Ram’s new Rebel HD 2500… Cummins?

Hear this Rebel Yell

In 2016 when Ram introduced the Rebel 1500, industry scuttlebutt swirled that Rebel was Ram’s answer to the Raptor. They dismissed said claims and snickered as they quietly developed the 702-horspower TRX. As it was, the HEMI-powered Rebel 16 was so much fun we borrowed one for a 4,000-mile blast through Canada and up the Ice Road to the Arctic Ocean. Our wish list, however, was the option for a solid axle up front. We’ve also spent time in the Power Wagon 2500. Utilizing its locking differentials in the backcountry helped us drag toy haulers across Utah. We loved it but pined for a diesel option. Well, it seems that Ram was listening…enter the Rebel HD 2500.

Fear not, Ram Nation, the HD isn’t replacing the Rebel 1500 or the Power Wagon. Rather, it’s filling a niche between the two worlds. As the 2500 designation might imply, this new Ram, as is the case with their other HD trucks, has the live front axle we were looking for in the 1500. As for an oil-burner mill, if you look below the A-pillar you will discover a turbo-diesel badge. This came as good news, and we headed to the Mojave Desert to spend a couple of days putting this new Rebel through the paces.

Fear not our Ram Nation friends, the HD isn’t replacing the Rebel 1500 or the Power Wagon, but rather filling a niche between the two worlds.

Drivetrain and Suspension

The HD comes in two flavors, the standard 6.4-liter HEMI V8 and the much-loved 6.7-liter Cummins. For those who want pure grunt, the diesel churns out 370 horsepower and an axle-twisting 850 lb.-ft. of torque. If you like a bit more get-up-and-go, the HEMI is your huckleberry, producing 410 horsepower and 429 lb.-ft. of torque. They are mated to the 68RFE six-speed and 8HP75 eight-speed automatic transmissions respectively. An electronically controlled Borg Warner two-speed transfer case distributes power fore and aft to a pair of AAM axles (front 9.25-inch, rear 11.5-inch) fitted with 3.73:1 gears. (Same sticks as the Power Wagon 2500.) Between said axles is an array of skid plates to protect vulnerable parts from interloping rocks.

Keeping the vehicle stable is a five-link coil spring suspension fitted with Bilstein shocks, while an additional kicker shock mounted between the rear axle and frame reduces axle wrap. Ram also offers an optional rear air suspension.

On the Trail

We spent an afternoon traversing the backroads between Big Bear and Yucca Valley. Also, we deviated at the Rose Mine to evaluate the vehicle’s capability in technical terrain. We already knew that both mills have ample low-end torque for the slow stuff, but what we found was the HD suspension, while firm enough to support a 3,140-pound payload, is also flexible enough to provide reasonable articulation. Out back is a limited-slip differential, and an electronically actuated locker is an option. Though I wasn’t surprised, the Rebel HD 2500 made short work of steep, loose, and cross-axle terrain without flinching. Like its brethren Power Wagon, up front is a 12,000-pound Warn Zeon-12 recovery winch wrapped in synthetic rope, but only for the HEMI model—seems it should be available on the diesel as well.

Though I wasn’t surprised, the Rebel made short work of steep, loose, and cross-axle terrain without flinching.

I must say that with the bed void of contents it rode like a buckboard over embedded rock sections—but who hits the trail without a complement of tools and gear. We attribute some of this to the 20-inch wheel package and limited ability to air down the tires (we are told 18s will be available as well) but most was probably due to its tough five-link suspension and heavy-duty coil springs.

On the Road

While the Rebel HD 2500 displayed a high level of trail capability and will tackle more terrain than 90 percent of owners would ever consider, most of us use our full-size trucks for work, to tote a camper, or hauling a trailer. Yep, on the road. This is where the HD shined for my needs. It reminded me of my current Ram 2500 oil-burner…but with a greater payload rating and towing capacity, more power and trail prowess, and all the bells and whistles of a modern truck.

HEMI

We spent the morning in the HEMI, enjoying its throaty exhaust notes and ample power. (Not to mention the heated leather seats and steering wheel.) With much of our time spent on the road, ergonomics can make or break the experience and the HD’s controls are at an arm or thumb’s reach. Modern safety systems require little or no driver input, and include adaptive cruise control, collision avoidance, Lane Keep Assist, blind spot monitoring, and a digital rearview mirror. The 360-degree Surround View camera system (including the trailer cam) displays on the center LCD screen. There are also rain-sensing windshield wipers…nice, but if I need a computer to inform me it is raining someone should revoke my license.

New for the Rebel HD 2500 is the 12-inch frameless instrument cluster. Thumb toggles on the steering wheel, the five fully customizable screen options are unique to the driver’s profile. The days of a good’ol 4WD shift lever unfortunately seem to be a thing of the past, but not the case here. While the electronic version has a push-button panel for drive mode selection and rear locker function, the Rebel HD still offers a grab-with-your-hand manual shifter.

Tow/Haul

Other features the truck-loving guy or gal will like is the trailer brake bias controller and Tow-Haul Mode. The former is self-explanatory, but tow-haul modifies shifting points and throttle algorithms to optimize acceleration as well as compression braking. Very handy when descending long downgrades. I’m often towing my Jeep on an 18-foot car hauler, and appreciate the wide tow mirrors and trailer camera system. This incorporates a 40-foot, bumper-mounted cable with a camera affixed to the business end. Simply mount it on the back of your trailer, thread the cable up to the bumper, and back up with confidence. via the 12-inch LCD monitor on the dash. I foresee a Bluetooth version at some point in the future.

The Wrap-up

After spending plenty of time behind the wheel of a Rebel 1500 and Power Wagon 2500, I’m glad the Ram team was listening to the pleas of many. The Rebel HD 2500 is slightly sportier than the latter and more robust than the former. If you love the ride of your IFS/IRS Jeep Wagoneer, the HD’s firm ride will come as a shock to your system. But for those that embrace diesel mills and rock-solid, no-bull pickups with plenty of off-road moxie and the ability to tow up to 16,840 pounds or 1.5 tons in the bed, the Rebel HD 2500 will make you smile. I’m smiling

…I’m glad the Ram team was listening to the pleas of many. The Rebel HD is slightly sportier than the latter and more robust than the former.

SPECS

2023 Dodge Ram Rebel HD 2500

Engine: 6.4-liter V8 HEMI, 6.7-liter Cummins I6 TD

Output (hp/lb.-ft.): 410/429 or 370/850

Transmission: 8HP75 8-speed auto, 68RFE six-speed

Transfer case: Borg Warner two-speed, part time, 2.64:1 low range

Suspension: 5-link, coils springs, monotube shocks

Axles: (in., frt/rr): 9.25/11.5, rear LSD/locker, 3.73:1 gears

Wheelbase (in.): 149

Wheels/Tires: 20-inch alloy, Goodyear Wrangler AT

Clearance/fording (in.): 11.1

Towing/payload (HEMI/Cummins, lbs.): 16,870/14,920, 3,140/1,970

Editor’s Note: A version of this story previously appeared in the TREAD March/April 2023 print issue.