NAILED IT! 2025 RAM/CUMMINS REVEALED (Sifting Through - Part IV)

NAILED IT! 2025 RAM/CUMMINS REVEALED

Nope, in this reference “nailed it” isn’t a reference to a Home Depot commercial tag line or a Netflix television baking show.

“Nailed it” is the successful preview that was written-up in our December 5 article titled “2025 Ram/Cummins: Sifting Through the Rumor Mill and the ‘Truck Show’ podcast.” Truthfully, the TDR didn’t nail it. Rather, speculation by “Mr. X” (yep, that’s a little bit hokey) was right on the money when he previewed the 2025 Ram/Cummins.

IT’S OFFICIAL

This morning at 12:01 AM, the folks at www.moparinsiders.com posted a video, “2025 Ram Heavy-Duty Lineup Revealed: Cummins Diesel Power, Towing, and New Features.”
Here is a link to the 6:39 minute YouTube video from their website:

NAILED IT – QUICK READ​

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Key Items:

• Yep, 430/1075 engine rating from Cummins
• Yep, new ZF 8-speed transmission
• Yep, cabin and chassis are essentially the same as the Fourth Generation truck (4.0) introduced in 2010 and the 2019, 4.5 generation with the updated Cummins 6.7 CGI engine.

What should we call this 2025 truck? A 4.75 truck?

Regardless of the semantics, here are the highlights (to save you from looking) from the December 5 “Mr. X” interview:

• No difference in cab structure (still a 2010 design).
• Still 6.7 liters.
• Faster DPF heat (cold start emissions).
• No grid heater, glow plugs instead. This is for cold start emissions and less intake restriction.
• Cylinder Head is revised – External injectors easier to service.
• Bosch high pressure fuel pump (not CP3 or CP4).
• Back to a cast iron block (NVH improvements).
• Power: 430/1075.
• Power: Are they playing it safe for future increases?
• Top loaded fuel filters(s).
• “Mister X” talks about the Ram/Cummins being the “enthusiast truck.” Hear, hear!
• Emissions are still a big topic.
• Cummins is under the microscope.
• Cautious product launch. Will this carry the “brand” (i.e. Ram/Cummins partnership). Forward? There is always a concern that the mothership Stellantis could develop a diesel engine. (Didn’t we live through this before with Mercedes?).
• It is the same cabin.
• Is this a 4.75 Generation truck or do we call it a 5.0 Generation.
• An entirely new driveline would necessitate too much change at one time.
• 7.2-liter coming for 2027 CARB and EPA emissions (four times mentioned).
• Additional displacement needed for lower cylinder pressures.

CONCLUSION

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Got it, the 2025 Ram Heavy Duty truck has been formally introduced. The marketing and relationship with the public guys (wait, Public Relations, that’s the title) at Ram and Cummins have made their marketing splash. I am highly disappointed that the TDR membership wasn’t closely involved. I’ll have to strive and do a better job. Regardless, you’ve got our December 5 communication and a 6:39 minute video to review. And, saving the best for last, your comments that can be added to this new article.

What’s your opinion?
Regards,
TDR Staff

 

Why would glow plugs be a step backwards? Put the heat where it's needed, not way upstream so it cools off before it gets in to the cylinder.

The newest Ram I have driven extensively is a 2015, with 6 speeds. My wife's van has an 8-speed, as did my ecodiesel. My 2005 diesel VW and an old Duramax I drove some have 5 speeds. The 2nd Gen I drive is obviously 4. I really think 5 speeds for an automatic is the Goldilocks number. Four is not enough and more than five leads to nonstop gear shifting in every vehicle I've driven or ridden.

I do wonder how much more reliable these trucks would be if they took today's technology and gave us the power and torque of the 2006 model. My employer is switching to Chevy trucks because of the issues with the Rams we've had (and our guys failing to shut them off, idling way too much). Some responsible guys get Duramaxes, others get to stop for gasoline all the time.

 

Why would glow plugs be a step backwards? Put the heat where it's needed, not way upstream so it cools off before it gets in to the cylinder.

The newest Ram I have driven extensively is a 2015, with 6 speeds. My wife's van has an 8-speed, as did my ecodiesel. My 2005 diesel VW and an old Duramax I drove some have 5 speeds. The 2nd Gen I drive is obviously 4. I really think 5 speeds for an automatic is the Goldilocks number. Four is not enough and more than five leads to nonstop gear shifting in every vehicle I've driven or ridden.

I do wonder how much more reliable these trucks would be if they took today's technology and gave us the power and torque of the 2006 model. My employer is switching to Chevy trucks because of the issues with the Rams we've had (and our guys failing to shut them off, idling way too much). Some responsible guys get Duramaxes, others get to stop for gasoline all the time.

So are they idling the new Chevy's too much also?
Glowplugs can be a nightmare to replace. This is an emissions change. The heater grid simply works.

 

Why would glow plugs be a step backwards? Put the heat where it's needed, not way upstream so it cools off before it gets in to the cylinder.

The newest Ram I have driven extensively is a 2015, with 6 speeds. My wife's van has an 8-speed, as did my ecodiesel. My 2005 diesel VW and an old Duramax I drove some have 5 speeds. The 2nd Gen I drive is obviously 4. I really think 5 speeds for an automatic is the Goldilocks number. Four is not enough and more than five leads to nonstop gear shifting in every vehicle I've driven or ridden.

I do wonder how much more reliable these trucks would be if they took today's technology and gave us the power and torque of the 2006 model. My employer is switching to Chevy trucks because of the issues with the Rams we've had (and our guys failing to shut them off, idling way too much). Some responsible guys get Duramaxes, others get to stop for gasoline all the time.

I wonder what the numbers will be derated to on the 4500/5500 CC's?

A derated engine with that ZF would be king. You can throw anything at it and it won't bust. That's my kind of truck.

 

I wonder what the numbers will be derated to on the 4500/5500 CC's?

A derated engine with that ZF would be king. You can throw anything at it and it won't bust. That's my kind of truck.

360/800

https://www.cummins.com/engines/cummins-67l-turbo-diesel-2025?v=10046&application=Chassis Cab

 

I stand corrected, it truly comes with a column shifter, how unexpected by me.

 

I stand corrected, it truly comes with a column shifter, how unexpected by me.

I am glad it does. That is one thing that is grating on me with my EcoD. I still can't get used to it. I almost backed into my shelving unit last week parking in the shop. Last year I reached for the heater fan control and accidentally put it in neutral by mistake.

Just like my left foot... my right arm has that "tendency" to look for a non-existent column shifter or even worse a stick shifter.

It's also hard that I put so many hours on a vehicle that has a column shifter, then go home and drive a vehicle that has a rotary dial. If they were going to do that, I really wish they'd do what Allison do on their medium/HD commercial line a push button system, it's harder to accidentally shift into N or R without consciously thinking about it. Just my opinion.

 

360/800

https://www.cummins.com/engines/cummins-67l-turbo-diesel-2025?v=10046&application=Chassis Cab

Very good. Somehow I overlooked it. Thanks Nick!

 

360/800? My 20 year old Cummins dynos 600/1200 at the rear wheels with a couple of mods

 

So are they idling the new Chevy's too much also?
Glowplugs can be a nightmare to replace. This is an emissions change. The heater grid simply works.

The idle guys are now getting the gas trucks from what I've observed. A couple idlers got Duramaxes before the trend, but those trucks are doing a lot better than the Rams did. "Knock on wood."

The Rams driven by our delivery guys running long, heavy miles generally do fine, to no surprise. I have to believe that Ram's 7th injector will help immensely.

As far as glow plugs, they seem like a much better solution. They work great on my 6.2L GM, my tractors, etc. Surely on our straight six engine they'll be easy to access when needed, just like spark plugs will likely be on the "fuel-agnostic" gasoline engines - which may be why these heads are being changed up so much. The gasoline engine may be direct injection, just like the diesels. Now our glow plugs may go where the spark plugs go on the others.

 

The idle guys are now getting the gas trucks from what I've observed. A couple idlers got Duramaxes before the trend, but those trucks are doing a lot better than the Rams did. "Knock on wood."

The Rams driven by our delivery guys running long, heavy miles generally do fine, to no surprise. I have to believe that Ram's 7th injector will help immensely.

As far as glow plugs, they seem like a much better solution. They work great on my 6.2L GM, my tractors, etc. Surely on our straight six engine they'll be easy to access when needed, just like spark plugs will likely be on the "fuel-agnostic" gasoline engines - which may be why these heads are being changed up so much. The gasoline engine may be direct injection, just like the diesels. Now our glow plugs may go where the spark plugs go on the others.

GM's 6.2 and 6.5 were utter garbage. I can't believe our government forced those pathetic engines on our servicemen. I had a 1996 pickup with a 6.5TD. It ran nice down the highway but don't dare put a load behind it. You be smelling coolant. And the Hummers have no turbo.
As far as glow plugs are concerned, I like Elon Musk's design philosophy... the best part is no part and the heater grid comes closest to that solution. Adding glow plugs was an emissions decision. They needed a cleaner startup to satisfy the EPA.

 

It just makes no sense to me to heat air and then suck it through cold engine parts. Put the heat where the heat is needed - right in the combustion chamber. I do see your logic, and it's solid. My unpopular opinion is that in this case the "complexity" of the glow plugs is worth it. AC60G plugs and a manual control has easily started my 6.2 in cold weather, but I also ensured my batteries were top notch every fall.

As far as the 6.5 and 6.2, the versions I've owned have returned much better MPG than my Cummins has dreamed of. In 1997 when my first 6.5 was built, gas was pretty cheap so if pulling heavy was your goal, the 454 was available. If you wanted a 3/4 to 1 ton for daily use around the farm for hauling feed, or tow a moderate travel trailer long distances at the 55 MPH federal speed limit, then the 6.5 was a great fuel sipping choice over the 5.7L Vortec. As evidenced by the aftermarket and Optimizer version of the engine, there admittedly was room for improvement. Seems like a pretty good engine for driving around the midwest checking Minute Man missile silos, etc. The 3.08 rear gears leave a little to be desired in the getty up and go department when coupled with the TH400's first gear.

 

It just makes no sense to me to heat air and then suck it through cold engine parts. Put the heat where the heat is needed - right in the combustion chamber. I do see your logic, and it's solid. My unpopular opinion is that in this case the "complexity" of the glow plugs is worth it. AC60G plugs and a manual control has easily started my 6.2 in cold weather, but I also ensured my batteries were top notch every fall.

As far as the 6.5 and 6.2, the versions I've owned have returned much better MPG than my Cummins has dreamed of. In 1997 when my first 6.5 was built, gas was pretty cheap so if pulling heavy was your goal, the 454 was available. If you wanted a 3/4 to 1 ton for daily use around the farm for hauling feed, or tow a moderate travel trailer long distances at the 55 MPH federal speed limit, then the 6.5 was a great fuel sipping choice over the 5.7L Vortec. As evidenced by the aftermarket and Optimizer version of the engine, there admittedly was room for improvement. Seems like a pretty good engine for driving around the midwest checking Minute Man missile silos, etc. The 3.08 rear gears leave a little to be desired in the getty up and go department when coupled with the TH400's first gear.

All I can say is in 20 years owning this same truck, I have never had a cold start issue. I even tested starting from dead cold without waiting in near zero conditions and it simply cranked longer but started. The HPCR makes all the difference as these injectors squirt an easily ignitable mist.
I don't disagree glow plugs are closer but I hate glow plugs. You can have them. Try removing them after 20 years.
More mpg with how much hp? Those GM diesels were lame. And as I said before, prone to overheating in the summer pulling a load. I didn't say they weren't reliable but no match for the Cummins.

 

Glow plugs are definitely a step backwards.

 

Glow plugs are definitely a step backwards.

For sure. Emissions

 

Well ... let us hope they work out the "bugs" before they make dealer deliveries! So far the DEF and other issues // Dodge or Cummins has fallen on their sword. Someone posted a negative comment on "glow plugs". Our diesels since about 1987 up to now are glow plugs ... yes they are not Dodges .... and they have all lasted the life of the engines without failures. Not sure where Cummins installed them but if they do not go out of their way to require dismantling the engine to replace them..... it should not be a negative. We still run some of our 30+ year old diesel engines and the glow plugs still perform in freezing weather. But... it would not be unusual if Commins when out of their way to make replacing them " if ever needed" a maintenance nightmare. 99% of new engine manufacturers forgot what the military calls "Organizational level maintenance". We will wait for at least 3 yrs for fleet buyers to work out the guaranteed Dodge new model "issues". Hope there are none but it seems that they still cannot fix the DEF issues.. and now lifter tappet issues. and that pesky header bolt.

 

Wish they would bring back a manual transmission.

YES! I concur 110%! I sure miss my 2001, 2500, 5.9 with the 5 speed transmission. Was extremely disappointed when I couldn’t get it for my 2016, 6.7, 2500 on top of it the sales guy stated “you don’t drive a truck with a stick shift towing trailers! “
He was young & no clue as to what trucks had for transmissions in the past.

 

YES! I concur 110%! I sure miss my 2001, 2500, 5.9 with the 5 speed transmission. Was extremely disappointed when I couldn’t get it for my 2016, 6.7, 2500 on top of it the sales guy stated “you don’t drive a truck with a stick shift towing trailers! “
He was young & no clue as to what trucks had for transmissions in the past.

I would gladly buy a 2500/3500 modern truck with a reliable stick shift.

Main reasons why I won't give up my stick shift v8 Dakota and F150. I just love the three pedals too much... especially when transmissions back then only had 3 gears plus OD, and sucked at shifting.

The ZF in my 2020 1500 is very good at shifting. I'm hoping these new Power Line transmissions are just as capable.