After barely 30 seconds in the driver’s seat of a 2025 Ram 1500 RHO, my co-driver is already egging me on for more speed: “Go faster! Full throttle! You can go faster through this section!”

It’s true. The 2025 Ram 1500 RHO is incredibly capable of zipping over rough terrain at stupid speeds. It doesn’t even feel very dramatic during the process. But like every seasoned autocross (or rallycross) veteran will tell you, the first lap of a course should always be taken slowly, so you can learn the layout. That’s what I was doing at the Holly Oaks ORV Park, a converted gravel pit north of Detroit with hills, moguls, sweeping turns, and jumps linked together through a 10-minute lap. Also, I didn’t want to roll down a 50-foot bank from a trail barely wider than the RHO’s 88.0-inch stance.

This truck’s capabilities are vast. I doubt the majority of RHO buyers will actually explore its impressively high limits off-road, at speed. Frankly, they have no reason to. But that off-road capability pays dividends on-road; This half-ton pickup is at its best on the fully paved (and oftentimes cratered) highways of America. Hell, it could be the best half-ton truck for daily commuting on the market right now.

Photo by: Stellantis

Let me answer the obvious question first. Yes, the RHO jumps every bit as well as the old TRX does (or, did). Better in fact, because the RHO’s powertrain is 150 pounds lighter than the outgoing Hemi. Suspension travel is still the same—13.0 inches up front, 14.0 at the rear—and you’ll still find Bilstein e2 Blackhawk shocks amid a sea of RHO-specific hardware. But the company’s Active Terrain Dynamics suspension management system has been retuned for better use on the lighter RHO, and its milliseconds-fast response time is quicker than ever.

Should the truck get airborne, the system detects full extension of the suspension, just as it did on TRX. New for RHO, though, is something called Air Attitude, in which the truck considers vehicle angle and presets the adaptive dampers for the best possible landing. Engine power is also cut while airborne, thus eliminating possible powertrain damage or unexpected thrust if you panic and inadvertently floor it. As long as you aren’t auditioning for a spot on Nitro Circus, the 6,200-pound RHO should safely touch down to terra firma even if the truck gets a bit out of shape during liftoff.

And that’s exactly what happened on one of my six jumps in the RHO. I came in a bit too hot and slightly crooked as I hit the crest of a hill. This caused the truck to nose over and lean left, landing first on the driver-side front wheel. Not only did the RHO land without incident, it didn’t feel harsh from the driver’s seat. In fact, nothing felt harsh in the gravel bit, even going 60-plus mph across a rock-strewn surface into a series of small whoops. For the record, that was when Ram’s co-driver asked me to slow down, but only because I was fast approaching a hard left I’d forgotten from my first run.

Photo by: Stellantis

Pros: Rides Like A Dream, Smooth Power, Stable And Confident In Most Situations

I was wholly engaged in the absurdity of blitzing the countryside at speed, reveling in the RHO’s poise and control. At these speeds, in other trucks, this would normally be a fight for survival. In Baja mode—which eases traction and stability settings while sending 75 percent power to the rear axle—the truck actually became a bit more comfortable at higher speeds. It still commands your full attention, make no mistake. But relatively simple steering corrections were all it took to keep the RHO pointed in the right direction. The suspension (and subdued stability control) did the rest.

I share this experience not because buyers will go full Baja in a $71,990 pickup truck. Even Ram admits most RHO customers won’t do anything like I did in the off-road park. However, in designing a suspension capable of such things, Ram also created a supremely comfortable truck for everyday use. Venturing outside the gravel pit for a 30-minute tour of Southeast Michigan, the RHO was as docile and relaxed as a luxury sedan. It was quiet, too, even with aggressive 35-inch Goodyear Wranglers. The same adaptive suspension that softens landings also tames wayward motions on the pavement. Dive under braking and body roll were minimal.

Photo by: Stellantis

Photo by: Stellantis

Interior-wise, the RHO isn’t notably different from any other 2025 Ram save for trim choices and two notable items: “Performance” pages in the infotainment system, and a snazzy RHO plaque on the center console. The VIN is also etched onto the plaque, making each one specific to the truck. As a refresher, the 2025 Ram 1500 has a 12.3-inch driver display, a 14.5-inch portrait center display, and for RHO, a 10.3-inch passenger display. It’s a busy interior, but the presentation is both handsome and functional.

If you want some thrust, the RHO has it. The high-output, twin-turbocharged 3.0-liter Hurricane inline-six is the only choice, and actually, it’s the least expensive way to get this smooth-running engine. It makes 540 horsepower and 521 pound-feet of torque just as it does for pricier Limited and Tungsten trims, but Ram subtly suggests there might be more power at speed due to the RHO’s big hood scoop feeding it cold air. The exhaust system is specifically tuned for the RHO, too, but aside from a pledge that power delivery is different, Ram wouldn’t commit to anything beyond the published 540 hp.

Photo by: Stellantis

Cons: Tiny Bit Of Turbo Lag, Starts At $70,000

That said, having driven a Ram 1500 Limited with the high-output six earlier this year, I didn’t notice any clear differences in power delivery. However, this is one area where the lack of a low-torque V-8 could be an issue. The supercharged Hellcat engine in the TRX produces immediate power on throttle tip-in, but careening through the gravel pit in the RHO, I was frustrated on a few occasions by turbo lag that derailed some glorious powerslide opportunities. But again, how many RHO owners will be booking down a trail in search of the perfect drift?

They won’t. RHO buyers will look at the mean stance, the horsepower, the cozy massaging seats, the hands-free driving capability, and decide they want a luxury truck with attitude that can also go off-road. What they’ll get is a pickup truck with a blissfully soft ride, sports car acceleration, a spacious interior, sharp looks, a towing capacity of 8,380 pounds, and fuel mileage that isn’t great at 15 miles per gallon combined, but is notably better than the TRX.

In short, they’ll get what could be the best daily driver for a pickup truck in any full-size segment.

Competitors

Chevrolet Silverado 1500 ZR2
Ford F-150 Raptor
GMC Sierra 1500 AT4X
Toyota Tundra TRD Pro