2022 RAM 2500 Laramie: Review

RAM Trucks Australia distributes right-hand-drive-converted RAM trucks Down Under and selects specifications aimed at the needs of the majority of Australian buyers. That list is headed by the need for serious towing ability.

The latest 2500 and 3500 utes have new chassis and bodywork, with updated powertrains. The two utes are identical in appearance and specification, other than for the 3500’s even heavier-duty rear axle and suspension.

A new, lighter aluminium bonnet is employed, along with a larger grille. The new front bumper has larger openings, providing greater airflow to an upsized intercooler.

The latest development of the proven, 6.7-litre, Cummins in-line, six-cylinder, turbocharged and intercooled diesel powers both new RAMs and develops 276kW at 2800rpm and a whopping 1152Nm at 1700rpm. Which was judged sufficient power and torque to haul a 30-ton semi-load not that many years ago.

Engine upgrades include a cylinder block made from compacted graphite iron and new cast-iron cylinder head, exhaust valves, springs and rocker arms.

A dashboard switch enables the standard exhaust brake to engage in one of two modes: maintaining downhill speed, or reducing speed in conjunction with a progressive downshift program.

Matched to this impressive grunt is an upgraded version of the Chrysler 68RFE six-speed automatic transmission. Changes designed to improve the electronically-controlled transmission’s shift quality include new variable-force solenoid controls for the torque-converter clutch.

A BorgWarner electronic transfer case provides 2WD, 4WD-high, neutral and 4WD-low ranges.

New front and rear axle/suspensions have been engineered to improve durability, handle industry-leading payload and towing capabilities and minimise NVH.

The all-new 2500 continues to offer the largest cargo bed space in the US-ute segment, along with optional RamBox lidded storage bins that are not available on the 3500. The RamBox Cargo Management System includes versatile, weatherproof, lockable, illuminated and drainable storage bins, plus cargo restraint bars.

The interior has similar features to those in the already launched Ram 1500DT. A new instrument panel sees central controls moved more towards the driver and a Uconnect 4C NAV on a 300mm (12-inch) configurable touchscreen. It can display one application, such as the navigation map, across the whole screen, or can be divided to show two different applications at once.

There’s also a 175mm (7-inch), full-colour, 3D-animation-capable driver information display that enables drivers to personalise graphics and text information.

An active noise cancellation system and acoustic glass are said to reduce ambient cabin sounds by nearly 10dB(A), making the new RAMs the quietest ever.

A new HVAC system delivers 30 per cent more air flow at lower noise levels and has larger front defroster vents. Electric heating elements in the ventilation ducts help speed cabin warm-up on cold days and larger switches and buttons are designed to work better with gloved hands.

All 2500 pickups come equipped with dual front, front side and full-length side curtain airbags, in addition to traction and stability control systems.

RAM Heavy Duty utes feature all-new frames built with 98.5-per cent high-strength steel, six separate crossmembers, hydro-formed main rails and fully boxed rear rails, for optimal strength. However, lightweight materials in the frame, powertrain and the aluminium bonnet are said to reduce overall weight by up to 64kg.

Wider front frame rails allow the front springs to be positioned slightly outboard, generating greater roll stiffness, while the fully-boxed rear rails and structural crossmember stiffen the rear end to allow increased towing capacity.

The 2500 and 3500 utes are rated to haul up to an eight-tonnes gooseneck plant trailer or fifth-wheeler, fitted with air brakes.

The new 360-degree, surround-view camera with trailer-reverse guidance provides a single display-screen view of both sides of a trailer, to assist the driver in manoeuvring towing setups. There is also a second rear-view camera integrated in the centre high-mount stop lamp to monitor payload in the bed and to help align a trailer.

The 2500 includes Frequency Response Damping (FRD) shocks on all four coil-sprung corners. The coils have progressive rates, to better respond to varying cargo loads.

The valves of the FRD shocks automatically adjust for the rate of vertical wheel travel, allowing the 2500 to have firm suspension for handling and supple ride on rough terrain.

The 3500 has the same front end, but with leaf rear springs. It has a rear axle capacity of 3300kg, which is the total GVM – fully loaded front and rear axles – of most utes!

A new braking system has upgraded callipers, booster and master cylinder that are said to result in shorter stopping distances and braking to match the higher trailer capability.

Unlike non-US-brand utes the RAM range has been purpose-designed for towing. Also, US utes are designed around trailers with electric brakes that are commonly used in the USA and Australia. (European trailers have over-ride mechanical or hydraulic braking.)

The coil-sprung RAM 2500 without RamBoxes has a modest payload of 835kg, while the leaf-rear 3500 has a truck-like 1724kg payload. However. Both RAMs have the same trailer-towing ratings: 3500kg with a 50mm towball; 4500kg with a 70mm ball and up to 8000kg with an air-braked gooseneck trailer.

The RAM 2500 has a GVM of 4495kg – passenger-car licence level – and the 3500 is rated at 5350kg – light-truck licence. However, the 3500 can pre re-rated to 4495kg GVM if required.

Those weights are matched by the fitment of appropriate light truck tyres: 275/70R18s with 125/123 and 10-PR load rating.

Multiple safety and security systems include adaptive cruise control, forward collision warning with active braking, trailer sway control, lane departure warning, blind spot monitoring with rear cross path and trailer detection.

New is an Alpine 10-Speaker premium audio system, including sub-woofer.

All RAM Trucks Australia emerge from a local rebuild process that incorporates more than 400 locally-sourced new parts in the transformation from left- to right-hand drive.

Like all US-origin utes the RAMs aren’t cheap, but as our testing revealed, the 2500 is ready for Australian-style hard work out of the box. Unlike nearly all other utes it doesn’t need modifications or upgrades to handle the typical Aussie task.

The new RAM 2500 starts at $157,950 plus on-road costs for Laramie Crew Cab, rising to $162,900 plus on-road costs for the Laramie Crew Cab with RamBox. Pricing for the 3500 will be provided nearer to its late-2021 launch date.

All RAM pickups are covered by a three-year/100,000km warranty (whichever came first) and roadside assistance. The national dealer network also provided parts and service support.

The RAM 2500 combines what’s expected of a heavy duty pickup in the US market – power, durability and towing capacity – but adds several features that aren’t typical of the segment, including smooth-riding rear suspension and a luxury-vehicle interior.

Also, the converted Australian model is more than a cut-and-shut conversion. For a start, the dashboard is completely remodeled, using a one-piece housing and the firewall position is optimised for pedal placement.

Naturally, the brake and accelerator pedal positions are electrically adjustable for different-length legs.

The right-hand drive steering box is made by the same manufacturer that supplies the original box and is positioned on the right-hand chassis rail, unlike some RHD conversions that retain a LHD steering box and use a cross-shaft.

The dashboard instruments are metric and are derived from Canadian-market RAM gauges.

The previous 2500 had Chrysler’s Uconnect Access infotainment system that was one of the more user-friendly infotainment setups on the market and the latest one is much, much better.

A before, it integrates most of the truck’s audio, navigation and climate control functions into one unit, with a voice command system that allows the driver to place phone calls, use the sound system, input navigation destinations and more, without taking his or her hands off the wheel.

However, the new one has a much larger display area that provides space for larger multi-displays at the same time. The navigation mapping detail includes most Aussie bush trails and can be displayed over the entire screen.

The previous switchable rear camera display for the cab-rear-mount camera and the tailgate-mount camera – for ease of solo-vehicle reversing, trailer coupling and trailer manoeuvring – is now enhanced by 360-degree camera coverage.

Subtle changes from the previous model include relocation of the manual gear selector +- switches to the steering wheel, instead of on the knob of the column lever.

Our test vehicle had Quad Cab Laramie spec’ level, which was quite luxurious.

Standard equipment included leather trim, carpet with floor mats, adjustable pedals, heated and ventilated front seats, heated and tilting steering wheel, heated power mirrors, powered opening back screen, cruise control, auto headlights, cup holders everywhere, lifting back seats that converted to a cargo area and a friction-coated cargo tub with lighting and fixed tie-downs.

In contrast to the smaller RAM 1500’s vast engine bay with a relatively small petrol V8 in the middle of it, allowing plenty of servicing room around the donk, the RAM 2500’s lightweight bonnet lifted on gas struts to reveal a packed space.

The near seven-litre Cummins took up most of the longitudinal space and its bulky turbo, exhaust and intercooler plumbing took up most of the available width.

What little space remained was filled by a huge brake booster, large coolant reservoir, air cleaner, washer bottle, two batteries, ABS module, computer stack and fuse box.

The fuel filter was jammed in, but reachable with a socket that allowed extraction of the element. In best big-truck practice, this filter was preceded by a 30-micron pre-filter and water separator, located near fuel tank, between the aluminium propshaft and the truck-sized exhaust system.

It’s been our experience over many years of testing vehicles from Fiat 500s to road trains that a well-balanced vehicle feels smaller than it looks. Such was the case with the RAM 2500.

We left the auto box to its own devices and that resulted in our trickling along in city traffic with 1000-1500rpm on the tacho and seamless shifting.

Once on the open road the big beast stretched its legs, but still upshifted at no more than 2000rpm and was happy to lope along in sixth, running at 1500rpm at 110km/h.

When a manual shift was called for, the steering wheel’s switch was very easy to flick, without taking a hand off the wheel.

Fuel consumption at cruise was a creditable 12 litres/100km and we averaged 14.7 litres/100km on an on- and off- road test cycle with a half-load on board.

The towing economy was huge surprise, showing just how relaxed the big Cummins was with three tonnes behind it: 15.2 litres/100km. When we tow-tested the previous-generation, 2016MY RAM 2500 it used 18 litres/100km, towing the same trailer weight.

Both tests were done at legal maximum speeds, letting the auto box do its bit.

Activating the ‘tow/haul’ dashboard switch had the effect of reducing ‘shuttling’ between ratios in the transmission and also changed the downshift program when running downhill, to maximise exhaust brake effect.

The Yanks designed this thing to tow easily and that’s just what it did.

The previous model’s shock absorbers were very inadequate, but the change to FRD dampers has made a huge difference: ride quality on all surfaces was very good – even with the tray empty – and superbly controlled on rough bitumen and corrugated dirt.

All the RAM’s controls worked well; the ergonomics were excellent and cabin comfort was at luxury vehicle levels. We couldn’t pick any compromises in the ASV conversion from LHD to RHD and everything worked as if the RAM had been factory-built for Australian driving conditions.

Road and mechanical noise was almost totally absent, unless the big Cummins was provoked. With the exhaust brake in its higher setting the retardation was accompanied by a subdued, Jake-like growl. Very satisfying!

Ground clearance on the Laramie model wasn’t sufficient for serious rock hopping, but there are other models in the RAM catalogue that target extreme off-roading. They’re not currently in the Australian catalogue, but you never know.

However, we took the 2500 up some of our test slopes and it climbed very easily, with the Cummins just idling and traction control and the rear LSD doing their bit to preserve traction. The standard side steps were a rock-clearance-limiting factor, but they can be easily removed by the adventurous.

In summary, the latest RAM 2500 shows how a dedicated towing ute should be designed and built. It’s expensive, but there’s literally nothing in the way of mods that needs to be added, other than an after-market ’roo bar.

RAM 2500 Laramie specs:
Engine: Cummins ISB, 6.7-litre, common-rail, six-cylinder turbo-diesel
Horsepower: 370hp (276kW) at 2800rpm
Torque: 1152Nm at 1700rpm
Emissions control: SCR
Transmission: Chrysler 68RFE, six-speed automatic
Transfer case: Two-speed with 2.64:1 low range. Part-time 4x4 system
Fuel capacity: 117 litres
GVM: 4495kg
GCM: 12,695kg
Cab: Mega crew cab
Suspension: Coil springs. Front IFS; two-stage rear, live axle
Brakes: Discs with ABS; two-stage engine exhaust brake
Lights: All LED
Warranty: Three years or 100,000 kilometres