Ram heavy-duty pickups have always enjoyed a notoriously long life cycle, remaining in production for about 10 years. Ram’s Heavy Duty trucks are currently in the middle of the fifth-generation, which debuted in 2019 (the internet debates if this was truly a generation change, we stand on the side that it was). These trucks, which carry the internal chassis code of “DT,” have enjoyed a longer lifecycle than their light-duty brethren, which for the 2025 model year swapped over to an all-new “DS” platform.

Now at the theoretical half-way point Ram has given its hardest working trucks more than just a facelift. At a high-level Ram hit all the points that we were hoping for including a new 8-speed automatic transmission, updated Cummins diesel engine, improved styling, and new technology.

To really get a sense of how these updates translate in the real world we grabbed a 2025 Ram 2500 Laramie and spent a week putting the truck through its paces.

The 2025 Ram Heavy Duty Isn’t Quite All-New

Contrary to what the internet might make you believe, the 2025 Ram Heavy Duty is not all-new. While the updates are no doubt significant, what we’re seeing is more akin to a moderate mid-cycle refresh than anything else. Changes for 2025 include an updated front fascia with new grilles, LED headlamps, and new wheel designs. The trucks had already received updated tow mirrors for the 2024 model year.

Moving inside, Ram’s Heavy Duty trucks are now available with not only the company’s 12.0-inch infotainment screen but also an optional 14.5-inch screen and first-in-class 10.25-inch passenger screen. In 2014 Ram added a 12.3-inch digital instrument cluster into the mix as well.

A Single (Diesel) Engine Option To Rule Them All

While all the soft stuff is nice, what Ram Heavy Duty buyers really care about is the drivetrain. Specifically, the Cummins diesel engine. For 2025, Ram has done away with its previous two-engine strategy. Instead, a single upgraded 6.7-liter Cummins I-6 can be optioned across the full lineup of 2500 and 3500 Heavy Duty trucks. The company’s 6.4-liter gasoline HEMI V8 is still standard.

The Cummins engine received what is likely to be the largest number of updates in this cycle. Gone is the compacted graphite iron (CGI) engine block material. Cummins has returned to a gray iron block in favor of lessening perceived noise, vibration, and harshness. The engine’s valve cover has been redesigned for better access when servicing the fuel injectors, which are now located outside of the cover. The infamous grid heater has been replaced by more traditional glow plugs for improved reliability and cold weather starting. Increased fuel injection pressure and a new turbocharger round out the major improvements.

All told, the Cummins engine comes rated at 430 hp and 1,075 lb-ft of torque, making it the highest standard torque in the class (Ford’s 1,200 lb-ft high-output Power Stroke is an option.) Towing lands at a staggering maximum of 36,610 pounds for gooseneck-equipped trailers and 23,000 pounds for conventional pulling.

From behind the wheel these improvements to the Cummins diesel engine are immediately noticeable. Torque delivery is smooth and instant. The engine’s redline is still low, given the large-bore inline-six nature of the engine, however; gone are the days of felling like you’re driving a dump truck. The engine revs quickly and the shifts are snappy, getting the truck up to speed in a hurry. This updated Cummins is also noticeably quieter than the outgoing engine and sounds less strained under heavy load or high heat.

New ZF “PowerLine” 8-Speed Transmission

If there’s one area that Ram has lagged, it was transmission gearing. While the competition was transitioning to 10-speed units, Ram doubled-down on its six-speed strategy. Whether deserved, or not, the 68RFE’s lackluster reputation and competitor’s marketing of their 10-speed transmissions soured buyer’s perception toward the lesser units. For 2025 Ram is fixing this by moving all of its Heavy Duty trucks to a new 8-speed TorqueFlight automatic made by ZF.

One of the features that we thoroughly enjoyed about the new TorqueFlite HD eight-speed transmission was its propensity to start in second gear. With 1,075 lb-ft of torque on tap the transmission’s deep 4.71:1 first gear is a bit much when unloaded. Thankfully, the transmission’s intelligent control system can tell when there is a trailer in tow and will start in second gear (with its more streetable 3.14:1 ratio) when unloaded. Of course, you can manually select first gear at any point, but there’s really no benefit.

Functionally, the new transmission shifts incredibly quick and smooth. It’s apparent that Ram’s engineers have worked with ZF to ensure this new gearbox didn’t have the same industrial box van feel of the outgoing Aisin unit. The quick shifting and improved gear ratios also give the 2025 Ram trucks a speed advantage over the former six-speed-equipped trucks. Compared to last year’s model, Ram says this transmission improves 0 to 60 times from 8.0 seconds to 6.9 seconds in similarly equipped trucks. While not quite a sportscar, the hefty Ram 2500 does get along quickly. And with two overdrive gears, 0.84 in seventh and 0.67 in eighth, fuel economy is improved as well (though this is a bit tougher to quantify). Over the course of 400 miles, we saw indicated economy averages ranging from about 14 mpg to over 20.

Additional cogs aside, we are incredibly grateful to Ram for keeping the column shifter despite having the ability to easily swap to the light-duty truck’s dash-mounted knob. That said, the column shifter is a new electronic unit and offers a much different feel than a traditional mechanical shifter. Now, the shift lever offers a very light, almost tap shifter like, feel instead of the solid “it’s for sure in drive” engagement of old. After an entire week of driving, we never did get used to the feeling, but with time you’ll likely forget there’s anything different about it.

Still The Best Riding ¾-ton Truck On The Market

Ram revolutionized the light-duty pickup market in 2009 when it swapped the antiquated rear leaf springs on its 1500 pickup with a modern link-and-coil suspension. The company repeated the formula in 2014 on its heavy-duty 2500 pickups. More than a decade later we still find the Ram 2500 to be the best riding ¾-ton pickup on the market. Despite receiving the truck with its tires at full rated pressure, the Ram 2500 easily soaks up road undulations and dispatches broken pavement with ease. There’s no weird unladed rear axle hop. And wander from the live axle front is nearly nonexistent. Daily driving the 2025 Ram 2500 is generally an unburdened task.

It also pays that the interior of the Ram 2500 is such a nice place to be, even in the lower trims. Our Laramie Crew Cab came fit with a full host of advanced safety features along with the company’s 12.3-inch TFT driver information display, 12.0-inch infotainment touch screen, leather trimmed seats, and much more. (Read our FULL interior review HERE!)

2025 Ram 2500 Review: Final Thoughts

We’re still big fans of Ram trucks and this recent round of updates for 2025 helps solidify that. The new Cummins diesel engine is better than ever, and the 8-speed transmission puts the chef’s kiss on a fabulous powertrain. The interior is incredibly comfortable and well thought out while the exterior updates bring refinement and class.

The 2025 Ram 2500 starts at $47,650 including destination. Our Laramie tester arrived with a starting price of $64,430 and after options (the Cummins engine adds $12,595 by itself) checked in at $82,050. While a breathtaking sum no doubt, it’s not that far out of line with the rest of the ¾-ton class.