2025 Ram 1500 Is Better Without the Hemi V-8

If your only argument against the 2025 Ram 1500 is that it doesn’t have a Hemi, you’re missing out. I crave the sound of a V-8 as much as anyone, but after a week with the latest half-ton Ram and its high-horsepower Hurricane 3.0-liter inline-six, I don’t miss the Hemi one bit. I really like this truck.

I don’t like it just for its performance, which is abundant in the 1500 Crew Cab Limited. This 19-foot truck is very comfortable for five adults, offers a roomy cabin, and a compliant ride courtesy of a firm solid-axle suspension. The interior is quiet and well-appointed, and it does a good job of trucking despite its plush seats and $88,000 price tag.

Let’s talk a little more about the engine. The first thing you notice is how smooth the truck runs. That’s typical of an inline-six, and it gives the Ram 1500 a distinct advantage over its competitors in the half-ton segment. The six-cylinder comes to life with a whisper, fully masking its two turbos and 540 horsepower. Driving around town feels effortless. When city streets give way to rural highways, the Ram’s turbos whistle as the truck eats up the miles.

Ram says the off-road-focused RHO hits 60 mph in 4.6 seconds. I didn’t put a timing gear in, but with the same engine spinning all four wheels in the Limited, I’d say that’s an accurate assessment. Acceleration feels quick but not brutal, and at the risk of sounding like a broken record, it’s very smooth. No, the thing doesn’t have a Hemi… and that’s So the results are much better. If that still bothers you, ask the HD Ram guys how much they like their Cummins I-6 diesels.

The 1500 is fast, but it’s still a pickup truck. With its high-horsepower engine, Ram lists a maximum towing capacity of 9,920 pounds. I didn’t hit that number during my trip to the local compost dump. Technically, that’s lower than the Hemi, but if you regularly tow a 10,000-pound trailer, you probably need an HD pickup. After all, I didn’t even know my small utility trailer was there, even with a 2,000-pound load of dirt in it.

Again, smooth is the best way to describe the towing process. Hitching up a trailer is a breeze thanks to the many rear-view cameras, and you can configure the truck’s UConnect software to launch a test mode when the trailer lights are on. This also gave me a chance to try out Ram’s Trailer Reverse Steering Control—a handy tool for drivers who don’t have much experience backing trailers. However, it essentially replaces the steering wheel with a small knob. You still have to steer it, so experienced reversers likely won’t get much out of the system.

Pros: Smooth engine, abundant power, not like a truck

The Ram’s multifunction tailgate is also worth a shout. Forget Chevy’s overly complicated MultiFlex tailgate or Ford’s Pro Access setup. The Ram’s offset barn door feature is all you need. The smaller side is still usable with a trailer attached, and with both sides open, you can load pallets right into the truck bed. This feature came in handy for a quick trip to Lowe’s to buy some cement patio blocks—100 of them, to be exact. With the barn door open, a yard worker parked the pallets right behind the truck bed. I loaded 1,300 pounds of bricks in 10 minutes, and like pulling a trailer, I didn’t even know they were there.

But what about fuel economy? It’s true that, according to EPA ratings, the Hurricane in high-output trim is worse than the Hemi. Specifically, it’s rated at 15 miles per gallon city, 21 highway, and 17 combined. But there’s more to the story than that. On my rural northern Michigan roads at a compliant 55-mph speed limit, I was able to maintain between 25 and 30 mpg with careful throttle management. With a load of patio blocks, I still averaged 21 mpg on the highway at 75 mph. Those are good numbers for a 6,000-pound truck with sports-car acceleration, let alone one loaded with 1,300 pounds. But there’s a catch.

Mileage will drop drastically if you step on the gas pedal even a little bit. That's why I mentioned careful gas managementwhich, admittedly, is hard to do with this much power. When all was said and done, I ended my tenure with an average of 19.2 mpg—a better estimate than the EPA’s numbers but biased toward rural highway driving. With a soft foot, I think the HO I-6 could beat the Hemi at the pump. Proving that theory, though, would take more than a week behind the wheel. And that would require a lot more self-control.

In addition to the engine, Hands-Free Active Driving Assist is new for 2025. It activates on approved highways and does a good job of keeping the truck in its lane without changing lanes. It will automatically change lanes, though you may want to do it yourself. The system is especially careful to change lanes if there is traffic close enough to the truck. A bright green light on the dash lets you know when the system is active, which I prefer to Ford’s BlueCruise.

Cons: Information overload on infotainment screen, bank account overload with price tag

I was more impressed with the live assists, most of which are standard on all 2025 Ram trims. I never got a false warning to hold the steering wheel while holding it, something that often occurs in other cars, especially on straightaways that require little or no wheel input. That doesn’t mean the system is negligent in its monitoring duties. The truck chimed and buzzed if my hands were off the wheel for more than a few seconds. And sensors on the steering column can track your eyes even through sunglasses. Expect more chimes and buzzes if you stare at the 14.5-inch center touchscreen for too long.

And that’s possible. The large screen is easy to read, and the UConnect 5 system offers user customization for widgets and things you want to see more often. However, you can quickly run into information overload among all the apps and widgets. Thankfully, common controls like volume and climate control have physical buttons, and on some trims, the passenger side also has its own touchscreen. Yes, that touchscreen plays video as you drive down the road. No, the driver can’t see it.

I have very few complaints about the latest Ram, which is surprising considering I’m not a truck enthusiast. Navigating the touchscreen can be a bit frustrating at times, but that’s something that comes with experience. Filling up on premium fuel is expensive, but that’s the price you pay for performance. There were a few times when towing a trailer where I wished the low-end torque would come in at lower revs. It’s a bit of a struggle to get into the productive powerband at times, but it’s manageable with a little practice.

The price is also a surprise. With a manufacturer's suggested retail price (MSRP) starting at $77,150, the Limited sits at the top of the truck range and isn't even the most expensive trim. The 1500 RHO offers a high-horsepower engine for a little less (still above $70,000), but that's where the standard six-cylinder comes in. You can get it all the way up to the entry-level 1500 Tradesman, and even only rated at 420 hp, still more powerful than the previous Hemi. And it should have the same smooth I-6.

If you’ve read this review and still can’t imagine life without a Hemi-powered Ram, take this advice. Buy the cheapest early-2000s Dodge Ram you can find, install some cherry bombs, and then top it off with a 2025 Ram as your daily driver. The old Dodge will be there to wean you off your Hemi addiction, giving you time to realize that the first Ram in two decades without a V-8 soundtrack is actually the best one yet.