RAM 1500

RAM 1500

The RAM lost its Hemi V8 in 2025, but gained performance and efficiency.

In April 2025 the RAM 1500 was significantly changed, scoring a new twin-turbocharged in-line petrol six, in place of the revered ‘Hemi’ V8. Only two top-shelf models were available at launch, with other spec’s due later.

 

First up: an explanation of why the RAM 1500 is listed as a ‘Medium Ute’, not a ‘Large Ute’, because it certainly looks ‘large’. However, while it can tow up to 4.5 tonnes, it has way less than a one-tonne payload and a gross vehicle mass of only around 3.5 tonnes. RAM 2500 models are listed in our Large Utes section.

By way of comparison, the physically smaller Ford Ranger Super Duty has a GVM of 4.5 tonnes and much greater payload capacity.

The big RAM 1500 news for 2025 is the Hurricane in-line six engine that was designed to have higher outputs than the Hemi V8 it replaces. The Hemi’s, roots go back nearly 75 years and the new engine claims improved economy and lower emissions.

 

 

Of course, in Trump’s MAGA-fuelled USA, the demise of the ancient V8 didn’t go down well with the Good Ol’ Boys, so it’s been reintroduced for North American market MY2026 RAMs.

The re-intro V8 models are distinguished by a prominent ‘Symbol of Protest’ badge, featuring a ram’s head and four-pipe exhaust headers. Only in America…

 

 

The all-new Hurricane engine has a deep-skirt cast-aluminium block with structural aluminium alloy oil pan; cross-bolted steel main bearing caps; forged-steel crankshaft and forged-steel connecting rods. 

Each turbocharger feeds three cylinders. From a performance standpoint, two smaller turbochargers, with less inertia, spin up faster and deliver boost to the engine at lower revs than does a single, large turbo. The result is that the Hurricane twin-turbo has a generous torque band.

The engine comes in two states of tune: 313kW/635Nm in the new RAM 1500 Laramie Sport and 403kW/707Nm in the Limited. The latter scores a 125-litre fuel tank, in place of the Laramie’s 98-litre tank and requires 95-octane petrol instead of 91.

Both engines drive through an eight-speed auto box and two-speed transfer case, but the Limited has full-time 4WD operation, instead of on-demand.

Like all Yank utes the RAM 1500s are set up for heavy towing, with towbars, 50mm and 70mm lowballs and electric braking kits. The Laramie can haul up to 4.5 tonnes, while the Limited’s air suspension reduces its towing capacity to 4.2 tonnes.

 

 

For its RRP of $141,950 the RAM 1500 Laramie Sport comes with: 20-inch alloy wheels, mounted with 275/55R20 tyres; LED headlights; heated, power-adjustable front seats; heated steering wheel rim; panoramic sunroof, power tailgate with one-touch close function; RamBox storage system; sprayed tub coating; automatically lowering and retracting side steps; autonomous and conventional cruiser control; Auto, Sport, Tow, Snow and Off-Road drive modes; Blind Spot Monitoring with Rear Cross-path and Trailer Detection; Forward Collision Warning with Active Braking;12.3-inch digital instrument cluster; 14.4-inch infotainment screen;10.25-inch front passenger infotainment touchscreen; Apple CarPlay and Android Auto; two wireless smartphone chargers and 19-speaker Harman Kardon sound system.

 

 

The Ram 1500 Limited adds: 22-inch alloy wheels, shod with 285/45R22 tyres; air suspension with Normal, Aero and Off-Road operating modes; LED headlights and tail-lights with unlock animation; proximity lighting; massaging seats and a digital rear-view mirror.

North American-built RAM 1500 models arrive in Australia as left-hand drive vehicles and are remanufactured to right hand drive at a purpose-built facility in Melbourne. From June 2019 that factory was operating three shifts per day, to meet demand.

The chassis and body are separated and a re-engineered steering system is fitted; a new dashboard that was designed, developed and produced in Australia is installed and a RHD-specific heating and ventilation system is fitted, before the body and chassis are re-married.

The work requires production-line levels of quality, fit and finish, and means that the re-engineered vehicle is officially classed as a remanufactured vehicle, not a conversion.

A comprehensive three-year/100,000km warranty, backed by a nationwide dealer group, applies.

 

 

On and off road behind the Hurricane engine

 

 

From engine start-up, it was obvious that the RAM’s bonnet covered an engine that differed greatly from the revered Hemi V8: gone was the rumbling burble that emanated from many Chrysler products for more than 75 years.

All but the last generation Hemis featured hemispherical combustion chambers that resulted in improved gas flow and more efficient fuel burn, but the trade-off was valve-train complexity, given that the Hemi retained a single in-block camshaft and push-rod valve actuation.

European engine designers achieved hemispherical combustion chambers by using single or twin overhead camshafts, but that was a more expensive route than the US market could tolerate.

Although still competitive in terms of V8 performance and fuel consumption, the Hemi faced tightening emissions laws in the 21st century that ensured it would be phased out.

Big-bore, naturally aspirated engines are heavier and more polluting than forced-induction ones. Also, turbocharging removes the need for hemispherical combustion chambers.

In the test RAM’s capacious engine bay, in place of a Hemi, sat a brand-new Hurricane, in-line, three-litre, twin-turbo, petrol six. Despite its perceived lack of cubic inches and combustion burble this 21st century powerplant produced more power and torque than its predecessor and, as our test revealed, with more flexibility and no fuel consumption penalty.

Our test vehicle was a standard Laramie Sport model, although ‘standard’ doesn’t really do the equipment list justice. It was fully loaded, other than for some additional niceties and air suspension that bolted into the Limited model. However, for OTA website visitors, the more practical bush-friendlier Laramie spec’ was our preference.

The Laramie Sport came with 20-inch street-oriented tyres and electrically-actuated sidesteps, so we confined our off-roading to fire-trail tracks that didn’t threaten either. Rough-terrain models are scheduled – no date available as at May 2025- so we’ll await their arrival to check out the Hurricane’s performance and economy in tougher terrain.

 

 

We did couple of tow tests, as well, hauling a 2.5-tonnes ATM caravan, with 200kg ball weight and a 2.2-tonnes ATM crossover camper, with a ball weight of 160kg.

Unladen and with the cargo tub half-loaded the 2025 RAM 1500 went like an absolute rocket when provoked, but was happy to trickle around town at modest speeds. Shifts in the eight-speed box were imperceptible.

Buyers looking for some combustion noise would need to play petrol-head soundtracks on the excellent Harmon-Kardon stereo system, because there was no engine noise, unless the driver buried the foot.

Left to its own self-shifting devices the auto selected the highest possible gear at all times. Regardless of load and at legal speeds the rev counter showed less than 2000rpm, unless acceleration was needed, after which it dropped back to under-2000. 

This degree of flexibility isn’t typical of naturally aspirated petrol engines, because they need to rev to deliver their best. The twin-turbo design of the Hurricane engine gave it diesel-like grunt and that’s obvious when you look at the non-official performance curves we managed to find on-line.

 

 

Normal petrol engines have a cross-over between power and torque curves that mean the engine’s ‘sweet spot’ is at least 3000rpm. However, the Hurricane curves show that at the engine’s cruising revs there’s potential for an adequate and economy-inducing 150bhp being produced, along with hill-eating 540Nm of torque. That’s what you’d expect from a modern diesel.

Using economy-trial driving techniques we saw fuel consumption drop to 10.9L/100km, but a more realistic average was 13.4L/100km. When towing both vans on freeways the average climbed to 17.5-19L/100km, which is what we achieved with the previous Hemi-powered models.The Hurricane engine is happy to run on 91-octane fuel that’s readily available in the bush.

(In theory, a modern twin-turbo petrol engine should give better fuel economy than a naturally aspirated V8, but the last-generation Hemi had the benefit of a Multi-Displacement System (MDS) that shut down four cylinders under highway cruising conditions. This technology was transferred from Mercedes-Benz, during the less than successful Daimler-Chrysler ‘merger’ years.)

 

 

The downside of the MT2025 RAM 1500 Laramie was a reduction in fuel tank capacity to only 98 litres, from previous RAM tank sizes that ranged up 140 litres.

Evaluating the new engine was the main purpose of our test, but we checked out everything else in the Laramie spec’ as well. As already stated, this equipment spec’ was more road-oriented than bush-bashing, so we took that into account.

We evaluated the new machine as a towing vehicle that would also be required to handle solo-vehicle mild bush work, like beach sand and fire trails. We also assessed its credentials as a tradie’s daily drive that could become a family’s recreational machine on weekends and holidays.

 

 

Ride and handling on formed surfaces were very good, but there was considerable spring reaction to ruts and corrugations that the shock absorbers didn’t damp out very well. Gravel road drivers would need stiffer dampers, we reckoned.

The RAM handled our test fire trails quite happily, with adequate low-range gearing for climbing and descending stone shelves, but range-change selection was a slow process, even with the main box in ’N’. Rough trail section saw the weak dampers letting the big ute rock from side to side. 

 

 

Towing performance was excellent, but we found the standard rear springs didn’t like our test vans’ ball weights. The 200kg caravan ball weight saw the rear suspension sag around 100mm and rear spring travel and ride quality both suffered. For ball weights over around 150kg we reckon weight distribution bars are essential.

 

 

The RAM 1500 came with every conceivable driving and comfort aid, and all of them worked well. Engine stop-start action passed almost unnoticed, because of the low engine noise and vibration levels, and instant engine-starting response. Lane-departure assistance wasn’t overly ‘bossy’.

 

 

The huge infotainment screen had a clear display that was visible even with sunlight on the screen and the camera displays were also easy to scan. A dotted line in the centre of the reverse camera display allowed dead-accurate trailer coupling. 

Seat comfort was excellent, given that the Yank lounges were designed for cruising, not for gripping backsides through the ‘twisties’. Even the rear seats were rake-adjustable and offered ample legroom. Getting in and out of the flattish seats was easy and greatly assisted by powered sidesteps that descended to an ideal height.

 

 

The cargo area was state of the art, featuring a sprayed liner; powered – up and down – fob-locking tailgate; sturdy drop-down access footstep; novel folding soft tonneau; movable cargo barriers; standard towbar with 50mm and 70mm towballs; 12-pin trailer plug with electric brake connection; and RAM Boxes. 

These fob-locking, lidded storage compartments graced the tub coamings and were each sized to handle a pair Good Ol’ Boys’ pump-action shotguns and a couple of big ammo boxes, but could be used for peaceful purposes as well.

We loved the RAM 1500 Laramie Sport and we’re keen to check out the more bush-capable variants when they’re available.

 

 

Previous V8 models

 

The RHD-converted and remanufactured RAM 2500 and 3500 RHD models achieved success in Australia, and were joined by the lighter-duty 1500 version in mid-2018. A petrol V8 was the standard offering and a three-litre diesel option was released in August 2019. The TRX came in 2022 and the Laramie Sport and Big Horn in mid-2023.

The RAM 1500 was launched in Australia in mid-2018, providing buyers in Australia’s fastest growing market sector with a sub-$100k, full-sized American crew-cab ute.

The RAM 1500 released in Australia wasn’t the 2019 model that had just been launched in the USA, but was the 2018 model,  planned to be marketed in the USA alongside the 2019 model.

The RAM 1500 complemented the RAM 2500 and 3500 range that was launched in 2015.

Powered by a 291kW/ 556Nm, 5.7-litre petrol Hemi V8 engine, the RAM 1500 claimed best in class towing, power, cab size and cargo space, with a tub length of nearly two metres. Options included the class-exclusive RamBox Cargo Management System.

The Chrysler-Jeep VM Motori three-litre diesel, 179kW/569Nm V6 option became available in August 2019.

At launch, the RAM 1500 was available in two equipment levels, with a choice of two cab sizes: the Express with the Quad Cab and the Laramie with the Crew Cab. Although the Quad was the smaller of the two, an interior volume of 3.3 cubic metres placed it ahead of the majority of Australian-market utes.

The Laramie had an American-market-sized crew cab, similar to that in the RAM 2500, with 3.5 cubic metres of interior space and rear seat leg room length of more than a metre.

The 1500 Express had a leather lined dashboard, colour-matched grille, bumpers and trim, and could be enhanced with a Black Pack.

The RAM Laramie had a traditional chromed grille and chrome highlights; heated and cooled, ventilated front seats; heated rear seats; heated steering wheel; leather-faced seats and trim; deep pile carpeting and an equipment list that put some luxury cars to shame.

All Australian-market RAM 1500s were built on a 3569mm wheelbase. Payload capacity varied, but was in the in the 800kg range, confirming their design as American-maket ‘half-tonners’, not one-tonners like the RAM 2500 models. However, towing capacity was up to 4.5 tonnes, making the RAM 1500 models a tonne better than popular Australian-market mid-sized utes.

We reckon that RAM 1500 models were best used by people who wanted towing capacity, not on-board payload capacity.

Under the bonnet of the RAM 1500 was a legend. The ‘Hemi’ name came from hemispherical combustion chambers – a revolution in pushrod V8 design in the post-WWII years – that provided an efficient combustion chamber, with space for two large valves.

The latest Hemi continued to power racing cars and muscle cars, as well as the RAM 1500 and matched the Hemi design with the latest technology including a coil-on-plug ignition system, variable valve timing (VVT) and two spark plugs per cylinder to shorten flame travel, leading to more consistent combustion and reduced emissions.

It could save fuel through a Multi-Displacement System (MDS) that shut off four cylinders – two on each bank – under light load to improve fuel economy.

Historically, Hemi engines suffered from lifter and camshaft issues, and it was an ongoing problem that seemed to be a design flaw. More on that later.

The grille hid active grille shutters that admitted the right amount of cool air into the engine bay. This meant more consistent engine temperatures, faster warm up from cold starts and less aerodynamic drag.

When the active grille shutters were closed, airflow was redirected over and around the front of the truck, slightly enhancing aerodynamic performance.

A rotary dial controlled the Chrysler TorqueFlite eight-speed transmission that was a licence-manufactured ZF 8HP70 design. This dial allowed quick transitions from Reverse to Drive when towing or ‘rocking’ out of mud or sand.

The driveline was selectable full-time 4WD, using a Borg Warner transfer case, with a low-range ratio of 2.64:1.

The RAM 1500 featured electric power steering (EPS), removing the previous hydraulic pump, high-pressure hydraulic hoses and cooling circuit. This greatly streamlined the RHD-conversion process.

Additionally, EPS sensed constant input from the driver, such as counter-steering against the pull from a crown in the road and reduced that steering wheel rim effort.

The RAM 1500’s 4.5-tonnes-capacity towing ability came from its advanced separate chassis and suspension construction. A towbar, trailer electric brake controller and 12-pin trailer plug were standard equipment.

The 4.5-tonnes trailer rating applied to V8 petrol RAM 1500s supplied with 3.92:1 final drive ratios. Some early models were available with an optional economy 3.21:1 final drive ratio that limited towing capacity to 3.5 tonnes.

Diesel V6 models came with the 3.92:1 final drive ratio and were rated at 3.5 tonnes towing capacity.

The front rails employed high-strength steel and the side rails were fully boxed.

The RAM 1500 had multi-link, coil-spring rear suspension and that provided improved ride and handling characteristics.

The front independent suspension combined steel upper control arms, aluminium lower control arms and coil springs. Interestingly, both front and rear axles were rated at 1770kg capacity.

Four-wheel disc brakes were standard on all RAM 1500 Truck models. The front rotors measured 336mm in diameter and were clamped with dual-piston callipers, and the rear rotors were 352mm with single-piston callipers.

RRPs for the RAM 1500 models startedwith the Express Quad Cab with two-metre tub that had a driveway tag of $79,950 at launch. Tub-side RAMBoxes added five grand and the Black Pack a further five grand.

The Laramie Crew Cab versions started at $99,950.

In March 2019, a new grille was fitted to the RAM 1500 models, along with a much larger ‘RAM’ badge on the tailgate. The budget-priced Express version was also fitted with a reversing camera and trailer brake control kit, making it even better value for money.

 

2020 updates

 

The V8 Hemi-powered 1500 Warlock model took the 1500 model range to five different variants. The Warlock was based on the Crew Cab and added RamBox cargo-tub bins with lighting and drainage, leather-trimmed upholstery,  Apple CarPlay and Android Auto connectivity via a Uconnect 215mm (8.4-inch) Touchscreen and a 25mm factory suspension lift.

Exterior enhancements included a Rebel-style grille, ‘sports’ bonnet, black powder-coated front and rear bumpers and fender flares, 20-inch semi-gloss black wheels, accent badging and ‘Warlock’ decals. Launch colours included Flame Red, Bright White and Patriot Blue, with additional colours to come.

Powering the Warlock was a 5.7-litre V8 Hemi petrol engine, with 291kW and 556Nm outputs. With an 820kg payload and standard trailer brake control system, the Warlock retained the basic Crew Cab’s 4.5 tonne towing capability.

At launch the RAM 1500 Warlock was priced from $104,450 plus dealer delivery and on-road costs and was backed by a three year/100,000km warranty with roadside assistance.

 

 

2022 TRX

 

 

In July 2022, RAM announced the top-shelf TRX model, for those buyers for whom too much power and torque still wasn’t enough.

Highlights included: 6.2-litre supercharged Hemi petrol V8, putting out 523kW at 6100rpm, with 882Nm of torque at 4200rpm (0-100km/h in 4.5 seconds; 190km/h max speed); air entry through bonnet scoop and grille into two air cleaners; TorqueFlite 8HP95 eight-speed automatic transmission;  full-time active transfer case; suspension system with active damping; integrated composite fender flares and steel box outers; premium materials, colours and textures, including hand-wrapped leather instrument panels; Uconnect 5C NAV with a portrait 12-inch reconfigurable touchscreen; 900-watt, 19-speaker Harman Kardon sound system; Baja drive mode calibrates four-wheel-drive and steering systems, stability control, paddle shifters and suspension; ParkView rear backup camera with dynamic grid lines; Electronic Stability Control (ESC) with electronic roll mitigation and six air bags; Blind Spot Monitoring; Adaptive Cruise Control; Ready Alert Braking; Full-Speed Forward Collision Warning-Plus and optional Goodyear Wrangler Territory 325/65/R18 All-Terrain 35-inch tyres.

The RAM TRX was priced from AU$199,950 RRP

 

 

The Big Horn version was introduced in August 2023, with 8.4-inch Uconnect Touchscreen; Wireless Apple Carplay and Android Auto; Electric Rear Sliding Cab Window; Cruise Control; Front and Rear ParkSense Park Assist System; Heated Front Seats; Leather-wrapped and Heated Steering Wheel; Steering Wheel Mounted Audio Controls and Electro-chromatic Rear View Mirror

The RAM 1500 Big Horn was available with a choice of two cargo tub lengths. The 1700mm tub variants startsed from $119,950 plus on road costs and the 1930mm variant was $120,950.

 

 

First drives

 

RAM Trucks put on a 2018 press drive in the Bathurst (NSW) region that took in main and secondary roads, some gravel and steep off-road country. The evaluation vehicles were Laramie versions and unloaded, giving an opportunity to check out ride quality empty – normally a downside of ute behaviour.

The test vehicles, being Laramie versions, had full-sized crew cabs and were fitted with all the ‘fruit’ buyers should want. Oddly, though, there is no downhill descent control in either Express or Laramie model specifications. On the plus side, engine braking in low-low proved to be quite powerful.

Pre-trip checks were easy, thanks to a gas-strut-assisted bonnet and clearly marked fluid reservoirs. The pancake air cleaner was easily inspected and we liked the air induction location in the front inner mudguard.

The legendary Hemi sat low in the engine bay and well back, for good weight distribution and ease of access to the serpentine belt and the igniters. RAM must hold the Guinness Book of Records award for the length of the top coolant hose!

There was no clue to the right hand drive conversion cut and shut in the engine bay: everything looked factory-stock.

Getting in and out of the 1500 Laramie was easy enough and side steps bridged the gap for shorties. Powered leather-faced seats with lumbar adjustment and a tilt steering column made getting comfortable simple.

Instrumentation was comprehensive and the telematics display gave detailed information that’s ideal for heavy towing work: transmission oil temperature, for example.

The big V8 fired up readily and made a pleasant burbling sound was we set off. (A louder exhaust pipe is a Mopar option!)

Although the revitalised pushrod donk runs a 10.5:1 compression ratio it’s happy to drink low-octane 89 RON fuel and is compatible with 10-percent ethanol petrol. Less praiseworthy is a small, 80-litre fuel tank, but the Express gets 100 litres capacity.

Immediately obvious was ride quality similar to that in large 4WD wagons, broadening the appeal of the RAM 1500, we reckon. Handling and precise steering were also wagon-like.

The eight-speed Torqueflite transmission shifted seamlessly and performance was sparkling, to say the least. The RAM 1550 could be tootled along gently at cruising speed or given its head for sports-car-like acceleration, with expected exhaust note.

 

 

Tow test

 

We picked up a Laramie test vehicle with the then optional ‘taller’ 3.21:1 final drive ratio and coupled it to a three-tonnes plant trailer that had a ball weight around 100kg. The rear suspension deflected some 40mm as the coupling was connected.

We towed this trailer through hilly terrain and were impressed with the performance of the Hemi V8.

Shifts in the eight-speed auto were almost imperceptible and manual downshift buttons on the steering wheel made it easy to downshift for engine braking.

With cruise control engaged the box automatically downshifted progressively, to maintain revs and engine braking.

At 4000rpm the 5.7-litre braking power was impressive, holding the combination to required road speed on 10-percent gradients. Once the province of diesel engines, engine braking is no longer a feature of small-capacity turbo-diesels.

We measured fuel consumption when towing this load at 17.5L/100km.

 

 

On and off road

 

Our second test Laramie was fitted with 3.92:1 final drives and revved noticeably higher at highway cruising speed: 1800rpm at a true 110km/h vs 1500rpm for the 3.21:1 diff model.

Fuel consumption was slightly higher, averaging 12-13L/100km/h lightly laden, compared with the 3.21:1 version’s average 11-12L/100km/h. Towing economy didn’t change.

The ‘lower’, higher-ratio diffs gave our second test mount even more acceleration!

In general driving there was no perceptible difference between the two machines, so we concluded that the 3.92:1 model is best for those who want the higher 4.5-tonnes trailer capacity. This choice might also have somewhat higher resale value, as well.

Both test vehicles were set up for on-road towing work, not for off-roading. They came with 20-inch street tyres, chromed, spoked wheel caps over aluminium wheels and low-slung side rails/steps, so our off-road testing was confined to gentle fire trails.

There is an off-road suspension and equipment kit available from Mopar, to fit out the Laramie for off-road work. In the USA there’s a Rebel version with all this off road kit fitted, but there are no plans to bring this version Down Under.

The basic off-road credentials are good: powerful traction and stability control, 2.64:1 low-range ratio and generous coil- spring wheel travel, so taller springs and shocks, a 140-litre fuel tank, plus some underbody plating should be the main bits needed.

We found the stock suspension fine on smooth bitumen and dirt surfaces, but the damper settings were too soft and with too little bump damping to work well on lumpy bitumen and heavily rutted and corrugated gravel. Stiffer shocks would be our choice for Australianising the Laramie.

 

 

Lifter issues

 

Since we recorded the following video we’ve heard of recurrence of the well-known Hemi lifter problem. The hydraulic lifters that actuate the valve train can suffer from what appears to be lack of lubrication. The issue isn’t related to MDS engines, but appears to be widespread across several Hemi variants.

Our research indicates that the problem is a design issue and engines that are idled excessively or under-worked suffer most from the lifter lube issue.

The most authoritative suggested cause we’ve come across is the shallow operating angle of the lifters, reducing the amount of oil flow over the roller ends that bear on the camshaft.

In comparison, competitive pushrod V8s have more vertical lifter galleries, encouraging oil flow down the full length of the lifters. Also, the high-set position of the camshaft in the Hemi block reduces the amount of oil splash from the rotating crankshaft.

We asked FCA – Chrysler’s Australian parent company – for comment, but they refused to answer several emails.

We were assured by Chrysler that this problem had been fixed, but it appears not. We’ve heard of problems with late model Jeeps and Chrysler 300 cars suffering lifter failure – including a 2020 NSW Highway Patrol car.

 

 

 

MY2019 Eco Diesel model

 

 

In late August 2019 we tested the newly-released Laramie three-litre diesel model. The diesel model was driveline-similar to the V8 petrol models, but there were some significant equipment changes. It came without sidesteps and a standard towbar, although both items can be fitted by RAM dealers. Also, there was no RAMBox option.

We reckon there’s a twofold reason for the changes: cost control and weight control.

The diesel engine is much more expensive to make than the ubiquitous Hemi petrol V8 and needs to carry a heap of emissions control equipment. To keep the pricing penalty for the diesel within 10-percent of the petrol machine’s RRP, it made sense to delete some of the ‘fruit’ that the petrol Laramie got as standard.

On the weight front, the diesel donk is heavier than the V8 and its emissions gear also adds weight. If the Eco Diesel model carried all the petrol-1500 kit its payload rating would have dropped below 700kg and that was obviously perceived as a step too far down the scale. As specified for Australia the Eco Diesel Laramie has a claimed payload figure of 735kg.

Those potential buyers
who don’t plan to tow with their RAM 1500 Eco Diesel won’t miss the towbar, but the vehicle is tow-ready, retaining an integrated trailer brake controller. Those who go seriously off-road won’t miss the sidesteps that intrude on the belly angle.

Potential buyers who do want to tow with the Eco Diesel can haggle with their local RAM dealer about the cost of a heavy duty towbar and won’t miss the fact that their payload is adversely affected by the weight of the bar.

Interestingly, the Eco Diesel model comes with a ‘capless’ diesel tank filler: a sprung-loaded steel ball seals the spout and is easily depressed by a fuel hose nozzle.

 

 

On-road test

 

We were given a preview of a pilot-build Laramie Eco Diesel that had a fitted towbar. It was an off-spec’ vehicle, so we were asked not to photograph it.

Time was limited, so we didn’t do any off-road driving, figuring that the diesel would only enhance the RAM 1500’s already excellent off-road credentials. We were primarily interested in whether the diesel would deliver better solo-vehicle and towing economy than the petrol V8. And it did.

Although matched to the same 3.92:1 final drive ratio as the petrol machine, the diesel operated happily at all road speeds, using lower revs, in higher gears, than the petrol model.

It wasn’t as quick off the mark as the Hemi that delivered 150 more horses, nor was it as exciting in overtaking ‘roll-ons’, but, with more torque at lower revs than the V8, the diesel performed smoothly and quietly, and would meet most people’s needs, we reckoned.

Diesel ‘clatter’ was evident at idle from outside the vehicle, but inside, at all speeds, peace reigned.

The diesel payback came in the economy figures. We measured 10.1L/100km lightly laden and 15.4L/100km when towing our three-tonnes plant trailer. We were careful to use the same roads, so we compared apples with apples.

You pays your money and you makes your choice…