Home » End Of An Era: Ram 1500 Pickup Truck No Longer Comes With A V8

End Of An Era: Ram 1500 Pickup Truck No Longer Comes With A V8

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The Big Three engage in running battles across the automotive marketplace, but no fight is so vicious as the one for truck supremacy. The latest salvo to be fired is the release of the new 2025 Ram 1500, which includes more than just the Ram Ramcharger. Yes, the big truck Americans have grown to love is about to get a young upstart for a replacement. Strap in.

When it comes to the powertrain, let’s address the elephant in the room: the V8 is dead. The new Ram will instead rock a 3-liter turbocharged Hurricane straight-six, initially available in two states of tune. Buyers can choose from a 420-horsepower standard output model with 469 pound-feet of torque, and a 540-horsepower High Output model with 521 pound-feet of torque. Alternatively, it can also be had with the 3.6-liter Pentastar eTorque mild hybrid V6, with 305 horsepower and 269 pound-feet of torque.

Vidframe Min Top
Vidframe Min Bottom

Fans of America’s favorite cylinder layout will be heartbroken, but they needn’t be. Both engines are significantly more powerful than the current 5.7-liter Hemi V8, which offered just 395 horsepower at the crank. The old 5.7-liter Hemi may have been inefficient and may have used 16 spark plugs, but it will be missed. It was a proven thing; a well-developed engine that could be relied upon to deliver. It had a track record of racking up hundreds of thousands of miles without complaint, and excellent third-party parts support. By contrast, the Hurricane is a relative newcomer. It will need a few years to endear itself to the broader truckertariat.

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Ram specifically points out that to help put down the prodigious torque of the Hurricane High Output engine, it has developed a new rear axle setup. It will be available across 2WD and 4WD variants, it can be had with an open or limited-slip differential as desired. An electronic locking differential is also available, which will come in handy for situations demanding additional traction.

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Beyond gasoline power, there will also be an all-electric variant called the Ram 1500 REV. It’s due in the fourth quarter of 2024, with the Ram 1500 Ramcharger series hybrid to follow.

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The 2025 Ram 1500 will also see the introduction of a new Tungsten trim that tops the range. It’s intended to offer an “ultra-premium” experience. Think suede headliners and visors, quilted leather driver and passenger seats, and plenty of brushed metal bezels in the interior. It also comes with an “ultra-premium” Klipsch Reference Premiere audio system with 23 speakers, surely a step above the regular “premium” audio systems available from other automakers.

In the third quarter of 2024, Ram will also launch something it’s calling the “RHO,” a half-ton truck powered with the 540-horsepower Hurricane engine. The high-performance trim aims to keep Ram in the running when it comes to big trucks with big power and big presence. Expect it to be a sort of spiritual successor to the TRX.

Rm025 046fnInside, the new model intends to be more technologically advanced than its predecessor. The infotainment system will run the Uconnect 5 software on a new 14.5-inch touchscreen. In a sign Ram has listened to customer feedback about slow interfaces, its setup to respond to touches as quickly as 0.05 seconds.  This will be paired with a 10.25-inch passenger screen in what Ram is calling a segment first, along with a 12.3-inch digital instrument cluster. Other modern amenities include a digital rearview mirror, the ability to use a smart phone as a key, and dual wireless charging pads to keep your gear topped off on the go. A so-called Level 2+ driving assist will be available on the new model. Unlike some current systems, it will allow hands-free driving under suitable conditions.

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2025 Ram 1500
The V8 will be missed, but the Hurricane inline-sixes will offer plenty of torque for towing.

Fans of fancy mechanical features will appreciate the option of the power open and close tailgate. It’s set up with basic obstacle detection so ideally, it won’t just slam into things if you hit the button at the wrong time. A multi-function tailgate will also be available, along with lockable bed storage for those eager to keep their tools secure. An onboard power inverter, when equipped on Hurricane-engined models, will offer up to 1.8 kilowatts of power via two outlets in the bed.

2025 Ram 1500

Fundamentally, it’s an update that sees the beloved Ram 1500 moving with the times. Many a tear will be shed over the loss of the V8, but it’s harder to miss when such capable inline-sixes are available. What remains to be seen is whether Ram’s marketing department can convince die-hard fans of the bent eight to come on a ride into the future. If the trucks are still fast and comfortable and tow like the dickens, it should be able to pull that off.

2025 Ram 1500 Tungsten With Rambox
2025 Ram 1500 Tungsten with RamBox

2025 Ram 1500

2025 Ram 1500 Rebel

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2025 Ram 1500 Rebel

2025 Ram 1500

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2025 Ram 1500

2025 Ram 1500

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2025 Ram 1500

2025 Ram 1500 Tungsten Rear Passenger's Side Door Speaker

2025 Ram 1500 Tungsten Speaker Cover
The Tungsten is the new top trim, complete with an “ultra-premium” 23-speaker sound system from Klipsch. Do you need tungsten to live?

2025 Ram 1500 Tungsten Badge

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2025 Ram 1500 Tungsten Tailgate And Badging
2025 Ram 1500 Tungsten tailgate and badging

2025 Ram 1500 Tungsten

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Evan Shealy
Evan Shealy
8 months ago

Stop telling me that it makes more power, show me a dyno graph so we can see power across operating range.

Schrödinger's Catbox
Schrödinger's Catbox
8 months ago

The big question with new Chrysler products is, how reliable is this new truck, and the new tech, going to be? They’ve had some huge swings and misses in the past. To be fair, every automaker has had at least one of those, but Dodge/Chrysler/Ram vehicles seem to have had more than just a few.

23 speakers in the cab? I’d love to see the layout of this! Gotta wonder where they’re going to stuff all of those. Even more I’d love to hear this thing as I’d imagine it will be amazing.

I hope it all works beautifully for them as it’s really bold and awesome on their part to take these steps.

Pappa P
Pappa P
8 months ago

So 3.0 liters producing 540hp.
That’s the same displacement and horsepower as a 2024 BMW M3 CS, but 40ft/lb more torque.
It’s an absolutely astounding specific output for a truck engine, or even a sports car engine.
That’s 180hp per liter.
180hp is about how much power a 5 liter half ton pickup would make in the 90s.

Vee
Vee
8 months ago
Reply to  Pappa P

The trucks that made 180HP were extremely understressed, though. You can push the Ford Modular up to 540HP without changing the internals and the Dodge “Magnum” V8 that went in everything from the Ram to the Durango to the Grand Cherokee to forklifts regularly survives abuse from people doubling or even tripling it’s original output. The torque was the important number anyways, and was often times fifty percent higher than the horsepower. The 1992 F-150 made 185HP and 289 ft/lb, the Dodge Ram 1500 230/295, and the Chevrolet C/K 1500 175/270. This I6 is probably nearing it’s maximum tolerances and likely can’t be pushed much farther.

CTSVmkeLS6
CTSVmkeLS6
8 months ago

Bought a new 1500 RAM Laramie 5.7etorque last year. Nice place to drive and burn up miles. Nice coil suspension and interior. Averaging about 19mpg mixed driving including idling .. I’m sure the 6 will be faster and tow a lot, but the lazy 5.7 is no slouch and drinks 87 octane without issue. Sounds good too with mild exhaust. Wonder what the 6 will do? I know the eco-boost trucks, drink gas unless you drive like a grandpa We’re gonna see.

World24
World24
8 months ago
Reply to  CTSVmkeLS6

The Standard Output Hurricane runs on 87 too, so it’ll definitely will be interesting.

Racer Esq.
Racer Esq.
8 months ago

For the Ram an inline-6 has always been the best engine. It is interesting that the base version still keeps the V6.

BolognaBurrito
BolognaBurrito
8 months ago
Reply to  Racer Esq.

The V6 is likely significantly cheaper to produce than the inline, and it makes significantly less lower. There’s a reason it’s the “base” engine and the inline-6 is more expensive to pick.

Pappa P
Pappa P
8 months ago
Reply to  BolognaBurrito

An I6 should technically be cheaper to produce because it has fewer parts. It has 1 head instead of 2, 2 cams instead of 4, etc.
On the other hand, the V6 has far superior packaging and can be used in many vehicles with many different configurations, so the volume of V6 production would make it the cheaper option.

BolognaBurrito
BolognaBurrito
8 months ago
Reply to  Pappa P

That’s true, given the engines are of “equal” everything else. The Hurricane is a far more complex and engineered engine. It’s been designed to handle more power, be more reliable (supposedly), take turbos…

Taken to the extreme, of course a inline 4-cylinder engine is supposed to be cheaper than a V8, but it’s obvious why something like a Merc M133 costs more than a basic build small block 350.

Pappa P
Pappa P
8 months ago
Reply to  BolognaBurrito

It’s true, the turbo stuff brings the cost well above that of a comparable na engine.

Thxcolm
Thxcolm
8 months ago

Congrats to Ram for being the only fullsize pickup to not have the ugliest gaping maw of a front grill. Tasteful, but not overdone.

TriangleRAD
TriangleRAD
8 months ago
Reply to  Thxcolm

Ironic considering who started the whole thing back in ’93

JDE
JDE
8 months ago

“By contrast, the Hurricane is a relative newcomer. It will need a few years to endear itself to the broader truckertariat.”

And there in lies the rub. the fact that they did not at least offer the hurricane in NA form a few years back to get people used to 6 in a row again and prove they had the proper engineers on the job makes this a much harder pill to swallow.

Rust Buckets
Rust Buckets
8 months ago
Reply to  JDE

The reason they didn’t offer it in NA form is because it’s a 3.0 liter engine built for midrange boost. Naturally aspirated it would make no more than 200hp, and nowadays people want 350 minimum in a fullsize pickup.

NosrednaNod
NosrednaNod
8 months ago

6 > 8, strangely enough.

JDE
JDE
8 months ago
Reply to  NosrednaNod

hang a hair dryer on the outgoing 8 and then let’s talk. unless they offer an NA flow through head 6, it is not apples to apples and the added power from the power adders is generally though to reduce longevity and increase complexity for the future. not always the most adored sales situation. I will say Ford took many years and it seems to have proved the 3.5 ecoboost in the correct orientation anyway, is somewhat reliable, certainly more reliable than say the 5.4 triton before it, but is it all that much better than a coyote 5.0. I rarely hear much about those outside of the flat plane crank GT350 issues. But I hear plenty of issues with the nano v6’s the 2.7 and 3.0. that does not bode well and certainly makes big changes like this even more concerning at first.

NosrednaNod
NosrednaNod
8 months ago
Reply to  JDE

While an 8 has all the marketing muscle, a 6 has less vibration and is a better engine.

Bizness Comma Nunya
Bizness Comma Nunya
8 months ago

I’ve been eyballing a Ram 1500 for a little while now. One thing that bothers me is that their clutch-based transfer case design has a history of overheating in moderate off road situations. GM/Ford don’t seem to have (as much) of an issue with their clutch-based t-cases. Hopefully Ram figures this out for this refresh!

Sure you could order a part-time case, but auto t cases are SO much better on slick/variable condition roads vs part-time.

John E
John E
8 months ago

My wife and I have a ranch in Arizona in which we have to engage 4wd and drive with it in extreme mud/rock/wash terrain constantly. Our 2018 Ram 1500 has been bulletproof. Zero problems in 67,000 miles since new. I’ve even had to pull a tractor and my 98 Ram 1500 out of our 15′ deep muddy water catch reservoir, again, without issue and very much wear and tear on the transfer case and without a hiccup. I’d like to know where and how Dodge’s NV (although they are using other companies to build the NV designs now)transfer cases are failing. All the other farmers and ranchers around here own and use Rams, as well. We wouldn’t buy and trust unreliable equipment. And frankly, it’s why you’ll find damn few GMC/Chevy trucks in the field here. Ford is second most used and very reliable. Toyota/Nissan are city jokes and nowhere around here unless broken down on the side of the highway.

Last edited 8 months ago by John E
Bizness Comma Nunya
Bizness Comma Nunya
8 months ago
Reply to  John E

Does your 2018 Ram have a setting that says 4WD Auto?

John E
John E
8 months ago

Yes.

Bizness Comma Nunya
Bizness Comma Nunya
8 months ago
Reply to  John E

Interesting. Well glad to see you haven’t experienced it, I’ve seen more videos about it on the 2019’s so not sure if it’s different.

Pat Rich
Pat Rich
8 months ago

I have questions about the 3.6 mild hybrid. How did they add 100hp and 150 lbs-ft with a mild hybrid?

BolognaBurrito
BolognaBurrito
8 months ago
Reply to  Pat Rich

Well, it wasn’t there before so they added it.

Pat Rich
Pat Rich
8 months ago
Reply to  BolognaBurrito

The current 3.6 eTorque is listed as 305hp and 269 lbs-ft.

BolognaBurrito
BolognaBurrito
8 months ago
Reply to  Pat Rich

And it appears they’ve taken 100hp and 150lbs-ft and added it.

NosrednaNod
NosrednaNod
8 months ago
Reply to  BolognaBurrito

I believe the proper technical term is they “slathered” it.

Mike Smith
Mike Smith
8 months ago
Reply to  Pat Rich

My exact same question. I suspect it is a typo – the 395/410 numbers quoted are the performance numbers for the the current *5.7 V8* eTorque powertrain. Lewin and/or editors, could we please get a clarification?

Goose
Goose
8 months ago
Reply to  Mike Smith

I do think it’s a typo. Per Ram’s website, it looks like the mild hybrid pentastar still makes the same 305hp/269lb-ft. https://www.ramtrucks.com/2025/ram-1500.html

JDE
JDE
8 months ago
Reply to  Goose

the question really is why are they not removing the hair dryers on the Hurricane and connecting that to the E-Torque powertrain. surely if it make that kind of power with a power adder, it should be clean enough to make more than the pentastar without the turbos.

Goose
Goose
8 months ago
Reply to  JDE

I’d almost guarantee that the Hurricane without turbos is significantly more expensive than the Pentastar. The Hurricane has quite a few nifty features that were incorporated into it’s base design to improve reliability and power with turbos that can’t easily be removed. So you’d essentially be paying for these features but not utilizing them them and driving up costs – or – paying to redesign the engine without these features and driving up costs. So why spend the money to target performance you can already achieve with an existing product does it for cheaper? Not only that, the Pentastar is used elsewhere that cant easily be replaced with the I6 like on the Pacifica or Wrangler, so ditching the Pentastar on the Ram doesn’t mean you can entirely kill the product.

Last edited 8 months ago by Goose
John E
John E
8 months ago
Reply to  Goose

No. That’s the output of the standard Pentastar. I know. I own one. A 2018.

Goose
Goose
8 months ago
Reply to  John E

Which is also the output of the mild hybridized Pentastar in the Ram

Chickentimer
Chickentimer
8 months ago

What will happen to the RAM Classic?

GreatFallsGreen
GreatFallsGreen
8 months ago
Reply to  Chickentimer

The current one is down to just Tradesman and Warlock trims and there’s no announcement of a 2024 model on their media site, so seems like it may finally be time for the old one to retire. Doesn’t seem like they would keep it around with just the Pentastar.

Not sure if the 2025 has quite enough different about it to keep the current one going as a new Classic, but also the current Classic starts several thousand less than a Chevy or Ford, while the “regular” is a little more. They may just be planning to cede that low end pricepoint, or perhaps a new smaller entry (Rampage?) will fill in there, like with GM/Ford which have had midsize trucks.

BolognaBurrito
BolognaBurrito
8 months ago

You can still get a regular cab Classic, can’t get a regular cab (current generation style) 1500. So if the Classic is killed, so is the regular cab half-ton from Ram.

GreatFallsGreen
GreatFallsGreen
8 months ago
Reply to  BolognaBurrito

And it seems unlikely they’d introduce one at this point if they haven’t already. I wonder what the fleet mix is for Ram as that’s a bigger driver of the regular cabs, which Ford and GM still offer; but, they’ve also nixed other cab styles in their midsizers, so figure it’s bound to start happening in full-sizers too.
(Sure, Tundra dropped a regular cab but that doesn’t have the volume to make it quite comparable.)

BolognaBurrito
BolognaBurrito
8 months ago

I doubt they will. That being said, isn’t the cab on the 1500 the same as the 2500 and 3500? It’s hard to keep straight what years the Big 3 are like, “We are going to save money and share cabs!” vs when the marketing team wins out and are like, “Unique cabs for the heavy dutys!”

V10omous
V10omous
8 months ago
Reply to  BolognaBurrito

No, the Ram HDs are still using the old cab from 2009.

I also expect the end of the 1/2 ton regular cab from Ram once the Classic is finished.

BolognaBurrito
BolognaBurrito
8 months ago
Reply to  V10omous

It looks so obvious now. How have I never noticed!

V10omous
V10omous
8 months ago
Reply to  BolognaBurrito

They don’t exactly publicize the fact, but it’s why they still offer the Mega Cab.

BolognaBurrito
BolognaBurrito
8 months ago
Reply to  V10omous

More dumb questions… is the HD cab the same as the Classic cab?

V10omous
V10omous
8 months ago
Reply to  BolognaBurrito

I honestly don’t know that. They sure look similar but I’m not positive that they’re identical.

Thomas Metcalf
Thomas Metcalf
8 months ago

Metals are overused as trim levels, F150 Platinum, Ram 1500 Tungsten, various other vehicle platinum trims. An automaker needs be be bold and use Noble Gasses as trim levels. I would drive a Chevy Silverado 1500 Argon or a Kia Rio Xenon.

ColoradoFX4
ColoradoFX4
8 months ago
Reply to  Thomas Metcalf

Chrysler could dig into its history with the Ram 1500 Neon.

Thomas Metcalf
Thomas Metcalf
8 months ago
Reply to  ColoradoFX4

Hahah. I forgot about the Neon!

Scorp Mcgorp
Scorp Mcgorp
8 months ago
Reply to  ColoradoFX4

and the Ad could have the front view with ” hi.” in the simple friendly font they used in the first Neon ads

https://i0.wp.com/www.curbsideclassic.com/wp-content/uploads/2021/03/3c07cf372a87fd67c09cf1e95de61840.jpg?ssl=1

Boxing Pistons
Boxing Pistons
8 months ago
Reply to  Scorp Mcgorp

And “yo” for the coupe! Haha.

Geoffrey Reuther
Geoffrey Reuther
8 months ago
Reply to  Thomas Metcalf

The Radon trims glow in the dark.

Thomas Metcalf
Thomas Metcalf
8 months ago

Marie Curie approved!

Scorp Mcgorp
Scorp Mcgorp
8 months ago

Radium? Radon is radioactive, and does glow on discharge, but Radium is the more famously glowing radioactive substance

Thomas Metcalf
Thomas Metcalf
8 months ago
Reply to  Scorp Mcgorp

Radium itself doesn’t glow. It was used because it emits particles that excite a phosphor, like Zinc Sulfide.

Cheap Bastard
Cheap Bastard
8 months ago
Reply to  Thomas Metcalf

It does if you get it concentrated enough.

Geoffrey Reuther
Geoffrey Reuther
8 months ago
Reply to  Scorp Mcgorp

Radon is a noble gas, as were the other elements mentioned in the thread.

NosrednaNod
NosrednaNod
8 months ago
Reply to  Thomas Metcalf

*I* think that the Venn diagram of “truck branding” and “gay porn companies” is a circle. Powerstroke. Titan. DuraMax. Ram. I-Force.

Thomas Metcalf
Thomas Metcalf
8 months ago
Reply to  NosrednaNod

Cummins sounds suspect too.

Myk El
Myk El
8 months ago
Reply to  Thomas Metcalf

So we need an automaker to make a supercar with a Krypton trim? I’m not buying anything in Helium trim.

Thomas Metcalf
Thomas Metcalf
8 months ago
Reply to  Myk El

I think He is a top notch noble gas. For one, it is rare on Earth (not rare in the rest of the universe) and liquid helium is cold A.F. (4 Kelvins or so). They use it to cool the magnets in MRI’s and NMR’s among other things.

Cheap Bastard
Cheap Bastard
8 months ago
Reply to  Thomas Metcalf

I prefer using names of radioactive elements:

Introducing the new VW Polonium 208! Now with a 1 year bumper to bumper warranty*

*The very fine print: The all new VW Po-208 has a half life of 2.8 years from date of manufacture at which point half of all vehicles will have spontaneously exploded very literally as an atomic bomb.

Thomas Metcalf
Thomas Metcalf
8 months ago
Reply to  Cheap Bastard

Planned obsolescence taken to its final form!

Cheap Bastard
Cheap Bastard
8 months ago
Reply to  Thomas Metcalf

That’s why Ford discontinued Mercury. Too many models NEVER break down or lose their luster.

Thomas Metcalf
Thomas Metcalf
8 months ago
Reply to  Cheap Bastard

The problem with Mercury is that it couldn’t hold its shape.

Cheap Bastard
Cheap Bastard
8 months ago
Reply to  Thomas Metcalf

Nothing a little AgCuSn powder couldn’t fix.

Thomas Metcalf
Thomas Metcalf
8 months ago
Reply to  Cheap Bastard

This gets me thinking, they could have thrown that at the T1000 Terminator. Turn that bugger into an amalgam! I have thoroughly enjoyed this exchange BTW.

Don Kasak
Don Kasak
8 months ago

Finally, Drake Tungsten has a truck worthy of his name.

Man With A Reliable Jeep
Man With A Reliable Jeep
8 months ago

Six in a row, ready to tow.

My wife and I talked about this. It’s a good thing. This keeps the V8 in the 2500 and higher models, where it belongs. The people who really need the capabilities of a V8 will get them, along with a truck built with the components for that type of use. This in turn makes the 1500 a “tradesman and layman’s” truck, suited for light work and recreational applications.

Ben
Ben
8 months ago

I’m not sure about your reasoning here. The new 6 cylinder is more capable than the old V8. It’s not a downgrade.

JDE
JDE
8 months ago
Reply to  Ben

in the case of ford, this logic was used as well, but the reality is the Ecoboost 6 really sucks more fuel than a basic 5.0 with less HP if used as a truck hauling things like boats or really anything.

Ben
Ben
8 months ago
Reply to  JDE

Sure, but it will still haul pretty much anything the V8 will. You give up tow/haul fuel economy, but not capability.

Boxing Pistons
Boxing Pistons
8 months ago
Reply to  Ben

I think it’s more about serviceability and longevity with HDs, not necessarily outright ooomph. Maybe that is their point? Keep the simpler V8s in the HD range where running cost and uptime takes precedent over peak power and 0-60 times. Fords are a good example of this with the highly-strung ecoboosts in the half-ton categories and the simple OHV Godzilla in the HD range.

Man With A Reliable Jeep
Man With A Reliable Jeep
8 months ago
Reply to  Ben

It’s mostly psychological.

Pappa P
Pappa P
8 months ago

I’m pretty sure most people that need the capabilities of an HD Dodge truck will opt for an I6, as they have for many decades.

Last edited 8 months ago by Pappa P
Man With A Reliable Jeep
Man With A Reliable Jeep
8 months ago
Reply to  Pappa P

Maybe, maybe not. I’ll be curious to see how the sales figures shake out.

3WiperB
3WiperB
8 months ago

It’s actually surprising that the 5.7 lasted this long. I have a 2021 RAM. They did a lot to it over the years and the eTorque really made it into about as efficient and smooth of an drivetrain as it probably ever could be. I can get about 18mpg in my surface street suburb commute. It gets about 11-12 towing my 5000 pound trailer. Where I’ve never seen great performance is at 70mph on the interstate. It seems to top out at about 21mpg. I’ll miss the great sound of the 5.7, but I’m light on the throttle most of the time, so I don’t hear it often.

I’ll do a RAMcharger next anyway, so it doesn’t really matter to me.

I’m surprised they are doing another top trim though. I have a Limited and it’s already very much at a luxury car interior level. I jumped to that trim primarily for the advanced towing features, extra safety stuff, adaptive cruise, and the the air-ride. It was also the horrible shortage of vehicles in 2021, so options were very limited. The Limited Longhorn is essentially another top trim, but with more of a “King Ranch” or “High Country” feel. So now they will have 3 top trims, or an even higher trim above the other 2.

V10omous
V10omous
8 months ago
Reply to  3WiperB

They first had Tungsten a few years back, it’s above Limited.

Ford: King Ranch < Platinum < Limited

Ram: Longhorn < Limited < Tungsten

GM: High Country < Denali < Denali Ultimate

BolognaBurrito
BolognaBurrito
8 months ago
Reply to  V10omous

Trim level names make no sense. I suspect it’s because if it was obvious where it fell in the hierarchy, sales and marketing would be worried people wouldn’t want to buy the “Delta” being that it’s so obvious it falls below the “Gamma,” which falls below the “Beta,” which falls below the “Alpha.” Though, Hummer did have the Alpha trim for a while.

Rather, we get trim names that are all roughly synonyms; how the fuck is one supposed to know that Deluxe is better than Premium but worse than Limited. And that’s before you even start realizing that “Lariat” is just another word for Lasso, so what the fuck does that even mean when it comes to trim?

V10omous
V10omous
8 months ago
Reply to  BolognaBurrito

What is even worse is that Ford uses Limited to mean the very top trim on the trucks, but on the SUVs it is a middle grade.

Goose
Goose
8 months ago
Reply to  V10omous

Hasn’t the Limited, or Platinum, trim also appeared and disappeared a few times too to further confuse things? Like one year Limited is the top dog, then the top trim is actually Platinum since Limited isn’t available? But now Limited is back?

V10omous
V10omous
8 months ago
Reply to  Goose

Yes, this happened with Super Duty at least, Limited was not available in 2017 when the new generation came out, so Platinum was top.

The same might be true for F150 as well, but I don’t follow the half tons as closely.

Ranwhenparked
Ranwhenparked
8 months ago

Pretty sure Lee Iaccoca already proclaimed the end of the V8 in like 1983 (building
“sports cars” and “luxury cars” with turbo V6s and I4s so powerful, so efficient, no one will ever want to go back to a V8 again, sure), but, I guess, it probably really is happening now – only 10ish years left of ICE production anyway, so its like 1 or 2 product cycles remaining, decisions made now will hold to the end, and the performance really is truly equally or surpassing V8 levels not just approximating them.

Thomas Metcalf
Thomas Metcalf
8 months ago
Reply to  Ranwhenparked

Lido was always ahead of the times.

488Magnum
488Magnum
8 months ago

I think it will be easier to sell an inline 6 to former v8 customers than a v6 given the history of great inline 6 engines from all makes. That configuration has had great success in heavy duty and off road equipment markets. But if the Hurricane’s prove unreliable its going to be a hard sell to anyone.

Last edited 8 months ago by 488Magnum
JDE
JDE
8 months ago
Reply to  488Magnum

Considering the Pentastar exhaust outlet shapes at the collector, I am kind of suprised they did not try the turbos on that motor a few years ago to offer and prove the idea before going clean sheet and hoping nobody suspects the quality of a US workforce under a French/italian governing group would be suspect at all.

World24
World24
8 months ago
Reply to  JDE

It’s reportedly set-up for boost, but the main reason it’s likely never gotten a boosted application, for CDJR, is that it’s already got a special boosted version: the Maserati F160. Maserati & Ferrari were given a chance to turn the Pentastar into a turbo engine. The blocks are actually still built on one of the Pentastar assembly lines.
The best they managed was 99 extra horsepower with 2 turbos. If they couldn’t make more power with a much higher budget, the engineers in Auburn Hills likely couldn’t do it with a smaller budget.

JDE
JDE
8 months ago
Reply to  World24

the twin and single variants were supposed to make 370 and 420 way back in 2015. that would certainly be more competitive to the EcoBoost 3.5 if that was to be a thing, the 420 number would have been better than any 5.7 before or after that year, and the 370 would have been pretty close most of the time. given the 8 plus years to better develop since 2015, it seems off that they did not at least put their toes into the optional turbo V6 water a while back, especially in the Jeeps.

World24
World24
8 months ago
Reply to  JDE

Maserati/Ferrari got 325-424hp out of the Pentastar design.
Maybe Jeep could’ve used it, but Maserati/Ferrari had much more money and development into the engine and that’s the best they could do.
It just isn’t strong enough. Probably would need a complete overhaul, likely change the block and whatnot.

JDE
JDE
8 months ago
Reply to  World24

I would almost suspect the high rpm preferences of those marks might have been the big deal there. Also maybe the fear of getting labeled a Chrysler by using that engine design. I have seen the Maserati’s with the 3.6 engine. it is not often the downfall of quattroporte’s as much as everything else, but certainly the motor could have ben used in Rams a long time ago to cover some of the development cost on the money makers.

Boxing Pistons
Boxing Pistons
8 months ago
Reply to  488Magnum

Agree. Not to mention that the Pentastar is a car engine. The torque to hp ratio is a major tell. The Hurricane was designed as a truck motor from the start.

Rust Buckets
Rust Buckets
8 months ago
Reply to  Boxing Pistons

Torque to hp ratio is determined exclusively by power and torque peak rpms, if you didn’t know.

But yes engines that don’t have to rev to 6k to make some torque generally don’t do as well in heavier hauling service.

Boxing Pistons
Boxing Pistons
8 months ago
Reply to  Rust Buckets

Yup. My That sounded dumb. Power/torque PROFILE is what I meant. That Pentastar and the GM 3.6 in the Colorado are what come to mind versus the 4.3 in the Silverado..

Johnny Anxiety
Johnny Anxiety
8 months ago

Do these Hurricane engines take regular fuel or do they require 89 or higher octane? These things aren’t really talked about with pieces like this and I feel like it’s probably an important question given the turbo’d future we are entering.

V10omous
V10omous
8 months ago
Reply to  Johnny Anxiety

My uninformed guess is that the low output engine will be fine on 87 and the high output may want premium to get that output.

This is the way Ford does it with the regular 3.5 vs the Raptor tune.

Goof
Goof
8 months ago
Reply to  V10omous

Even then, the lower tune versions may run on 87, but not necessarily well.

About 10 years ago I worked with someone who bought a Ford Flex with the 3.5L EcoBoost, and I asked if he ran more than basic fuel. He said he didn’t, but his fuel economy was utter garbage. I suggested he put in 93 and indicated he’d likely notice a difference.

He noticed a 7.5mpg boost and it felt a lot brisker. He talked to the dealer and they said it’ll run on 87, but pull timing like crazy. Not only was the fuel economy better, but he likely regained about 70-80 horsepower lost from the engine management nerfing things to safely run on 87. Plus despite the $1/gallon difference between octanes, the cost was a wash from the big fuel economy bump.

I’m sure the engine management and tunes have improved further as turbos have become more common, but for me, turbo always means you should run a higher octane.

Thomas Metcalf
Thomas Metcalf
8 months ago
Reply to  Goof

I had to fuel up my WRX on the PA turnpike and the reststop was out of premium. I put in the minimum amount of 87 octane to get to my destination and as soon as I got there filled it up with 91. I didn’t notice MUCH of a difference but I probably had about 1/4 tank of 91 filled to 1/2 with 91, so it was about 89 octane.

V10omous
V10omous
8 months ago
Reply to  Thomas Metcalf

I’ve noticed some of my vehicles are “Premium recommended” vs “Premium required”. I’d do what you did if I was driving the former, and I’d drive to the next station or call a tow truck if the latter.

Of course, we also have 93 readily available here, so a *bit* of dilution probably still keeps the mix above 91.

Thomas Metcalf
Thomas Metcalf
8 months ago
Reply to  V10omous

Yeah, the WRX is fairly modern and can pull timing to accommodate lower quality gas. The good thing is that I was just cruising on the turnpike at 70 so I wasn’t running the engine hard.

There’s one place near me that has 94, which you don’t see very often. Kind of out of my way now, but I used to fill up there fairly regularly

Rust Buckets
Rust Buckets
8 months ago
Reply to  V10omous

For the most part you can run even a “premium required” engine on regular fuel if you take it easy. Knock is only an issue at higher cylinder pressures, and you can limit cylinder pressure with your right foot.

BolognaBurrito
BolognaBurrito
8 months ago
Reply to  Goof

My folks have owned like three or four different EcoBoost F150s and octane rating hasn’t made a lick of difference for them when it comes to fuel economy. These are just old farts that largely drive like old farts though.

Goose
Goose
8 months ago
Reply to  Goof

My Mazda turbo gets the exact same fuel economy regardless of fuel type. Per Mazda, there isn’t any power difference until you’re above something like 3500 or 4k RPM. Most cars that say you can run both are similar too, power differences aren’t noticeable at lower RPMs because it doesn’t need to pull timing until it gets to higher RPMs.

MrLM002
MrLM002
8 months ago
Reply to  Johnny Anxiety

Great point that did not come to mind in this instance (though for a while it was a concern of mine with various other vehicles).

Personally if I’m buying a new automobile it’ll be a BEV, too bad I don’t like any of the ones currently on the market in the US nor any of the ones that’ll be on the market in the near future (so far).

I got till 2026 to find one.

Arch Duke Maxyenko
Arch Duke Maxyenko
8 months ago

How many REBEL badges are on the 2025 Ram 1500 Rebel?
Did the badge designer stay up at the midnight hour, screaming, “More, More, MORE!!!!!”

Collegiate Autodidact
Collegiate Autodidact
8 months ago

Yeah, and it’s so rebellious when it’s pretty much the pinnacle of the status quo for American SUVs & trucks (eye-roll)

Last edited 8 months ago by Collegiate Autodidact
Manwich Sandwich
Manwich Sandwich
8 months ago

Yeah… these days you’ll actually be more of a ‘rebel’ by buying a *car* with a manual transmission.

Look, a Volvo!
Look, a Volvo!
8 months ago

The higher you climb on the trim sheet, the more and more it looks like a truck from a children’s show. Something about the defined nose and flat shapes just looks so average…

V10omous
V10omous
8 months ago

Looks good and I’m not as bummed about the Hemi as I might have thought.

Simple V8s will presumably be available in the 3/4 and 1 ton trucks for some time to come yet, so using the 1/2 ton as experimental ground for I6, plug in hybrid, etc makes a ton of sense. Those buyers are less traditional and more fuel economy focused if I had to guess.

I expect an ad campaign to tie the I6 layout in this truck to the Cummins in the HDs, if not a semi. “That Thing Got a Hemi” for the 2020s.

Jakob Johansen
Jakob Johansen
8 months ago

I have always found it interesting that people in Eurasia, can get by in their daily lives with meager 4 cylinder engines! How sad must their lives not be.

TOSSABL
TOSSABL
8 months ago

This is honestly a good looking truck—and it’s not got the aggressive cast I’ve come to expect from full-sized rigs these days. We live in good times when the base straight6 has 420 hp: that’s in no way a penalty engine.

BolognaBurrito
BolognaBurrito
8 months ago
Reply to  TOSSABL

Obviously it’s not the penalty engine; it’s the optional choice; the step up; the upper trim; the…

The penalty engine is the V6, which isn’t a bad engine, it’s just certainly not as powerful.

Mr. Canoehead
Mr. Canoehead
8 months ago
Reply to  BolognaBurrito

The thing is that even the V6 makes almost 400hp and 400 torques (although probably a 100 of each less when the battery drains). Probably enough power for most people.

I remember when my 1999 Expedition with the 5.4 (the top engine) made 260hp and 350 torques.

Goose
Goose
8 months ago
Reply to  Mr. Canoehead

That’s a typo in this article. Per Ram, the 3.6 is gonna make the same 305hp/269ft-lbs as it does today.

https://www.ramtrucks.com/2025/ram-1500.html

Last edited 8 months ago by Goose
Isis
Isis
8 months ago
Reply to  Goose

Which is a big fat Boooooo in a 6k lb truck. . .

UnseenCat
UnseenCat
8 months ago
Reply to  TOSSABL

I noticed the re-styling as well. It’s going back to the more honest, less over-wrought look of the 2nd- and 3rd-Gen trucks and I definitely appreciate that as somebody who keeps a grimy old 2nd-gen Cummins-powered 2500 in the driveway.

If I were in the market for a new truck, I’d be all over the straight-six power. I drive a diesel straight-six now with the Cummins, and my favorite truck from before was an ’83 Ford with the 300 straight six. Inline sixes have the grunt you need in a truck to get a load moving or to haul stuff up heavy grades without having to rev the hell out of the engine.

TOSSABL
TOSSABL
8 months ago
Reply to  UnseenCat

I love the smoothness & torque of a straight6. Now that we have fuel injection to even out the fuel delivery, there’s no real downside (in my use case: I don’t race or tow)

Griznant
Griznant
8 months ago

Good looking truck. IMHO this is probably the best looking full-size available coming down the pike right now.

BolognaBurrito
BolognaBurrito
8 months ago
Reply to  Griznant

I still want them to bring back the crosshair grill and change the name back to Dodge Ram.

KennyB
KennyB
8 months ago
Reply to  BolognaBurrito

I don’t know, I loved how on my registration it said I had a RAM RAM 1500

Cool Dave
Cool Dave
8 months ago
Reply to  Griznant

Absolutely!

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