2027 Ram 2500 Warlock review

The Ram 2500 Warlock brings Hemi V8 power back to the Ram Trucks Australia pickup lineup after almost two years, and returns petrol V8 power to the larger Ram 2500 for the first time in more than a decade, and for that alone we’re eternally grateful.

The previous 5.7-litre Hemi V8 was pensioned off in the US and Australia as Ram switched to its new Hurricane twin-turbo inline petrol six, with the last V8-equipped Ram converted to right-hand drive in Melbourne in December 2024, following the same downsizing trend seen elsewhere.

Its demise seemed ominous, because Ford didn’t bring a V8 here when it relaunched the F-150 in 2023, and the Toyota Tundra arrived in late 2024 only with petrol-electric V6 power, so the Hemi’s departure left the Chevrolet Silverado as the only eight-cylinder option for Australian buyers in the full-size pickup space.

Until now.

Ram Trucks Australia boss Jeff Barber said the V8’s return in the Ram 2500, which is bigger than the Ram 1500, F-150 and Tundra, and a rival for the Silverado HD, reflects growing demand for its larger heavy-duty pickups.

Ram says Australians are still crying out for V8s, too, so the Warlock 2500 is the answer to both demands: a six-metre-plus dual-cab with 6.4 litres of bent-eight petrol power under the bonnet.

But calls from passionate V8 die-hards don’t make a business case and it remains to be seen how popular the Ram 2500 V8 will actually be. Does the Warlock herald a triumphant Hemi comeback, or is it a backward step as the pickup world downsizes to smaller and more efficient powertrains?

How much does the Ram 2500 Warlock cost?

The Warlock is priced at $157,950 before on-road costs, making it the cheapest Ram 2500 variant in the lineup, positioned below the Laramie at $172,950 plus on-roads, and the Laramie RamBox at $175,950 plus ORCs.

Bright White exterior paint is included in the Warlock’s price, but the rest of the colour choices – Ceramic Grey, Silver Zynth, Granite Crystal, and Diamond Black – attract an additional $950 premium paint charge.

The sub-$158k entry price is very clever, as it’s $2000 less than the top-spec Ram 1500 Limited, which runs the Hurricane inline six. That means that for similar you can choose a very well-equipped six-cylinder 1500, or an entry-level 2500 with a V8, which for some buyers will be a dilemma.

The 2500 Warlock’s closest rival, the Chevrolet Silverado HD LTZ Premium, is priced at $168,900 plus ORCs and packs a 6.6-litre turbo-diesel V8.

To see how the Ram 2500 Warlock 4×4 stacks up against its rivals, use our comparison tool.

What’s it like on the inside?

Big. The Ram 2500 Warlock is large enough to have its own currency inside, but its value is also in its clever design. Ram Trucks produces two dashboard types for Australia, meaning the Warlock gets the same soft-touch leather-look dash-top as in higher-spec Laramie 2500 and 3500 models.

That’s one of the first visual references when you use the standard side steps to climb into the cabin with the help of one of the sturdy grab handles, though the grey fabric cloth seat trim is more utilitarian than glamping.

The Warlock 4×4 is based on the lower-spec Ram 2500 Tradesman 4×2 that’s sold in the US for around $US10,000 (A$14,063) less, but is not offered in Australia.

The Tradesman’s basic, utilitarian spec includes the black bumpers and grille seen on the Warlock, and the grey cloth trim on the manually adjustable seats.

Otherwise there are few items that demonstrate this pickup’s entry-level roots, although the plastic door trims, plastic column shifter and the silver-painted applique around the central 12.0-inch infotainment touchscreen are subtle reminders.

The screen, like in other Ram models, has crisp and clear graphics and is responsive to the touch, and there are solid-feeling physical buttons for the climate controls and other critical functions.

Wireless Android Auto and Apple CarPlay are standard, although there’s no wireless phone charging function. There are USB-C ports in the front and USB ports in the rear, as well as a 12-volt socket in the dash storage area.

The Uconnect 5 infotainment system includes built-in sat-nav, voice activation and a reversing camera, but not the 360-degree camera of higher-spec models.

There’s a centre digital TFT info display in the instrument cluster, but traditional easy-to-read speedometer and tachometer dials on either side.

The driver’s seat is comfy and supportive, with the 40/20/40-split front bench including a third seat in the middle or a large centre console that reduces it to a five-seater with more cargo space, since the Warlock lacks the Laramie’s floor console.

This sees the centre seat converted into a cavernous centre bin, a trio of cupholders, and a huge armrest with the same leather-topped lid as seen in other models, matching the dashtop.

As you’d expect, the second row offers generous passenger space in all directions, with better headroom than up front and a comfortable bench seat which can be folded up to reveal more storage – and make mounting a child seat easier.

There are four child seat anchors in the back of a Warlock, and standard equipment also includes a mud/vomit/thickshake-proof tailored rubber mat covering the floor.

Rear passengers also benefit from large door bins, audio speakers (six in total across the car), air vents and, while there are no map pockets on the back of the front seats, two USB ports in the rear of the front console.

You can open the rear window, too, to shout/receive commands or help gauge a visual reference when making use of the standard electronic trailer brake controller.

The 6’4″ tray is the only size offered, and it comes with a spray-in bed liner and the same amount of space as Ram 2500 and 3500 models, which means 1.6 cubic metres and 1295mm between the rear wheel-arches.

It includes a light, and while it doesn’t have a powered tailgate, it does have an ‘easy-lift’ feature to help close it with next-to-no muscle.

To see how the Ram 2500 Warlock 4×4 stacks up against its rivals, use our comparison tool.

What’s under the bonnet?

Vee-eight power! The 6.4-litre ‘Apache’ engine is a 90-degree pushrod V8 with an iron block and aluminium heads with 16 valves, variable valve timing and sequential port fuel-injection.

At 6417cc, its 103.9mm bore and 94.6mm stroke make it an oversquare engine, and in Australian spec it makes 306kW of power at 5600rpm and 582Nm of torque at 4000rpm on 91-octane standard unleaded petrol.

The 6.4-litre V8 was previously offered here in 2015, when it powered the 2500 Big Horn with identical outputs but a six-speed automatic, whereas the new Warlock runs an eight-speed ZF torque-converter auto.

Braked towing capacities are 3500kg with a 50mm tow ball, or 4500kg with a 70mm tow ball.

You can also spend $1675 on a gooseneck offered by Ram, but you’ll have to pair it with an aftermarket air-brake system to unlock 6700kg of braked towing capacity.

A 117-litre fuel tank is standard, but there’s no official fuel economy figure for the 2500. Our relatively short run was not enough to obtain a real-world number, which we’d expect to be in the mid-to-high teens unladen.

We’ll update this when we get the Warlock back for a longer drive.

To see how the Ram 2500 Warlock 4×4 stacks up against its rivals, use our comparison tool.

How does the Ram 2500 Warlock 4×4 drive?

The 2500 is all about that V8 engine under the bonnet, and it doesn’t disappoint. The 6417cc 90-degree ‘Apache’ V8 isn’t a violent beast, but delivers controlled, measured potency.

Climb up into the Warlock’s cabin using the standard side steps, and the driver’s chair becomes the hot seat for the new V8’s capability. The seat trim is more utilitarian than luxury, but the soft-top dash and general layout, which thankfully includes physical buttons around the centre touchscreen, are well done.

The driving position in the manually adjustable driver’s seat could do with more scope, because while it may sound obvious, you sit high even within the 2500’s already heightened cabin.

The steering wheel only has tilt adjust, not reach, so that makes the overall seating position a choice between the pedals being too far away or the steering wheel being a tad far off for even modestly tall drivers.

Fire up the V8, and it’s smooth and quiet instead of providing a raucous burst of mechanical mayhem. As soon as you move off, though, a metallic rasp layers over a bassy undertone in what’s an unmistakable bent-eight backing track.

On paper, the 306kW punch peaks at 5600rpm but, more importantly for real-world driving, the 582Nm of torque comes in at 4000rpm.

The Warlock’s throttle pedal responds well, but not in a sharp or jerky fashion. Instead, a good right-foot prod results in a smooth layering of torque as the Apache V8 responds cleanly, smoothly and strongly.

Anywhere above around 2500rpm, the V8 clears its throat, urging you to give it more, and with only a driver on board it feels like it has endless pulling power.

The V8’s finesse is heightened by the silky-smooth shifts from the eight-speed ZF auto, which are largely undetectable, even when pushing towards the 5800rpm rev-limiter.

We recorded a 7.67-second 0-100km/h sprint time during our drive at Calder Park Raceway, which isn’t bad for a ute big enough to solve the affordable housing crisis – and there’s surely room for some improvement on that.

The Warlock comes with the 3.73:1 rear axle ratio in Australia, while US versions are also offered with 3.42:1 and 4.10:1 final drive ratios.

Accelerating onto a freeway, the grunt proves immediately effective at handling this pickup’s 3220kg mass (before yours truly clambered aboard) with ease.

At cruising speeds, the V8 steps back from centre stage and the Ram 2500’s refinement reveals the hum of the all-terrain tyres as the engine sat at a lazy 1750rpm while effortlessly gliding along at 80km/h early into our first drive.

All you can hear is mild wind noise and a faint hum from the surprisingly quiet all-terrains as you peer through the huge windscreen and occasionally glance at the digital speedo which sits between the analogue speedo on one side and the tacho on the other.

The Hemi V8 has cylinder deactivation technology, too, placing four cylinders on the bench to save precious fuel for when it’s needed most, then putting all eight pistons back on song when they’re required for a swift overtake, for example.

When that’s called for, the V8’s rolling response is a boon, and the driver-assistance including blind-spot monitoring works well and is much appreciated, even if all-round vision is good via the large side mirrors and enormous side and rear windows.

On the road, the Warlock runs in rear-wheel drive, with a transfer case providing high- and low-range four-wheel drive for loose surfaces and off-road use (more on that further down).

Some buyers will welcome the lack of an array of driving modes beyond high/low-range four-wheel drive. There’s also an old-school cruise control function as well as adaptive cruise control should you prefer. Simple is good.

Once off the freeway, the V8 Warlock also crushes hills with ease, while the easy-to-modulate brake pedal pulls up the 6066mm-long pickup with ease and composure, even down steep hills.

By now, you realise the visual stature of the Warlock doesn’t translate to intimidation behind the wheel. Superb chassis control means little squat under hard acceleration, nor dive under heavy braking.

While it seems tall initially, simply because it is, the Warlock doesn’t feel especially heavy or wide in its lane.

The handling balance is excellent, and despite running in rear-wheel drive on sealed roads, the tail-end wasn’t snappy or disobedient, even when we tried to provoke it – the V8 and 285-wide Goodyear all-terrains deliver fire, not smoke.

Combined with the Bilstein shocks and effective yet unobtrusive traction control system, the big Ram does a good job of getting its grunt to the road, even the greasy (recently rained on) and gravelly back-roads during our drive.

It’s surprisingly effective point-to-point, given its ladder frame underneath, although like other Ram 2500s it has coil-spring three-link suspension at the front and a five-link coil-sprung rear-end.

The steering is an old-school recirculating ball setup, but it’s reasonably accurate when cruising in a straight line, making small adjustments within freeway lanes easy.

Around corners, though, the steering becomes super-vague, remaining overly light and uncomfortably artificial, with no real feel or feedback. This may make it easier to command when towing, but it’s not confidence-inspiring when you add more steering lock.

Adding to the potential parking challenges, the Warlock misses out on the 360-degree camera, although it still has a reversing camera.

At speed, the ride is super-compliant. Drop the 20-inch tyres into a decent-sized pothole (testing was conducted in Victoria) and the suspension takes the hard edge off, allowing the Warlock to track true and utterly unflustered.

That’s where the “performance-tuned” Bilsteins work with the all-terrains really well.

Of course, they’re tuned for off-road use, too, and our short drive on steep and muddy hills at Calder Park allowed us to sample the super-effective hill descent control, which is standard in the Warlock but not offered on the more expensive 2500 Laramie.

Based on our first brief drive, the Warlock is powerful, refined and super-comfortable to drive, with an impressive chassis and an excellent new powertrain adding both capability and character to the already highly competent Ram 2500 lineup.

To see how the Ram 2500 Warlock 4×4 stacks up against its rivals, use our comparison tool.

What do you get?

The Ram 2500 Warlock is offered in a single dual-cab pickup body style with a 6’4″ tray, and is one of three 2500 model grades.

2027 Ram 2500 Warlock standard equipment highlights:

• Black exterior styling (bumpers, grille, fender flares, headlight surrounds, badging, mirrors and side steps)
• Warlock decals
• 20-inch diamond-cut alloy wheels with 285/60 Goodyear all-terrain tyres
• Bilstein off-road shock absorbers
• LED headlights
• Automatic high-beam
• Rain-sensing wipers
• Tinted windsscreen and acoustic laminated front glass
• Rear privacy glass
• Spray-in bedliner
• LED bed lighting
• Eight fixed tie-down points
• Deployable rear bed step
• Heavy-duty tow bar (up to 4.5t max braked towing)
• Integrated trailer brake controller
• Limited-slip rear differential
• 12-pin wiring harness
• Towing calculator access via Ram Trucks Australia website
• Trailer Sway Control
• Valve-type tyre pressure monitors
• Proximity entry
• Push-button start
• Black cloth-trimmed seats with sixth-seat convertible centre console
• Manual-adjust driver and front passenger seats
• Rear folding seat
• Dual-zone automatic climate control
• 12.0-inch Uconnect touchscreen infotainment system
• Satellite navigation
• Wireless Apple CarPlay and Android Auto
• 6-speaker sound system
• 7.0-inch driver instrument cluster
• Two USB-A and two USB-C charging ports
• One-touch up/down power windows (front)
• Power-sliding rear window

To see how the Ram 2500 Warlock 4×4 stacks up against its rivals, use our comparison tool.

Is the Ram 2500 Warlock safe?

Like its rivals, the Ram 2500 has not been crash-rated by the Australasian New Car Assessment Program (ANCAP). It also does not have a published safety rating from the US National Highway Traffic Safety Administration (NHTSA) or Insurance Institute for Highway Safety (IIHS).

In late 2025, ANCAP did carry out testing of the Advanced Driver Assistance Systems (ADAS) in the Ram 1500, which shares much of its tech with the 2500, to provide a better guide to the real-world performance of its ADAS functions.

Standard safety equipment highlights:

• Six airbags, incl:
• • Front
  • Front passenger
  • Front-side
  • Curtain
  • Side curtain
• Autonomous emergency braking (AEB)
• Car, pedestrian and cyclist detection
• Adaptive cruise control
• Blind-spot assist
• Driver fatigue monitoring
• Forward Collision Warning with Active Braking
• Front and rear parking sensors
• Hill Descent Control
• Hill Start Assist
• Lane departure warning
• Lane-keep assist
• Rear cross-traffic alert and trailer detection
• Reversing camera (pickup)
• Traffic Sign Recognition

To see how the Ram 2500 Warlock 4×4 stacks up against its rivals, use our comparison tool.

How much does the Ram 2500 Warlock cost to run?

The Ram 2500 comes with a relatively short three-year, 100,000-kilometre warranty, whichever occurs first.

Service intervals are 12,000km or 12 months, whichever occurs first. Ram Trucks Australia does not offer a capped-price scheduled servicing program for the 2500, or any other Ram models sold here.

To see how the Ram 2500 Warlock 4×4 stacks up against its rivals, use our comparison tool.

CarExpert’s take on the Ram 2500 Warlock

The Ram 2500 Warlock marks a welcome return to V8 petrol power for the full-size US pickup brand, which now has a proper alternative to the Silverado HD lineup that has been quietly outselling the Ram 2500/3500 Heavy Duty range in Australia so far this year.

It takes what we already loved about the Ram 2500 – its sturdy, comfortable and well-laid-out interior with solid build quality and cavernous space – and adds a strong V8 powertrain backed by a slick eight-speed auto, plus a well-tuned chassis.

With a lower price and two more cylinders than other Ram 2500s powered by the Cummins 6.7-litre inline-six turbo-diesel, it loses virtually none of the core attributes of an extra-large dual-cab 4×4 pickup, and while its entry-level positioning does bring some equipment changes, the Warlock packs a punch while still being practical, playful, and characterful.

We just wish the V8 was louder…

Yes, petrol prices keep going up, and Australians are buying more electric vehicles than ever, but the positioning of the Ram 2500 Warlock – both in terms of its price, unique spec and capability – make it a full-size V8 pickup that’s difficult to go past.

To see how the Ram 2500 Warlock 4×4 stacks up against its rivals, use our comparison tool.

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MORE: Explore the Ram 2500 showroom