American truck buyers are a broad-based but inevitably finicky bunch. They demand the traditional trappings of a workhorse vehicle, but want that ability wrapped in a sumptuous package. When Ram announced it was ditching V-8 engines for their half-tons starting for 2025, fans immediately called out the violation of this long-standing understanding. Having just experienced the inline-six-powered truck, those frustrated fans are plain wrong.

The 2025 Ram 1500 brings the first major refresh of the DT Generation model that arrived in 2019. Ram’s design team went to work on the aging offering, designing new fascias and upgraded lighting elements for 2025. There are now eight unique grille designs tied to the 1500, which are leaned forward for a tougher and more imposing feel. The Ram logo at the center of the grille is also now much larger, and mounted closer to the hood line than in previous generations. Step up to higher trim models and there’s an adaptive LED front lighting system, which includes up to 15 degrees of directional beam control tied to steering inputs. Unlike its stablemates, the new range-topping Tungsten model also features a body colored fascia in place of a traditional steel bumper, bringing some high-end SUV design to the brute. Many will prefer the more traditional split bumper look, but there is a genuinely premium air to the Tungsten when placed alongside the lesser Rams.

With no V-8s for the 2025 model year, Ram 1500 buyers will now have three unique six-cylinder powertrains to choose from. The Tradesman, Big Horn, and Lone Star trim levels all come standard with the brand’s long-in-tooth, naturally aspirated 3.6-liter V-6 and 48v mild hybrid system, which provide the same 305 hp and 260 lb-ft of torque as its predecessor. Rebel and Laramie customers will receive the brand’s new turbocharged 3.0-liter Hurricane inline-six in Standard Output trim. The Hurricane features a closed deck, all-aluminum design with a forged steel crankshaft and cast aluminum pistons, and happens to share the same bore and stroke as BMW M’s glorious S58. The two turbos goose output to 420 hp and 468 lb-ft in its basic spec, thanks largely to their 22 psi of boost. The more luxurious Limited, Limited Longhorn and Tungsten models receive the High Output variant of the Hurricane, which sees output jump to 540 hp and 521 lb-ft thanks to 28 psi of pressure. For those keeping score at home, that’s 90 more horsepower than Ford’s F-150 Raptor provides with its 3.5-liter V-6. It is worth noting that while the Standard Output Hurricane is an optional upgrade for the lower trims, the High Output motor is exclusive to the big-money models. Every 2025 Ram 1500 features a license-built version of ZF’s eight-speed automatic transmission.

The chassis itself remains largely unchanged, with a double-wishbone front suspension paired with a multi-link solid rear axle. An optional four-wheel air suspension system smooths out the Ram’s ride without sacrificing its trucking requirements. Ride comfort with the air shocks remains one of the truck’s best qualities, and the civility is worthwhile. The lineup features a maximum payload capacity of 2300 lbs, which is in line with the outgoing model. Maximum towing capacity is rated at 11,580 lbs, which is down from the 12,750 lbs rating from 2024. Both an open differential and a limited-slip differential are available depending on the trim level, while the off-road-focused Rebel gets an e-locker as standard. There are three rear axle ratios to choose from, including 3.21, 3.92, and 3.55.

My first taste of the 2025 Ram 1500 came by way of a Hurricane-equipped Lone Star model, a fitting intro given the backdrop of Austin, Texas. I hail from family that has been Ram truck customers in various forms since 2011, so I’ve spent enough time in a Hemi-powered DT Generation product to understand how much character that engine brought to the table. The 5.7-liter was an ever-present companion, quick to announce its Mopar roots. It wasn’t the most potent or advanced V-8 in a half-ton, but that deep rumble (and lame fuel economy) always felt right for the Dodge spin-off. I’ll happily admit I wasn’t so sure about the brand’s decision to let the V-8 go entirely. Even Ford still offers a V-8 in the F-150, though its trucks have had a V-6 standard since 2011.

It took me all of a few minutes from behind the wheel of the Hurricane-powered truck to realize those concerns were misplaced. Click the push button start and the straight-six fires to life with a minimal amount of drama. Chief Engineer Doug Killian told R&T that the brand was committed to keeping the Hurricane as natural sounding as possible, without any sort of enhancements or fakery via the speakers. There’s no tricky fuel dump in the exhaust to try and butch up the Hurricane’s note for a V-8 audience. Instead, all you hear are the actual tones provided by a true dual 3-inch exhaust system. The turbos somewhat mute the straight six, but Ram’s focus on upping the in-cabin experience plays a bigger role in the engine’s lack of presence. That’s not a knock against the Hurricane, however. The level of quiet you experience in the cabin is unrivaled by Detroit’s other truck offerings. Specific frequencies are blasted through the speaker to cut down on road noise, with air passing over the mirrors representing the most persistent annoyance. It’s shockingly quiet for a truck, especially if you’re lazy with the throttle.

Get a bit more aggressive with the go pedal and the Hurricane becomes a more complicated partner. There’s no mistaking this truck for anything other than heavily turbocharged. Like with the Typhoon of yesteryear, mash the pedal from a stop and there’s going to be a notable amount of time before boost pressure builds. You’re then met with a wall of torque, followed by a hurried run towards the shift point around 5500 rpm. You get a bit of engine noise during that more aggressive use, which is pleasant but not too sonorous. The power is certainly all there, but it’s located in what feels like a different operating window. That said, I found the engine to be well-mated to the gear ratios when off-roading. The Hurricane had no problem inching a Rebel around Ram’s curated off-road course, though I found myself trying to wrangle in that boosty engine during some of the “Baja” style sections. Ford’s EcoBoost might feel a bit more flexible in that sense, but it doesn’t have the character or performance of the Hurricane.

The High Output variant is even a hair more laggy than the base Hurricane, but that extra boost does not go unnoticed. The High Output-equipped tester pulled hard through the rev range, tacking on a few hundred extra RPM compared to its sibling. It may not be a Hellcat V-8, but the level of performance on offer is nothing to sneer at. The High Output motor also brings a slightly more pleasant song, which is accented by the occasional shift fart from the eight-speed. I cannot wait to see what Stellantis has in store for this powertrain, as it was my favorite part of the experience. What’s not to love about a straight-six in an American pickup that wipes the floor with the M4’s output?

Lovely engine aside, the first few miles of my journey solidified why it’s so hard to argue against half-tons as daily drivers. The cabin will be familiar to any current Ram owners, but with some notable enhancements to the material selection through the trim list. A 10.25-inch digital cluster sits ahead of you, which pairs with either a 12-inch or all-new 14.5-inch central infotainment screen running UConnect 5 software. Fidelity on the screens is very good, especially when using one of the onboard cameras. I only experienced the larger screen firsthand, which comes complete with a section of “hard buttons” on screen to reduce the need to dig through menus. There are also a number of actual buttons present for important features. Thanks to the brand’s latest electronics architecture, the higher-trimmed trucks will also support advanced driver assistance technologies. The Limited tester was equipped with a hands-free driving mode, which made handy work of the mapped roadways outside of Austin. I didn’t have a chance to experience the new Tungsten model from behind the wheel, but the difference between it and the existing Limited appears scant. That said, the Tungsten does get a beautiful unique leather interior, as well as items like an upgraded Klipsch stereo setup.

Losing the Hemi V-8 will hurt the Ram 1500 in some circles. These are the same buyers who still deride Ford for the EcoBoost nearly 15 years on. I love a V-8 as much as anyone, but we don’t live in a world where automakers can build what they (or their customers) prefer. Ram easily could’ve worked over the tried-and-true Pentastar V-6 while we await (or dodge) an all-electric future, but they didn’t do that. This might be a mid-cycle update, but this is a very different 1500. In “copying” BMW’s beloved powertrain layout, the brand has created a package that feels like an American take on luxury.