Usually, no.
Most American trucks – including RAM 1500/2500, F-150/F-250, and Silverado 1500/2500 – can be legally driven on a standard Class C car licence, as long as their GVM is 4,500 kg or under.
Some heavy-duty models such as the RAM 3500, F-350, or any truck with a GVM upgrade above 4.5 t will require at least a Light Rigid (LR) licence. Always check the compliance plate GVM to know what licence applies.

Yes — when they’re done by factory-approved or fully certified Australian converters such as RAM Trucks Australia, GMSV, or reputable engineering firms.
These conversions must meet strict Australian Design Rules (ADRs) covering steering, braking, crash safety, and electronics. Trucks converted through approved programs (RAM, GMSV, major F-Series converters) are built to the same safety standard as any Australian-delivered vehicle.
Avoid “budget” conversions without full engineering sign-off – they may not be legal, safe, or insurable.

  • RAM 2500: Up to 4.5 t on a towball or 8 t with a gooseneck/fifth-wheel setup
  • RAM 3500: Same headline tow rating, but with higher payload and GCM, making it better suited to heavy caravans
  • Ford F-Series & Silverado 2500: Comparable towing performance, advanced trailer- assist features, and high GCM figures
  • Your real tow capacity depends on GVM, GCM, towball download, axle loads, and your towing setup — not just the brochure number.

The biggest gains come from proper setup, not just hardware:

Essentials for stability:

  • Correct towball download
  • Quality towbar and hitch
  • Proper weight distribution (where recommended)
  • LT tyres with the right load rating
  • Appropriate shock and spring rates.

Recommended upgrades include:

  • Airbags (used correctly)
  • Heavy-duty shocks
  • GVM-approved suspension kits
  • Sway-control or towing hitches
  • Trailer brake controllers (standard in RAM/Silverado/F-Series).

All three major players are outstanding when set up correctly:

  • RAM 2500/3500 – legendary Cummins torque, exhaust brake, and huge GCM
  •  Ford F-250/F-350 – class-leading diesel power, towing tech, and stability
  • Chevrolet Silverado 2500 HD – very strong tow ratings and excellent traileringcamera systems
  • The “best” comes down to your GCM needs, caravan weight, payload, licence class, and feature preferences.

Yes – when used properly.
Airbag helpers can level the rear end under load, improve steering feel, and maintain headlight aim.
But airbags do not increase GVM or axle capacity on their own.
For heavy caravans or constant loads, a properly engineered suspension or GVM upgrade is often a better long-term solution.

  • You likely do if: Your truck is close to GVM before the caravan is even attached
  • The towball weight is pushing the rear axle over its limit
  • You run heavy accessories (bullbar, canopy, tools, drawers)
  • A GVM upgrade must be engineer-approved and will change licence requirements if it pushes the truck over 4.5 t GVM.

Common causes include:

  • Operating near or at maximum GCM
  • Transmission overheating or protecting itself
  • Incorrect gear selection or no tow/haul mode
  • DPF regenerations reducing power
  • Tyre pressures or sizes not matched to load
  • If warning lights appear or power loss is sudden, a diagnostic scan is essential.

Yes.
RAM Trucks Australia, GMSV (Silverado), and Ford all provide national parts networks, and most common service items are stocked locally. Specialist importers can also source US- only parts quickly.
Collision, service, and mechanical parts are generally straightforward to obtain.

A few reasons:

  • Bigger engines = more oil, coolant, filters
  • Heavy-duty components take longer to service
  • Parts are often imported and higher-grade
  • Workshops need specialist tools, hoists, and OEM-level diagnostics
  • The upside: long service intervals and excellent durability.

Common in Australian conditions – not faults:

  • DPF/EGR build-up from lots of short trips
  • Brake and tyre wear from heavy towing
  • Steering and suspension wear from bullbars, corrugations, and payload
  • Battery drain or electrical quirks on some converted models
  • Transmission heat under heavy load.

Proper servicing and correct towing setup prevent most of these.

Yes – as long as they meet or exceed the manufacturer’s specifications.
Using compliant premium aftermarket filters, oils, and fluids does not void warranty under Australian Consumer Law.
However, the part itself is only covered by the part supplier’s warranty, not RAM/Ford/GMSV.

For advanced diagnostics, yes.
RAM, Ford, and GM all use manufacturer-specific software (wiTECH, IDS/FDRS, GM GDS2) for programming and deep fault diagnosis.
A specialist American-truck workshop will have the correct tools.

A legal tune that keeps emissions systems intact can improve drivability and, in some cases, fuel efficiency.
But any tune that disables the DPF, EGR, AdBlue or emissions monitoring is illegal and can result in major fines, defects, and warranty loss.
Use only reputable, emissions-compliant tuners.

Yes — but this applies to all modern diesels, not just American ones.
DPFs struggle when trucks do:

  • Lots of short trips
  • Heavy idling
  • Stop-start driving without long highway runs.

Regular highway cycles, correct low-ash oils, and proper servicing help prevent issues.

Yes – fully illegal under national and state regulations.
DPF/EGR deletes can result in:

  • Roadworthy defects
  • EPA fines
  • Lost insurance cover
  • Voided warranty
  • Poor resale value.

If you’re having DPF problems, the fix is proper diagnosis – not removal.

Yes, within limits.
Both states allow modest increases in tyre diameter and track width without engineering, but large increases require an engineer’s certificate or modification plate.
Because RAM, F-Series, and Silverado trucks start with wide factory tyres, it’s easy to exceed legal limits without realising – always check before buying wheels.

Yes.
Small lifts (typically up to ~75 mm total including tyres) can be done without engineering in many states, provided safety systems are unaffected.
Bigger lifts – especially on heavy-duty US trucks – require full engineering and certification.

There is no single universal number – it depends on:

  • Your state (QLD vs NSW rules differ)
  • The original factory tyre size
  • Wheel offset and track changes
  • Vehicle category (NB1, NB2, MC, etc.).

Generally, only small increases in tyre diameter and track width are allowed without engineering. Larger tyres require certification to keep the truck legal and insurable.

Yes – many Australian manufacturers now build ADR-compliant bullbars specifically for RAM 2500/3500, Ford F-Series, and Silverado 2500.

Brands include:

  • Tuff
  • Offroad Animal
  • Irvin
  • Offroad Creative
  • Uneek
  • Opposite Lock.

You can purchase them through:

  • Australian manufacturers’ dealer networks
  • RAM/GMSV/F-Series specialist workshops
  • Certain 4×4 accessory stores offering ADR-compliant bars.

Avoid US-imported bars that aren’t airbag-compatible or ADR-approved – they’re not legal in Australia.