Coinciding with the arrival of the first model year 2025 Ram Heavy Duty trucks at dealerships, the Ram folks held their press introduction in mid-March. A fitting place for the introduction was the Davis Dam area of Nevada (Issue 84, page 38) where, back in 2015, the manufacturers finally agreed to a standardized system of tests and measurements that used this route as the testing guideline.
TDR writer G.R. Whale was able to attend the event. He brings the TDR audience the first driving evaluation of the new trucks(s).
2025 HD Drive
G.R. Whale
I believe we can put an end to a favorite forum debate, that on whether to change the oil filter from the top or from the bottom. If you choose from the bottom on the newest Cummins, you deserve a Duramax or Powerstroke.
To hear Ram tell it, the primary driver for the 2025 engine update is emissions (mostly NOx)—specifically, getting the diesel oxidation catalyst closer to the engine for faster lightoff. In a cascade of the “while we’re in there” affliction (remindful of TDR members RWherley, RSchwarzli and others), the new exhaust manifold brought the idea of a new intake manifold. So, now we can improve airflow by switching to glow plugs, and it just kept going. Until, presto, about 80% new parts and CPL5863. Of course, not everything was emissions driven, such as the helical-gear drive and cartridge filters, but, say it with me, “While we’re in there,” why not.
Ram was quick to point out they now have the highest standard torque in the market. They acknowledged, without tacitly admitting, that 2500 customers (which are 70% of pickup sales and 80% diesel) were grumbling about not having an HO option. This figured into the calculus of just one engine choice. And, you can blame the new eight-speed automatic for just one axle ratio in the pickups, since 3.42:1 meets all the performance requirements and eliminates the costs to develop, test and certify a separate ratio in pickup trucks. The Cab Chassis use a different emissions certification system, so they still have a choice. Finally, they answered my question of why I couldn’t find any mention of the anti-spin rear differential option on any 3500: It’s standard equipment now.
There was no mention of emissions regarding the transmission, which was described as an evolution of the ZF 8HP, not merely an upgrade in shaft sizes, clutches, material hardening and the like. I’ve not been able to confirm it, but there were mumblings about ZF already having the transmission in GCWR 50,000-pound-plus testing, but I wouldn’t expect anything more in towing numbers for Ram. They may have decided that chasing the tiny market needing more towing capacity than currently offered can just go buy a Freightliner or Peterbilt.
Unlike some lubed-for-life (where critics note “life” equals end of warranty plus a few miles or months), the 8AP does have a maintenance schedule calling for a fluid change at 60,000 miles. There is not a required filter change at that point, but heads nodded when I asked if common sense applied. The fluid capacity is quoted at 17.5 quarts.
The new transmission improves things much as you’d expect. To prove the point, I was tossed the keys to a Hemi 3500 SRW for the first 100-mile drive. Reverse overall is shorter than an Aisin and 3.73:1 axle, but not as steep as a AS69/4.10:1 combo. Without a back-to-back drive I couldn’t detect any change to reversing ability.
Except for a few instances—mostly in confusing traffic—towing heavier trailers, the 8AP shifted up and down as smoothly as the 8HP Hemi of my first leg. Ram does have metrics, both objective and subjective, for shift quality which we do not have access to, but the 8AP is a significant improvement on the Aisin (for the record I never found that objectionable) and the 68RFE. It doesn’t matter if you’re accelerating empty away from a light just clicking off gears, or a forced two-gear downshift to pass something (say direct from sixth to fourth), nor if you’re in tow/haul mode, it’s an improvement across the board. It also locks the converter in any gear except first and reverse, with particular attention paid to lock-up action.
Unless you’re in tow/haul mode, the default departure is in second gear. This also applies in 4WD both high and low. Given the ratios and grunt available this is the logical, smoothest, quietest way to do it, but you can always select first manually if you want.
Editor’s note: Looking back at the new ZF/8AP, I noted 1st gear is 4.89 and second gear is 3.12. For reference, the good ‘ole 68RFE had a first gear of 3.23.
We towed a variety of things across conventional dump, car (with an SRT-10 pickup borrowed from the museum) and equipment trailers to 13,900 pounds, a 13,500-pound fifth-wheel (noted as the broadest frontal area, but probably not much better in overall aero than some of the loaders), and a 19,000-pound Big-Tex tandem-dually gooseneck with a Case tractor on it because of that particular trailer’s popularity. The fifth-wheel and tractor-trailer were behind duallies and everything else was behind single-rear trucks, and none of them were running air suspension.
What Goes Up – Davis Dam Test
All the driving was done around Laughlin and every truck climbed the Davis Dam grade at 65mph (and could accelerate from there) with the highest observed ATF temperature being 168°. The only time I heard a fan clutch, at low speed for all of ten seconds, was in a Rebel during the off-road course, when coolant briefly showed 205° and ATF indicated 171°. Of course, it as 55°-75° ambient and I didn’t have AC on most of the drive. But, you come away feeling the truck will comfortably cope with anything within its tow rating. I have to admit that, in the dually with the tractor gooseneck, it was an amusing surprise to spin the rear tires on a dually enough to draw it sideways a couple of feet and blink the traction control light just making a U-turn.
What Goes Down
Returning the downgrade was just as boring, the exhaust brake on auto holding speed and only the heaviest combination requiring a touch of the brake pedal to induce downshifting. On “full exhaust brake,” every combination slowed below the posted limit, and the truck would slow down to 10-15mph indicated. Maximum braking horsepower observed was 213 but all the “gauges” are filtered to some extent.
Four Wheeling
It got a little more interesting wheeling about in a Rebel. We never climbed a hill steep enough to run out of power in the default second gear. And, until they put 18s on this thing, tire-spin and traction control will determine progress more than power. However, as one prone to pushing buttons and trying every permutation time allows, I tried the same thing using manually-selected first, where the truck climbed with no more tire slip but also needed no throttle pedal, any lump in the way causing that slight “fuel added” diesel signature and onward we went.
For most descents first gear was grand, puttering down the slope with the speedometer alternating between one and two-mph. However, as much as I like the deep first/low pair, any descent that required less than one or two-mph…and we tried a few…is better done in second or higher because there is so much grunt in first it will try to bulldoze right through the service brakes while you’re creeping and requires noticeably more brake pedal effort.
Inside the Truck
The Limited’s claret-trimmed cabin is gorgeous as ever, though one spoiled journalist did bemoan no massaging seats. If he gets his way, you could expect a Tungsten trim option with 24-way front chairs and an MSRP of six digits, without options.
The digital cluster conveniently shows “gear in use” as a smaller digit between “D” and the same-size number when a gear is selected in ERS (tap once to enable, tap again to actually make a change) and offers tiles in a horizontal layout. From there you can choose the individual tiles. The tablet display offers numerous settings for things like whether the side-view camera comes on all the time, only in tow/haul, etc. I swear the Owner’s Manual for this thing might not even fit on a CD and I’d allow myself a couple of hours a day for a week just to get it all sorted out and dialed-in. In the meantime, I’m dreaming of headlights that don’t annoy others too, especially among the testers with no air suspension.
Since the Limited dually is standard with steel-only suspension it appears a Limited dually may not have a functional mechanical differentiator between it and lesser models. But, despite “simplifying” things you’ll still have plenty of decisions to make. Anything with 20-inch wheels likely gets the taller Sport hood, another reason I’d stick to 18s. Yes, I know, I’m not Ram’s target buyer.
The Price
Ram called pricing “up a few hundred dollars,” to which I’d reply “for anything besides a 2500 diesel.” Yes, the 2500 now gets an HO, so the step to a diesel is up about a few grand, but with the uncertainty about so many things that affect building and delivering trucks, I’d label transaction prices as fluid. I do get the impression Ram HQ has realized that prices may have been getting out of hand. At least when I asked if Ram Professional might have enough input in a mid-sizer to get a nice truck for $35,000 I was met with silence rather than a chorus of no or no comment.
All the trucks were Crew (and one Mega) cabs. The least expensive truck I drove was the 2WD Hemi Tradesman 3500, with an MSRP of $61,610 total (about $11,000 in options). It said I averaged 15mpg on a route with a net drop of 1600 feet. For the reverse trip I had a 2500 Laramie 4x4, diesel ($82,050, with about $17,500 in options) with the same bed-covered load, which never required a downshift for any grade (it lugged its way from the Colorado river at about 1200 revs). It returned 18mpg over the net climb. On the highway I didn’t really note engine noise until, well, faster than the trooper doing 85 as he passed. The other trucks were a 2500 Laramie 4x4 ($80,350), a 2500 Laramie Sport ($84,545), a Laramie 4x4 dually ($86,745) and the Limited 4x4 dually for $102,690.
Editor’s note; Thank you, Greg, for your “first drive” comments.
For the TDR audience, CLICK HERE for access to the file folder that was a part of the press event.
So, you’re one of the first to see pictures. Enjoy. (And, give some thought to a new Ram Turbo Diesel.)
Attention: TDR Forum Junkies 
