MY26 Ram Express Black: Build Guide

Building the Ultimate Ram 1500 Tourer

The Ram 1500 is becoming an increasingly common sight towing caravans, but can Australia's most affordable Ram make the jump from highway tow rig to genuine outback tourer? We spent time with the Express Black to find out where it excels, where it falls short, and - most importantly - how we'd build one for long-distance Australian touring.

Where it Fits: The Ram vs Ranger Super Duty vs LandCruiser 79

The Ram 1500 Express Black is not chasing exactly the same buyer as the Ranger Super Duty or LandCruiser 79, but those two familiar workhorses provide useful context for understanding it.

At 5916mm long, the Ram is around 670mm longer than a 79 Series Double Cab and nearly 470mm longer than a Super Duty Pick-up. Its 3672mm wheelbase is also substantially longer than the Ford’s 3270mm and Toyota’s 3180mm, explaining both its relaxed highway ride and its reduced manoeuvrability on tight tracks. The Ram’s 1741mm front track is wider than the Ford’s 1710mm and dramatically broader than the GXL 79’s 1555mm front and 1460mm rear tracks.

The drivetrains approach touring differently. Toyota’s 2.8-litre four-cylinder diesel produces 150kW and 500Nm through a six-speed automatic. The Super Duty’s 3.0-litre V6 diesel makes 154kW and 600Nm, paired with a 10-speed automatic and full-time four-wheel drive. Ram’s petrol Hurricane straight-six delivers a considerable 313kW and 635Nm through an eight-speed ZF automatic, giving it easily the strongest performance of the three.

Payload reverses that order. The Ram offers 1014kg, the 79 GXL automatic approximately 1325kg before fitting a tray, while the Super Duty XLT Pick-up carries 1697kg. GCM is closer: 7711kg for the Ram, 8000kg for the Ford and 7010kg for the Toyota. The Ford also matches the Ram’s 4500kg towing capacity, while the Toyota is capped at 3500kg.

At roughly $120,000 drive-away, the Ram is the comfort-and-performance alternative: less load-focused than the Ford, less bush-proven than the Toyota, but markedly stronger, quieter and more refined than either.

Why the DT Ram 1500 Feels Different

The DT-generation Ram 1500 was designed first and foremost as a full-size American pickup, and that philosophy is immediately obvious from behind the wheel. Unlike the leaf-sprung workhorses many Australians are used to, the Ram rides on a five-link coil-sprung rear suspension, giving it a level of ride comfort that's far closer to a large SUV than a commercial ute. It doesn't jiggle over expansion joints or bounce around unladen - instead it settles into a relaxed, composed gait that suits Australia's long touring distances.

That refinement continues inside. The cabin is genuinely spacious, with broad seats, excellent visibility and one of the largest centre consoles in the segment. Lift the rear seat and you'll find a completely flat floor, making it an ideal location for touring equipment or, as we'd recommend, a slimline lithium battery system. It's one of the few full-size pickups where serious electrical upgrades can be tucked safely inside the cabin rather than occupying valuable tray space.

Then there's the driveline. Ram's 313kW/635Nm Hurricane twin-turbo straight-six is one of the standout engines in the class, delivering effortless performance without feeling highly strung or overly turbocharged. It's matched to the superb ZF eight-speed automatic, a transmission that always seems to know what gear it should be in, whether cruising quietly at highway speeds or hauling a heavy caravan through hilly country.

Put simply, the DT doesn't feel like a larger dual-cab ute - it feels like an American grand tourer that just happens to have a tray on the back. That comfort-first philosophy underpins every decision we'd make when turning it into a serious Australian touring vehicle.

Behind the Wheel

This is where the Ram starts to make sense. Spend five minutes comparing specification sheets and the Ranger Super Duty or LandCruiser 79 begin to look like the obvious touring choices. Having driven all three a number of times this year, the picture changes dramatically.

On the road, the Ram is simply the most relaxing vehicle here. Its five-link coil rear suspension gives it a composure neither the Super Duty nor the LandCruiser can quite match, while road noise is exceptionally well suppressed. The Hurricane straight-six is smooth, immensely strong and beautifully paired with the ZF eight-speed automatic, producing effortless overtaking performance without the constant gear hunting that can creep into the Ranger's 10-speed. Toyota's Aisin six-speed remains an excellent gearbox, but the Ram's drivetrain is in another league for refinement.

The steering is another surprise. Ford has long set the benchmark for ute steering feel, but the Ram edges ahead again with a more direct, responsive front end that disguises its size remarkably well. The LandCruiser, by comparison, still drives like the commercial vehicle it fundamentally is. That's not a criticism—it reflects its solid front axle heritage—but jump between the three and the difference is impossible to ignore.

Hook a caravan on the back and those strengths become even more obvious. The Ram barely notices a three-tonne trailer, remaining quiet, composed and exceptionally comfortable over long distances. If your touring involves thousands of highway kilometres before the dirt begins, this is the easiest vehicle here to recommend.

Once the bitumen ends, though, the tables turn. The Ranger Super Duty's sophisticated terrain management, front and rear differential locks and excellent traction control calibration make it the benchmark. The LandCruiser follows closely, relying less on electronics and more on outstanding mechanical grip, simple driveline hardware and decades of aftermarket development. The Ram feels comparatively basic. Its traction control struggles for the same finesse, while the low-range calibration allows the vehicle to run away downhill rather than holding gears and using engine braking effectively.

Unlike the Ranger Super Duty, the Express Black relies on open differentials and brake-based traction control rather than mechanical locking differentials, making tyre choice and careful wheel placement far more important once conditions deteriorate.

The Express Black also uses a traditional part-time four-wheel-drive system with 2H, 4H and 4L. Unlike higher-grade Rams, there's no automatic 4A mode, meaning the driver needs to think more carefully about when four-wheel drive is appropriate.

That doesn't make it a poor touring vehicle—it simply means it's starting from a different point off-road. The rest of this article is about exactly that: identifying those shortcomings and showing how we'd build the Ram into a touring vehicle capable of tackling Australia with far greater confidence.

One specification Ram Australia doesn't publish is an official wading depth. That doesn't automatically make the vehicle incapable, but it does mean buyers should exercise caution and judge water crossings conservatively rather than relying on a manufacturer-backed figure.

Stage One: The Touring Essentials

Before touching the suspension, I'd spend money on the things you'll notice every single day. Better tyres, more sidewall, proper towing mirrors, usable 12V power and practical storage all make the Ram a better touring ute while preserving as much payload as possible. Remember, every kilogram you bolt onto the vehicle is one you can't dedicate to fuel, passengers or towball weight. That's why every modification here earns its place.

The biggest change is moving from the factory 20-inch wheels to an 18-inch package. The extra sidewall lets you safely lower tyre pressures off-road, improving grip, ride comfort and puncture resistance. I'd happily fit a quality LT all-terrain from Toyo or BFGoodrich and choose a wheel that already exceeds the axle ratings needed for a future GVM upgrade.

From there it's about making the Ram work harder. MSA's Power Fold towing mirrors transform rearward visibility with a caravan attached, while a Custom Lithium battery mounted under the rear seat keeps valuable tub space free for luggage and avoids wasting payload on a bulky canopy battery box. The remainder is simple: quality recovery gear, a reliable fridge and a practical hard lid and rack system that keeps everything secure without turning the Ram into an overweight catalogue build.

Treat prices and weights as indicative only

Stage Two: Long-Haul Upgrades

Once the essentials are sorted, it's time to start preparing the Ram for the sort of trips Australians dream about—Cape York, the Canning Stock Route or a lap of the country towing a caravan. The focus now shifts from comfort to self-sufficiency and protection.

A quality steel bullbar and winch are the logical first additions, protecting the front of the vehicle while providing a genuine self-recovery option in remote country. The same goes for underbody protection, particularly if you're planning to spend time in rocky terrain where the Ram's long wheelbase and generous dimensions can work against it.

Fuel range is another priority. The Express's 98-litre tank is perfectly adequate for weekend touring, but extended remote-area travel quickly exposes the limitations of any petrol-powered vehicle. If a long-range tank becomes available, it would be one of the first upgrades we'd make.

The remaining modifications are about living comfortably for longer. A roof platform creates space for lightweight gear or even a rooftop tent, while a quality GME XRS UHF keeps you connected well beyond mobile coverage. A modest GVM upgrade also deserves consideration—not because the Ram needs more payload, but because it offsets the weight of accessories fitted throughout the build. As we'll explain next, though, increasing GVM doesn't change the vehicle's fundamental limitation: where that weight can safely be carried.

Fuel Range: Know Your Reality

Around town or on the open highway, the Hurricane is surprisingly efficient for a full-size petrol pickup. I saw consumption as low as 9L/100km cruising at 100–110km/h, translating to a theoretical touring range of ~1,000km from the standard 98-litre tank. Realistically, though, larger all-terrain tyres, extra weight and a modest suspension lift are likely to increase that figure by around 2L/100km.

The picture changes completely once a caravan is attached. During my towing, the Ram returned 17–20L/100km, equating to a practical touring range of around 500–580km. That's perfectly acceptable for weekends away and most sealed-road touring, but it becomes something you'll need to actively plan around once the distances between fuel stops begin to stretch.

For that reason, we'd consider a long-range tank one of the most worthwhile Stage Two upgrades as soon as one becomes available. Not because the Ram is thirsty, but because Australia's touring distances can be unforgiving, and finding 91 RON in remote areas isn't always guaranteed.

*Treat the pricing and weights as indicative only.

The Elephant in the Room, Designing Around 520kg

The Ram's biggest compromise isn't its payload—it's where that payload can be carried. The combined 520kg rear tub and towball limit means every kilogram placed behind the rear axle needs to justify its existence. It's a concept many buyers never have to consider on a Ranger or LandCruiser because their payload restrictions are expressed differently. That's why we'd build the Ram differently to a Ranger Super Duty or LandCruiser 79.

Think of the 520kg limit as a rear axle budget rather than a payload figure.

The key is understanding that not all kilograms are equal. A battery system mounted under the rear seat, complete with a Custom Lithium battery and a REDARC Core DC-DC charger, provides serious off-grid capability while keeping the weight low and central between the axles. Likewise, upgraded wheels and tyres, a steel bullbar and a winch all add mass, but they don't consume that critical rear tub and towball allowance. In fact, concentrating some accessory weight at the front of the vehicle helps balance the overall load rather than continually asking the rear axle to do all the work.

The roof also has a role to play, provided it's used sensibly. A quality platform is ideal for lightweight but bulky gear such as recovery boards, swags or a rooftop tent if your touring style demands one. The tub, meanwhile, should be reserved for the essentials—a fridge, camping gear and luggage—rather than permanently loaded with heavy drawers, steel canopies and unnecessary accessories.

Build the Ram around intelligent weight distribution rather than simply chasing a payload figure and it becomes a remarkably capable touring platform. The goal isn't to carry more—it’s to carry the right things, in the right places.

Would I Build One?

Yes. In fact, I probably would.

That might surprise readers expecting me to default to a Ranger Super Duty or LandCruiser 79, but the reality is I spend far more time covering Australia's highways and gravel roads than I do crawling up extreme tracks. For that kind of touring, the Ram is simply a nicer place to be. It's quieter, more comfortable, steers beautifully and the Hurricane/ZF driveline is one of the best combinations on the market. After a full day behind the wheel, I'd rather step out of the Ram.

That doesn't make it the best remote-area touring platform. The Ranger and LandCruiser both have more sophisticated off-road capability, stronger aftermarket support and vastly better service networks across regional Australia. Those things matter if your adventures regularly take you hundreds of kilometres from the nearest workshop.

But touring isn't one-size-fits-all. Build the Ram thoughtfully, understand its limitations and respect where the weight goes, and I think it becomes one of the most enjoyable long-distance touring vehicles you can buy. Maybe I've gone soft, but I'd happily trade a little outright off-road ability for the comfort I'd enjoy over the other 95 per cent of the journey. That, for me, is a compromise worth making. I'd build one—and I'd build it exactly like this.

What About the Other 1500s?

The Ram isn't the only full-size pickup on sale in Australia. Ford, Chevrolet and Toyota all offer compelling alternatives, each with its own strengths and compromises.

The Ford F-150 XLT remains the closest rival to the Express Black. It offers excellent steering, class-leading driver assistance technology and a well-rounded driving experience, although its twin-turbo EcoBoost V6 doesn't deliver the same effortless punch as Ram's Hurricane straight-six. If technology is your priority, the Ford still sets the benchmark.

The Chevrolet Silverado LTZ Premium takes a more traditional approach, pairing a naturally aspirated V8 with impressive towing credentials and a substantial increase in payload for MY26. It's a strong touring platform, but also one of the most expensive entries into the segment.

The Tundra commands the highest asking price of the group. Its hybrid V6 delivers strong performance and carries Toyota's reputation for durability, but it asks buyers to pay a considerable premium for the badge and dealer network.

Each has its place. For outright refinement and driveline performance, we'd still lean towards the Ram. If advanced driver assistance and a more polished off-road package matter most, the Ford deserves serious consideration. The Silverado appeals to traditional V8 buyers, while the Tundra's greatest strength remains the confidence inspired by the Toyota badge and its national support network.

*Indicative Australian pricing at the time of writing.

MY26 RAM 1500 EXPRESS BLACK

Exterior dimensions

Length  5,916mm

Width (inc. mirrors) 2,474mm

Wheelbase 3,672mm

Track width (Front / Rear) 1,741 / 1,729 mm

Offroad geometry

Ground clearance 217mm

Approach angle 20.2deg

Departure angle 21.7deg

Turning circle (kerb-to-kerb) 14.4m

Tyres & Wheels 275/55 R20 & 20 × 9.0-inch alloy

Weights and capacities MY26 RAM 1500 EXPRESS BLACK

Price $109,950 +ORC

Kerb mass 2,491kg

Payload 1,014kg

Gross vehicle mass 3,505kg

Gross combined mass 7,711kg

Towing capacity (braked) 4,500kg

Towball weight limit 450kg

Maximum front axle load 1,770kg

Maximum rear axle load 1,860kg

Tub height/lift-in height ~543mm

Fuel capacity 98L

Suspension and brakes

Front Independent front suspension with upper & lower control arms, coil springs, stabiliser bar

Rear Five-link solid rear axle with coil springs, stabiliser bar

Warranty

Manufacturer’s warranty 5 years, Unlimited kilometres

Powertrains

Engine 3.0-litre Hurricane Twin-Turbo Inline 6 Petrol

Displacement 2,993cc

Maximum power 313 kW @ 5,200rpm

Maximum torque 635Nm @3,500 rpm

Transmission  8-speed automatic (ZF 8HP)

Transfer case 2H. 4H, 4Lo

More information

ramtrucks.com.au

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