2025 Ram 1500 First Drive: No More Hemi

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

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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.

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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.

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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.

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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).

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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.

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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

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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.

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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

 

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Docwagon1776

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What are you people going to complain about if this motor turns out to be flawless?
It's too expensive. It takes premium gas to make the numbers. It sounds different than my daddy's studebaker. Not enough bro country songs feature it.

Guys only complain about two things. When things change and when things stay the same. It's in the scary and new category now, it'll be in the needs to change to keep up with Ford soon and then move in to nostalgia land where it was the best motor ever and the new cold fusion drive is just to keep you from working on it yourself.
 

turkeybird56

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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.
Better go Ford 5.0 Coyote but u gotta get past their tranny issues. The 10 speed they developed with GM has clutch problems. Wat prevented me from switching.

Added: Luv my plain Jane Ram 2019 but I try to keep up on good lube strategy and limit idling for longevity.
 

Dodge 1500 4X4

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Better go Ford 5.0 Coyote
Also, to this the 5.0 Cayote in 2018 has plasma lined cylinder sleeves, meaning spray welding the block and machining it to the proper tolerance for the piston /W low tension piston rings, so no pressed in cast iron cylinder sleeves, and of course there is an oil consumption problem, 1Qt of oil every 2500 miles, but hay again they give you a different dip stick W hash marks relocated so you can add an additional Qt of motor, a easy pass for me the SSTHO and SO has the plasma lined cylinder sleeves, I have several friends that have the 5.0 Cayote,and they have oil pumpers, trucks and Mustangs.
 

Lsujker

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Better go Ford 5.0 Coyote but u gotta get past their tranny issues. The 10 speed they developed with GM has clutch problems. Wat prevented me from switching.

Added: Luv my plain Jane Ram 2019 but I try to keep up on good lube strategy and limit idling for longevity.
Apparently this issue is fixed with an internal collar that prevents sliding. This piece would slide off affecting oil flow. Don’t remember the name of it.

Coyote is stout if well maintained but just went cylinder deactivation. You want a reliable v8 truck new, you buy a classic. No question.
 

turkeybird56

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Not sure the Classics be out 2025. Ne news? I think if somebody wants new Hemi best hurry or buy used.
 

Lsujker

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Question. Will they completely stop manufacturing 5.7s moving forward? For example when wanting a replacement jeep 4.0 you have to buy a bored refurbished block.
 

ramffml

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Question. Will they completely stop manufacturing 5.7s moving forward? For example when wanting a replacement jeep 4.0 you have to buy a bored refurbished block.

Yes, they still put the 5.7 in the classics, this is the last FCA product being sold with a 5.7 new from the factory. So either they're still building the 5.7 in very limited quantities or they're just going through a backlog and when its done its done but in any case that engine will stop being produced.

The good news is that they have sold many (10s) of millions of these engines, so finding used parts will not be an issue. And apparently its next to the chevy small block in terms of aftermarket support so we should get lots of life out of this engine yet for the forseeable future.

And the 6.4 is still being sold too! That's my replacement for when my lifters leave the chat. No way I'm spending several thousand pulling the engine and dropping it in and not swapping it with a 6.4 at the same time.
 

Lsujker

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Yes, they still put the 5.7 in the classics, this is the last FCA product being sold with a 5.7 new from the factory. So either they're still building the 5.7 in very limited quantities or they're just going through a backlog and when its done its done but in any case that engine will stop being produced.
So are you implying Ram will be making the classic with the hemi for 2025?
 

crash68

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Just did some googling and came up empty. Who is your source?
Just passed the Warren truck holding lot the other day and saw some Classics out there. What engine in them is unknown.
Given they dropped the Hemi faster than a hot potato for the Gen5 truck and even shortened the '24 model year offering, I'm going to say the Classic is done as of this model year and most likely take what is available (no orders or fleet only). I doubt the Mexico plant is building many Hemi engines, they need the capacity for the Hurricane engine. Someone on this forum reported all the Hemi production allotments were filled by February
 

ramffml

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Just did some googling and came up empty. Who is your source?

Odd, I tried finding it back but I think they updated the article and it no longer mentions the classic. It was either motortrend or caranddriver or one of the big ones.

Sorry, don't know what to think anymore. But I remember posting the link to the article here on ramforum a number of weeks ago.
 

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Ram RHO may be an interesting option. Relatively low entry level price for the segment, good power numbers with still reasonable fuel economy. Hopefully a larger tank option for longer range. Not something I'll give my PW up for, personally, but if I were starting fresh I'd at least look at one. Too bad it looks like it has the automatic braking and the 'sleepy driver' spy ware...
 

Ramfanski

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Straight 6 engines have several distinct advantages over v8 or v6 engines. Low rpm torque is one. My old 89 Ford straight 6, 300 manual, could tow amazingly well. I worked it to death, but the engine was never an issue.

I gave it to my brother and bought a new 96 ram with the small v8 manual. The ford went over 300 k before my brother sold it. We agreed that they were equals towing. The Ford got better mileage towing than my new Dodge! It ran at lower rpm at almost any highway speed.

The sound of a v8 is amazing….

I can see these new hurricanes as an upgrade in every other aspect. Maybe give them a couple years to iron out issues that develop, but that’s true of any new engine.

I bet Ford and Chevy try to shoehorn an i6 in their half tons too…
 

crash68

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I bet Ford and Chevy try to shoehorn an i6 in their half tons too…
Chevy is already running a I-4 turbo and Ford said the EcoBoost was the be all end all engine... Then again neither of them bothered with a diesel in the 1500s till Ram did.
What engines get developed for upcoming trucks will be to win the HP/torque race like it always has.
If Ford and Chevy are smart they'll follow along with the likes of the Ramcharger. That will push Toyota into the EV truck mix w/on-board generator game and that will eventually lead to competitive trucks on the market. Hard to beat an EV format when it comes to towing and the generator provides the range.
 

Ramfanski

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Chevy is already running a I-4 turbo and Ford said the EcoBoost was the be all end all engine... Then again neither of them bothered with a diesel in the 1500s till Ram did.
What engines get developed for upcoming trucks will be to win the HP/torque race like it always has.
If Ford and Chevy are smart they'll follow along with the likes of the Ramcharger. That will push Toyota into the EV truck mix w/on-board generator game and that will eventually lead to competitive trucks on the market. Hard to beat an EV format when it comes to towing and the generator provides the range.
I agree with the RamCharger. Ford has a patent for something similar. If I recall correctly the Ford patent had a removable generator.
 

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That is a cute story. About the "new" generation and what They are buying. BUTTTTTTTTTTTT! they are no longer Car "Guys", Gails", or People. If they can not hold it in their hand to use it it is not "New Technology" to them! Having any phone working is the "New Technology" how it is turned on is just a new way to do it. Waving your finger at a radio is how they change stations, of which most people have 5 or so favorites! Old School ( or old "technology") was to push a button!!! Which did NOT require taking your eyes of the road! Pushing a button to start the engine is not even "NEW TECHNOLOGY" my 1939 Plymouth all you did was push on the "gas pedal" there was a button under it that engaged the starter, the key just sent the electrical power to the vehicle! My next door neighbor has a 2024 Honda that was tow back to the dealer today as it would NOT start!!! Someone is a foot between the, electronic key fob and the computer that is supposed to recognize it. As a result can't do any thing close power windows, release it from being in park, etc. I personally NEVER had a key fail me!!!! Read an note from someone on this site that is having problems with some of the "STUFF" that they ordered on their Ram. He ordered one with ALL the GIZMOs that were available. While it is rare to have so many "failing" at what seems to be low mileage, is it because there are so many or just "the luck of the draw"?
I'm and "Old Fart" for sure. Not a Gizmo type of guy, nor is Rebecca a gizmo kind of gal. I have my first vehicle with "power Windows"! In my other vehicle they were "powered" by my hand. The more electronic gizmos, or any and all gizmos just add, wiring, modules, larger batteries, electric motors, AND ON & ON. Adding unnecessary weight, complicate "packaging". That is way I like a MANUAL Transmission, So I can put it in the GEAR that I want it to be in, so that the vehicle will do what I want, when I want it to. My 2016 Ram, Tradesman,5.7, 6spd auto, reg.cab, long box, 2WD actual weight is 5040 per scale. My "old mans" 68 D200, 383, 4 spd. manual.2wd, Dana 60 w/488's, Reg cab ,long box, probably weighted 4500 or less. Mine does what it did, is it better???? Not to me -just different- and I was forced to get it with Gizmos I did not want or need because just about all like GIZMOS! Just the ranting of an "old fart".
 
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