The Ram 1500 might not lead the pack in towing capacity, but it provides one of the top towing experiences among gas-powered full-size light-duty trucks.
The refreshed 2025 Ram 1500 boasts impressive towing capabilities, thanks to its robust horsepower and torque, along with a self-leveling suspension and integrated safety systems designed for trailers. However, it isn’t without its drawbacks; the truck struggles with subpar safety chain hookups, consumes fuel quickly, and lacks some enticing tech features found in rival models.
Interestingly, the updated 2025 Ram 1500’s maximum towing capacity decreased to 11,580 pounds from the previous model’s 12,750 pounds. Meanwhile, the maximum payload rating remains unchanged at 2,300 pounds. For comparison, the leader in this category is the Ford F-150, capable of towing up to 13,500 pounds.
2025 Ram 1500 Tungsten
The high-end Tungsten model I tested featured a high-output twin-turbocharged 3.0-liter inline-6 capable of achieving up to 28 psi of boost, yielding an impressive 540 hp and 521 lb-ft of torque. This translates to an increase of 145 hp and 110 lb-ft over the previous V-8 engine.
This means that even with 5,000 pounds of boat and trailer attached, the truck accelerates comfortably beyond 70 mph. Press the throttle while on the highway, and the truck surges ahead, even with the added weight. The only other light-duty gas-powered truck that offered a similar experience was the 2019-2020 Ford F-150 Limited, which sported the Raptor’s high-output twin-turbo 3.5-liter V-6. Despite having 450 hp and 510 lb-ft of torque, it still fell short in power compared to this Ram.
The Ram’s immense power, coupled with the accelerator’s sensitive response, requires cautious handling. If the throttle is pressed too abruptly, it could cause boats to slide back on the trailer, leading to potential damage. Thankfully, the tow mode adjusts shift points and throttle calibration for a smoother experience. Safety comes first.
2025 Ram 1500 Tungsten towing
While towing 5,000 pounds of boat and trailer, the turbo-6 achieved an average of 9.3 mpg over a 144-mile distance. This efficiency is nearly identical to the 9.5 mpg average I recorded with the 5.7-liter Hemi V-8 while towing the same boat. The Ram 1500 has significantly increased its power without a boost in fuel efficiency. In comparison, the high-output turbo V-6 in the F-150 Limited averaged 8.1 mpg under identical conditions. The Toyota Tundra, equipped with a twin-turbo V-6 hybrid, yielded 9.4 mpg. Meanwhile, GM’s 6.2-liter V-8 provided just over 12 mpg, albeit with noticeably less power. With increased power and turbocharging comes a higher thirst for fuel.
As soon as I placed the trailer onto the hitch and secured it, I could hear the truck’s air compressor activate, leveling the rear air suspension automatically. Impressive. The four-corner air suspension—available on mid-tier Rams and standard on higher trims—instantly adjusted to the load. There was no noticeable sag in the rear. No other full-size truck offers a four-corner air suspension of this nature. Although Toyota features a rear air suspension system, which I found to be prone to trailer sway, the Ram offered a stable experience, ensuring I often forgot a trailer was attached. In contrast, Ford addresses the sag issue with stiffer rear leaf springs, which induce a noticeable rake when unloaded.
To put it lightly, the safety chain hookups on the Ram 1500’s receiver are by far the most challenging to connect of any full-size pickup truck. These chains are secured to the truck via a fully boxed assembly featuring cutouts on the sides and bottom. It becomes rather difficult to see where the hooks need to be threaded through, and the large stamped-steel right angle that the hooks must navigate is cumbersome. I’ve encountered compatibility issues with the emergency brake hooks on two different boat trailers I tested. Ram would benefit from adopting the user-friendly design featured on Ford’s current Super Duty models, which incorporate large, flat openings that are easy to spot and connect.
Efficiently. Most modern pickup trucks are equipped to sync blind-spot monitoring with a trailer. Ford demands that drivers input the length of their trailer, while Toyota’s Tundra employs a system that automatically adjusts for added length. However, the Ram 1500 demonstrates unmatched speed in this feature. After hitching up, just a few feet into driving, the 12.3-inch digital gauge cluster illuminated, promptly indicating that a 20-foot trailer had been recognized and integrated within the blind-spot monitoring system. Impressively, my boat measures 20.6 feet. Well done, Ram.
The absence of a boost gauge in the Ram is disappointing. Both the F-150 and Tundra feature this essential gauge. For a truck powered by a turbo engine, monitoring boost levels during towing or hauling is crucial. The GMC Sierra provides a camera view that offers a sightline along the trailer’s side when turning, activating side view mirror cameras with turn signals. While Ram includes mirror cameras, this functionality only works if the truck is fitted with tow mirrors. Additionally, GM trucks can navigate hands-free with Super Cruise while towing, whereas Ram’s Hands-Free Active Driver Assist does not support trailer towing. The Ford F-150 can also back itself up and align the receiver beneath the trailer for an easy hookup, while Ram’s system only manages steering, requiring the driver to control the throttle and brakes. However, it’s worth noting that those who rely on tech features for towing may not be cut out for it. Consider them a “nice to have.”
The 2025 Ram 1500 I towed with was the luxurious Tungsten model. This model sits at the pinnacle of luxury in pickup trucks, comparable to the Mercedes-Benz S-Class. Its price reflects that status, testing at $90,505, including a $1,995 destination charge. While the term value isn’t aptly applied in this case, I would still opt for Ram’s keys when towing a 5,000-pound boat.
Image Source: Sid0601 / Shutterstock
