Ram’s 2500 and 3500 trucks get updated styling, new features, and improvements to its diesel engine
Both the 2500 and 3500 are available in Tradesman, Big Horn, Laramie, Limited, and Limited Longhorn trims; while the 2500 additionally has the off-road-ready Rebel, along with the Power Wagon for the roughest-and-toughest stuff.
Styling updates for the 2025 Ram Heavy-Duty
The exterior styling changes include new grilles, with each trim receiving a different design, or chrome versus monotone. These grilles build on the bones of the 2024 truck’s front end, rather than an entire overhaul, but with more curves to the perimeter – and the Rebel gets a particularly cool modular-interlocked design. Compared to all that jazz at the front end, the rear view is much more subtle. The taillights are new and incandescent lighting is standard, while premium LED rear lights with trailer-included blind-spot monitoring are available on select trims. Up front, LED headlights are now standard, and premium projector LEDs are available. The locking RamBox storage compartments in the bed sides continue to be offered.
What new features does the Ram HD have?
An available wireless charger can handle two phones, and it’s ventilated to keep them cool while they charge. Adaptive cruise control and forward collision warning are now standard, although emergency front braking is part of an option package. Other new available features are active lane management, traffic sign recognition, and drowsy driver warning. An optional 2.4-kW inverter, which powers up via the engine, can run tools or appliances from two outlets in the bed.
An enhanced diesel engine takes centre stage
As before, the 2500 and 3500 offer a choice of gasoline or diesel. The gas engine is the carried-over 6.4L Hemi V8, making 405 horsepower and 429 lb-ft of torque, with an eight-speed automatic transmission.
The optional Cummins 6.7L high-output inline-six turbodiesel is now considerably updated with a redesigned block and head, new turbocharger and intake manifold, larger intake and exhaust valves, and a higher-pressure fuel system. It makes 430 horsepower and 1,075 lb-ft of torque, the latter kicking in at 1,800 rpm, and upgrades to an eight-speed automatic from last year’s six-speed transmission. It adds $12,995 when ordered.
Driving the Ram 2500 on-road
My day started with a 90-minute drive in a diesel-equipped 2500 Limited crew cab, and with 476 kg (1,050 lbs) of cargo in its eight-foot bed – which turned out to be bags of dog food, stuffed into most of the trucks and piled high on a chassis cab, and later donated to animal shelters. That was about half this truck’s payload capacity, so the ride was a bit bouncy over bumps as under-laden heavy-duty trucks can be, but otherwise it’s a comfortable performer. I’d previously found Ram’s trucks to trail Ford and GM for steering response, but this version’s handling feels tighter and smoother, albeit still with a fairly wide turning circle.
I later drove the same route with the gas engine. Both these powerplants are very well done, and the diesel is particularly smooth and quiet even while delivering its strong passing power. Its new eight-speed transmission is a good fit, shifting unobtrusively and without any gear-hunting on hills.
And then driving the Ram 2500 off-road
The off-road-ready Rebel trim is offered in both 1500 and 2500 configuration, but only the 2500 Rebel can be optioned with the diesel. This trim includes a rear locking differential and 339 mm (13.3 inches) of ground clearance. As expected, it handled a fairly tough course with no issues, including sand, a gravel wash, and two steep hills that the diesel climbed with a lighter foot on the accelerator thanks to that low-end torque, but both made it to the top without issue.
With the diesel’s add-on price, it’s unlikely many would buy it for the purpose of thrashing it on the rough stuff – well, not until the third or fourth owner, perhaps – but should appeal to those who tow the heavy stuff on weekdays and head off the pavement on weekends. The Power Wagon is even more capable than the Rebel, including front and rear lockers, Bilstein shocks, and an electric front winch, but it’s gas-only, as the winch’s position would interfere with the diesel’s cooling system.
Towing with the Ram Heavy-Duty
Towing with this new Ram was on the very road where capacity is officially calculated, that being State Route 68 by the Davis Dam that spans Nevada and Arizona on the Colorado River. When SAE International (formerly the Society of Automotive Engineers) set its Standard J2807 for determining maximum towing capacity, the requirements included towing up and down this road’s steep grade, at minimum 100° F (37.7° C), with the air conditioning on full blast, and going at least 40 mph (64 km/h). Automakers can perform the test by simulating the same conditions in a lab, but it was neat to drive the actual road.
Ram advertises a top towing capacity of 36,610 lbs, but as with every automaker’s claim, that’s the highest across all the trucks. In this case, that top number only applies to the 3500 in regular cab when gooseneck towing (its conventional towing maximum is 23,000 lbs). Capacity is dependent on numerous factors, of course, including the engine and configuration. Across its lineup, the 2500’s maximum towing capacity ranges from 10,530 to 20,000 lbs; while the 3500 goes from 14,470 to that 36,610 lbs.
I towed a 2004 Dodge Ram SRT-10 (alas, Ram’s reps wouldn’t let me tow it to my garage) with a diesel-equipped 2500; and it did it effortlessly, as expected. The diesel includes an engine brake, which reduced my use of the hydraulic brakes as these do. It also has an “auto” setting that determined my speed after I used the brakes to slow down; and after that, it automatically adjusted its effectiveness to maintain that speed.
How much does the 2025 Ram HD cost in Canada?
Final thoughts
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