Kia Seltos vs RAM 2500

What's the difference?

Kia’s updated Seltos is more expensive than the previous version but it's better as well.

The entry grade no longer has hubcaps and gets alloy wheels, all grades have directional air vents in the second row, the jerky dual-clutch auto is gone and an excellent regular eight-speed auto has arrived, plus there’s more safety tech and modern displays screens.

What hasn’t changed is the Seltos’s size. It’s a big, small SUV, that’s easy to park in tight spaces but roomy inside even for tall, awkward humans like me. 

The sweet spot in the range is the Sport+ with the 1.6-litre engine, if only it had the LED headlights that only come on the GT-Line.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

If you're a grey nomad with a massive caravan searching for something to do the big lap in, or a big boater seeking an effortless weekend getaway machine, then this sort of ute makes sense. The HD series shows just how much more muscle is available, for those who genuinely need it.

But if towing or hauling to the max isn’t your priority, then the far-more dynamic – and class-leading – Ram 1500 series does everything else with much-greater aplomb.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

This updated Seltos has had a few styling tweaks, too. The grille is taller and  there’s a new headlight design which on the GT-Line is stunning with its LED running lights.

The rear of the Seltos has been restyled as well, with a new tail-light design and again on the GT-Line there’s an LED strip which runs between them.

The Seltos is pretty big for a small SUV. At 4.4m long it’s bigger than a Hyundai Kona and a Honda HR-V and about the same size as a Nissan Qashqai and Corolla Cross.

What’s good about that is you’re getting more space inside with a package that’s still smallish on the outside.

If you think the Seltos’ look is familiar, then I agree. The Honda HR-V and Haval Jolion have very similar tail-light designs and the profile follows many of the same styling cues of the Toyota Corolla Cross.

To my eyes, though, I think the Seltos is the more refined looking of its peers with a more modern and interesting interior.

Speaking of which, keep in mind that the top-of-the-range GT-Line’s cabin is far more fancy than the interior of the entry grade S. The GT-line’s large double digital displays are impressive and the buttons around the shifter for seat heating and ventilation are replaced with blank plastic panels in the S. 

Hard plastic armrests were another of my gripes about the previous entry grade Seltos, too.

Still all cabins have a premium look even if the feel isn’t luxurious throughout on all grades. 

You can spot the HD facelift by the bi-LED headlights and bulgier bonnet, while chrome’s been replaced by black trim inside and out, including in the restyled grille, alloy wheels and side steps, for a more-modern appearance.

Both models are identical bar the badging. However, while they share a tri-link solid front axle system, the 2500 HD features coil-spring rear suspension, while the super heavy-duty 3500 HD relies on leaf springs. That’s for it to achieve maximum pulling and hauling capability.

Inside, the already-contemporary dashboard, with its 12-inch Tesla-esque portrait touchscreen, remains much the same as before, except for a few detail updates to accommodate the big new centre console, twin wireless charger housings, extra USB ports and restyled electronic instrument cluster.

Otherwise, it’s as vast as ever.

Some small SUVs are seriously small, which might be fine for some, but if you’re hoping to also have enough space for passengers in the back seats, and a boot which can carry plenty of luggage then the Seltos is a good choice.

Even at 191cm tall I had more than enough room to sit behind my driving position with good headroom back there, too.

Cabin storage is also good with door pockets front and rear, and a deep centre console box. As for cupholders there are two up front on all grades, while the Sport+ and GT-Line get two more in the second row fold-down armrest.

Boot capacity depends on if you’ve requested a full-sized spare wheel or the space-saver spare. With the space-saver you’ll have more room at 469 litres, while the full-sized wheel under the boot floor will leave you with 433 litres. That’s still decent for the class.

The new Seltos has directional air vents for back seat passengers which is a win (motoring journalists had been complaining about the lack of them for years) and there are also two USB ports (Type-C) for the second row along with another two for those in the front, plus a 12V outlet.

As with all Walkinshaw Automotive Group utes (that includes the Silverado), the Ram HD’s fit and finish seem exemplary, with an insider suggesting the quality may exceed the North American factory original.

This is no small feat. Ateco Automotive, the instigator and original importer of over 35,000 (and counting) remanufactured left-hand to right-hand-drive DS, DT and DJ full-sized utes in Australia since the first 2500 HD rolled off the Melbourne production line in 2015, says “between 400 and 500” unique engineering pieces are necessary.

Compared to the pre-facelift versions, the DJ Series II sees a switching out of the old front bench seat, which meant the earlier versions were six seaters, to shapelier individual items. Apparently, comfort and convenience are what buyers prefer, since a large centre console with armrest is now included. It’s certainly seems plush and luxurious inside.

Along with greater storage, the Ram’s electronic instrumentation is new and the multimedia system has been updated, with extra USB ports as well as twin phone chargers.

The driving position might be compromised for some by a lack of reach adjustability for the steering column (unlike in the DT 1500), and the foot-operated park brake seems like an anachronistic nowadays, but otherwise everything is easy to reach and operate – despite being scattered all about – after you’ve learned what all the buttons and switches do.

Meanwhile, the now-fixed seats can accommodate a trio of burly occupants no problems due to the sheer width of the cabin.

Included are air vents, extra USB ports, a sliding back window and storage underneath the seat cushions and within a special floor compartment.

Owners can also create a raised floor section, by tilting both cushions up and folding down two corresponding bases for a flat and even load area, with additional hidden storage within the now-covered footwells.

Overall, the Ram’s cabin balances convenience and utility quite well.

Further back, the tub length is 1938mm, width is 1687mm and 1295mm between the wheel arches and height is 511mm. This compares to the Silverado 2500’s superior corresponding figures of 2089mm/1814mm/1317mm/533mm, respectively.

A swing-away step is provided to help tub access, as well as a spray-in bedliner, strut-assisted tailgate-close and 12-pin towbar fitted as standard.

Maximum towing capacities vary from 3.5 tonnes to an unmatched eight tonnes with the correct accessories. The 2500’s payload is 785kg while the 3500 more than doubles that. And standard exhaust brakes help with braking on long descents when fully laden.

Which brings us to the heart of the matter. Muscle.

Coded as the DJ, the 2500 and even heavier-duty 3500 differ significantly compared to the DT-series 1500, and use many of the body, chassis and mechanical components from the previous-gen DS-series 2500/3500 HD. Hence the unique model code.

Only launched in North America earlier this year, the DJ Series II kicks off from $172,950 (all prices are before on-road costs) for the 2500 HD. That’s the same old retail figure as before, despite the newcomer ushering in a minor facelift, major muscle boost and more kit, although the Silverado 2500 HD is still cheaper, at about $5K less, while the old runout versions now start from under $170K driveaway.

It’s also worth keeping in mind that the Ram 3500 HD has no direct rival in Australia.

As you’d expect, many luxury features are standard, such as heated and vented front seats with driver’s side memory, leather upholstery, retractable exterior mirrors, a surround-view monitor and adaptive cruise control. Upgraded driver-assist safety systems have also been added. More on those later on.

The newly-added items include a sunroof, centre console bisecting the front seats, a 12.3-inch instrument display, wireless Apple CarPlay/Android Auto, dual smartphone chargers, eight USB ports and traffic sign recognition.

So, no more three-person front bench. And it seems the reclining rear seat has been binned for a fixed-position item.

The Seltos range has two engines to choose from: a 2.0-litre four-cylinder petrol engine making 110kW/180Nm and a 1.6-litre turbo-petrol engine producing even more grunt at 146kW/265Nm.

The 2.0-litre engine comes with a CVT which is a type of automatic transmission and the 1.6-litre engine has an eight-speed auto.

CVT stands for Continuously Variable Transmission and some people (me included) find the droning they cause the engine to make to be annoying. They also come with a feeling of less acceleration. 

The good news is the eight-speed auto that comes with the 1.6-litre is a great transmission with smooth shifts and a sporty nature that matches the punchy engine. 

This eight-speed auto is welcome because it also replaces the jerky dual-clutch transmission that had been paired with the 1.6-litre engine in the previous Seltos.   

All-wheel drive is only available with the 1.6-litre engine while front-wheel drive comes solely with the 2.0-litre.

So, if you’re after great acceleration and better traction then the 1.6-litre is the way to go. If you’re not after a sporty driving experience then the 2.0-litre engine will suit you, and it costs less.

Under the now-bulgier bonnet may be the torquiest engine money can buy, at least in something that does not require a special driving license. Or pilot's licence.

Completely overhauled with a redesigned engine head, larger intake and exhaust valves, a new turbo, heavier-duty pistons, a higher-pressure fuel system and upgraded intake manifold amongst other changes, the Cummins-sourced 6.7-litre in-line six-cylinder turbo-diesel unit now delivers 313kW of power at 2800rpm and 1458Nm at 1800rpm.

Formerly making 276kW and 1152Nm, the new figures are 13 per cent and 26 per cent better than before (respectively), reducing the power gap with the Silverado’s 350kW/1322Nm 6.6L V8 turbo-diesel, while easily leap-frogging it for torque.

At 3710kg (kerb), the HD’s power-to-weight ratio improves significantly despite putting on about 100kg, from 76.5 kW/tonne to 84.4kW/tonne.

Meanwhile, a ZF-supplied eight-speed auto replaces the old six-speed unit. It’s now a second faster to 100 at under 7.3 seconds and the spread of extra gears should improve highway fuel consumption, albeit slightly.

Drive is sent to the rear wheels in two-wheel drive (2WD) mode in most cases. However, 4WD High (4H) is also available via a part-time dual-range transfer case and is selectable on-the-fly, though it is not recommended for operation above 80km/h, while 4WD Low (4L) is for rougher terrain at very low speeds.

The smaller engine actually uses more fuel, but not a great deal more. Kia says the 1.6-litre engine with all-wheel drive uses 7.4L/100km after a combination of open and urban roads. The 2.0-litre engine according to Kia will use half a litre less at 6.9L/100km.  

Both engines only need 'standard' 91 RON petrol, too - that’s the cheap one.

Where is the hybrid variant? Good question. The answer is, there isn’t one. And neither is one coming, I’ve asked. That’s disappointing considering the Corolla Cross comes with a hybrid version of each grade in its line-up.

It’s for this reason the Seltos range scores a lower mark for fuel efficiency.

Ram says the Australian Government doesn't mandate an official combined fuel consumption figure for full-sized utes like these, so there is no average economy number for us to share.

But the trip meter in two of our test vehicles said it consumed between 15 litres per 100km and 15.6L/100km of diesel fuel, and both had not been towing a trailer or load since being reset.

Despite the new ZF eight-speed auto’s revised final drive ratio (now 3.42:1 instead of 3.73:1) to help improve efficiency, clearly this is no Toyota Prius.

Based on those trip computer numbers, expect the 117-litre fuel tank to provide about 760km between refills. Handily, the 28.4L AdBlue reservoir comes with its own tank display on the dash.

The Kia Seltos has two personalities. The laid back Seltos with a 2.0-litre engine and the enthusiastic sporty Seltos with the 1.6-litre engine.

Regardless of which Seltos you pick, the ride is comfortable, the handling is good, and the steering is excellent. 

Kia says it's worked to make the Seltos’s cabin more insulated from road noise, but having driven it on country roads for hours I think it could do with more sound dampening.

If you’re considering the Sport+ grade and are not sure if the $3500 premium for the 1.6-litre engine is worth it, my answer would be absolutely, if you can afford it.

That 1.6-litre turbo petrol is a great engine and the new eight-speed transmission is excellent. Even as a daily driver I think anybody would enjoy driving this version of the Seltos more, and for those who like sporty driving then it’s definitely the powerplant for you.

The Ram HD’s column shifter and foot-operated park brake say it all. This is a big, floaty and, at times, old-fashioned American truck, and that is certainly how it feels from behind the wheel.

2500 HD first.

From the initial burble of the forced-induction in-line six diesel, you can feel the torque simmering restlessly within. Slot the awkward selector into Drive, and – depending on how much heft you’re hauling – the Ram will lurch off the line like a startled bull, and before you know it, you’re bounding along.

If lightly laden, you’ll even momentarily spin the rear wheels in the lower ratios – second (the start-off gear; first’s for lugging only), third and maybe even fourth if the surface is slippery enough, though the traction controls will quell anything more than a bit of a bum wiggle.

From there on in, on a straight piece of highway anyway, the 3.7-tonne ute just strides along effortlessly, picking up the pace with ridiculous ease as required. You’re soon aware that the cruise control is vital if you’re going to keep your licence.

If you’re wondering how different the HD feels compared to the related regular Ram 1500, the first corner will serve up some answers soon enough.

The steering is light and reassuringly measured in response, but also numb and less precise than expected, if not quite vague, meaning you need to feed in inputs carefully. Especially at speed. Rushing it in, or blundering through a tighter turn carelessly, will have the laws of physics reminding you of this truck’s length and girth, and not to mention maybe the long arm of the law on your tail as well before long. Anyway, other road users will soon let you know as well. Take it easy.

Over the varied and at-times tight rural roads of Victoria’s Gippsland region, the endless pitter-patter of the unladen suspension, combined with the constant pitching from the body and trigger-happy brakes, resulted in motion queasiness, if not sickness. We’ve been assured that with a load as intended, everything including our internal sense of balance should settle down. Which makes sense. A boat or caravan out back should provide the anchoring effect required.

Back on straighter and smoother ground, where the 2500 smothers and smooshes most things before it, you’ll be glad for the commanding vision aided by the massive mirrors and surround-view cameras, helping to boost driver confidence, particularly when weaving through traffic or in parking scenarios.

But the compromises demanded for the ability to haul up to eight tonnes means this is a very niche proposition.

Which is why Ram insisted on us testing the sole 3500 HD with a 3.5-tonne caravan hitched out back, on the ex-Holden speed loop at Lang Lang.

This was a test of acceleration and control, and – again – we managed to spin the rear wheels in the lower gears.

Likewise, all that torque was delivered without struggle or strain, and almost immediately the 3500 was sitting steadily at 110km/h. The planted chassis and various electronics seamlessly kept everything in line.

But the track surface was too calm to assess the ride comfort from the leaf-sprung suspension, and we weren’t allowed to venture on to public roads.

Returning back to base, we even forgot all about the caravan quietly shadowing our every move out back, which is a sign of the 3500’s towering towing confidence.

Which is exactly what it says on the tin.

Neither ANCAP nor Euro NCAP have tested any full-sized American utes at this stage.

However, the 2500 HD is alone in its class in having a National Highway Traffic Safety Administration rating for 2025, scoring four out of five stars.

For the Series II upgrade, the autonomous emergency braking system now includes cyclist and pedestrian detection and braking, the traffic-sign recognition tech is new, whilst rear-cross-traffic alert, blind-spot monitoring, a 360-degree view camera and tyre-pressure monitors continue. No operation parameter data for the AEB is provided.

Plus, dual front, front side and curtain airbags are fitted, along with three child-seat restraining top-tether points and a pair of ISOFIX latches in the rear outboard seats.

The Seltos is covered by Kia’s seven-year, unlimited-kilometre warranty. 

Servicing differs between the two engines.

A Seltos with a 1.6-litre engine needs to be serviced every 12 months or 10,000km and over seven years the average service cost comes to $497 per year.

A Seltos with the 2.0-litre engine needs to be serviced every 12 months or 15,000km and over seven years the average service costs comes to $434 per year.

Capped price servicing is good, but the prices can get higher than $600 for some visits.

So, here's where the news may not be so good for potential HD buyers, because the Ram’s warranty is well below its main competitor.

Now it is the sole US full-sized ute with a three-year, 100,000km warranty, instead of the five-year/unlimited-kilometre coverage offered by the others.

And don’t forget, this is the era where (albeit smaller) utes from Kia have seven years while Mitsubishi, Nissan and MG are up to 10 years (conditionally).

Service intervals are at just six months or 12,000km and there are no capped-price servicing options either.

As a result of trailing the competition so badly in these key areas, the Ram HD’s overall rating has been dragged down significantly.

Along with the 75 Ram dealers throughout every state and territory in Australia, there are an additional three garages that will service the vehicles.