The New Ram 2500 Gets An ‘All-New’ 1075 lb-ft Cummins Engine And Two More Gears

RAM invited me to a media event at the old Connor Assembly Plant (where Dodge used to build Vipers) to show off the brand’s latest Heavy Duty and Chassis Cab pickups that will be for sale in early 2025. What I learned is that, while there are some nice styling and hardware (transmission) changes coming to the 3500, it’s the Ram 2500 that’s going to be transformed for 2025. And you can thank a certain motor from Columbus, Indiana for that.

I first want to say that this was my first time attending a media event for the Autopian, and it was awesome. I’ve been in the automotive engineering field for about 20 years. Going to manufacturing plants, engineering centers, proving grounds, and secret prototype garages isn’t a huge deal for me. This time, instead of being greeted by some harried engineer that needs me to fix some problem, I got to meet the head of engineering, interior and exterior design — even the CEO! They all seemed happy to see us journalists. I’m used to dealing with prototype vehicles that are covered in wires, grime, and gaffer tape; the trucks at this event were impeccably clean. It was super cool and I’m honored I got the chance to attend.

The presenters kept returning to the theme of unsung heroes during the presentation. While many pickup trucks are primarily used for commuting, Ram stressed that for their Heavy Duty trucks the statistics are flipped. 90% of owners use their trucks for towing or other hard work vs 10% for pickups in general. The chassis cab truck on stage with a giant hay bale mounted on a “stinger” off the back drove the point home. Although some will be used as “mall crawlers,” Ram claims that most will be plowing your roads, acting as ambulances, hauling heavy loads, and doing real truck stuff. Ram’s presentation was meant to show that RAMs are built to work, and that this new generation of HD RAMs make that work a lot easier.

What’s New?

On display was the updated HD line of RAMs in regular and chassis cab configurations. Chassis cab trucks come without a pickup bed, and can be upfitted by a third party manufacturer prior to delivery — think dump trucks, cranes, tow trucks, ambulances and the like.

The standard RAMs come as either 2500 and 3500 models, with a long list of trim packages including Big Horn, Laramie, Tradesman, and Power Wagon (The chassis cab trucks are available as a 3500, 4500, and 5500).

The biggest update for 2025 is a beefy new “high output” powertrain available across the whole lineup (previously only the 3500 got the “high output”). And no, it’s not available on the Power Wagon — we asked, with fingers crossed. On top of that, all heavy duty trucks get two more gears in the transmission, and to make maneuvering these beasts easier with a trailer several new towing features have been added to keep you from backing into things. Also on display was a host of interior and exterior updates that go a long way to differentiate between the many different models (via use of chrome, black, body-color, etc).

You can see the new styling in the images here; we caught a glimpse of it late last year, as Thomas wrote in “Ram Releases Photos Of 2025 Ram Heavy Duty Without Camo, But We’re Begging Ram To Put It Back On.” I actually don’t mind the truck’s looks; more on that later.

The Beating Heart of the HD Line

The presenters were excited to reveal the upgraded 6.7L Cummins turbo-diesel. With 430 horsepower and a giant 1075 lb-ft slab of torque, this inline-six makes the same amount of torque but 10 more horsepower than the previous high-output, which was not available on the 2500 (its “standard output” Cummins of the same displacement made do with 370 horsepower and 850 lb-ft).

Ram says 70% of RAM HD buyers opt for the diesel on their build sheet, and this new motor promises improvements in “drivability, fuel economy, durability, startability, serviceability and noise, vibration and harshness (NVH).” Ram’s press release discusses the changes to the “all-new” Cummins 6.7-liter inline six:

A redesigned block and head, robust heavy-duty pistons, new performance intake manifold, a new turbo, larger intake/exhaust valves for improved port flow and a higher-pressure fuel system enhance the diesel’s hallmark durability and efficiency. To make service easier, and improve air flow and performance, the new Cummins engine uses improved intake port geometry for top feed injectors, top load lubrication and integrated fuel filters.

Helping customers in extremely cold environments, Ram Heavy Duty trucks equipped with the Cummins High-Output Turbo Diesel use glow plugs.

Unladen, Ram says “The 2025 Ram 2500 now offers the Cummins High-Output Turbo Diesel engine, which results in quicker 0 to 60 mph times (6.9 seconds vs 8.0 seconds on 2024 MY).” That’s over a 10 percent improvement. When towing a full load, the truck accelerates to 60 mph six seconds faster than the previous generation Anyone who’s merged onto a freeway or had to pass someone while towing knows that is a huge deal.

Replacing the old cast iron intake manifold with an integrated cast aluminum manifold and redesigning the head with bigger valves allowed Ran to better manage airflow to increase power and efficiency. A new, more robust fuel pump squeezes dino juice through the rails at 2200 BAR or 30k PSI, resulting in a proper charge and better emissions. The fuel pump is gear driven via the cam shaft. Ram says it improved refinement by switching from loud spur gears to helical gears, which cuts down on noise while keeping the classic Cummins sound.

The 1075 lb-ft of torque puts it right in the middle compared to the competition from Chevy and Ford. Chevy’s 6.6L Duramax diesel makes 975 lb-ft, while Ford’s 6.7L makes a class leading 1,200 lb-ft.

If you need a Hemi, the 6.4L gas V8 is still available as the base engine. Power is similar to the previous generation (405 Hp and 425 lb-ft of torque), but Ram says it was able to improve emissions by 40%. But RAM’s presenters made it clear that the new Cummins is the star of the show.

Granny Gears

Putting this power to the ground — and replacing the old Ram 3500 high-output Cummins’ AISIN AS69RC six-speed and the standard-output 2500/3500’s Chrysler 68 RFE — is a new column-shifted TorqueFlite HD 8-speed transmission from ZF.” Ram says this transmission and the updated Cummins enable 36,610 pounds of towing capability with a more fuel-efficient 3.42 rear axle ratio,” noting that “Max towing was previously available only with a 4.10 axle ratio.” The 4.10 is now only available if you get the Hemi.

That tow figure is down about 480 pounds for the 3500 high output. The 2500’s tow rating is the same 20,000 pounds as the outgoing 850 lb-ft Cummins and six-speed auto truck, but, per Ram, that max figure is available on more cab configurations (4×4 crew cab, for example).

The new ZF transmission has a high 4.89 ratio first gear (the outgoing 3500 high-output had a 3.75 while the standard output 3500/2500 had 3.23 first gear ratios), which is pushing “granny gear” status, helping get the truck moving with heavy loads. This ZF has a trick feature where it will sense whether the truck is loaded via various sensors. If unloaded the RAM will start in 2nd gear for smoother acceleration.

On 4×4 models, power is routed through the same outgoing Borg Warner transfer case, a American Axle 9.25 inch front solid front axle with center disconnect, and an 11.5 or 12 inch limited-slip rear beam axle. Suspending these axles on the 2500 is a multi-link suspension with coil springs and optional rear air bags. On the heavier duty 3500, 4500, and 5500 the rear gets two stage, longitudinal leaf springs. If you spring for the Power Wagon model, you can lock both axles and disconnect the front sway bar.

More PTO

If you want to power more than your wheels, the new HD RAM chassis cab trucks can be fitted with both a left- and right-side PTO which can be operated simultaneously. A PTO, or Power Take Off, is a gearbox attached to a vehicle’s drivetrain that can transfer power to various accessories like compressors, hydraulic pumps, blowers etc.

While the previous generation RAM’s PTO was turbine-driven, which limited its use in low vehicle speed applications (unless you went with an aftermarket solution), the new PTO is engine-driven. This is good for people who will be using PTO-driven accessories at crawling speeds, such as snow plows, auto wreckers, dump trucks and the like. From Ram’s 2015 PTO guidelines:

The Automatic transmission PTO is turbine driven not engine driven. What this means is that the PTO will work only with the stationary mode in park, or in mobile mode with the vehicle moving at approximately 7 mph and above or in neutral. Because of this the PTO system is not a suitable system for vehicles like: snow plows, autoloader wreckers, or dump trucks if they are used to dump and spread at a crawling speed.

Working in Style

I had a chance to sit in the trucks at the event in Detroit, so I’ll just tell you my impressions.

While the RAM HD is massive, I think it wears its bulk much better than the competitors from Ford and GM. The domed hood and mid-height headlights recall the ”big-rig” style from the revolutionary 2nd generation Dodge Ram that debuted in 1994. The exterior styling department put in a lot of work to differentiate the different models, with multiple new head and tail-lights styles and four unique grills.

The good looks continue into the interior where certain trims get new unique, premium materials including a weathered wood trim and textured metal that look quite handsome. There are plenty of physical buttons on the dash to supplement the giant screen. The seats were comfortable and the center console has an insane amount of storage.

Sitting in the back there was plenty of legroom and all the power outlets you’d need for a long roadtrip. The higher trims look more upscale and cohesive compared to the competition from Chevy and Ford. Overall, the interior makes the RAM a nice place to spend time.

What Tech Do You Get?

With these trucks, you can expect the same level of tech and features that are available in the average luxury car. The first thing you notice when you hop in the interior are the screens. The gauge cluster is a 12.3 inch screen with all the menus and displays you’d expect on a modern vehicle. The center stack houses a 14.5 inch touchscreen which is 34% larger than the outgoing model (a 12.3 inch screen is also available). What was surprising was the available 10.25 inch screen on the passenger side with access to navigation, camera displays or movies via an HDMI plug; a segment first. Their updated Uconnect 5 touchscreen software and hardware debut on the 2025 HD trucks. The screens have higher contrast and run five times faster than the previous version.

Those screens come in handy with a 360-degree camera view, as well as the ability to display both sides of a trailer on a single screen to help with maneuverability. There’s an option to add an auxiliary camera to mount wherever you like. This would be useful to mount on the back of the trailer or even inside the trailer in case there are some horses or Texarkana beer you want to keep an eye on.

You can find yet another optional screen in the rear-view mirror, offering a view unobstructed by your rear passengers’ giant 10-gallon hats. With the push of a button, it reverts to a normal mirror which is a nice touch.

RAM HD trucks come with lots of safety tech. This includes adaptive cruise control and forward collision warning. Optional are traffic sign recognition, active lane management, park assist, and even drowsy driver detection for when you’ve been putting the hammer down for too many hours.

Even more useful is a new in-bed power inverter that produces a shocking 2.4 kilowatts of electricity. Two standard 110-Volt outlets in the bed let you charge your tools, or power a TV and stereo for some killer tailgating.

Another awesome feature in the bed is the RAMBox. These are illuminated, weatherproof, lockable storage bins built into the bed rails. They come with both an 115-volt outlet and drain holes, hopefully not being used at the same time lest you want to get a shock while pulling a cold one out of the ice.

Let’s Tow!

Obviously towing capability is a strong draw for HD RAM buyers. In addition to the 7,590 lb payload and 36,610 lb towing capacity, Ram offers lots of features that help you get your cargo to its destination easily and safely. Power telescoping trailer tow mirrors is one example; but the really trick feature is the Trailer Reverse Steering Control. You enter the trailer’s measurements in the touchscreen, then use a dial to control which direction you’d like the trailer to go. The vehicle’s cameras track the trailer and turn the steering wheel to guide your trailer where you want it. It is sure to make trips to the boat launch a lot easier.

You also have an array of trailer monitoring options in the Uconnect touch screen. The Trailer-Tow Pages can give information on tire pressures, brake and light status, and auxiliary camera shortcuts all in one place.

How Can You Spec It?

Whether you need a truck for work or play, there’s a long list of trim levels to choose from. There are 6 foot 4 inch and 8 foot bed lengths; and regular, crew, and mega cab configurations. With the mega cab rear passengers get an extra three inches of legroom and five cubic feet of space. You can choose from Tradesman, Big Horn/Lone Star, Laramie, Rebel, Power Wagon, Limited Longhorn and Limited models. If you need a chassis cab RAM your choices are limited to the Tradesman and Big Horn models.

There are so many trim levels and options packages. I stared at the 15 page table and wracked my brain on a way to summarize it in a coherent and interesting way, but I couldn’t. It is safe to say, whatever flavor RAM truck you’d like, there is a spec out there for you. The base 2500 HD Tradesman starts out at $47,560 while the base 3500 is $48.565. Chassis cab trucks cost $49,285 for the base 3500 up to $56,770 for the 5500. With so many available options prices only go up from there.

What Do You Think?

Although I’m not in the market for a heavy duty truck — my ’99 Ranger handles my truck needs fine — I dig the new RAM HD. It feels like good bones fit for an ambulance driver, a rancher hauling horses around, construction worker or tow truck operator. The base Tradesman interiors are comfortable and well equipped, but you can spec a classy interior fitting for a luxury car if you have the need and the cash. The handsome exterior houses capable hardware that should handle some tough jobs; hopefully we’ll be able to put that to the test when we drive one of the new trucks.

All photos from RAM.

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