Ram 1500 4th Generation 2009-2022 (DS/DJ/D2) Review

The now-ubiquitous Pentastar V6 replaced the outdated PowerTech 3.7 for the 2013 model year, and it's a much more advanced design with an aluminum engine block, double overhead camshafts, four valves per cylinder,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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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).