RAM 2500 vs Volkswagen Transporter

What's the difference?

There’s a hardcore bunch of people out there for whom the only answer to what powers a full-sized pick-up is V and 8.

But it’s hard to ignore the existence of the turbo-diesel-powered Ram 2500 that, arguably makes more sense in the context of the overall concept. Sure, the returning V8 engine is smooth, relaxed and works well with the transmission, but it’s thirsty and makes the least power and torque of any other version of the Ram 1500 or 2500 range.

If a V8 engine is what you need to make a vehicle like the Ram make sense, then go for it and be happy. But for our money, the twin-turbocharged inline six cylinder engine in the Ram 1500 is the still the engine of choice for us.

And if you really do need the extra hauling, towing and heft of the 2500 model, then the - albeit more expensive – turbo-diesel with its 1458Nm of torque makes a compelling argument. Quite literally.

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

Although closely related to Ford’s E-Transit Custom, the e-Transporter has carved its own niche in appealing to VW Transporter loyalists and businesses wanting to project a chic Euro image. For tradies and other service providers its driving range is best suited to metro duties, which if combined with the convenience of daily back-to-base charging could make it a practical solution for many working roles.

The original Dodge Warlock looked like a motor-show special with its (typically) jet-black body, timber side-steps and almost quaint gold coach-lines and pin-striping. The blacked-out theme has been continued for the new Warlock, too, and the 2500 gets a black front fascia and grille, wheel arch extensions, side-steps and even black front and rear bumpers.

Like the original, this Warlock is available in a range of colours, but bank on black being a pretty popular one.

Although based on the E-Transit Custom, the e-Transporter (like the Amarok) does a commendable job in establishing its own identity, with noticeable differences in styling and a spacious and functional cabin design with a distinct VW commercial vehicle look and feel.

Its dash design is free of protrusions, leaving enough floor space between it and the seats to allow drivers convenient ‘walk-through’ access from one side of the cab to the other.

Our LWB example is clearly designed with hard work in mind, armed with 16-inch steel wheels and unpainted dark grey plastic evident in areas most vulnerable to wear and tear including the bumpers, hubcaps, door handles and mirror shells.

It rides on a sprawling 3500mm wheelbase with MacPherson strut front and coil-spring rear suspension. Key body dimensions of 5450mm length and 2032mm width are combined with a practical 1978mm height, the latter allowing access to low clearance loading zones and multi-storey carparks. The long wheelbase contributes to its largish 13-metre turning circle.

Towing is the name of the game here, and with a 50mm tow ball, the Warlock can lug 3500kg. But that’s just phase one. Fit a 70mm ball, and you’re suddenly looking at 4500kg and, if you stump up for the genuine 'goose-neck' towing package and fit your trailer with air-brakes, that limit rises to 6700kg.

That’s all set against a Gross Combination Mass (GCM) of 10,001kg (nobody could tell me why it’s 10,001 and not a round 10,000), and a Gross Vehicle Mass (GVM) of 4495kg, keeping the Ram car-license-friendly. Total payload is 1275kg, which means if you max out the GVM, you still have 5506kg of towing capacity up your sleeve.

The flip side is that with a kerb mass of 3220kg, and, say, 500kg worth of people, fuel, tools, Big M and sausage rolls on board, the legal payload in the tray suddenly shrinks to 775kg.

Hitch up the full 6700kg of load, and you’re left with just 3301kg of vehicle and payload, so that huge towing limit is perhaps more theoretical than practical. This is by no means a Ram-specific issue, but one that owners need to be familiar with to stay on the right side of the law and their insurance. And none of which, either, means the Ram won’t haul 4500kg pretty smartly with payload to spare.

It’s a long way up into the cabin of the Warlock, but there are grab handles and side-steps to make it physically possible. And, once you’re in place, the view out is absolutely magnificent; as if you’re sitting in a tennis umpire’s chair, looking down on the world.

One of the first things you notice is the Warlock has ditched the up-spec interior trim of the 1500 Ram line-up. So the glossy, anodised trim elements are replaced by rather more dowdy grey plastics, and the passenger’s side info-screen of the 1500 Laramie is gone, replaced by a huge storage bin (which is probably of more use to most people anyway).

Even though the Ram is converted to right-hand drive in Australia, a cost analysis demanded the indicators and column-mounted gear-shifter remain on the left and right hand side of the column, respectively. You’ll get used to it. The column itself features tilt, but no reach adjustment.

The seat trim is cloth rather than leather (which also works for a lot of people) but the front seat area is huge with vast stretching room in every direction. Even the centre console (which becomes the sixth seat when you need it) is high and wide and incorporates cupholders, storage cubbies and a writing surface.

There’s a 12-volt outlet in the top of the dashboard, and USB ports aplenty. But more impressive is the way Ram has stuck with physical switches rather than touchscreen menus for the important functions.

So, the climate control stuff is all contained within the centre stack, the entertainment controls are below that and the four-wheel drive mode switch is placed down low, left of the steering column; just where you want it off-road. Even stuff like the tow and haul mode switches are physical buttons.

The rear seat is absolutely huge, too. There’s more than enough knee and headroom for pro basketballers and the seat is wide. But, for some reason, the centre-rear position’s cushion depth is compromised by the placement of a pair of cupholders on the floor. Odd.

There is, however, a huge storage bin under the rear bench, and there are air vents but no climate controls in the rear. You do get grab handles and steps for easier access, and the entire floor is covered in sturdy looking rubber mats with a decent lip to contain mud and spills.

Thanks to all that wheelbase, the tray is vast despite the enormous cabin. The tailgate is spring-assisted, but still opens with a fair clunk if you let it drop, and the load height is going to make heavy loads a chore. Getting into the tub is made a bit easier, though, with a flip-down step on the rear-left corner.

There’s no standard tonneau, but you get a spray-in liner and there are LED lights on either side of the tub as well as eight tie-down points; four down low and four higher up the tray-sides.

A full-sized spare tyre is included.

The heavy propulsion battery mounted beneath the load floor is largely responsible for the e-Transporter’s sizeable 2540kg kerb weight, which when deducted from its 3225kg GVM leaves a payload of 685kg.

However, Volkswagen’s published rating is higher at 760kg, as European payload measurement typically allows for a 75kg driver. Even so, that’s still a modest payload compared to numerous mid-size diesel rivals (including its TDI Transporter equivalent) offering up to one tonne or more.

About 150kg of the e-Transporter’s payload can be carried on the clever trio of folding roof racks courtesy of its Ford donor, which lie flush with the roof when not in use but can quickly be locked in vertical positions to carry loads as needed.

Our test vehicle is also rated to tow up to 2300kg of braked trailer but Volkswagen does not publish a GCM figure (how much it can legally carry and tow at the same time) so we don’t know if it can tow its maximum trailer weight while carrying its maximum payload.

The cargo bay, which offers up to 6.8 cubic metres of load volume, is accessed through a standard passenger-side sliding door with 1030mm opening width or the swing-up tailgate.

The load floor, which comes standard with a protective liner, is 3002mm long and 1777mm wide with 1392mm between the rear wheel housings. This means it can carry two standard Aussie pallets or three Euro pallets secured by a choice of eight load anchorage points.

A section of load floor length can also be extended to 3450mm by opening a hinged hatch on the lower left of the cabin bulkhead, which can be handy for carrying long lengths of timber, pipe, conduit, carpet rolls etc. The walls are also neatly lined to mid-height and there’s a 12V socket.

There’s also ample cabin storage with three tiers of storage (including large-bottle holders) in each front door plus cupholders on each side of the dash-pad, which also has a large open tray in the centre with a pair of USB ports.

The lower dash includes a large glove box, driver’s pop-out cupholder, wireless phone charging pad, 12V socket and more USB ports, while the centre seat backrest folds forward to serve as a mobile work desk.

Beneath the hinged base cushions on the passenger bench seat is a cavernous hidden storage area which is ideal for the five metre long charging cable.

The latest Transporter range comprises traditional TDI diesel powered 2WD models with list pricing (before on-road costs) of $58,590 for the short wheelbase (SWB) and $60,590 for the long wheelbase (LWB). 4Motion all-wheel drive variants are also available in both SWB ($62,590) and LWB ($64,590) configurations.

The e-Transporter, which comes standard with a single electric motor, single-speed automatic and rear-wheel drive, is the highest priced model in the range with list pricing of $83,590 for the SWB and $85,590 for the LWB.

This is higher than full-electric mid-size van rivals like the closely related Ford E-Transit Custom Trend LWB ($77,590 plus on-roads) and sharper priced LDV eDeliver 7 ($74,200 driveaway) but considerably lower than the Mercedes-Benz eVito 112 LWB which lists at $98,951.

Our test vehicle is the LWB version which comes standard with 16-inch steel wheels and 215/65 R16C tyres but no spare (tyre sealant/12v inflator kit only), LED headlights/DRLs/tail-lights/internal lighting, three folding roof racks, heated exterior mirrors a heated tailgate window with wiper and more.

The cabin and cargo bay are separated by a metal bulkhead plus there’s keyless start, single-zone climate control, heated seating for three, 12-inch digital instrument display, 13-inch multimedia touchscreen with Apple CarPlay Android Auto connectivity and digital radio, wireless phone charging, seven USB ports, two 12V sockets and more.

Buyers can personalise e-Transporters with no-cost options like deletion of the cabin bulkhead plus cargo bay options you must pay extra for including a right-hand side sliding door, dual powered sliding doors, rear barn-doors, side windows, a wooden floor liner, aircraft-style load-securing rails and shelving/cabinet preparation.

Volkswagen Commercial Vehicles also works closely with aftermarket vehicle converters to facilitate commercial and camper installations including no-cost options like a swivel front passenger seat and a second (12V) battery.

Here’s where the headline stuff lives. The Hemi V8 measures 6.4 litres and cranks out a solid 306kW of power and 582Nm of torque, albeit at a fairly high (for a pick-up) 4000rpm.

The paradox, of course, is the V8 makes less power and torque than the turbocharged inline six-cylinder Ram sells in the smaller 1500 model (and replaced the V8 in that vehicle). In fact, even the most conservative tune of the turbo-six makes seven kiloWatts and 53Nm more than the V8, while the HO version of the six absolutely stomps on the V8 with 403kW (up 97) and 707 Nm (125 more).

So what’s the buying proposition? It’s a great question, but it’s not as simple as it appears on the surface. While Ram Australia did, indeed, replace the Hemi V8 with the inline six-cylinder for the 1500 series of pick-ups, the V8 has not returned to that line-up. Instead, the V8 is only available in the 2500 Ram – as the Warlock, no less - which is a pretty effective line in the sand.

Beyond that, the existence of the non-turbocharged V8 is largely down to the refinement it offers and that warbling soundtrack that has inspired enthusiasts since the Cadillac Type 51 introduced the V8 concept to production cars in 1914.

Meanwhile, The Ram V8 runs on premium ULP and is paired with an eight-speed conventional automatic transmission. In turn, that feeds into a transfer-case with high and low ratios for a traditional mechanical four-wheel drive layout. The differential ratios have also been shortened compared with the diesel 2500, as a means of ensuring the V8 is in its power zone for more of the time.

The off-road proposition is boosted by decent clearance and approach and departure angles and the Warlock uses coil rear springs rather than the more typical leaf springs of many similarly sized utes. High-end Bilstein dampers are also standard on the Warlock.

The e-Transporter’s single electric motor, which produces 210kW of power and 415Nm of torque, drives the rear wheels through a single-speed automatic transmission. It offers numerous drive modes including 'Normal', 'Eco', 'Sport', 'Slippery' and 'Tow/Haul' plus there's a 'B' button on the gear selector which optimises regenerative braking for largely one-pedal driving and maximum energy harvesting.

The motor and transmission are neatly combined in a compact unit mounted beneath the load floor driving the rear wheels. This design has an inherent traction advantage over front-wheel drive rivals, particularly when towing and hauling heavy loads on low-grip surfaces.

Vehicles in this market segment aren’t required to claim an official fuel consumption number, but it’s no secret the Ram V8 will drink its share. Oh, and it requires 95 RON fuel, too, so add another few bucks per tankful over the cost of standard ULP.

On our on-road test, we averaged a reasonable 13.7 litres per 100km, but on a gently highway cruise, that would improve a little, thanks to the cylinder deactivation system that sends the V8 on to four cylinders when the extra grunt of all eight is not needed.

But hitch up a caravan or select low-range four-wheel drive and the numbers will pretty soon descend into fairly frightening territory. In reality, the around-town average is likely to be 15 litres per 100km or maybe even a bit more. That’s physics for you.

With the 177-litre tank and our on-road average, you could expect to travel for about 800km before looking for a service station.

Volkswagen claims a combined (urban/extra-urban) cycle electric WLTP driving range of up to 330km from a single charge of its 64kWh lithium-ion propulsion battery, which can be charged from zero to 100 per cent in around seven hours and 30 minutes using a three-phase 11kW AC charger and 10-80 per cent in just 38 minutes using 125kW DC fast charging.

The dash display confirmed a 100 per cent charge and estimated driving range of up to 298km when we collected the test vehicle. After completing 103km of metropolitan driving there was 65 per cent charge and 186km range remaining, which was consistent with the original onboard estimate.

We plugged into a public AC station (the charging port is located behind a flap in the front bumper) and after three hours the battery charge had increased from 65 to 93 per cent, with the estimated driving range rising from 186km to 290km. The total test distance was 233km with average consumption of 20kWh/100km, so based on those figures a real-world driving range of around 300km from a full charge is credible.

It might seem a bit odd, but the Ram pick-ups of this era have usually offered up a pretty refined, un-truck-like experience. It’s all down to plenty of sound-proofing, coil-sprung suspension and classy drivelines that merge effortlessness with clever, smooth transmissions.

And that hasn’t changed here. Although the sheer size of the Ram 2500 takes a bit of getting used to, everything from the dual-view exterior mirrors to the huge cabin glass area is designed to make it all a little less intimidating.

The V8 engine is muscular rather than brutal in the way it delivers, and it feels as though 0-100km/h would take about eight seconds to achieve. But it’s the manner, not the speed at which the Ram gets there that’s most impressive.

The engine is mellow and feels free-revving, and it works particularly well with the eight-speed automatic transmission to take out any torque deficits and keep it all rolling along with zero fuss. If you watch the tachometer, you might notice the engine is revving a little harder in each gear than you expected, with 5000rpm cropping up regularly if you start to get a bit enterprising with your progress. But the engine is so willing and so smooth in the process, this remains an observation rather than a criticism.

The steering feels light and takes a while to haul on the lock, but that’s probably a function of the vehicle’s off-road orientation. Speaking of which, it’s pretty good on a rough track, too, with lots of wheel articulation. The caveats for off-roading, however, include the huge bonnet that blocks the way forward when cresting lumps (a forward-facing camera would be a great addition) and the fact that the Ram’s wheel tracks are a lot farther apart than the four-wheel drives that have created Australia’s many bush tracks.

Staying with that theme, the Ram’s obvious girth can be an issue in tight driveways and parking stations, but that’s nothing new. We’ll also mention the engine can feel a bit grumbly when it drops on to four cylinders at low-speed cruising, and that the all-terrain tyres contribute a bit of noise on some coarse bitumen surfaces.

It has a big left footrest and ample steering wheel and seat adjustment, with the latter including a fold-down inboard armrest, power lumbar support and even manual extension of the base cushion to provide extra thigh support.

The large truck-style door mirrors feature a wide-angle view in their lower third which combined with blind-spot monitoring and other active features ensures commanding side and rear surveillance for the driver.

More than 400Nm of torque is ample for a mid-size van and with most of that delivered instantly from standing starts thanks to the electric motor, it has zippy acceleration that’s ideal for metro driving.

It’s also like riding in a tram at suburban speeds with its near-silent drivetrain although tyre noise increases and can become intrusive at highway speeds, even with a sealed bulkhead to largely insulate the cabin from most of the tyre noise emanating from the rear wheel housings.

To sample its load carrying ability we forklifted 325kg into the cargo bay which combined with our crew of two equalled a total payload of more than half a tonne. It coped comfortably with this task across a mix of city roads and highway hauling. Overall, we found it difficult to fault as a urban-based workhorse.

The e-Transporter does not have an ANCAP rating as yet but comes standard with multiple airbags and a suite of active features including AEB with pedestrian and cyclist detection, front cross-traffic assist with swerve support, lane keeping assist, blind-spot monitoring, traffic sign recognition including ‘wrong way’ warning, front and rear parking sensors, tyre pressure monitoring, a reversing camera, adaptive cruise control and more.

Big trucks don’t carry the same generous warranties as passenger car buyers are accustomed to. So the Warlock’s three-year/100,000km warranty might seem a bit rude. But trust us, it’s par for the course in the trucking world.

Service intervals for the Ram are every 12 months or 12,000km, which, again, seems a bit short but reflects the likely conditions under which a Ram 2500 will operate and the need for more regular oil changes and other servicing.

Ram includes 24-hour roadside assistance for the first three years of ownership, too, but there’s no capped price servicing plan on offer.

There are 77 Ram dealers in Australia covering all states and territories, including key rural and regional areas.

This van comes standard with a five-year/unlimited km warranty with roadside assist plus a separate eight-year/160,000km propulsion battery warranty.

Scheduled servicing is every 12 months/30,000km whichever occurs first. Volkswagen offers three-year and five-year prepaid service plans with average costs of around $400-$450 per service.

These terms are competitive with rivals like the LDV eDeliver 7 and Ford E-Transit Custom, with the LDV offering lower servicing costs and a longer battery warranty. The e-Transporter’s servicing is also considerably cheaper than its eVito German rival.

Volkswagen Group Australia is backed by a large national network of around 170-180 dealerships represented in all states and territories including many regional areas.