We’ve been on an exciting rollercoaster in the automotive world in recent years, as you’ve probably noticed – stratospheric horsepower colliding with electric vehicle austerity, and everything in between.

The most significant change for V8-engine stalwarts Ram is the move away from its Hemi truck engines and the new Hurricane range of 3.0-liter, straight-six turbo, aluminum-block engines, as found on the 2025 Ram 1500 Rebel I drove a few weeks ago. That engine’s rated at 420 horsepower and 469 pound-feet of torque.

Later this year, Ram is also promising its RHO model, which will offer an upgraded, 540-horsepower High Output version of the 3.0-liter Hurricane engine, with 521 pound-feet of torque. The RHO promises to be a lighter but comparably powerful rendition of the former TRX model. Max out the power and Rams will be capable of towing nearly 11,600 pounds.

With that, the Hemi’s dead, and an EV version of the Ram on the horizon. Except, you can still get a Hemi on the Jeep Wrangler Rubicon 392, which was suddenly not discontinued this spring. Read into the future of engines what you will, though Ram’s parent company Stellantis says it aims to reduce its overall carbon footprint by 50% by 2030. 

In the meantime, our sample of the post-Hemi Rebel, which crept over $80,000 with almost all of the options available thrown at it, suggests you won’t be missing your V8 in most circumstances. Besides start-ups, at which point it suspiciously sounds like it no longer has a Hemi. Very suspiciously, in fact, until you get it rolling, at which point the noises don’t matter as much.

Mechanically, the 2025 models gain new high-torque rear axles to work with those snappier turbo engines, with an electronically locking rear differential also available for off-road use.

I drove the Rebel exclusively in civilization, where the highway power is not insignificant and 16.4 overall MPG was the norm, and also experienced the joys of parking it, which can be a challenge. That was partially due to the eight different front, side, rear and around-view cameras not being automatically configured in the upgraded Uconnect screen, which now reaches 14.5 inches. The gigantic, forward-vision-blocking two-level trailering mirrors and a litany of audio proximity warnings were also helpful. Like the Jeep products, there’s now a 10.25-inch passenger screen as well.

Small it is not, in any way, especially with ultra-chunky, all-terrain, 33-inch Wrangler Duratrac tires on 18-inch rims, a one-inch lift and Bilstein front and rear shocks and a standard crew-cab configuration with a 5-foot-7-inch bed. Subsequently, cabin access is a chore, especially on the passenger side, with no fixed or automatic running boards like some of its competition. The crew cab setup is expansive, complete with fold-up, heated rear seats and a large, flat floor covered with full all-weather mats, multiple sets of USB outlets and built-in speakers in the ceiling. Plus, a full-cabin sunroof. 

Major 2025 updates come in cabin design and that oversized screen, as well as a wide range of red metallic highlights, gloss trim and metal speaker grates. Six USB outlets, HDMI inputs for your passenger and two upright phone charger slots also expand the reach of tech. Plus, one of the world’s most involved center consoles, with sliding cupholders, a hidden 115-volt plug and a laptop-sized space underneath, and a leather elbow pad topper.

Rebel’s vast array of trailer brake, trailer steering and video trailer guidance controls, plus those mirrors, speak to the truck’s on-road utility. You can access the various driving modes (snow, tow, off-road, sport) through a wheel-mounted button, plus easily run through the eight-speed transmission with another thumb controller. Gear position ends up displayed on a very bright and colorful 12.3-inch digital instrument screen; there’s also a bright head-up display. 

In the back, you can remotely drop or lift the very tall liftgate; a spray-in bed linter and rail tiedown cleats also help with loads. Ram Box in-bed-wall storage is another option.