2022 RAM 2500 Laramie review: First drive

Climbing back in to the 4X4 Australia D-MAX after a week in the RAM 2500 had me feeling a little bit sad, if I’m honest. I love that D-MAX, but after you experience a vehicle like the big RAM 2500, it changes you. I almost thought there was something wrong with the D-MAX ... what do you mean it won’t spin the tyres at just above idle?

Rewind a week, and I was feeling a bit hesitant when picking up the RAM. It’s an imposing beast; long, wide, heavy and powerful, and it’s incredibly expensive at $157,950 before on-road costs. However, within 30 minutes of driving it I felt right at home, and damn was I enjoying that engine as well as the comforts and features offered by the plush interior.

With all that said, I also really wanted to get the RAM 2500 on dirt, to see if it’s physically able to fit on local 4WD tracks. We know it will tow like a freight train, and we know it can fit plenty in the tray space-wise.

We certainly didn’t go looking for the hardest technical tracks we could find, but I wanted to know if it is any good as a touring four-wheel drive platform. This was to be an eye-opening experience.

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POWERTRAIN & PERFORMANCE

The 6.7L Cummins turbo-diesel engine is the heart of this vehicle, and it’s simply glorious. There’s so much torque available, with a lovely burble that’s quick to remind that you are steering something with serious numbers.

Sure, modern four-cylinder motors are making big power figures these days, but they don’t have the sound or feel of a big six. I almost prefer them to a V8 ... almost. It’s a nice-looking engine too, highlighting RAM’s close attention to detail. There’s also a 220amp alternator, which is an impressive inclusion and allows you to build a significant electrical system if you were to add additional auxiliary batteries.

The six-speed gearbox is well-matched to the engine – when you have 1152Nm of torque available, the engine is able to push through without the need to shift constantly. Simply slide it in to drive via the column shifter, put your foot down and this thing moves like a rocketship.

The RAM 2500 consumed 12.7L/100km of fuel when lazily cruising on the highway, which increased to more than 15.0L/100km off-road or when pushing hard on the accelerator ... can you blame us?

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ON-ROAD RIDE & HANDLING

Once you get over the sheer size of the RAM 2500, it’s a really easy vehicle to drive. The steering is well-weighted, though the turning circle is poor for such a large 4x4. The brakes are also a bit of a let-down, with a surprisingly spongy feel. Maybe it’s just because I’ve skipped leg day for the last 36 years, as the braking specs on paper are seriously impressive.

The coil-sprung suspension is very firm when unladen, but this is fine around town. The 2500 tracks true and doesn’t have much body roll, which is a good thing for a big vehicle. With so much power available, it's a struggle trying to sit on the speed limit – cruise control and self-control will help to retain demerit points.

The 2500's impressive interior design and layout, power on tap and wide stance make it a genuinely enjoyable on-road driving experience.

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OFF ROAD

The two biggest off-road limitations of the RAM 2500 are ground clearance and its obvious plus-size external dimensions. The front bumper sits really low, as do the factory fitted side-steps – it’s begging for a big lift kit and some massive tyres, and thanks to the solid axles and coil springs, there’s plenty of potential to untap.

Low-range gearing is excellent, offering great control when punting along tight tracks. It would also come in very handy when trying to back up a heavy trailer on uneven ground. Engaging 4x4 is as easy as it gets, simply push a dash-mounted button. It engages quickly and easily every time. Other manufacturers, please take note.

With all that torque and no weight in the tray, it’s a challenge to get power to the ground − as soon as we were on dirt, 4x4 high-range needed to be engaged.

The choice of tyres fitted to such an expensive and powerful beast is also questionable, and both the turning circle and ride quality could be better. It rides really firm, which is fine for on road, but on rough tracks I was getting tossed around a bit too much for my liking.

Here I was expecting lounge-chair-like ride comfort … I was wrong.

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CABIN & ACCOMMODATION

It’s intimidating climbing in (and you do have to climb in) the cabin of the RAM, but it’s surprisingly easy to pilot. The interior layout is unique, featuring six seats instead of the traditional five, and the centre console simply lifts up to enable three people across the front row.

The front seats feel flat, though, and I found myself with a sore back after a few hours, even after using the adjustable lumbar support. This is more likely a me problem – curse my lanky frame.

The seats are heated and ventilated, and the steering wheel is heated as well. All of this is controlled via the massive control screen in the centre of the dash, which is quick and easy to navigate, even for a luddite like myself. The infotainment system is the brains of the interior and is easy to use and connect devices to. Again referencing the attention to detail, simple dials control radio and volume functions – this should be mandatory, as it’s so much easier and safer than pushing a button while driving.

There’s storage for days including the centre console, a slide-out tray in the dash area and the traditional glove box. Cupholders are ample and vary in size, so there’s space for larger bottles as well as coffee cups. There are plenty of USB points, including a USB-C on the dash.

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PRACTICALITIES

This is a tricky category, because for some people the RAM 2500 just isn’t practical at all, while for others there’s not much else like it that will do the job. This thing is built to tow. If you own horses or a big caravan and want to live said lifestyle in comfort and luxury, the RAM is for you.

As tested, the 2500 is set up to lug 3500kg, something it would do with ease. If upgraded to a 70mm tow ball, RAM says the 2500 can tow 4500kg. RAM also mentions it can tow up to 8000kg, but you’re going to have to look at the fine print there – you’ll need air brakes on the trailer and a full gooseneck-style towing system. Payload is listed at 835kg.

The tray is enormous, and in this case was covered by a spray-on liner – my preferred method of protecting a tub. There’s a sliding rear window like the Nissan Navara, which is a neat touch, as is external lighting in the tray area. You can even drop the tailgate from inside the cabin, with a simple push of a roof-mounted button. Plus, it’s nice and light to lift when the time comes to close it up.

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SUMMARY

It’s big, powerful, comfortable and expensive, but if you need something like the RAM 2500 in your life for work or play, there’s not much else like it in Australia. Sure, there are full-size pickups, but it’s hard to go past brutal diesel grunt combined with the glamorous interior of the RAM.

In saying that, Chevy is set to offer its updated Silverado towards the end of this year, which will provide some glorious competition in this space. We can’t wait to compare the two of them side by side.

So, is the RAM 2500 too big for Aussie tracks? Well, that depends how much you are prepared to scratch it. As a dirt-road tourer or long-distance explorer, it’s fit for purpose. For something to drive tight, tough tracks through the forest, it’s going to get beat up. However, we were able to push it through forestry tracks without doing any damage or getting it stuck, so it’s definitely possible.

You’re going to need better tyres, as the ones fitted stock aren’t much chop for off-road work. Plus, you’re going to need to lift it to improve the approach and ramp-over angles.

Let’s be realistic, though; this is a hauler designed to pull large loads in comfort, and that is a task it will handle with ease. Long live the RAM.

2022 Ram 2500 Laramie Specs