Ram 1500 4th Generation 2009-2022 (DS/DJ/D2) Review: All Trims, Facelift Included

4th-Generation Ram 1500: What Owners Say

4th-Gen Ram 1500 Facelift

The Ram 1500’s body styles include a two-door Regular Cab and two four-door bodies – a smaller Quad Cab and a larger Crew Cab, available with various bed lengths. The 2013 refresh brought various under-the-skin changes, including the new Pentastar V6 that replaces the tired old PowerTech engine, a new eight-speed automatic transmission, and active grille shutters. In terms of the truck’s appearance, fewer changes were made, but a lot more convenience and comfort items were added.

There are detail changes on the front end, most noticeably the lower bumper with its two separate openings on either side in place of the previous long, continuous opening (1). The fog-light housings (on applicable trims) are now upright and no longer horizontal rectangular ones (2), and the upper part of the lower bumper dips down in the center to accommodate the larger new grille’s cutout (3). Lower trims get similar quad headlights to the higher trims of the pre-facelift truck, with the prominent amber indicator now clear and less obtrusive. Flagship trims get brand-new projector headlight units with a completely different lens layout and LED DRLs and turn signals (4). There are changes to the grille designs, depending on the trim. The ‘Dodge’ script disappears from the Ram logo.

Not much changes at the back, but Sport and Laramie models get smart new LED taillight clusters. In line with losing its Dodge branding, the ‘Dodge’ script no longer appears in the Ram logo on the tailgate (1).

As always, new wheel designs are apparent (1), but in profile, you can see the changes to the front bumper and headlights as mentioned in the description of the facelift’s front end (2).

The most noticeable interior change is the new head unit between the center vents, containing the new infotainment system, with even base models now getting a touchscreen, albeit a small one (1). The base touchscreen measures five inches and the higher models get an 8.4-inch display. The gauge cluster changes as well, with the main dials moving away further from each other and the driver-information display between them increasing in size (2).

Engine, Transmission and Drivetrain

Over the lifetime of the 4th-generation Ram 1500, five engines and four transmissions were available. The base engine was always a gas V6 and various gas V8s were also available. A diesel engine was also offered – the 3.0-liter V6 EcoDiesel. Both 2WD and 4WD drivetrains were available, the latter with a choice of two transfer cases. Have a close look at a used Ram’s specification sheet to see which one you’re viewing, as there are countless drivetrain configurations available.

3.0L Turbocharged V6 Diesel DOHC VM Motori A630 / EcoDiesel (2014-2017, 2019-2022)

Newly available from 2014, the VM Motori-made turbocharged A630 EcoDiesel V6 does not produce a lot of power, with 240 hp being one of the lowest figures in the engine lineup, but its 420 lb-ft of torque is the highest of all the engines. It might not be fast – in its heaviest Crew Cab 4WD configuration, it takes more than nine seconds to reach 60 mph in independent testing – but its hearty torque output means that performance is not diminished when laden, and towing ability is good (up to 9,200 lbs). It works well with the slick-shifting eight-speed automatic transmission. The excellent fuel economy of up to 28 mpg for the 2WD on the highway is a welcome bonus. For the 2013-2015 model years, this engine is offered on all trims except HFE, Express, and Sport. However, there is a 2016 and 2017 HFE variant. Its last model year in the 4th-gen Ram 1500 is 2017, but it returns in the 2019-2022 Ram 1500 Classic.

3.6L V6 Naturally Aspirated DOHC Pentastar (2013-2022)

The now-ubiquitous Pentastar V6 replaced the outdated PowerTech 3.7 for the 2013 model year, and it’s a much more advanced design with an aluminum engine block, double overhead camshafts, four valves per cylinder, automatic start/stop, flex-fuel capability, and variable valve timing. Delivering 305 hp, it’s nearly as powerful as the old 4.7 V8, even if it develops less torque – 269 lb-ft. This is compensated for to a large degree by being coupled to a new ZF-derived 845RFE eight-speed automatic transmission that makes the most of the engine and always has a gear on hand to keep the refined V6 in its power band. Unlike its underpowered 3.7-liter predecessor, the 3.6 Pentastar is available with 4WD.

It’s reliable, too, and while some develop valve-gear issues – as Chrysler engines seem prone to do – it can last hundreds of thousands of miles with the proper care. With nearly as much power as the 4.7, two more gears, and vastly better fuel economy, the V6 is a far better buy, except if you are really going to use the V8’s superior towing capacity; the 2013 V6 is rated for up to 6,500 lbs and the 4.7 V8 for up to 7,700 lbs.

The Pentastar is only available on three 2013 trims – Tradesman, SLT, and HFE – and the only choice on the latter. For 2014 through 2015, its availability is expanded to the Big Horn, Outdoorsman, and normal Laramie. The 2016 Rebel and Express gain access to the engine too.

3.7L V6 Gas Naturally Aspirated SOHC Magnum/PowerTech (2009-2012)

The base engine of the fourth-generation Ram 1500 DS at the 2009 launch is the 3.7-liter 90-degree V6 engine from the Magnum/PowerTech engine family and derived from the similar 4.7-liter V8, hence the 90-degree bank angle. It is an iron-block engine with alloy cylinder heads and single overhead cams. The V6 has a contra-rotating balancer shaft to quell vibrations inherent to 90-degree V6s, and crank pins offset by 30 degrees to obtain even 120-degree firing intervals – two tricks also employed by the later versions of the Buick 3800 V6. With the truck’s considerable weight and only 215 hp and 235 lb-ft of torque on tap, coupled to the old-fashioned 42RLE four-speed automatic, the engine is out of its depth and only good for light running. It’s rated to tow up to 3,800 pounds, but it wheezes doing so. Thankfully, this engine can’t be had with the even heavier 4WD drivetrain. Like its V8 brother, it’s also a bit finicky and fragile, with a somewhat marginal lubrication system and prone to various problems if it ever overheats. From 2009 to 2012, this engine was only fitted to the base ST/Tradesman trim and not offered on any other trim.

4.7L V8 Naturally Aspirated SOHC Magnum/PowerTech (2009-2013)

The 4.7 V8 PowerTech is a 3.7 with two additional pistons and being a perfectly balanced V8 when using a 90-degree bank angle, it does without the V6’s balancer shaft. It develops a far more useful 310 hp and 330 lb-ft, helped by the extra gear of the 545RFE five-speed automatic transmission, enabling it to tow up to 7,600 lbs. It can last well if pampered but, like its V6 sibling, does not have a stellar dependability record. This engine is also flex-fuel enabled. For the 2012 model year, a new 65RFE six-speed automatic transmission replaced the five-speed unit and improved both performance and fuel economy, a transmission it retained for the 2013 facelift when both the V6 below it and the 5.7 V8 above it gained eight-speed automatics. In fact, the new 2013 base Pentastar V6 comprehensively outguns the 4.7 V8, nearly matching its power output and benefiting from two additional gears while using way less fuel.

The 4.7 is the standard engine on the 2009 SLT and TRX trims and, for 2010 it is expanded to the base ST trim as the optional engine, but for the ST Crew Cab only. In the realigned 2011 lineup, it’s still the optional engine on the base ST, but the standard engine on the SLT, Long Horn, and Outdoorsman, with the Long Horn dropped from this list for 2012. By the time the 2013 facelift rolled along, the 4.7 had been discontinued from all trims except the base Tradesman. It finally disappears entirely from the 2014 engine list.

5.7L V8 Gas Naturally Aspirated OHV Hemi (2009-2022)

The famous Hemi V8 is the 2009 flagship engine in 5.7-liter format and initially uses the same 545RFE five-speed automatic transmission as the 4.7, but with a stout 390 hp and 407 lb-ft of torque enabling it to scoot to 60 mph in a tested 7.6 seconds, even in Crew Cab 4WD format, which was a commendable result for such a large truck at the time. It is also capable of towing up to 9,100 lbs. A new 65RFE six-speed transmission replaced the old five-speeder for the 2012 and 2013 model years. Power is boosted slightly to 395 hp for the 2013 facelift, and at this point, maximum towing capacity has increased to 10,450 lbs. In 2014, an eight-speed automatic replaced the six-speed in all trims, although the six-speed 4WD option was retained until 2016 for the Tradesman and Express. At this point, the six-speed was retired. Torque creeps up incrementally to 410 lb-ft in 2014.

In the Ram, the 5.7 Hemi uses a variable-length intake manifold and variable valve timing to plump up the torque curve. The Multi Displacement System (MDS), Chrysler’s cylinder-deactivation technology, gives it even better fuel consumption than the 4.7, making the smaller V8 a bit pointless. However, MDS is not without its problems. Although tough, the Hemi can also suffer from valve-gear problems, especially on the earlier models, as well as a few other maladies we mention later on.

For 2009 and 2010, this engine comes standard with the Sport and Laramie trims, and for 2011, it became an upgrade engine option on all models below these two trims. It is the only engine available on the 2012 Tradesman, Express, Big Horn, Sport, and Laramie, while being an available upgrade on the ST, SLT, and Outdoorsman. For 2013, it is an available upgrade on all trims bar the HFE, and the only engine on the Express, Big Horn, Outdoorsman, Sport, and Laramie trims. It remains an available upgrade engine for all trims but the HFEs from 2014 to 2016, with only the Sport using the engine exclusively.

4th-Gen Ram 1500 Real MPG

Nobody expects a full-size truck to be thrifty, but there are a few surprises in store. The 5.7 V8, with its cylinder-deactivation technology, is actually more economical than the 4.7 and the diesel produces truly compelling economy figures, considering the torque and hauling ability on offer. The standard fuel tank takes 26 gallons, but the Regular Cab with the long box gets 32 gallons. Real-world fuel-consumption figures submitted by owners are obtained under varying conditions, from highway cruising to hauling and towing, and serve to demonstrate the range of figures possible from a drivetrain.

* Real-world mpg and MPGe figures are provided by the EPA. Once a car has been on sale for a significant period of time, the EPA gets real-world figures directly from the customer base. These figures are then provided on the EPA website. Real-world figures are not available for certain models due to a lack of sales, or not enough people partaking in this after-sales survey.

Safety

The structure of the 4th-generation Ram 1500 stayed essentially the same from 2009 to 2013, when a stronger frame was adopted, but this did not affect its crash scores. It was again strengthened specifically to improve its score for the IIHS’ small-offset frontal crash in 2016, but this did not affect its NHTSA crash scores either.

Trucks didn’t enjoy a full suite of safety features in the late 2000s, and the standard safety fare on the 2009 Ram is par for the course: ABS and brake assist for the all-disc braking system, traction and stability control with roll mitigation and trailer-sway control, tire-pressure monitoring, hill-start assist, automatic headlights, and six airbags, including full-length curtains. The SLT gets remote keyless entry and power-adjustable side mirrors too. The Laramie gets rear parking sensors, a park-assist system, and a security alarm. The 2010 Ram 1500’s tire-pressure monitoring system also keeps track of the spare tire’s pressure. This model year also gains access to new towing options, namely an integrated trailer-brake controller and folding, powered trailer-tow mirrors.

The 2011 Laramie gets a backup camera. Rear side airbags become available on 2012 Ram 1500s. Front parking sensors become available in 2014 and are fitted as standard to the Laramie trims; automatic high beams are standard on the 2014 Laramie Limited. From 2015, the Sport trim also has a backup camera. In 2016 the Big Horn/Lone Star gains front parking sensors, while the Big Horn/Lone Star, Night, and Rebel all get backup cameras. The backup camera is finally standardized across the lineup for the 2018 model year in line with federal regulations.

US NHTSA Crash Test Result

2012-2018 Regular Cab 2WD, Crew Cab 2WD, Quad Cab 2WD

2022 Regular Cab 2WD, Crew Cab 2WD, Quad Cab 2WD

2022 Regular Cab 4WD, Crew Cab 4WD, Quad Cab 4WD

4th-Generation Ram 1500 Trims

Being a truck, the 2009-2022 Ram 1500 was available in various body styles. The first is a two-door Regular Cab with a three-seater bench and either a six-foot-four bed or an eight-foot bed. Next up is a four-door Quad Cab with seating for up to six passengers and only available with the shorter bed. Last is the Crew Cab, a longer four-door with more rear-seat space and a short five-foot-seven bed only. Trims are base ST, then SLT and Laramie, with various option packages available to up-spec the trims, such as the SLT’s Sport, Big Horn, and Lone Star packages, some being region-specific. The TRX package is off-road-focused and usually listed as a separate trim, so we’ll list it separately here as well, along with the Sport package/trim.

The Ram is very customizable and many extras are available, so you’ll have to carefully check what has been fitted. Many of the Laramie features, such as the parking sensors, leather upholstery, seat heating, and dual-zone aircon, can be ordered from the XLT and up, while other extras like the RamBox storage compartments in the side of the load box, a rear-seat entertainment system, and navigation could have been fitted as well. Trims come and go almost every year, but the core trims are ST, SLT, TRX, Sport, and Laramie – and these were the only trims for the first two (2009-2010) model years while still under the Dodge name. The Outdoorsman and Big Horn/Lone Star trims arrive in 2011 and are joined by the Tradesman, Express, and Laramie Long Horn in 2012, and the Laramie Limited in 2014.

The 2013 model year also sees the introduction of the high-efficiency HFE 2WD 3.6-liter gas model, joined by an HFE 2WD 3.0-liter diesel model for the 2014 model year. In 2016, the Rebel trim is added, and in 2017, the SLT and Outdoorsman trims are dropped. The Harvest trim is new for 2018. The 2019 model year is a significant one because it sees the arrival of an all-new Ram 1500. However, the 4th generation reviewed here remains on sale from 2019 as a base Ram 1500 Classic, slotting in below the new Ram 1500, with a simplified lineup, fewer trims, and lacking the new 1500’s advanced mild-hybrid drivetrains. The Tradesman, Express, and Big Horn / Lone Star trims are retained, the Warlock is all-new, and the rest of the trims are dropped.

Some annual changes apply to the various trims, certain engines, or the entire range. There were so many model years, trims, and changes, that we summarize the most important annual changes here:

2010:

• The maximum tow rating increases from 9,100 lbs to 10,450 lbs with the 3.92:1 axle ratio
• Additional optional tow features include powered and folding trailer-tow mirrors and an integrated trailer-brake controller
• A deceleration fuel cut-off device is fitted to all engines to save fuel
• An iPod-integration package becomes available

2011:

• Dodge gets dropped from the truck’s name and it is now just called Ram
• Outdoorsman and Big Horn/Lone Star trims are added

2012:

• On the V8s, a six-speed automatic transmission replaces the old five-speed unit
• The RamBox storage system sees a few improvements
• A bed-extension cargo-management system is introduced
• Heated rear seats become available
• Rear side airbags become available
• Tradesman, Express, and Laramie Long Horn trims are added

2013:

• The truck receives a mild facelift
• All trims receive quad halogen headlights and the Sport and Laramie trims get bi-function projector halogen headlights with LEDs for the turn signals and DRLs
• Sport and Laramie trims get LED taillights
• A stronger and lighter frame is adopted
• Air suspension with five settings, automatic load leveling, and a four-inch ride-height adjustment becomes optionally available
• A new 3.6-liter Pentastar V6 engine replaces the old 3.7 V6
• A brand-new eight-speed automatic transmission becomes standard on all V6 trims
• The central locking now also locks the tailgate, as well as the RamBox storage compartments (if fitted)
• A full-size six-foot-four cargo bed becomes available for the Crew Cab
• Keyless start and a Wi-Fi hotspot become available
• A next-generation Uconnect infotainment system is fitted with touchscreens ranging from three to 8.4 inches
• All trims up to the Big Horn get a 3.5-inch driver-information display in the gauge cluster and higher trims get a seven-inch TFT driver-information display
• A spray-in bed liner is standard on the Tradesman and Laramie and optional on all other trims
• Heavy-duty shock absorbers front and rear are standard across the lineup from 2013
• The HFE trim is added

2014:

• A new 3.0-liter turbocharged EcoDiesel V6 engine arrives
• All models get a capless fuel-filler system
• Front parking sensors become available for the first time
• Active grille shutters become standard on all models fitted with the eight-speed automatic transmission
• A Class IV trailer-hitch receiver becomes standard on all three Laramie trims
• The Laramie Limited trim is added

2015:

• Maximum tow rating increases to 10,700 lbs
• R/T package becomes available on the Sport

2016:

• Upgraded center console standard on all trims
• Enhanced connectivity
• LED cargo-bed lights become available
• Frame and crash structure reinforced for the IIHS’ small-overlap frontal impact
• The Rebel trim is added

2017:

• The six-speed automatic transmission is discontinued completely on 5.7 Tradesman and Express models
• A five-micron cabin air filter is added as standard on all trims
• The Night trim is added
• SLT and Outdoorsman trims are dropped

2018:

• Rear-view camera standard on all trims
• Apple CarPlay and Android Auto become standard on all trims that have the Uconnect infotainment system with the 8.4-inch screen fitted as standard or as an option
• The 8.4-inch touchscreen is improved with a higher resolution, pinch-to-zoom functionality, HD Radio, and 4G LTE on-board Wi-Fi
• The Harvest trim is added
• The Limited Tungsten package is added

2019:

• Renamed 1500 Classic and running in conjunction with brand-new 1500 as a base value truck
• Four trims: Tradesman, Express, Warlock, and Big Horn/Lone Star

2020:

• Big Horn/Lone Star trim is dropped

2021:

• The lineup remains unchanged

2022:

• The screen that comes with the optional Electronics Group package is now the large 8.4-inch unit

2009-2012 ST

The 2009-2012 Dodge Ram 1500 ST trim has only the base 3.7-liter V6 engine and four-speed automatic, is available in Regular Cab and Quad Cab, and comes standard with 17-inch steel wheels, automatic halogen headlights, and manually adjustable black side mirrors. Inside, standard features include vinyl upholstery for the 40/20/40 front seat, a vinyl floor covering, a folding rear seat on four-door bodies, manual windows (powered on the Quad Cab), manual door locks, a manually tilting steering column, manual air-conditioning, an immobilizer, a 12-volt auxiliary power outlet, a urethane steering wheel, and a Uconnect Media Center 130 radio/CD player with an auxiliary audio jack and six speakers. The 2010 V6 gains a fuel-saver warning light to help the driver adopt a more economical driving style. The ST trim is dropped for the 2013 facelift.

2012-2022 Express (1500 and 1500 Classic)

The Express arrives in 2012 in any of the three cab styles and with the 5.7-liter V8. It is based on the ST but adds body-color front and rear bumpers, a body-color grille surround with a black insert, foglights, floor carpeting, and 20-inch alloy wheels. The 2013 Express gets the 2013 Trademan’s Uconnect 3.0 infotainment system. The 2019 Ram 1500 Classic iteration of the Express gains access to the 3.6-liter V6 gas engine and has most of the upgrades over the Tradesman that it used to have, except for the 17-inch alloys in place of the previous 20s.

2012-2022 Express (1500 and 1500 Classic)

The Express arrives in 2012 in any of the three cab styles and with the 5.7-liter V8. It is based on the ST but adds body-color front and rear bumpers, a body-color grille surround with a black insert, foglights, floor carpeting, and 20-inch alloy wheels. The 2013 Express gets the 2013 Trademan’s Uconnect 3.0 infotainment system. The 2019 Ram 1500 Classic iteration of the Express gains access to the 3.6-liter V6 gas engine and has most of the upgrades over the Tradesman that it used to have, except for the 17-inch alloys in place of the previous 20s.

2012-2022 Tradesman (1500 and 1500 Classic)

The 2012 Tradesman is available only in Regular Cab with the 5.7-liter V8. In terms of specification, it is based on the ST, but adds a Class IV trailer hitch receiver and a spray-in bedliner. For the 2013 facelift, it is offered in all the cab styles and with all the engines. More standard features include a 3.5-inch cluster-mounted driver-information display and a Uconnect 3.0 AM/FM radio with a four-line LCD display screen, auxiliary input jack, SiriusXM satellite radio, a USB port, and six speakers. A spray-in bed liner is standard on the Tradesman and Laramie for 2013 and optional on the other trims. The facelifted 2013 Tradesman also gets quad halogen headlights. A new 3.5-inch driver-information display is mounted in the gauge cluster between the two main gauges.

The 2019 Tradesman is reformatted as a Ram 1500 Classic Tradesman and is offered with any of the three available engines – the 3.6 gas V6, the 5.7 gas V8, and the re-introduced 3.0 turbo-diesel. Its spec is a little more utilitarian and, on the outside, it has a spray-in bedliner and a Class IV trailer hitch receiver. It broadly follows its predecessor in terms of the rest of its equipment.

2009-2016 SLT

The 2009 SLT gets all the standard equipment the 2009 ST gets but is upgraded in several ways. It gets the 4.7-liter V8 with five-speed automatic transmission, while also adding black powered and heated side mirrors and 17-inch alloy wheels on the outside. Other additional features include a passenger sun visor mirror, stain-repellent cloth upholstery, floor carpeting, a 40/20/40-split and folding rear seat with under-seat storage on four-door models, a roof-mounted console with reading lights, cruise control, rear in-floor storage (Crew Cab only), a sliding rear backlight (manual in the Regular Cab, powered in the four-doors), remote keyless entry, power windows and door locks, a driver information display, Sirius XM satellite radio, and a trip computer. The 2012 SLT gets a six-speed automatic transmission. The 2013 SLT gets the 2013 Express’ Uconnect 3.0 infotainment system. For 2014, this is upgraded to the Uconnect 5.0 system with Bluetooth. 2016 is the SLT trim’s last model year.

2009-2010 TRX and TRX4

Based on the SLT – and with the same 4.7 V8 and five-speed auto – the 2009 TRX (2WD) and TRX4 (4WD) packages are only available on Quad Cab and Crew Cab bodies. It adds a body-color grille with black inserts, accent-colored bumpers, fender flares, tow hooks, a transfer case (4WD only), two-tone paintwork, off-road tires, a skid plate (4WD only), quad halogen headlights, foglights, TRX decals, and heavy-duty rear shocks. A limited-slip 3.92:1 differential is standard on the 4WD and optional on the 2WD.

2011-2016 Outdoorsman

Available on all cab styles but in conjunction with the 4WD drivetrain only, the Outdoorsman arrives in 2011. It is SLT-based but off-road-focused and gets heavy-duty rear shocks, a Class IV trailer hitch receiver, a limited-slip differential, two-tone paintwork with gray accent-color fender flares, all-terrain tires on 17-inch alloys, tow hooks, skid plates, foglights, heated side mirrors with integrated turn signals and puddle lights, a full-size floor console, a 115-volt auxiliary power outlet, premium cloth upholstery, cloth front bucket seats, a ten-way electrically adjustable driver’s seat, a leather-trimmed steering wheel with audio controls, a security alarm, remote engine start, illuminated sun visor mirrors, an auto-dimming interior rear-view mirror, a universal garage-door opener, a sliding rear backlight, and Outdoorsman badging. The 2012 Outdoorsman gets the Uconnect Media Center 430N infotainment system with navigation, a 40 GB hard drive, and a remote USB port.

The 2013 Outdoorsman gets the 2013 Big Horn’s infotainment features, but with a larger 8.4-inch touchscreen and an SD-card reader. From the Outdoorsman and up, all trims receive a seven-inch TFT driver-information display in the gauge cluster between the two main gauges. The last model year for the Outdoorsman is 2016.

2009-2018 Sport

The 2009 Sport package can be had on all body styles and is based on the SLT, although it gets only the 5.7-liter V8 engine, as well as a chrome grille, monotone exterior treatment with body-color bumpers, fascia, and mirrors (the latter with integrated turn signals and puddle lights), 20-inch chromed alloy wheels, a transfer case and skid plate (4WD only), dual exhaust tips, quad headlights, and foglights. Inside, it has front high-shoulder sports bucket seats with ten-way power adjustment for the driver, monotone interior treatment, a full-size console and console-mounted gear shifter, an auto-dimming interior rear-view mirror, soft-touch coverings for the dash-top and doors, a 115-volt power outlet, illuminated sun visor mirrors, a leather-trimmed steering wheel with audio controls, and the Media Center 430 radio with 6.5-inch touchscreen and 30 GB of storage capacity. The 2012 Sport’s alloy wheels increase in size to 22 inches and the media storage to 40 GB.

The 2013 Sport gets the 2013 Outdoorsman’s infotainment system, but with an additional USB port and a seven-speaker audio system, the latter on the Regular Cab only. It also gains bi-function projector halogen headlights with LEDs for the daytime running lights and turn signals. For the 2014 model year, four-door versions of the Sport gain dual-zone climate control. For 2015, an R/T package becomes available for the Sport, but Ram does not list this as a trim. The R/T gets a 3.92:1 axle ratio, a limited-slip rear differential, a rear stabilizer bar (on the Regular Cab R/T with the 6’4″ box), and a black hex-link grille with a body-color surround. In 2017, the 3.6-liter V6 gas engine becomes available to the Sport trim for the first time.

2013-2017 HFE

The high fuel economy (HFE) trim debuts along with the 2013 facelift and is at first offered only with the new Pentastar V6 engine and 2WD in Regular Cab. In terms of specifications, it is based on the SLT but adds active grille shutters and a start/stop system. The 2013 HFE gets the 2013 SLT’s Uconnect 3.0 infotainment system, which it retains for 2014. For the 2014 model year, a 3.0-liter turbo-diesel 2WD HFE model joins the gas model, mirroring its equipment level. The 2016 model year was the last for the gas 3.6 HFE. For the 2016 and 2017 model years, the diesel HFE is a Quad Cab only and 2017 was also its last model year.

2011-2019 Big Horn / Lone Star (1500 and 1500 Classic)

The Big Horn arrived in 2011 and was basically an optional package on the Quad Cab or Crew Cab, but Ram treats it as a trim, so we will too. Based on the SLT, it was available in all states except for Texas and gets special Big Horn badging and trim, as well as foglights, a chrome billet grille insert, quad headlights, auto-dimming interior and side mirrors, 20-inch alloy wheels, overhead console with garage-door opener, illuminated sun visors, a leather-trimmed steering wheel with audio controls, and access to the 5.7-liter V8.

The 2013 Big Horn has a ten-way powered driver’s seat, premium cloth upholstery, and a five-inch Uconnect infotainment screen with the same features as the lower trims’, but with Bluetooth phone connectivity, audio streaming, and voice commands added. The 2016 Big Horn gets a seven-inch driver-information display and the bigger Uconnect 8.4 infotainment system, while the 2017 model gets dual-zone climate control. Apple CarPlay and Android Auto become standard from 2018 on the Big Horn/Lone Star and all other trims having the 8.4-inch Uconnect infotainment fitted as standard or as an option. The Lone Star is essentially the same thing, but it is available in Texas only and no other state, and it replaces the Big Horn badging and trim with Lone Star badging and trim.

The 2019 Ram 1500 Classic Big Horn/Lone Star gets the 5.7-liter V8 engine only and essentially the same standard equipment as its forebear.

2018-2018 Harvest

The 2018 Harvest is based on the 2018 Big Horn/Lone Star but adds premium cloth bucket seats in front with a center console instead of the 40/20/40 bench, body-color wheel-arch flares, a Mopar bumper step and mud flaps, navigation, a spray-in bedliner, tubular side steps, skid plates, and 17-inch alloy wheels.

2017-2018 Night

New for 2017, the Night trim is loosely based on the 2017 Sport, but gets an exterior appearance package befitting its name, with black treatment for the projector headlights, 20-inch alloys, grille, and badging. If the 5.7-liter V8 engine is specified, you get access to an optional cold-air intake, ram-air kit, and cat-back exhaust.

2009-2018 Laramie

The 2009 Laramie is the luxury flagship. It is available in Quad Cab and Crew Cab and gets the 5.7-liter V8 only. It looks different on the outside due to its special two-tone paint, fender flares, a chrome finish for its grille, bumpers, power-folding side mirrors with turn signals and puddle lamps, dual exhausts, 20-inch alloys, and rear parking sensors. It has all the Sport’s luxury features but also gets leather upholstery, heated front seats, a memory system for the driver’s seat, six-way power adjustment for the passenger seat, a heated steering wheel, power-adjustable pedals, remote engine start, an overhead console with a trip computer and universal garage-door opener, dual-zone automatic climate control, an auto-dimming rear-view mirror, bright accents, woodgrain trim, rear under-seat storage (Crew Cab only), Bluetooth, and a Media Center 430 radio/CD/MP3 ten-speaker surround-sound audio system with a 6.5-inch touchscreen, a subwoofer, and hard-drive-based music storage. For 2011, it gains a backup camera. The 2012 Laramie gets the Uconnect Media Center 730N infotainment system with navigation and 40 GB of storage.

Laramie is the only 2013 trim except for the Tradesman to get a standard spray-in bed liner. The 2013 Laramie gets the 2013 Sport’s Uconnect infotainment system, but with a ten-speaker audio system. A Class IV trailer-hitch receiver becomes standard on all three Laramie trims from 2014.

2012-2018 Laramie Long Horn

For 2012, the Laramie Long Horn slots in above the Laramie but is only available in the Crew Cab body. It has even more standard features, notably a spray-in bedliner, remote engine start, White Gold Metallic bumpers, tow hooks, a premium instrument cluster, LED interior lighting, laser-etched premium dark-brown leather upholstery, ventilated front seats, and heated second-row seats.

The 2013 Laramie Long Horn gets the 2013 Laramie’s Uconnect infotainment system, but with navigation added.

2016-2018 Rebel

This customized Ram 1500 debuts for the 2016 model year and is based on the Sport, but with various differences. Unlike the Sport, it has access to the 3.6-liter V6 engine as well, but only for the 4WD model. The 5.7-liter V8 is the default 2WD engine and is optional on the 4WD. The Rebel is offered with the Crew Cab body. Rebel-specific features include standard air suspension, Bilstein monotube performance shocks, an aggressive black grille, black bumpers, wheel-arch flares, and tailgate badging, darkened head- and taillights, LED foglights, a performance hood, a Class IV tow hitch receiver, and 17-inch alloy wheels with 33-inch Toyo Open Country tires. Inside, it has red and black tire-tread-embossed premium cloth bucket seats with Rebel branding, heated front seats and steering wheel, and many red trim highlights. The 2017 Rebel gains the 8.4-inch Uconnect infotainment system, a limited-slip rear differential, and dual-zone climate control. Leather upholstery was an option from the 2018 model year and might have been specified.

2014-2018 Laramie Limited / Limited

The Laramie Limited is the new-for-2014 flagship trim and gets everything the Laramie Long Horn has, plus standard Active-Level Four-Corner air suspension, a flexible front air dam, automatic high beams, and trim-specific Satin Carbon 20-inch alloy wheels. The Tungsten package becomes available for the 2018 model year and includes body-color door handles, a Sport hood, Tungsten body-side moldings and badging, Sport projector headlights, a brushed Tungsten center stack, and a suede headliner.

2019-2022 Warlock (1500 Classic)

The menacingly styled Warlock is brand-new for the rejigged 2019 Ram 1500 Classic lineup. It uses the Express as a base and is offered with the same two gas engines, but adds a sliding rear window, rear parking sensors, Sport halogen projector headlights, LED foglights, tow hooks, Warlock badging, a hood decal, and black-out treatment for the headlights, grille, bumpers, wheel-arch flares, badging, and 20-inch alloy wheels. Inside, it has cloth upholstery, an overhead console with reading lights, a passenger-side sun visor mirror, and a Uconnect 3 infotainment system with a five-inch touchscreen and Bluetooth voice control. This model is exclusive to the 4th-gen Ram 1500 Classic and was not available before 2019.

Fourth-Generation Ram 1500 Features

Interior, Trim And Practicality

The interior of the 4th-generation Ram 1500 was highly rated throughout its lifetime with both the design and materials used exuding a premium air not usually expected of a truck. Higher-end trims received more soft-touch surfaces and the Laramie trims are truly luxurious with woodgrain trim and laser-etched leather upholstery. There is plenty of room to stretch out in, especially in the Crew Cab, which can accommodate six passengers in comfort. The vast array of cab and bed combinations mean you can get anything from a rough-and-ready work truck with a vinyl interior to supremely luxurious Crew Cab truck limousine with creature comforts including the latest in infotainment tech, climate-controlled seats, and plenty of safety tech. It pulls off this impression with aplomb thanks to best-in-class ride comfort, courtesy of that coil-sprung rear axle.

4th Gen Ram 1500 Maintenance and Cost

Besides the basic service outlined below, fuel filters typically last 15,000 miles or one year, whichever comes first. Transmission oil changes are very important, and here you have to check your service manual. All six-speed automatics are not the same and while the oil-change interval for the 68RFE six-speed is said to be 120,000 miles under normal operating conditions, that of the Aisin AS69RC – if fitted – is just 30,000 miles, so you’ll have to check which transmission your vehicle is equipped with. Whatever the intervals may be, we would not extend them past 60,000 miles, regardless of what the book says, in the interest of the transmission’s longevity. Transfer-case and differential fluid should be replaced every 60,000 miles or every 15,000-30,000 miles under severe conditions. The cooling system should normally be flushed and refilled every 100,000 miles

2009-2022 Ram 1500 Basic Service

The Ram 1500 generally has to get a basic lube service when prompted by the oil-condition indicator and actual distances can vary from 5,000 to 15,000 miles. This is typically every 8,000-10,000 miles, but we’d reduce this to 5,000 miles under severe use, such as towing and in sub-zero or dusty conditions. The basic lube service also includes other checks and tire rotation and costs around $340-$380 at a Ram dealer, depending on the engine, with the diesel always being the most expensive to service. The V6 gas engine takes about 5.9 quarts of 5W-20, which will cost you around $72 with the oil filter included if you want to do the job yourself. The V8 takes seven quarts and with the filter added, the bill will come to around $83. The 3.0-liter turbo-diesel takes a lot more oil – its oil capacity is 10.9 quarts – and it uses the heavy-duty 4W-40 synthetic diesel oil type. With the oil filter added, the all-in parts cost is around $146, a lot more than the gas engines.

A set of six spark plugs for the gas V6 costs around $142. Remember that the 5.7 gas V8 has two spark plugs per cylinder and a full set of 16 will cost you around $304. An air filter on the gas V6 and V8 engines costs around $46 – and $51 on the diesel engine – and they have to be replaced every 30,000 miles. An added expense on the diesel is the 5.2 to eight gallons of diesel-emissions fluid, depending on the year, that has to be replaced at 20,000-mile intervals at a cost of around $30 per 2.5-gallon container. The replacement tire size and wiper-blade size of each trim will be indicated in the owner’s manual, or you can ask your dealer.

4th-Generation Ram 1500 Tires

Check Before You Buy

A few of the recalls were brake- and steering-related. A brake recall on 2009-2010 Ram 1500s was issued to replace an improperly manufactured retaining clip on the brake booster’s input rod that could lead to brake failure. Just over 62,000 2010 and 2011 Ram 1500s with the diesel engine were recalled to replace the power-steering reservoir’s cap that may cause excessive vent pressure, resulting in the brake pedal returning too slowly after brake application and the brake lights staying on too long. More than 20,000 2010 models were recalled to replace an improperly manufactured brake-tube assembly between the hydraulic control unit and the master cylinder, which may leak and reduce braking performance. A Ram 1500 electric power steering recall was issued for 2015 and 2016 models to replace an electric power steering (EPS) circuit board that may fail and lead to a loss of steering assistance. One 2013 recall was for resetting the parking brake’s cable equalizer because it may fail to hold the vehicle securely on a gradient. A small number of 2019 1500 Classics were recalled to replace the EPS gear assembly because a gear in the assembly may fail, leading to a loss of power assistance, and a handful of 2019 Classics were recalled to replace the steering column, because improperly machined column stub shafts may cause the steering wheel to detach from the column. The 2019 Ram 1500 Classic brake-pedal recall covered 1500 Classic models with adjustable pedal boxes that were recalled for repairs because the brake pedal may detach. A 2019 Ram 1500 power steering recall affected nearly 160,000 1500 Classics and was issued to properly secure a battery-ground fastener on the front fender that might cause a loss of EPS assistance. A few hundred 2021 Classics were recalled to install a retaining clip on the brake master cylinder’s pushrod, which may otherwise disconnect and disable the brakes.

Although there weren’t any widespread Ram 1500 diff problems, there were a few axle-, suspension-, and diff-related recalls. 2009-2011 Ram 1500s were recalled to replace the front tie rod’s left outer ball stud, which may fracture and lead to a loss of steering control. On some 2014 models, the rear shock absorbers may have to be replaced because faulty ones with insufficient welding may detach. 2009-2012 Ram 1500s were recalled to replace a pinion nut on the rear axle that may work loose. A rear-axle recall affecting 2011 Ram 1500s was issued to install an oil port in the rear axle to lubricate a bearing that may otherwise seize. 2015 and 2016 Ram 1500s were recalled to replace rear axle assemblies because an improperly heat-treated axle shaft may fracture, causing a wheel to detach. Only 30 2016 Ram 1500s were recalled for a differential pin retaining screw that may cause the differential to fail and lock up. In another very small recall, 64 2016 models were recalled to replace incorrectly manufactured halfshafts that may fracture. Some 2018 and 2019 Ram 1500 and 1500 Classics were recalled to replace an incompletely welded rear driveshaft that may fracture and detach from the vehicle and, in a related recall, models from the same two years were recalled to refill rear differentials that left the factory with too little oil in them – or replace them if they have already suffered damage due to the low oil level.

There were various 2009-2019 Ram 1500 transmission recalls too. Some 2010 Ram 1500s were recalled to replace a faulty wireless ignition node (WIN) that may allow the key to be removed from the ignition without the transmission in Park, in which case a vehicle may roll away unexpectedly. A massive recall of nearly 1.5 million vehicles that also affected the 2009-2017 Ram 1500s was issued for a faulty Brake Transmission Shift Interlock (BTSI) that may malfunction and allow the transmission to be shifted out of Park without having to apply the brake. 2013 MY Ram 1500s with the ZF 8HP45 AWD transmission were recalled for a transmission output shaft that may fracture. Entire transmissions of some 2014 models may have had to be replaced under recall because their transmission cases may have been machined incorrectly, preventing the park pawl from engaging when the shifter is in Park. A tiny number of 2018 Ram 1500s were recalled to replace an incorrect park-lock rod that may prevent the transmission from being shifted into Park. 2019 MY 4WD 1500 Classics were recalled to replace a transfer case with a faulty gear inside it that may cause the vehicle to become stuck in Neutral, causing a loss of drive to the wheels and/or the loss of the Park function. So, most of the notable 2009-2022 Dodge Ram 1500 drive-shaft, 4-wheel drive, and four-wheel-drive transfer-case problems were covered by the recalls.

A few fuel-system-related recalls make the list too. Nearly 219,000 2009-2012 Ram 1500s were recalled to have their fuel-tank-strap brackets replaced; these are prone to corrosion and failure. The fuel-tank valves of some 2017 Ram 1500s may be faulty, causing them to leak fuel in a rollover accident and possibly cause a fire; these vehicles were recalled to replace the fuel tanks. 2014-2019 Ram 1500 and 1500 Classics were recalled to replace a faulty high-pressure fuel pump. Some 2019 Classics equipped with certain Mopar rear-step kits were recalled to have these steps replaced, following the discovery that the steps may cause the rear suspension’s control arms to potentially puncture the fuel tank in a rear-end crash.

There were a few wheel and tire-related recalls. A small number of 2012 Ram 1500s supplied with an incorrectly sized spare wheel were recalled to replace it, as it can interfere with the stability control’s operation. Some 2016 Ram 1500s left the factory with a missing spare-wheel heat shield and these vehicles were recalled to have it installed. 2019 MY 1500 Classics were recalled to replace incorrect tire-pressure monitoring system (TPMS) sensors that may fail to warn the driver of underinflated tires. A mere 27 2019 Classics were recalled to replace a spare-tire placard label that shows an incorrect tire pressure for the spare tire and 2021 models were recalled to replace an incorrect spare tire.

There were more than one HVAC-related recall too. Almost 37,000 2009 models in which the windshield defogging and defrosting functions stopped working were recalled to fix the software programming of the heating, ventilation, and air-conditioning (HVAC) control module. There was a 2013 Ram 1500 coolant-bypass valve recall to have a small number of vehicles’ coolant-bypass valves replaced, as these may become stuck and prevent coolant from flowing to the heater core, affecting the HVAC system’s ability to defog the windshield. In the 2019 Dodge Ram 1500 buy-back recall, the manufacturer actually bought back 15 Classics because of an incompatible infotainment/HVAC combination that resulted in them not having a functioning windshield-defogging system.

There were several restraint-system-related recalls. The 2012-2016 Dodge Ram 1500 airbag recall covered a small number of 1500s from these model years that might have had aftermarket seat covers fitted that interfere with side airbag deployment. A far bigger airbag recall of more than a million vehicles was for inadvertent airbag deployment due to an electrical short and affected 2012-2014 Ram 1500s. A similar recall of 2013-2015 Ram 1500s was for inadvertent airbag deployment as well, but in this case, it was to update the Occupant Restraint Controller (ORC) module with less-sensitive side-impact sensor calibration. 2014 and 2015 models were recalled because their curtain airbags may not inflate as intended. 2013-2016 models were recalled to update the software of the ORC, which may disable the belt pre-tensioners and curtain airbags. 2015-2020 Ram 1500 and 1500 Classics were recalled to replace a curtain airbag inflator that may rupture. 2019 and 2020 Ram 1500 Classics were recalled to replace front seatbelt retractors that may fail to lock as designed in a crash. The 2019-2020 Ram 1500 airbag safety recall affected close to 300,000 1500 Classics, which were recalled to flash the ORC’s memory, which may have become corrupted, thereby disabling seatbelt pre-tensioners and airbags and a tiny number of units from the same year had to have their seat-track position sensor brackets replaced, else the airbag would not deploy in the appropriate way.

There were various 2018, 2019, 2020, and 2021 Ram 1500 backup-camera problems resulting in three recalls. Some 2018 MY 1500s were recalled to replace a backup camera that may fail and prevent an image from being displayed on the infotainment screen, while the 2019 and 2020 Ram 1500 screen recall on the Classic models was issued to update display software so that the backup camera’s image no longer linger too long on the screen after the vehicle has been shifted out of Reverse, potentially distracting the driver. 2021 models equipped with a trailer-reverse steering module (TRSCM) were recalled because the rear-view camera image may not display at all.

Some 2014 and 2019 Ram 1500 dash and instrument-cluster problems led to a few recalls related to the instrument panel. 2014 models were recalled to reprogram the instrument cluster software because the cluster illumination has been found to fail and leave the displays unreadable. In a 2019 instrument-cluster recall, the entire unit has to be replaced because it may not properly illuminate and warn the driver of certain system failures.

Some 2012 and 2015 Ram 1500s were recalled to replace a fire extinguisher that may malfunction. There were various 2013-2018 Ram 1500 tailgate-latch problems and a recall for models from these years for a tailgate that may open unexpectedly. A Chrysler Group recall of more than 1.4 million vehicles were issued to update radio software that may allow third parties to gain access to the vehicle’s networked systems; 2013-2015 Ram 1500s were affected. Almost 46,000 2013 4WD trucks were also recalled to fix a software issue that may disable the stability control. One 2013 recall was to reprogram the Central Body Controller, which may fail to alert the driver of a turn-signal malfunction. 2014-2019 Ram 1500s and 1500 Classics were subject to two recalls. One was to replace an exhaust gas recirculation (EGR) cooler that may crack, leak coolant, and potentially cause a fire, and the other was the well-known 2014, 2015, 2016, 2017, 2018, and 2019 Ram 1500 cruise-control recall to address an issue that may prevent the cruise control from being disengaged. 2014-2018 models were recalled to reprogram the powertrain control module (PCM) to prevent a stall.

The Ram 1500 EcoDiesel recall on 2014-2015 models was to secure and/or replace a battery harness that may chafe, short out, and cause a stall or a fire. Due to Dodge Ram 1500 PCM problems, some 2018 models were recalled to replace the PCM because a voltage regulator inside it may fail and cause one of the few documented Dodge Ram staling problems. In a case reminiscent of Toyota’s unintended acceleration scandal, the 2019-2020 Ram 1500 floor-mat recall on 1500 Classics was to have a floormat modified that may cause the accelerator pedal to jam. The same two years were involved in the Ram 1500 windshield-wiper recall to tighten loose windshield-wiper nuts that may prevent the wipers from operating properly. Some 2019 Classics fitted with the 48-volt auxiliary battery system behind the rear seat may not have had their terminals properly fastened, causing them to overheat and increase the risk of a fire. Around 19,000 Classics of the 2020 model year were recalled to replace the driver-side mirror glass, which may detach.

There was never a Ram 1500 Tradesman, Big Horn, or Laramie recall on these or on any of the other trims specifically; rather, the recalls were usually range-wide or engine-specific.

Here are a few common OBD-II error codes:

• P0016, P0017, and P0020 are camshaft-position error codes.
• P0128 means that the cooling system’s thermostat is stuck open.

• P0161, P0172, P0420, and P062a are oxygen-sensor error codes.
• P0181 is a fuel-temperature error code.
• P018c is a fuel-pressure sensor error code.
• The P0300 error codes are misfire codes. P0300 indicates a random misfire condition, but if the last zero is replaced by a number, it means that that specific cylinder is misfiring. So P0302, P0303, and P0306 indicate that cylinders two, three, and six are misfiring.

• The P0440, P0441, P0456, P0457, and P0688 codes are all evaporative emissions control (EVAP) system error codes.
• The P0460 and P0463 error codes are fuel-level sensor errors.
• P0481 is an engine cooling fan error code.
• P04db is a crankcase ventilation system error code.
• P0520 is an oil-pressure sensor error.
• P0642 may indicate a PCM fault.
• P06dd indicates an oil-pressure error.
• P0721, P0731, P0733, P0740, P0750, P0841, P0846, P0868, and P0933 are automatic-transmission error codes. P0721 is an error from the output speed sensor. P0731 indicates an incorrect first-gear ratio and P0733 an incorrect third-gear ratio. P0740 is for a torque-converter clutch-circuit malfunction, P0750 is for a shift-solenoid malfunction, and P0841 indicates low or dirty transmission oil. P0846 and P0868 are transmission fluid pressure errors. P0933 indicates that the transmission is slipping.
• P2122 and P2135 are throttle-position error codes.

The biggest 2009-2022 Ram 1500 problems to look out for are the following:

4th-Generation 2009-2022 Ram 1500 Common Problems

PowerTech/Magnum SOHC 3.7-liter V6 and 4.7-liter V8 Engine Problems

Both the 3.7-liter V6 and 4.7-liter V8 in the pre-facelift Ram are of the same engine family, called either PowerTech or Magnum. The 3.7 V6 is simply a 4.7 V8 with two fewer pistons and a balancer shaft and, in terms of designs and problem areas, they are very similar, which is why we group them together here. Similarly to the Chrysler SOHC 3.5 V6 engine, the PowerTech twins seem to share a similar design flaw in that the oil passages and drain holes are marginally sized and prone to blocking up easily by oil sludge – a common occurrence in neglected engines that have not received clean oil at regular intervals.

The positive crankcase ventilation (PCV) system can also fail and its valve can become stuck, increasing the risk of oil sludge forming. The oiling problems associated with these engines open the door for many more failures, like stuck valve-lash adjusters and hot spots in the engine where oil tend to carbonize – most notably the piston-ring landings. Using the incorrect grade of engine oil with a too-high viscosity can make these problems even worse. It is imperative that a used Ram should have a flawless service history with evidence of frequent oil changes, as this is critical to maintaining the health of these engines. The cooling system should also be flushed and refilled with the correct water/antifreeze mix as prescribed by the manufacturer.

The cooling system is not noted to be particularly robust and overheating can occur due to failing water pumps – which seems to be worse on the 4.7 V8 than on the 3.7 V6. Overheating is particularly detrimental to these engines, causing more problems than what might otherwise be expected. Chief among these is a tendency for valve seats to fail once the cylinder heads overheat. A dropped valve seat will cause a loss of compression in that cylinder, resulting in misfires and power loss. The oiling problems and resultant oil starvation of engine parts, as well as the sludge formation, can cause overheating as well, even with a fully functioning cooling system, followed by the afore-mentioned valve-seat problems and possibly even blown head gaskets. As these engines age, oil leaks are not uncommon either, especially from the valve cover gaskets, but this is certainly not unique to the PowerTech.

Mileage: PowerTech/Magnum engine problems can start as early as 75,000 miles and start earlier in neglected engines.

Cost: Having a cylinder head rebuilt costs approximately $1,000 or more, plus $10-$25 per failed lash adjuster. The parts and labor to replace a head gasket come to around $1,600. A PCV valve costs only around $15 to buy. Correcting various faults in the cooling system costs owners typically between $200 and $500 on average.

How to spot: The maintenance record must be flawless and both oil and coolant must have been replaced at least at the factory’s stipulated intervals. Oil leaks should result in an engine wet with oil at the source of the leak and oil drops on the floor. Ticking sounds may indicate valve-lash adjusters that are stuck. Oil in the coolant and/or water in the oil may indicate a head gasket and might be accompanied by steam and/or smoke from the exhaust.

Pentastar 3.6-liter DOHC V6 Engine Problems

The Pentastar V6 succeeded the 3.7-liter PowerTech/Magnum V6 in the 2013 model year and is a way more modern and advanced engine compared to its predecessor. By the time it appeared under the hood of the 2013 Ram 1500, it had been on the market for about two years and most of its teething troubles have been addressed, most notably occasional cylinder-head failure on 2011-2013 engines. That said – and being a Chrysler engine – the valve gear is again prone to the odd issue but to be fair, this is rare and much more common in neglected engines. As always, keep the oil fresh and topped up and there shouldn’t be any issues.

If the valve gear plays up, it’s usually a failed rocker arm, cam follower, or hydraulic lifter – once again announced by ticking sounds. The cooling system is generally reliable, but despite some known Ram 1500 water-pump problems, a recall on the 3.6 was never issued; they have been known to fail and leak on occasion, and the radiator can fail too, but this should be unlikely if you flush and refill the cooling system when scheduled. The oil pump can fail but luckily, this is usually a gradual failure, so have that looked at if the oil pressure light stays on longer than usual. Oil leaks are not uncommon on old engines and on the Pentastar, these often originate from the oil filter housing. This is quite an expensive repair, so check for oil leaks.

Mileage: Cam followers and rocker arms can fail at any mileage and the oil filter housing might start leaking as early as 50,000 miles. The cooling system generally doesn’t cause problems before 100,000 miles.

Cost: Should you reach the point where you have to replace all the rocker arms and cam followers, it will cost in the region of $1,000. If the camshafts also sustained damage and have to be added to the bill, you’re looking at around $2,300 or more. Cooling-system troubles usually vary between $200 and $800 to sort out. Having a leaky oil filter housing replaced should be $600-$700 and replacing the radiator is around $500-$800. Replacing an entire engine costs $7,800.

How to spot: Ticking noises are emitted by failed rocker arms, hydraulic lifters, and cam followers. Make sure the engine runs smoothly and quietly. Leaking water pumps and radiators should leave antifreeze trails at leak sites and coolant on the floor. A gradually failing oil pump will trigger the low oil pressure sensor warning more frequently and should not be ignored.

Hemi 5.7-liter OHV V8 Engine Problems

The modern iteration of the Hemi V8 has been refined since its launch in the early 2000s and is generally far more reliable and robust than the PowerTech/Magnum engines. However, as seems to be par for the course for Chrysler engines, valve-gear issues are not unknown, so it is important to make sure the engine idles smoothly and with no ticks and clicks emanating from the cylinder heads, indicating possible Dodge Ram 1500 Hemi lifter problems, for which the 5.7 is known. Rocker arms and lifter followers may fail, which will cause ticking noises – and damage the camshaft if ignored. Failed hydraulic lifters are quite common and lifter lock will cause similar noises. The lifters can lock up entirely and this problem seems to be particularly bad on 2011 model-year engines and, to a lesser extent, 2012. In fact, 2013 Ram 1500 5.7 engine problems seem to be notably fewer.

Regular oil changes are again very important and neglected engines can suffer from oil sludge and bring on the above-mentioned problems sooner. Another relatively common failure is that of the exhaust-manifold bolts breaking, causing exhaust leaks under the hood that may also sound like ticking while emitting tell-tale raw-gas vapors up front. Once one of them fails, you can just as well replace the lot, because it’s a lot of work to get in there. Despite this being a common problem, there was never a Ram 1500 manifold or ticking-noise recall to fix it, so any repairs will be for your own account.

The ignition system is quite reliable, but you have to keep an eye on it because it is so complex and there is quite a lot that can go wrong. The main reason is that the Hemi uses two spark plugs per piston, so there are 16 in total, with their accompanying cables and coils. It might be a good place to start looking if the engine hesitates or misfires. More bothersome is the Multi Displacement System (MDS) that switches off some of the cylinders to save fuel when only a little power is required, as when cruising. MDS solenoid failure can cause the engine to respond erratically and it has been speculated that lubrication can be affected on the cool cylinder bank that deactivates when MDS is running, exacerbating valve-gear issues. To be safe, vary the engine’s usage patterns so you don’t run with MDS operating all the time, just so all cylinders can get the occasional workout. And keep that oil clean and fresh.

Mileage: Most of the Hemi’s problems don’t appear before the 50,000- to 100,000-mile mark. The average mileage the failure of exhaust-manifold bolts work out to is 58,000-102,000 miles and lifter lock-up occurs at an average of 87,000-122,000 miles.

Cost: The camshaft and the lifter followers will be no less than $1,500 for the parts only, in addition to hours of labor that can boost the bill to as much as $3,400-$4,500. A full set of exhaust-manifold bolts won’t cost much more than $100, but again quite a few hours of labor will be added on top of that – amounting to a total of about $720-$850. If an exhaust manifold cracks or becomes damaged and has to be replaced, it will cost around $1,800. An engine replacement is likely to cost $6,000-$7,500.

How to spot: Ticking sounds are the main symptom of quite a lot of the above-mentioned issues – leaking exhaust manifolds, failed rocker arms, faulty lifter followers, and bad hydraulic lifters. If it’s an exhaust-manifold leak, the ticking should become louder when you block the exhaust pipe. Failing that, you might need an engine stethoscope to pinpoint the source. Any ticking should arouse suspicion and be properly diagnosed. A complete service history is a must.

3.0-liter VM Motori A630 EcoDiesel Turbocharged V6 Common Problems

The V6 EcoDiesel is very refined for a diesel and delivers V8-like torque and excellent economy, but it is a high-tech piece of equipment and prone to a few issues as it ages. So there were, unfortunately, a few major Ram 1500 EcoDiesel engine problems with overheating and complete failure, mostly due to a dodgy oil cooler. 2014 and 2015 Ram 1500 2WD models were recalled to replace cracked exhaust couplers between the diesel particulate filter (DPF) and turbocharger, so make sure the recall work was done. The exhaust gas recirculation (EGR) cooler can also crack, leaking coolant into the engine bay and potentially causing a fire, so this was also subject to a recall. You should not have to deal with any of these problems if the recall work was performed, so make sure.

What you might have to deal with is oil-cooler failure on the first three (2014-2016) model years of this engine. This component may crack at high loads, such as when towing, allowing the engine oil and coolant to mix, with potentially disastrous consequences. The coolant loss will cause overheating and the oil in the coolant will turn the coolant into a sludge that blocks oil passages. The coolant in the oil will impair its lubrication properties, terminally damaging the engine if ignored. This problem was responsible for many of the recorded engine failures. Even if you incur no damage, the entire cooling and lubrication system will have to be flushed and cleaned before refilling them. A lawsuit followed and the warranty was extended, so insist on evidence that an updated oil cooler has been fitted. The oil cooler, oil filter, and oil-check valve sit in the same assembly and the latter part is made of plastic and known to sometimes fail, so it’s a good idea to replace it if you have to have work done in this area anyway. If it fails, the oil-pressure drop can quickly damage the engine.

Mileage: Failures are not strictly mileage-dependent but the average engine-failure mileage of 2016 models sits at around 74,000 miles.

Cost: Make sure the oil cooler was replaced under the extended warranty because an upgraded aftermarket oil cooler will cost you about $1,200 before labor if your engine is not covered. Similarly, faulty EGR coolers were recall items. Complete engine failure is likely to result in a bill of over $8,000.

How to spot: A cracked oil cooler that causes coolant and oil to mix will turn the oil milky and the coolant muddy and sludgy. The coolant loss will cause overheating and the coolant contamination will reduce the oil’s lubricating properties and will cause the engine to fail if ignored. An EGR cooler leaking coolant will also result in coolant loss and overheating, and the leak should be visible to the eye. The resultant exhaust leak will trigger the Check Engine light and may cause hissing and/or ticking/tapping noises with the engine running.

Transmission Problems

There are quite a few 2009-2022 Dodge Ram, Ram 1500, and 1500 Classic automatic transmission, vibration, shifting, and acceleration problems. The 2014 model year when the new eight-speed automatic transmission was introduced seems to be worse than most, with rough shifting and software problems from low mileages. There were many complaints on 2015 models too. Sometimes, the PCM’s software can be updated or the adaptive shift memory cleared, putting a stop to bad shifting, but this does not always fix the problem, so go for a test drive to ensure the transmission behaves impeccably and shifts smoothly and without slipping. 2016-2019 models were also occasionally slated for misbehaving and surging forward when coming to a stop. Reprogramming the PCM solved some of these issues. There is a steady, albeit low stream of failures on the older four-and five-speed transmissions, and these failures are the exception rather than the rule. They should be durable if they receive clean oil on time.

Mileage: An average of 54,000-111,000 miles for five-speed transmission failure. Shift solenoids occasionally fail at an average of 57,000-84,000 miles. Early 2012 six-speed transmissions tended to fail from around 44,000 miles. The eight-speed transmission from 2014 exhibited software and shifting issues from new and a small number failed as soon as 36,000 miles.

Cost: Replacing a shift solenoid or the earlier five-speed transmissions costs about $400-$1,100, depending on the transmission. A replacement five-speed automatic transmission starts at around $3,600-$3,800 before labor and a rebuild will be around $2,400. Early 2012 six-speed transmission failures seem to have been mostly sorted out under warranty but replacing a failed one will probably exceed $6,000. When it’s not complete transmission failure, the average cost for setting right a misbehaving eight-speed transmission is reported to be around $750. Some owners reported paying as much as $10,000 for the replacement job on the eight-speed and there were a few complete failures.

How to spot: Harsh shifts, inconsistent behavior, and slipping. On the eight-speed transmission, rough shifting and/or a lurch forward when coming to a stop.

Suspension Problems

There was a suspension recall on 2009-2011 models for tie rods that may fail, but that should have been taken care of under recall. Some owners have reported tie-rod failures on trucks not covered by the recall, but the repair is not too expensive. The air suspension has not proven trouble-free, with some owners reporting that their trucks failed to maintain an even ride height and bounced at cruising speeds. This seems to afflict 2014 models more than other years. There were a few compressor and other failures, and the average repair bill on sorting out air-suspension problems on the 2015 models comes to around $1,300, although some owners have had to fork out as much as $5,000. By 2016, some problems were still reported. Have the system checked properly, because there were 2009-2022 Ram 1500 air-suspension ride and leveling problems reported for many of the model years.

Mileage: Around 32,000-45,000 miles on average for faulty tie-rod ends to fail. Air suspension problems start at an average of 41,000-74,000 miles.

Cost: It will depend on what went wrong. A full air-compressor replacement kit costs anything between $450 and $700 before labor. The average amount spent by owners on 2014 Ram 1500 air suspension repairs is around $2,000, on 2015 models, $1,300, and on 2016 models, $2,300. To replace a tie-rod end on a vehicle not covered by the recall will cost around $240-$300.

How to spot: Uneven ride height on air-suspended models, as well as a failure to respond to the height adjuster or inconsistent ride quality and/or bouncing at higher speeds.

Water Leaks

Worn rear window seals are commonly reported on the Ram 1500, especially the 2010 model. Many other years were also affected. The badly sealed window can leak and cause the rear seats to become waterlogged in rain or in a carwash. This is thankfully not a very expensive issue to fix. There was no Ram 1500 rear-window leak recall because this was not judged to be a safety issue. Another source of leaks can be the third brake light in the roof, which seems to have a poor seal prone to leaking.

Mileage: From new.

Cost: Between $40 and $100 for the window seals before labor. Around $30 to replace the third brake light’s seal.

How to spot: Water ingress through the rear window seal and/or third brake light. Test by dousing the window with a hose or in rain. Check for water damage on the rear seat and rear headlining.

TIPM Failures

2009 and 2011 models seem to be affected most by electrical problems and the Totally Integrated Power Module (TIPM) often comes up in conversations with owners. This central procession module has its fingers in so many pies that many Ram 1500 and 1500 Classic problems with radio volume or LED headlights, as well as issues with many of the 1500’s other electrical systems and subsystems, like the airbags, power windows, fuel pump, starter, HVAC system, horn, ABS, and engine-cooling fan, can be caused by it, resulting in all sorts of seemingly random electrical problems. Have electrical problems properly diagnosed, so you don’t end up spending money trying to fix systems that play up while a dodgy TIPM is at fault all along; it should be the first place you look. 2011 was by far the worst year for TIPM failures, although other years are also affected to a lesser degree.

Mileage: Around 53,000-136,000 miles on average.

Cost: A new TIPM costs around $500 and the entire job to replace it comes to around $720-$900 and can reach $2,000 if more related work has to be done to restore the functionality of the electrical system.

How to spot: TIPM failure will usually manifest in inconsistent, unpredictable, intermittent, and seemingly random electrical problems with various of the truck’s electrical components.

Power Steering Problems

It is worrying that the Ram 1500 was recalled many times for various steering-related problems – particularly the 2019 model – and some owners insist that problems also occur with trucks not covered by the recalls. In fact, 2009-2022 Ram 1500 electric rack-and-pinion power-steering problems are frequently reported. Test the steering system and check carefully for a consistent response, a locking-up steering wheel when turning left, and loss of power assistance, especially when maneuvering at low speeds and parking. Invasive power-steering repairs not covered by recall or warranty can reach $2,500. Notably absent on the power-steering recall list is the 2014 model year, and quite a large number of power-steering problems were reported for this year – which won’t be covered by any of the recalls. The 2015 MY was better but still recorded various failures. The problems reduced in number by 2016 and 2017, but there was a steady trickle of issues reported nevertheless. There was a sudden uptick in power-steering problems for the 2019 model, especially the steering wheel getting stuck at the 11 o’clock position.

Mileage: Around 50,000-62,000 miles on average. The 2019 models’ problems were reported at an average of less than 10,000 miles and were mostly fixed under warranty. There were still failures and the average failure mileage for 2019 models was 16,000 miles.

Cost: The average cost to repair power-steering problems on 2014 Ram 1500s is around $2,500 and by 2015, this has dropped to an average of $900. By 2016 and 2017, there were fewer problems, but they cost an average of $2,300 and $2,750 to fix, respectively.

How to spot: Look out for intermittent power assistance, steering failure, and steering lock-up (especially when turning left).

Less Common Problems And Problem-Free Areas

Although very rarely reported, the bolt that holds the gear between the two camshafts in place on the 3.6-liter Pentastar V6 gas engine can fail and cause the gears to slip and potentially result in piston-to-valve contact. This does seem to be a very rare occurrence and the failure mileage is typically between 70,000 and 150,000 miles. Besides the coolant leaks mentioned above in the relevant engine sections, Ram 1500 owners report other coolant leaks too, regardless of engine, noting that the sources of these leaks can be notoriously difficult to find. Carefully test drive a used 1500 but before you go, check the floor underneath the truck for coolant spots, check under the hood for dried antifreeze trails, and when the engine is running, be on the lookout for that tell-tale sweet coolant smell. There were some Ram 1500 fuel-pump problems too, but these don’t seem too commonplace. Also related, several 2018 Ram gas tank filling problems related to difficulty fully topping up the tank.

USB ports can occasionally fail and some Uconnect infotainment and radio bugs and malfunctions do occur and can usually be fixed with a software update. There were particularly many Uconnect problems reported on 2013 models at low mileages and these were mostly sorted out under warranty; 2014 was already quite a bit better.

Even reliable brands like Toyota have suffered from rust problems in the USA’s rust-belt states where it snows in winter and the roads are salted. The Ram 1500 can also rust and you should avoid buying a truck in a rust-belt state. Carefully check the bodywork, underbody, and frame for rust. A little superficial surface rust is not a deal-breaker, but if the rot goes deeper, walk away. Look for rust that might have been covered up by sealant and/or paint. The older the truck, the higher the risk, especially if the previous owner did not park it in a garage in winter or kept it properly clean. Severe frame rust can occur as early as 45,000-65,000 miles. It can cost hundreds to thousands of dollars to fix rust and repaint panels and frame rot can even write off a vehicle. Check the bodywork and underbody very carefully for rust and corrosion or covered-up rot.

The heating, ventilation, and air-conditioning (HVAC) system is not particularly unreliable, but there were various recalls on the system and certain problems do seem to crop up repeatedly, making it one of the biggest sticking points on 2009 Ram 1500s. The blender-door actuator can fail, causing knocking sounds behind the dashboard. Sometimes, the culprit is the TIPM and not the HVAC system, so have the problem properly diagnosed before starting to replace parts. Make sure all the HVAC recalls have been attended to. Besides the recalls, there weren’t too many 2009-2022 Ram 1500 heater and air-conditioner – or AC – problems. HVAC problems crop up on average from around 47,000-112,000 miles. Typical HVAC repairs vary from around $290-380 for a blender-door actuator replacement to $400 or more to restore heater functionality. Replacing an evaporator costs around $1,500. Invasive and extensive HVAC repairs can exceed $3,000. Listen for knocking sounds from the HVAC system, for air distribution problems, and for a lack of cold or hot air.

While there is a long list of issues to be aware of, as you can tell, some other Ram 1500 systems are quite reliable:

• The braking system can cause issues, but this is mostly due to abuse and owners not using engine braking when towing to ease the load on the brakes. In general, there aren’t many Ram 1500 brake or ABS problems to speak of.
• While there were various issues with the electric power steering, as mentioned before and covered by recalls, the hardware was mostly sound and in terms of the steering box, steering rack, or rack and pinion, few Ram 1500 problems are noted.
• Besides the well-documented TIPM issues and the WIN-node recall, 2009-2022 Ram 1500 electrical problems with the starter or starting, the alternator, auto start/stop, computer, battery, parking sensors, power windows, driver power door lock, ignition switch, rotary shifter, and key fob are very rare.
• Though there were various transmission-related recalls, there were hardly any Ram 1500 torque-converter or overdrive problems to speak of.
• Except for engine-specific issues, there weren’t any model-specific failures of note and, as such, no Ram 1500 Big Horn, Rebel, or Laramie problems worthy of mention.
• Except for the above-mentioned instrument-panel recalls and the Uconnect infotainment bugs, there aren’t any other notable Dodge Ram 1500 problems with its fuel gauge, navigation, Bluetooth, or instrumentation in general.
• Although there were various issues with the fueling system, there was never a Ram 1500 fuel-level sensor failure recall, despite the odd owner noting anomalous readings.

Which One To Avoid

In terms of problems, the Ram 1500 had a few particularly bad years, with 2012-2014 models scoring lowest for general reliability and highest for the number of problems. Recalls peaked at 23 in 2019, so there seem to have been many 2019 Ram 1500 production problems in switching the model over to the 1500 Classic. It’s disappointing that Ram could not make the transition to the 1500 Classic more seamlessly, seeing that it’s already been building the truck for more than a decade at that point. Be that as it may, recalls rapidly declined and there were very few on 2021 and 2022 Ram 1500s. The early models with the 3.7-liter V6 and 4.7-liter V8 PowerTech are to be avoided like the plague. These engines are not particularly reliable, they use a lot of fuel, and they are weak. Early 5.7 Hemi V8s had quite a few problems up to around 2012 and even after that, the MDS can play up, so you’d have to check it out properly.

Which One To Buy

For light running, you need nothing more than the 3.6-liter Pentastar V6. It offers enough power, good fuel economy, and is quick enough with the slick-shifting eight-speed automatic transmission most of the time. For hard work, hauling, and towing, it has to be the 5.7-liter Hemi, but a 2013 model or newer, because earlier ones suffered more with dodgy valve gear. The MDS can play up, so be sure to check for a full service history. A later 5.7 with the eight-speed transmission should be reliable. The diesel is great for torque and economy, but there were many failures due to the oil cooler, so you’ll have to check whether the improved cooler design has been fitted.

4th-Gen Ram 1500 Verdict

The 4th-gen Ram 1500 set a new standard in terms of ride quality and refinement in trucks thanks to its coil-sprung rear end and owners also loved the interior, appearance, and spacious accommodations. However, there were far too many recalls and problems and it will be worth your while to study this review carefully to see which models and years to avoid – and what to check for. A later model 3.6 will be just fine for the vast majority of people, or the 5.7 if you want to tow with it. The car-like ride comfort is a huge boon and makes going for a truck far less of a compromise.