction score
5,394
Location
ramforum
Ram Year
2019
Engine
hemi 5.7
We have the same head engineer that designed your 5.7 Hemi designing the new 3.0 SSTHO.
Yes and to some that is a good thing and to others that's a sign to bolt. You also seem to assume engineers can just make whatever decisions they want, without having to meet price or other constraints set by the company which may not be in your favour. It's a pretty naive outlook, these guys don't work in a vacuum and they are not making decisions that are always on the side of extending the life/reliability of an engine.

The hemi is an outdated good engine that needs to be replaced.
What does "outdated" really mean? It is still 100% competitive in terms of power and mpg vs the competition, slotting right in between the 2 GM v8s.

I wanted my dog to live forever but it got old and died. Just like the hemi. Time to move on.
The problem isn't so much looking for an update to the hemi ("moving on"). I think that besides those unfortunate tick failures which happen to a small percentage, it's still a decent engine for those who are less concerned about stoplight wars. The problem really is what are we moving on to. "Jumping from the frying pan into the fire" comes to mind here. I'd rather run my hemi than a turbo, I'm willing to bet that these new engines are even less serviceable by backyard mechnanics with more cab-off-frame repairs etc.

If I crash my truck today and need to replace it, it won't be a Ram. They got nothing right now that would convince me to come back, in either 1500 or 2500.
 

Docwagon1776

Senior Member
Military
Joined
Mar 16, 2012
Posts
2,261
Reaction score
3,755
Location
Midwest
Ram Year
2012, 2021
Engine
5.7, 6.4
The 'manual is better' used to be a good argument when we were limited to 4 - 6 speed auto trans. Now that they are 8 - 10 speed, doesn't seem like it can beat the auto. I talked to a friend that's a Mustang fanatic. He was conflicted when he bought his latest, never having owned an auto Mustang. The auto is now undeniably faster than the manual. So bought his first auto and took a bit getting used to.

My last manual was in my 06 Wrangler. 6 speed vs. a 4 speed auto. I drove the manual for a few years, then converted it to auto because that's undeniably better for wheeling. The only time I miss the manual is when going up a mountain or large grade. Wheeling the auto is much nicer because of the infinitely low first gear with no chance of stalling.

Auto is better at everything except fun. I don't care the Auto is a few tenths faster, the experience of driving with more engagement and control is worth the performance loss to me.

Not every car is a for fun car, though, and I can appreciate both. Just not in a sports car / muscle car.
 

Latest posts

Forum statistics

Threads
196,283
Posts
2,880,171
Members
157,499
Latest member
joshuarb87
Top