Ram 1500 Rebel video review: Point proven at Proving grounds

When I first arrived at the Lang Lang proving grounds in Victoria for the launch of the Ram 1500 Rebel, a place designed to push vehicles to their limits rather than flatter them, I had my expectations firmly in check. By the end of the day, those expectations weren’t just met; they were completely redefined.

Lang Lang’s test routes are a mix of sealed tarmac, gravel, and true off-road bush tracks. It’s the kind of place that exposes weaknesses in chassis dynamics, suspension tuning, and real-world usability. Think uneven surfaces, dips, cattle grids, and tight corners. In other words, the kind of conditions that mirror New Zealand’s roads and rural landscapes.

The Drive Experience
We started the day on tar seal, putting the Ram 1500 Rebel through its paces on the track and over a train-track simulation strip designed to test damping and suspension composure. It’s brutal; the kind of surface that unsettles even well-sorted vehicles, but the Rebel shrugged it off, staying composed without the crashiness or harsh rebound you’d expect from a truck this size.

Next was the gravel road section, a familiar scenario for Kiwi drivers. At a steady 80km/h, the Rebel felt planted and secure, taking on dips, drains, and cattle ruts without so much as a flinch. It was impressive, to say the least. Trucks this big, and this long, aren’t supposed to feel this confident at speed on loose gravel, but this one did.

All the Ram 1500 Rebel specs and prices here

Finally, we tackled the off-road course, deep in the Australian bush. This wasn’t wide, open terrain, it was tight, technical, and challenging, with steep climbs, sharp descents, and corners where I thought, there’s no way this thing is getting through. And yet, it did. Effortlessly. The steering was direct and confidence-inspiring, and the balance of the chassis made the whole experience feel controlled rather than intimidating. Brownie points for not bellying out in areas I was certain it would…

Performance and Handling
The Rebel is big – there’s no getting around that, but the Bilstein suspension paired with Falken Wildpeak all-terrain tyres transforms the way it drives. On gravel, it grips where you’d expect slip, stays composed where you’d expect body roll, and absorbs bumps with the kind of calmness that makes you trust it almost immediately.

I’ve spent the past year living with a Ford Ranger Tremor, putting more than 15,000km on its Bilstein setup, so I know what a sorted truck feels like. The Rebel takes it a step further. Even over the “whoops” (those motocross-style undulations) the Rebel just soaked them up, keeping its composure and surprising me with how comfortable it remained.

Engine and Power Delivery
This was my first experience with the standard-output Hurricane straight-six turbo, having only driven the High Output in the Limited previously. And honestly? It’s excellent.

Power delivery is smooth and confident, with almost no turbo lag. Acceleration is quick… maybe even a little too quick in the really tight sections of the off-road course, where a gentler, more diesel-like build of power would feel more natural. Tap the throttle as you crest a bump or climb out of a rut, and it’ll surge forward a bit faster than expected. Next stop the moon, anyone?

But that’s nitpicking, because overall, the Hurricane engine feels modern, responsive, and far more refined than the outgoing HEMI V8 – a motor I’ve always respected for its history.

Comfort and Practicality
Here’s where the Rebel separates itself from the Limited and Laramie.

The Limited spoils you with air suspension and every luxury imaginable, while the Rebel takes a more utilitarian approach, but with little compromise in the grand scheme of spec sheets. There’s no air suspension, and no factory side steps (they’re left for the customisation aspect of the new owner… think rock sliders) and while I expected to miss both, I didn’t. The Bilstein suspension gives you just enough feedback without compromising comfort.

The tray space is generous, enough to comfortably fit a full-size dirt bike with the tailgate closed. That practicality alone will appeal to buyers who actually use their trucks for work or weekend toys.

Inside, it’s a familiar space. The Rebel shares the upgraded dashboard layout with the Limited and Laramie, with the primary difference being in the stitching and trim – a rather ‘out there’ Rebel Red graces all interior viewing aspects. There are thoughtful touches everywhere. Heated front and rear seats, intuitive tech, and a general sense of quality that sets it apart from the mainstream ute market. Think more luxury SUV.

Walkinshaw Remanufacturing
A quick but important clarification: the Ram 1500 Rebel is built in the U.S., but every truck you see on New Zealand roads undergoes a full right-hand-drive remanufacture by Walkinshaw in Victoria. And let me be clear: this isn’t a simple steering-wheel swap.

The trucks are stripped down entirely, cab removed until you’re viewing the naked underside of the chassis and engine. Nearly 400 individual parts are removed, replaced, or re-engineered to meet right-hand-drive requirements. From the dashboard to the wiper sweep, everything is rethought for our market.

Walking through the factory was an eye-opener. The investment, the attention to detail, and the engineering precision make it clear why these trucks cost what they do. You’re not getting a “conversion”, you’re getting a remanufactured truck that feels OEM from the moment you turn the key.

Towing and Utility
Like its siblings, the Rebel keeps its 4.5-tonne towing capacity, meaning there’s no trade-off between rugged off-road performance and serious workhorse ability. Whether you’re hauling a horse float, towing a boat, or carting heavy equipment, the Rebel takes it all in stride.

Market Fit
For New Zealand, the Rebel hits a sweet spot. It’s rugged and highly capable off-road but remains comfortable and composed on the road. It’s ideal for farmers, tradies, or anyone living beyond the city limits and of course, for weekend warriors looking to load up the tray, hitch up a trailer, and head for the hills.

Size will always be a talking point, but the Rebel’s steering precision makes it surprisingly easy to live with. And at five-foot-one, I’m hardly the archetypal “Ram driver,” yet I find it easy to manoeuvre both in tight spaces and out on the open road.

Final Thoughts
The Lang Lang Proving Grounds are designed to break trucks down and expose their flaws. Instead, they highlighted just how well-rounded the Ram 1500 Rebel really is.

It may not have the air suspension or the extra plushness of the Limited, but it doesn’t need them. The Rebel brings a balance of capability, refinement, and rugged practicality that few trucks can match.

Would I daily it? Absolutely; and I’d give it a damn good go at that.

How much is the new Ram 1500 Rebel?

It lists for $159,990 plus on-road costs.

Key highlights of the MY25 Ram 1500 Rebel include:

• One-inch suspension lift (Bilstein off-road suspension)

• 32-inch all-terrain tyres (Falken Wildpeak 275/65/18)

• Five driving modes plus ‘Selec-Speed’ off-road function

• Underbody skid plates

• Up to 4.5-tonne towing capacity

• Higher payload 672kg

• E-locker rear differential

• Full size rear ute tub (no RamBox) delivers a larger cargo area

• Spray-in bed liner and cargo tie-down slider rails

• Power-operated tailgate (open and close)

• Hurricane twin-turbo six-cylinder engine (313kW/635Nm)

• ‘Power bulge’ bonnet

• Rebel decals standard (optional in the US)

• Powder-coated front and rear steel bumpers

• Fender flares

• Unique 18-inch wheel design

• Unique red-and-black interior trim combination

• Rebel stitching on the front seats

• Rebel badge on the tailgate

• Panoramic sunroof and 19-speaker audio standard

• Heated front seats and outer rear seats

• Widescreen 12-inch digital instrument display and 14.4 infotainment screen

• 10.25-inch front seat passenger display screen