According to Au7o's analysis of 16,977+ owner reports, the 1994-2026 RAM 1500 has 72 documented known issues, with 30 rated critical. The most serious are TIPM (Totally Integrated Power Module) Failure ($50-$1,200 repair), HEMI Lifter/Camshaft Failure ($200-$5,500 repair), Four-Corner Air Suspension System Failure ($300-$3,000 repair), Digital Instrument Cluster Goes Blank at Startup or While Driving (Recall 25V826 / 26V225), EcoDiesel Fuel Pump Failure / Stalling, Front Wheel Bearing Encoder Ring Damage Disables Electronic Stability Control (Recall 24V794), Trailer Tow Module Defect — Trailer Brakes and Lights May Not Work (Recall 26V059), Low-Speed Stall With Automatic Shift-to-Park and Electric Parking Brake Engagement (Battery Warning, 'Reduced Battery Capacity') ($300-$1,800 repair), Electric Power Steering (EPS) Rack Failure / Loss of Assist. at .
Chrysler (FCA US, LLC) is recalling certain 2025 Ram 1500 vehicles. The front wheel hub encoder rings may be damaged, which can disable the electronic stability control system. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 126, "Electronic Stability Control Systems."
Campaign #24V79400024/10/2024
EXTERIOR LIGHTING:HEADLIGHTS
Chrysler (FCA US, LLC) is recalling certain 2025 Ram 1500 pickup trucks. Incorrect headlight module software may cause the headlights to become inoperative. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard (FMVSS) number 108, "Lamps, Reflective Devices, and Associated Equipment."
Campaign #24V94200019/12/2024
ELECTRICAL SYSTEM: INSTRUMENT CLUSTER/PANEL
Chrysler (FCA US, LLC) is recalling certain 2025-2026 Ram 1500 Pickup, Ram 2500 Pickup, Ram 3500 Pickup, Ram 3500 Cab Chassis, Ram 4500 Cab Chassis, and Ram 5500 Cab Chassis vehicles. A software error may cause the instrument panel display to fail. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standards numbers 102, "Transmission Shift Position Sequence," 105, "Hydraulic and Electric Brake Systems," 108, "Lamps, Reflective Devices, and Associated Equipment," 126, "Electronic Stability Control Systems for Light Vehicles," 135, "Light Vehicle Brake Systems," 138, "Tire Pressure Monitoring System," and/or 208, "Occupant Crash Protection."
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According to Au7o's analysis of 16,977+ owner reports, the 1994-2026 RAM 1500 has 72 documented issues. The most frequently reported are: TIPM (Totally Integrated Power Module) Failure, HEMI Lifter/Camshaft Failure, Four-Corner Air Suspension System Failure. Of these, 30 are rated critical and should be addressed promptly.
Is the RAM 1500 reliable?
The 1994-2026 RAM 1500 has 72 known issues documented across 16,977+ owner reports. 30 issues are rated critical: TIPM (Totally Integrated Power Module) Failure and HEMI Lifter/Camshaft Failure and Four-Corner Air Suspension System Failure and Digital Instrument Cluster Goes Blank at Startup or While Driving (Recall 25V826 / 26V225) and EcoDiesel Fuel Pump Failure / Stalling and Front Wheel Bearing Encoder Ring Damage Disables Electronic Stability Control (Recall 24V794) and Trailer Tow Module Defect — Trailer Brakes and Lights May Not Work (Recall 26V059) and Low-Speed Stall With Automatic Shift-to-Park and Electric Parking Brake Engagement (Battery Warning, 'Reduced Battery Capacity') and Electric Power Steering (EPS) Rack Failure / Loss of Assist and 3.0L EcoDiesel Bottom-End Failure — Spun Main/Rod Bearing and Broken Crankshaft and 5.2L/5.9L Magnum Intake Manifold Plenum Pan Gasket Failure (Oil Burning, Misfire, Cat Damage) and TIPM Internal Fuel Pump Relay Failure (Crank-No-Start, Stalling, Fuel Pump Runs With Key Off) and ADAS Blackout — 'Auto Emergency Braking Unavailable' and 'Blind Spot Unavailable, Service Required' With Adaptive Cruise Loss and Second-Row Seat Belt Buckle Anchors Not Attached to the Body Structure (Recall 26V495 / 67D — 1.27 Million Trucks) and ABS Control Module Software Fault Disables Electronic Stability Control (Recall 24V653 / 1.03 Million Trucks) and Headlights, Parking Lights and DRLs Flicker Off or Fail — Headlight Wiring and Headlight Module Software (Recalls 26V421 and 24V942) and ABS / Electronic Brake Control Module Internal Failure (C2116 Pump Supply, Brake/ABS Lights) and EcoDiesel 3.0L EGR cooler cracks and can cause intake-manifold fire (NHTSA Recall 19V-757) and Power Tailgate Unlatches and Opens While Driving (Recall) and Internal Transmission Oil Cooler Failure Mixing Coolant and ATF ('Strawberry Milkshake') and 3.6L Pentastar Rocker Arm Roller Bearing Failure Wiping Camshaft ('Pentastar Tick', Misfire) and 4.7L PowerTech V8 Head Gasket Failure / Coolant Intrusion and Valve-Seat Drop After Overheat and 4-Corner Air Suspension Compressor Failure / Won't Raise or Lower (Ride Height Faults, Winter Collapse) and 42RE/46RE Governor Pressure Solenoid and Sensor Failure — Limp Mode / Wrong-Gear Start and 5.7L HEMI Dropped Valve Seat (Pre-2009 Engines) Causing Misfire and Catastrophic Engine Damage and 5.7L HEMI MDS lifter collapse and camshaft lobe wear ("HEMI tick" leading to engine damage) and Driver Air Bag May Not Deploy From an Unwelded Steering Column Control Module (Recall 24V199) and 2018 RAM 1500 PCM Voltage Regulator Chip Failure — Free Module Replacement Under Recall U87 (18V524000) and Kidde Fire Extinguisher May Fail to Discharge — Recall 17V824000 (T82) and 2022 Ram 1500 Rear Camera May Not Show an Image — Radio Software Recall 24V436000. Prospective buyers should inspect for these issues and factor potential repair costs into their purchase decision. Regular maintenance following the manufacturer's schedule helps prevent many common problems.
Content on this page was compiled with AI assistance using NHTSA complaints, TSBs, owner reports, and public automotive data. While we strive for accuracy, this information may contain errors. Always verify repair procedures and specifications with your vehicle's service manual or a qualified mechanic.
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The 5.7L HEMI engine with Multi-Displacement System (MDS) can experience premature lifter and camshaft wear. The MDS deactivation lifters are prone to failure, causing ticking, misfires, and in severe cases, camshaft lobe damage. This issue has led to class action lawsuits.
For early detection: Use quality synthetic oil and change every 5,000 miles. Install an MDS delete kit ($200-400) to prevent future failures. If lifters have failed: Full lifter replacement with non-MDS lifters ($2,000-3,500). If camshaft is damaged, expect $3,500-5,500 for full repair. Consider a tuner to disable MDS electronically.
Owner tips & cautions
TipDIY repairs can save significantly - dealer charges $200-400 but DIY costs are typically 50-70% less
TipInstall an MDS delete kit ($200-400) to prevent future failures.
WarningThis is a high-severity issue - ignoring it can lead to costly repairs or safety concerns. Address it promptly.
High Confidence1,823 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
The 3.0L EcoDiesel V6 suffers documented bottom-end failures: the main bearings (most common) and connecting-rod bearings wipe out, dropping oil pressure to the rods, spinning a rod bearing and sometimes snapping the crankshaft if driven on. Factory main-bearing clearances are very tight (~0.0015 in), so the combination of high load at low rpm, torsional vibration, and hot thin oil wipes a bearing. A contributing failure is the plastic-bodied oil cooler/check valve, which can fail under sustained high oil temperature (especially towing) and contaminate the oil — accelerating bearing damage. These are catastrophic, often-low-mileage failures distinct from the previously covered EGR-cooler and CP4 fuel-pump issues.
Oil in coolant or coolant in oil (oil-cooler failure)
How to Fix
At the first sign of low oil pressure, a deep knock, or metal in the oil, stop driving — continuing destroys the crankshaft. Repair requires a short-block/engine replacement or full bottom-end rebuild with new bearings. Preventively: change oil on a shorter interval with the correct spec, avoid lugging the engine at low rpm under heavy load, monitor oil pressure/temperature when towing, and address oil-cooler leaks promptly to prevent oil contamination.
On Magnum-engine Rams the intake manifold has a stamped-steel plenum pan sealed to the aluminum manifold by a one-piece gasket. Because steel and aluminum expand at different rates, the gasket tears over time and lets engine oil from the lifter valley get drawn into the intake plenum and burned. Virtually every high-mileage 3.9/5.2/5.9 Magnum develops this. Burned oil fouls the oxygen sensors, causes detonation (pinging), and can destroy the catalytic converters if ignored.
Blue smoke / oil pooled in bottom of intake plenum
Fouled spark plugs and O2 sensors
How to Fix
Remove the intake, discard the OE stamped plenum pan and install an aftermarket billet/thicker steel plenum repair plate with a new gasket (commonly sold as a 'plenum repair plate kit', e.g. from plenumrepairplate.com), or install a Mopar/Fel-Pro intake gasket set (Fel-Pro MS 90314 series plenum/valley gaskets). Inspect and replace fouled O2 sensors afterward. DIY parts run roughly $60-$180 (gasket/plate kit); shop labor adds the rest.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Hughes Engines HUG 7720FEL V8 Magnum plenum repair kit
1992-2003 Dodge/Jeep 5.2L and 5.9L Magnum V8 only; includes aluminum plate, premium Fel-Pro gaskets, bolts and bypass hose. Not for the 3.9L V6.
On the 3.6L Pentastar V6, the needle bearings inside the roller rocker arms fail, letting the rocker go loose and hammer/score the camshaft lobe. This produces a distinct top-end tick ('Pentastar tick') and, if left, camshaft damage and misfires. It is a widely reported failure across Ram 1500, Wrangler, Grand Cherokee, and Durango; Chrysler revised the rocker part several times to improve needle-bearing durability, so a repeat failure is common if an outdated rocker is installed.
Remove the valve cover and inspect rockers for play and cam lobes for scoring. Replace failed rocker arms (both intake and exhaust as needed) with the latest-revision part, and replace the camshaft if lobes are scored. Because debris circulates, inspect lifters/lash adjusters and change oil. TSB 09-002-14 REV. B addresses P0300 from excessive cylinder leakage that may require left cylinder head replacement. Always use the newest rocker revision to avoid a repeat.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Genuine Mopar 5184296AH valve rocker arm
Confirm VIN for 2021-2024 rather than extending this link.
The 4.7L PowerTech V8 is intolerant of overheating and neglected coolant. Head gaskets leak combustion gases into the cooling system (air in coolant, coolant pushed from the overflow, steam/coolant smell from the exhaust on cold start). Once the aluminum heads warp or a corrosion channel opens between a water jacket and a cylinder, the machined-in valve seats can drop, causing catastrophic misfire and internal damage. A block/combustion-gas test in the coolant confirms it.
Air/bubbling in cooling system, coolant pushed from overflow
White steam or coolant smell from tailpipe on cold start
Overheating
Rough idle / misfire after an overheat event
Milky oil in severe cases
How to Fix
Do a combustion-leak (block) test to confirm. Fix requires head gasket replacement with resurfaced or new cylinder heads (dropped valve seats mean a rebuilt/new head, not just a gasket). Use a Mopar/Fel-Pro MLS head gasket set and always replace the thermostat, water pump and radiator, and flush the cooling system on schedule to prevent recurrence. Parts+labor typically $1,500-$3,500 depending on head damage.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
2008-2009 Dodge Ram 1500 4.7L within seller's 2008-2010 coverage; Replacement 598-237/interchange HS26157PT2. Fitment/availability: 81 shown in stock with add-to-cart live at review
On 2003-2008 5.7L HEMI engines the cylinder-head valve-seat bores were machined without sufficient interference fit. Combined with localized coolant boiling and hot spots in the heads, an exhaust or intake valve seat can spin loose and drop into the combustion chamber. When the seat drops it is hammered by the valve and piston, causing a sudden misfire, loss of power, a heavy metallic knock, and in many cases destruction of the piston, valve and head. This is distinct from the well-known exhaust-manifold-bolt tick and the later MDS lifter/cam failure; it is a structural cylinder-head defect specific to pre-2009 (pre-Eagle) HEMIs. Overheating events dramatically raise the risk. The 2009 Eagle HEMI revision used improved seat material and tighter machining and largely eliminated the failure.
There is no patch repair for a dropped seat. The affected cylinder head (often both) must be replaced or rebuilt with upgraded seats; if the piston or valvetrain is damaged, a long-block or complete engine replacement is required. Owners keeping a pre-2009 HEMI should avoid overheating, maintain the cooling system rigorously, and address any cooling-system weakness or persistent misfire (P0301-P0308) immediately. When replacing one head, many shops replace both heads plus the timing set and oil pump, which are also known weak points on this engine family.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Spartan 2DK1L remanufactured left 5.7L cylinder head
Confirm 2003-2004 separately, VIN, EGR provision, casting and core terms.
The 5.7L HEMI (Gen III) with the Multi-Displacement System (MDS) is well documented for roller-lifter failure that progresses into camshaft lobe damage. The MDS deactivation lifters and the engine's circuitous oiling path (oil routed through the deck, head gasket, and rocker shaft to the lifter bore) leave lifter bores oil-starved at low RPM. Improperly hardened lifter roller/needle assemblies allow needles to breach the surface hardening, spalling the roller and then wiping the cam lobe. It starts as a rhythmic cold-start/idle tick and can end in metal debris throughout the engine and total failure, sometimes at very low mileage. This is the subject of the Petro et al. v. FCA US LLC class action (D. Del., No. 1:22-cv-00621) covering 2014+ 5.7L and 6.4L HEMI engines. FCA revised the lifter design around 2018 (larger needles) but failures continued to be reported afterward.
Tick that changes with RPM or comes and goes with MDS engagement
Loss of power or misfire as cam lobe wears
Metal debris/glitter in the oil
Check engine light, eventual rough running or no-start
How to Fix
Diagnose the tick with a stethoscope to rule out exhaust-manifold leaks vs. internal valvetrain. Confirmed lifter/cam failure requires replacing all 16 lifters, the camshaft, and often rockers/pushrods (and inspecting MDS solenoids). Many owners delete MDS during the repair. Stay on top of oil changes with the correct spec and avoid extended oil-change intervals; some run a slightly heavier oil to mask early tick. Document the failure for the class action if eligible.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Genuine Mopar 53022263AF 5.7L MDS/VVT camshaft
2009-2024 Mopar applications including 2014-2023 Ram 1500 5.7L MDS/VVT; confirm VIN and supersession.
The exhaust manifold bolts on HEMI engines are prone to breaking due to heat cycling. Broken bolts cause exhaust leaks, ticking noise on cold start, and potential exhaust smell in cabin. The rear bolts on both sides are most commonly affected.
Common Symptoms
Ticking noise on cold start
Exhaust smell in cabin
Visible exhaust leak at manifold
Tick goes away when warm
Failed emissions test
How to Fix
Replace broken bolts with upgraded stainless steel manifold bolts ($50-100 for kit). If studs break off in the head, extraction may be needed ($200-500 at shop). Some owners upgrade to headers which eliminates the issue entirely ($800-2,000). Apply anti-seize to new bolts during installation.
Owner tips & cautions
TipDIY repairs can save significantly - dealer charges $50-100 but DIY costs are typically 50-70% less
TipGet a proper diagnosis before replacing parts - similar symptoms can have different causes
TipSearch RAM 1500 forums and owner groups for real-world experiences and DIY guides
TipGet multiple quotes from independent mechanics - dealer prices can be 2-3x higher for the same repair
High Confidence1,432 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
The 3.9/5.2/5.9 Magnum uses a camshaft position sensor inside the distributor plus a crankshaft position sensor on the bell housing. These sensors are heat-sensitive and fail intermittently — the engine stalls or dies when hot and refuses to restart until it cools, or cranks-but-won't-start with no other symptom. Corroded/loose sensor connectors cause the same behavior.
Common Symptoms
Stalls when hot, restarts after cooling
Cranks but won't start
Intermittent dying while driving
Rough idle before failure
Tach drops to zero at stall
How to Fix
Inspect the sensor connectors/wiring for corrosion or a pulled pin first. Replace the failing sensor with a Mopar unit (owners report frequent failures of cheap aftermarket sensors): camshaft (distributor pickup) sensor Mopar 56027868 and crankshaft position sensor 56027865 (verify by engine/year). On distributor-cam-sensor trucks a full distributor may be needed if the pickup is integral. Parts $30-$150; typical $50-$250.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Mopar 56027272 crankshaft position sensor
1994-1996 Dodge Ram 1500 3.9L, 5.2L or 5.9L applications listed; confirm OE 56027272 and connector before purchase.
Crankshaft position sensor replacing Mopar 56027870AB
The live page explicitly lists 1998 3.9L and 1999-2003 5.9L Ram 1500 applications; other 1997-2003 automatic Magnum combinations must be confirmed by OE number/VIN rather than inferred.
On the RAM 1500, P0011 is overwhelmingly a Variable Valve Timing (VVT) fault on the 5.7L Hemi, and secondarily on the 3.6L Pentastar V6. The Hemi uses a single central cam phaser fed oil pressure through one oil control valve (the VVT solenoid, mounted at the front of the engine near the timing cover). The PCM commands the phaser to a target intake-cam angle and monitors the actual angle via the cam/crank sensors. When the solenoid's fine oil screen clogs with sludge/varnish, or the solenoid sticks, oil flow to the phaser is no longer regulated and the intake cam advances past the commanded position — the PCM flags P0011 (over-advanced, bank 1). The root cause is almost always oil-related: extended oil-change intervals, low level, or off-spec/thick oil that will not flow through the small VVT passages, especially on cold starts. On higher-mileage Hemis, a P0011 (often alongside P0016/P000B) can also be the leading edge of the well-known Hemi cam/lifter wear failure — wear metal contaminating the oil seizes the phaser and solenoid, so P0011 should not be dismissed as 'just a solenoid' on a ticking, high-mileage engine.
Rough idle / occasional stumble, especially at cold start
Slightly reduced fuel economy
Hesitation or lack of power under acceleration
Ticking noise (on higher-mileage Hemis where cam/lifter wear is involved)
Hard start or brief rough running on cold mornings
How to Fix
Start with the cheap, high-yield steps: verify oil level and do a fresh oil-and-filter change using correct-viscosity oil (5W-20 on the Hemi), then clear the code and retest — dirty/degraded oil is the single most common trigger. If P0011 returns, replace the VVT/oil-control solenoid (clean the screen or renew), and perform the required cam/crank relearn afterward. If codes persist after a new solenoid, or the engine ticks and has high mileage, inspect the cam phaser, timing chain/guides and — critically on the Hemi — the camshaft lobes and lifters (MDS lifters), since VVT timing codes frequently accompany the cam/lifter failure. On the 3.6 Pentastar, also confirm the oil-filter-housing/cooler is not leaking and starving oil pressure.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Genuine Mopar 53022338AB VVT oil control valve
2009-2023 Ram 1500 5.7L HEMI within this card as represented by the OE catalog; confirm VIN and current supersession.
Early-production 2025 RAM 1500 trucks equipped with the new 3.0L Hurricane twin-turbocharged inline-six (Standard Output 420 hp and High Output 540 hp) are widely reported to throw check-engine lights and random/multi-cylinder misfire codes, often on cold start or under load in hot weather. Owners on the 5thGenRams and RamForum communities report P0300 (and per-cylinder P0301-P0306) within the first few thousand miles. Stellantis has issued multiple software TSBs (e.g., 08-055-25 for HO, 08-031-25 for SO, and a cold-start update) that reflash the ignition system control module (ISCM) and PCM; a separate TSB (09-025-25) addresses a purge-line/vacuum-leak source of lean misfires. This is a new-engine, new-generation problem outside the existing HEMI-focused coverage.
Have the dealer apply the latest ISCM/PCM software per the applicable misfire TSB (HO vs SO calibration). Inspect and reseat the EVAP purge line and the air-intake hose at the airbox for vacuum leaks (TSB 09-025-25). Many owners report running 91+ octane reduces misfire events in hot weather. If reflash and vacuum-leak repairs do not resolve it, dealer should diagnose ignition coils/injectors under powertrain warranty.
NHTSA 24V794 / FCA 97B establishes this identity for affected 2025 RAM 1500 vehicles. Damaged front-wheel-hub encoder rings can disable electronic stability control and cause an FMVSS 126 noncompliance. The remedy is VIN-specific inspection and front wheel bearing/hub replacement as necessary, not proof that every frozen vehicle needs a hub.
Common Symptoms
VIN checked for 24V794 / 97B
ESC and wheel-speed faults preserved
encoder ring and hub inspected
failed side separated from sensor and wiring paths
How to Fix
Check the VIN for 24V794 / 97B and have the dealer inspect and replace the affected front wheel bearing/hub assembly as necessary, free of charge. Treat an ESC warning as a loss of an important stability aid and adjust driving until repaired. Outside the campaign, preserve wheel-speed and chassis faults and inspect wiring, sensor air gap, encoder ring and hub separately. Do not buy a hub, bearing or wheel-speed sensor from this page; campaign eligibility, failed side, current part number and VIN fitment must be established first.
2025 RAM 1500 owners report a repeating simultaneous loss of the driver-assistance suite: automatic emergency braking, forward collision warning, adaptive cruise control, blind-spot monitoring, lane-keep assist and parking collision alerts all fail together and put 'Service Required' messages on the cluster. Several trucks did this within a week to 3,000 miles of delivery. Some events are accompanied by 'Service Electronic Stability Control' and '4WD System Temporarily Unavailable', which suggests a shared bus or power feed rather than an individual sensor. A smaller but more dangerous subset is the inverse failure — uncommanded AEB activation, including one report of a full-force AEB event at highway speed in heavy rain that broke traction and caused a fishtail, and another of AEB repeatedly engaging and locking the driveline for no reason. Dealer outcomes documented in the complaints include replaced wiring that fixed it for only a week, a 15-day shop stay and 171 test miles with no change, and 50-day parts backorders that left owners driving with the systems disabled.
Common Symptoms
'Auto Emergency Braking (AEB) Unavailable — Service Required' message
'Blind Spot Unavailable — Service Required' message at the same time
Adaptive cruise control and forward collision warning both inoperative
Lane keep assist and parking collision alerts drop out together
Accompanying 'Service Electronic Stability Control' or '4WD Temporarily Unavailable'
Uncommanded hard automatic braking with no obstacle present
Blind-spot warning lamps stay lit in the mirrors while driving
How to Fix
Do not accept 'no codes found' — have the technician read stored and history DTCs from the radar/forward-facing camera module, the blind-spot radar modules and the body controller, and check the network for communication-lost codes shared across modules, which point to a harness or power-feed fault rather than a sensor. Inspect the front radar bracket alignment and the harness routing behind the front fascia, and check for water intrusion at the rear-quarter blind-spot radar connectors. Verify all ADAS-related modules are at the latest calibration level before replacing hardware. Where AEB is activating without cause, insist the event data be pulled and reported to NHTSA; false-activation events are the higher-severity half of this defect.
Chrysler recalled 1,271,294 RAM 1500 pickups covering model years 2019 through 2026 because the second-row seat belt buckle anchors may have been improperly installed — the buckle anchor was not attached to the body structure as designed. In a crash the anchor can pull free and the belt will not restrain the rear-seat occupant. NHTSA recorded the trucks as non-compliant with FMVSS 210, 'Seat Belt Assembly Anchorages.' This is one of the largest campaigns filed against the truck and it reaches all the way into current 2026 production, so a brand-new truck on a dealer lot can be affected. Owner notification letters were expected August 18, 2026 with VINs searchable from August 6, 2026.
Common Symptoms
No visible symptom — the buckle anchor is simply not fastened to the body
Second-row buckle stalk feels loose or shifts position
Vehicle appears on the 26V495 recall list by VIN
How to Fix
Have the dealer perform Recall 26V495 (FCA 67D) — inspection and, where required, attachment of the second-row seat belt buckle anchor to the body structure, free of charge. Because the defect is a missing attachment rather than a broken part, it is invisible from the cabin; do not try to self-assess by tugging on the buckle. Until the inspection is done, prefer the front seats for passengers where practical and be aware that a child seat secured by the second-row seat belt rather than by the lower LATCH anchors depends on this attachment.
Three NHTSA campaigns establish two VIN-bounded mechanisms under this frozen identity. NHTSA 18V486 / FCA U74 and 19V347 / FCA V44 cover specified 2013-2018 RAM 1500 bed, build-date and power-locking-tailgate configurations in which a tailgate-actuator limiter tab may fracture and allow the tailgate to unlatch while driving. NHTSA 22V904 / FCA ZB8 separately covers affected 2019-2022 RAM 1500 trucks whose misaligned tailgate strikers may prevent proper latching and allow the tailgate to open while driving. Either condition can release unsecured cargo and create a road hazard; VIN, model year and equipment determine the applicable campaign.
Common Symptoms
VIN, model year and bed configuration checked for U74, V44 and ZB8
unlatch event and cargo condition documented
latch, actuator limiter tab and striker alignment inspected
2013-2018 limiter-tab campaigns separated from the 2019-2022 striker-alignment campaign
How to Fix
Check the VIN for U74 / 18V486, V44 / 19V347 and ZB8 / 22V904. Have the dealer complete the applicable free remedy: repair the tailgate latch for the limiter-tab campaigns, or inspect tailgate-striker alignment to the box latch and adjust it if necessary for ZB8. Until campaign status and remedy completion are confirmed, verify the tailgate is latched before every trip and secure cargo independently. Outside those campaigns, inspect the latch, striker, actuator, limiter, wiring and alignment before replacement. Do not buy a latch, actuator or striker from this page; campaign eligibility, bed configuration, failed component, current part number and VIN fitment must be established first.
Ram 1500 trucks from the 2023 and 2024 model years are among the vehicles in NHTSA recall 24V199000. The steering column control module in these trucks may not have been welded properly. If it wasn't, the driver's air bag may fail to deploy in a crash — a non-compliance with Federal Motor Vehicle Safety Standard No. 208 on occupant crash protection, and a real increase in injury risk for whoever is behind the wheel. FCA US (Stellantis) filed the campaign under recall numbers 14B, 33B, 34B, 35B and 36B, covering a mix of Ram, Jeep and Chrysler vehicles. This is a distinct campaign from the other steering-column-module recall on the 1500; a VIN check is the only reliable way to tell which apply to your truck.
Common Symptoms
How to Fix
Take the truck to a Ram dealer for the free 24V199 repair: they inspect the steering column control module and replace it if needed at no charge. Notification letters were mailed between April 11 and June 20, 2024. Run your VIN through nhtsa.gov/recalls to confirm the campaign is still open on your 1500, or call FCA US customer service at 1-800-853-1403.
FCA US LLC recalled certain 2015 RAM 1500 trucks that were supplied with a Kidde plastic-handle or push-button 'Pindicator' fire extinguisher. NHTSA campaign 17V824000 covers the extinguisher itself rather than any truck system: the unit can become clogged so that it will not discharge as expected, or so that excessive force is needed to activate it. On certain Kidde models the nozzle can also separate from the valve assembly with enough force to cause injury, which also leaves the extinguisher inoperable. Because this is an equipment recall, a 2015 RAM 1500 owner will find nothing wrong with the truck itself — the defect is in the loose extinguisher carried in the cab. NHTSA lists the affected extinguisher models at https://static.nhtsa.gov/odi/rcl/2017/RMISC-17E062-5427.pdf. If the extinguisher does not work, the risk of injury in a fire goes up.
Common Symptoms
Fire extinguisher will not discharge when the handle or button is pressed
Excessive force needed to activate the extinguisher
Nozzle detaches from the valve assembly
How to Fix
The remedy is free. Chrysler notified owners to contact Kidde directly for a free replacement fire extinguisher — there is no repair to the truck, so this one is handled through Kidde rather than a service visit. Call Kidde at 1-855-262-3540 or go to www.kidde.com and click 'Product Safety Recall'; Chrysler customer service is 1-800-853-1403 and the internal recall number is T82. The recall began February 14, 2018. Check your VIN at nhtsa.gov/recalls to confirm your 1500 is included, and compare your extinguisher against the model list in the NHTSA document before assuming it is unaffected.
NHTSA recall 24V436000 covers 2022 Ram 1500 trucks among several FCA US vehicles. The defect is in the radio software, which may prevent the rearview image from displaying. When the picture does not come up, the truck fails to meet the requirements of Federal Motor Vehicle Safety Standard No. 111, "Rear Visibility." A Ram 1500 is a long, tall vehicle with a large blind zone behind the bed, and NHTSA notes that a rearview image that does not display decreases the driver's visibility and increases the risk of a crash. FCA's internal recall numbers are 66B and 79B.
Common Symptoms
Backup camera view fails to appear on the radio display in reverse
Driver cannot see the area behind the truck when reversing
How to Fix
Correction is free of charge. A Ram dealer reflashes the radio software, and for some trucks the update is pushed over the air, so no appointment is needed. Notification letters went out starting July 9, 2024. Check your VIN at nhtsa.gov/recalls to see whether 24V436000 is still open on your 1500; if it is, call a Ram dealer or FCA US customer service at 1-800-853-1403.
Chrysler recalled 10,423 model year 2025 RAM 1500 trucks because an instrument panel software error can display an incorrect tire inflation pressure. The driver sees a plausible but wrong pressure value on the cluster, which means a genuinely underinflated tire can be masked — an underinflated tire runs hot, degrades handling and braking, and is the classic precursor to a tread separation at highway speed, which matters more on a truck operated near GVWR or towing. Because the reading looks normal, this defect gives the driver false confidence rather than an obvious warning.
Common Symptoms
Cluster shows a tire pressure that does not match a hand gauge
Pressure readout does not change after inflating or deflating a tire
Low pressure warning does not appear on a genuinely low tire
Inconsistent readings between the four corners after a temperature change
How to Fix
Have the dealer perform Recall 25V231 (FCA 30C) — instrument panel software update, free of charge; owner letters were mailed beginning April 24, 2025. Until it is done, do not trust the per-tire readout on the cluster. Set and verify pressures with a hand gauge on cold tires against the door-jamb placard, and re-check before towing or hauling. After the update, cross-check the cluster readings against a gauge once to confirm the values now track.
The TIPM controls most electrical functions and commonly fails, causing erratic behavior. The fuel pump relay inside the TIPM is particularly prone to failure, resulting in no-start conditions. Horn honking randomly, headlights flickering, and wipers activating on their own are common symptoms.
For fuel pump relay failure: Install an external bypass relay kit ($30-50 DIY) to power fuel pump directly. For complete TIPM replacement: Use remanufactured unit ($400-600) or new OEM ($800-1,200). Some electrical shops can rebuild existing TIPM for $200-400. Warranty lawsuit settlements may cover repairs for some VINs.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
MAKS 04692123 TIPM mail-in repair service
2009 Dodge Ram 1500 original module with base number 04692123 only; match the complete label before ordering. Other 2009 TIPM families need their own service.
2011 Dodge Ram 1500 gasoline variants using base number 04692319; match complete label and choose repair or VIN programming as appropriate. Fitment/availability: Direct module/service page live at review
2013-2014 Ram 1500 original module 68089578AA-AI family; enter VIN and original part number and do not apply to other 3.6L/diesel/options without a label match.
High Confidence2,156 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
NHTSA campaigns 25V826 and 26V225 establish this identity for VIN-selected 2025-2026 RAM 1500 trucks. A software error can leave the instrument-panel display blank or unable to show safety information such as gear selection and warning lamps. The campaigns use different compliance scopes and remedies, so VIN status determines which action applies; neither campaign establishes an owner-frequency count.
Common Symptoms
VIN checked for 25V826 and 26V225
blank or failed display condition recorded
cluster, power and vehicle-network faults preserved
software remedy separated from hardware replacement
How to Fix
Check the VIN for 25V826 (FCA B4C/B8C) and 26V225 (FCA 35D). Have the dealer inspect and update instrument-cluster software or replace the cluster when the applicable campaign requires it, free of charge. If the display fails while driving, avoid relying on missing gear or warning information, move to a safe location and arrange service. Outside an open campaign, preserve cluster, body and network faults before diagnosis. Do not buy a cluster, display or control module from this page; campaign eligibility, software level, coding, current part number and VIN fitment must be established first.
A repeating and clearly-defined complaint pattern on 2024-2025 RAM 1500 trucks with the 48V eTorque mild hybrid: at low speed — pulling out of a driveway, rolling in stop-and-go traffic, backing up, or the moment auto stop/start releases — the engine cuts out, the transmission independently selects PARK while the truck is still rolling, and the electric parking brake applies itself. The battery/charging telltale illuminates and some trucks display 'Reduced Battery Capacity'; owners report the alternator gauge showing no output with system voltage sitting at 12V. Restarting requires selecting PARK with the rotary shifter and pressing the start button, sometimes several times. Accompanying messages include 'Service Electronic Stability Control', 'AEB Off' and '4WD System Temporarily Unavailable' as the modules drop offline. NHTSA has more than a dozen such reports spanning May 2024 through May 2026, several from trucks that had been to the dealer five to nine times without resolution. The evidence points to the 48V belt-starter-generator charging path or the auxiliary/48V battery and its sensor dropping out under load, which the powertrain treats as a propulsion fault and responds to by securing the vehicle.
Must select PARK and press start button, sometimes repeatedly, to restart
No alternator output shown with 12V system voltage
How to Fix
Have the shop load-test both the primary and auxiliary 12V batteries and verify the intelligent battery sensor is reporting, then check the 48V BSG output and its high-current cabling and fuses — a blown 150A fuse and a failed auxiliary battery are both documented on these trucks. Scan every module, not just the PCM: the giveaway is a cluster of low-voltage-triggered faults set at the same timestamp across ABS, BSG, TCM and the ADAS modules. Confirm charging-system output at idle with the eTorque active rather than relying on a static battery test, and check the battery negative and BSG ground terminations for looseness. As an interim measure many owners disable auto stop/start on every drive cycle, which reduces the frequency of the event but does not fix the underlying charging fault.
The Totally Integrated Power Module (TIPM) contains a fuel-pump relay soldered to its circuit board. When it fails it cuts power to the fuel pump, causing a crank-no-start that mimics running out of gas, or a sudden stall while driving; sometimes the pump keeps running with the key off and drains the battery. The relay is non-serviceable inside the module, making this a well-known and expensive Chrysler/Ram electrical failure across 2011-2018 trucks.
Confirm by monitoring fuel-pump power/relay operation. Options in ascending cost: install a fuel-pump relay bypass cable or plug-in external relay, or install Chrysler's external fuel-pump relay relocation kit (Mopar 68142156AA) to move the relay out of the TIPM. If other TIPM circuits are also faulty, replace/rebuild the TIPM (must be programmed to the VIN). Specialty shops repair the original board for far less than a new module.
Two separate FMVSS 108 non-compliance recalls cover exterior lighting failure on the current-generation RAM 1500. Recall 24V942 (FCA D4B, 53 units) addresses 2025 trucks built with incorrect headlight module software that can render the headlights inoperative. Recall 26V421 (FCA 62D, 12,592 units) addresses 2026 trucks whose headlight wiring causes the parking lights and daytime running lights to flicker on and off or fail entirely. NHTSA complaints from 2025 owners match the same failure mode ahead of the 2026 campaign: headlights and parking lights shutting completely off while driving and coming back on — not a momentary flash — with other drivers reading it as a turn signal, and one truck sitting at a dealership more than 120 days over it. A related and separately-reported 2025 defect is a driver's-side headlight aimed far to the left that dealers say has no adjustment, leaving a dark spot directly ahead of the driver.
Common Symptoms
Headlights and parking lights shut off completely while driving, then return
Daytime running lights flicker on and off
Headlights inoperative from startup
Other drivers misread the flicker as turn signals
Driver's-side headlight aimed sharply left leaving a dark spot ahead
No warning lamp or message accompanies the outage
How to Fix
Check the VIN at NHTSA.gov against both campaigns. For 2025 trucks, Recall 24V942 (FCA D4B) is a free headlight module software update. For 2026 trucks, Recall 26V421 (FCA 62D) is inspection and replacement of the headlight assemblies as necessary, free of charge; interim letters went out July 30, 2026 with the final remedy to follow. If a 2025 truck exhibits the 2026 flicker pattern but is outside 26V421, have the dealer open a STAR case and inspect the headlight connector and harness for pin fretting and chafing rather than replacing bulbs or modules blind. Aiming complaints should be documented with a wall-aim measurement so the claim is not dismissed as subjective.
FCA US recalled certain 2018 RAM 1500 trucks under NHTSA campaign 18V524000. The powertrain control module fitted to these trucks may use a voltage regulator chip in its circuit board that is capable of failing in service. The result for the driver is a stall or a no-start. NHTSA records the component as electrical system, wiring, front underhood, and lists the consequence as an increased risk of a crash from a vehicle stall. The same campaign covers a broad set of Jeep, Dodge, Chrysler, Fiat and RAM models from the same period.
Common Symptoms
Truck stalls while driving
Engine will not start
How to Fix
Take the truck to a RAM dealer: the powertrain control module is replaced free of charge under Chrysler campaign U87. Owner letters went out beginning October 2, 2018. If you bought the truck used, do not assume the previous owner completed it — run the VIN through nhtsa.gov/recalls, and call Chrysler customer service at 1-800-853-1403 if you need help locating the repair.
The 2019+ RAM 1500 with eTorque mild hybrid system (standard on V6, optional on V8) experiences failures of the 48-volt battery pack, belt-driven motor generator (BDM), and eTorque control module. Symptoms include rough idle, stalling at stops, auto start-stop not working, and "Service eTorque System" warning messages. The 48V lithium-ion battery pack located under the rear seat deteriorates over time, especially in hot climates. TSB 08-074-20 REV.A addresses eTorque motor generator unit noise and vibration. Replacement of the 48V battery pack costs $800-1,500 and the BDM unit runs $1,200-2,000.
Common Symptoms
Service eTorque System warning message
Auto start-stop system not functioning
Rough idle or stalling at stops
Vibration or shudder during restart
Check engine light with P0AA6 or U1466 codes
Reduced fuel economy
Clicking or grinding noise from belt-driven motor
How to Fix
Diagnose with a Mopar wiTECH scan tool to identify if the 48V battery, BDM, or control module is at fault. Check TSB 08-074-20 REV.A for motor generator noise. If the 48V battery is degraded (below 42V resting), replace the battery pack under the rear seat ($800-1,500). If the BDM is failed, replace the unit and serpentine belt ($1,200-2,000). Software reflash may resolve intermittent issues. The eTorque system is covered under the powertrain warranty (5yr/60k miles).
High Confidence1,450 owner reportsLast reported by owners Feb 2026Reviewed Feb 2026
The center-stack Uconnect infotainment touchscreen (8.4-inch and 12-inch units) randomly goes blank, freezes on the boot logo, reboots on its own while driving, or exhibits 'ghost touching' where it registers phantom presses. Because Uconnect also controls the HVAC temperature, backup camera, radio, phone/Bluetooth, and navigation on these trucks, a locked or dead screen can leave the driver unable to adjust climate or view the reversing camera. The root cause is generally a software/firmware fault in the head unit or telematics box (a Feb 2018 OTA update notably caused thousands of units to reboot roughly every 45 seconds), occasionally aggravated by a half-installed update or a loose/corroded harness connection. This is the center infotainment display and is distinct from the digital gauge/instrument cluster blank-out recall.
Screen freezes/stuck on Uconnect or RAM logo at startup
System reboots itself while driving and loses presets
Touchscreen unresponsive to inputs or registers phantom 'ghost' touches
Loss of backup camera, HVAC control, radio, or navigation display
How to Fix
Owners can attempt a two-button soft reset (press and hold the volume and tuner knobs together for ~10-15 seconds) or a deep-cycle reset (disconnect the 12V battery for 30+ minutes to fully drain the head-unit/telematics capacitors). The lasting fix is a dealer Uconnect software/firmware update; if the update does not resolve it, the radio/head unit or telematics control module is replaced. Some updates are available over-the-air or via USB flash.
NHTSA 24V729 / FCA A1B establishes this identity for affected 2023-2024 RAM 1500 vehicles. The turn-signal self-canceling feature may not work correctly, creating an FMVSS 108 noncompliance and increasing crash risk when the displayed signal does not match driver intent. The remedy is VIN-specific inspection and steering-column-control-module replacement as necessary.
Common Symptoms
VIN checked for 24V729 / A1B
self-canceling behavior reproduced
switch, column module and wiring inspected
indicator state verified after every turn
How to Fix
Check the VIN for 24V729 / A1B and have the dealer inspect and replace the steering-column control module as necessary, free of charge. Until repaired, cancel the signal manually after every turn and verify the indicator state. Outside the campaign, inspect the switch, column module, clockspring, wiring and configuration before replacement. Do not buy a steering-column module or switch from this page; campaign eligibility, failed component, programming, current part number and VIN fitment must be established first.
The optional 12-inch portrait Uconnect 5 display (Android Automotive) on 5th-gen DT Ram 1500 trucks fails in several ways distinct from the older 8.4 Uconnect freeze/reboot issue. Owners report the screen going completely black/blank and not turning on, vertical lines across the LCD, and visual artifacts. Some failures are LCD-panel hardware (heat/age driven), others are software (memory leaks, failed updates, process crashes) that produce a frozen or black display. Because radio audio sometimes still works via steering-wheel controls, the fault is clearly the display/head unit rather than the speakers. Dealers typically diagnose this as a full head-unit (radio) replacement, which is expensive.
Common Symptoms
12-inch screen completely black or won't power on
Vertical lines across the display
Frozen or artifacted image
Audio still works via steering-wheel buttons but screen is dead
Screen blank only on certain menus (e.g., media)
How to Fix
First try a Uconnect software update and a hard reset (press and hold the volume/tuner controls; or a documented fuse-pull reset letting the unit sit so internal capacitors discharge). If the panel shows vertical lines or stays black after software steps, the display/head-unit assembly is replaced. Replacement units must be programmed; check for any active warranty/extended-coverage or software TSB before paying for a full radio.
Rams with the Sentry Key Immobilizer Module (SKIM/WCM) can lock out the fuel injectors if the module fails to read a valid transponder key. The engine cranks, fires for ~2 seconds, then dies, and the security/theft light stays on or blinks. Causes include a failing SKIM/WCM, a damaged antenna ring around the ignition lock, a worn transponder chip in the key, or wiring/connector corrosion.
Common Symptoms
Engine cranks, starts for ~2 seconds, then stalls
Security/theft light on solid or blinking
Intermittent no-start that clears after re-inserting key
No-start with a worn or non-transponder key
How to Fix
Read the security light while cranking (blinking = SKIM lockout). Diagnose with a scan tool that can access SKIM (basic code readers can't). Fix per cause: reprogram/relearn keys, replace the antenna ring, or replace and re-flash the SKIM/WCM (dealer or locksmith with the PIN). Verify battery/ground first. Typical $100-$400 depending on module vs. key relearn.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Ilco Y160-PT 4D-64 transponder key blank
2002-2005 Dodge Ram 1500 as explicitly listed; must be cut to the vehicle and programmed. With two valid keys, some builds support owner programming; otherwise use a locksmith/dealer.
The eTorque mild-hybrid system's Belt Starter Generator (BSG/MGU), its tensioner/dampener, and the 48V battery pack are failure-prone. Owners report MGU bearing whine, a slipping belt after the tensioner loses tension (which trips the hybrid controller and disables assist), 48V battery faults, and a failing 48V-to-12V converter that leaves the 12V battery undercharged (reads below ~12.2V before crank). Symptoms include rough auto stop/start, warning lights, and loss of hybrid torque assist. Field failures were common enough that Stellantis is dropping eTorque from most 2027 HEMI builds.
Common Symptoms
Whine from front of engine
Rough or disabled auto stop/start
Hybrid/48V warning light
Loss of low-end torque assist
Repeated 12V battery drain/undercharge
Stall risk
How to Fix
Scan the hybrid/48V system for BSG and battery-pack fault codes and check 12V rest voltage and converter output. Replace the BSG/motor-generator unit and its dedicated belt/tensioner if bearing noise or slip is confirmed; replace the 48V battery pack if it throws cell faults or won't hold charge. Verify the 48V-to-12V DC converter is maintaining the 12V battery. Software updates address some stop/start and charging complaints. Work is high-voltage-rated and typically dealer-level.
FCA US LLC recalled 2013-2015 RAM 1500 pickups equipped with radios that carry software vulnerabilities capable of letting a third party reach certain networked vehicle control systems. NHTSA classifies this as a crash risk: if the vulnerability is exploited, vehicle systems can be modified and controlled remotely without the driver doing anything. Owners of these trucks should treat the software update the same way they would a mechanical safety recall. The 1,416,903 units NHTSA lists is the campaign-wide total spanning all Chrysler, Dodge, Jeep and RAM vehicles involved — it is not a RAM 1500 count.
Common Symptoms
Unauthorized remote control or modification of vehicle systems
How to Fix
A free Uconnect software update eliminates the vulnerability. Chrysler notified owners by mail and sent a USB drive containing the update; alternatively the update could be downloaded to your own USB drive at driveuconnect.com/software-update, or a Chrysler/RAM dealer would install it on the spot at no charge. Chrysler also had the wireless service provider close the open cellular connection to the vehicle to blunt the exposure. Since these trucks are now well into second and third ownership, verify the recall status by VIN at nhtsa.gov/recalls before assuming the flash was done.
The 2003-2009 Ram instrument clusters are known to fail from cold solder joints and cheap internal stepper motors that degrade under heat and vibration. Owners see erratic or stuck speedometer/tachometer, dead or wildly wrong fuel and temperature gauges, a dim or dead gear-position/odometer display, and fading backlighting. It is a top high-mileage electrical complaint.
Common Symptoms
Speedometer/tachometer erratic, stuck, or dead
Fuel or temperature gauge reads wrong
Dim or dead odometer/gear-indicator display
Backlighting flickers or goes out
Multiple gauges drop out together
How to Fix
Run the self-test (hold the trip/odometer button while turning key to RUN — gauges should sweep). Fix is a cluster rebuild: re-solder the board and replace the X27 stepper motors and backlight LEDs (specialist shops like Circuit Board Medics / Auto Tech Rescue rebuild the original for ~$150-$350). Avoid used clusters, which use the same failure-prone parts and need odometer/VIN reprogramming.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
2002-2009 Ram truck instrument-cluster mail-in repair service
2002-2009 Dodge Ram 1500/2500/3500/4500 original instrument cluster; within this issue use 2003-2009. Review exclusions for no-communication, prior damage, odometer correction and physical damage before ordering.
A large number of 2025 RAM 1500 owners (especially Hurricane-equipped trucks) report repeated dead 12V batteries from a parasitic draw where body/comfort modules and proximity sensors fail to enter sleep mode after shutdown. Owners describe waking to a no-start, low system voltage, infotainment freezes, and wireless-charge pads that stay warm. One Texas owner documented an '11.7V death spiral' at under 4,000 miles, with dealers initially finding 'no fault.' Stellantis addresses it with a body-control-module software reflash TSB to force the affected modules to sleep. This is distinct from the older TIPM failure already covered — it is a 5th-gen DT software/electrical-architecture issue on the newest trucks.
Have the dealer apply the BCM/electrical-system software update that corrects the modules-won't-sleep condition (reported under a 2025 service bulletin). In the interim, a battery tender prevents dead-battery no-starts. If a dealer reports 'no fault found,' request the parasitic-draw software reflash specifically and have the 12V battery state-of-health load-tested, as repeated deep discharges can prematurely ruin the battery.
The rear/backup camera intermittently drops out, showing a black screen or a blue 'Camera System Unavailable' message in reverse. The most common root cause is the camera wiring harness that routes through the tailgate hinge/pivot: repeated tailgate cycling flexes and eventually chafes or partially breaks the wires, giving an intermittent signal. Loose camera connectors and Uconnect software glitches are secondary causes. It is a frequent 5th-gen (DT) complaint distinct from the full touchscreen blank-out.
Common Symptoms
Black screen in reverse
Blue 'Camera System Unavailable' message
Camera cuts in and out
Image returns after cycling tailgate/ignition
Guidelines show but no picture
How to Fix
Inspect and flex-test the camera harness at the tailgate hinge for chafed/broken conductors and repair or replace the harness section; reseat the camera connector. If wiring is good, perform a Uconnect soft reset (hold phone + voice-recognition buttons ~30s) and apply the latest infotainment software reflash. Replace the camera module if the image is still absent with good wiring and software.
5th-gen (DT) RAM 1500 trucks with the Uconnect 8.4 (and 12-inch) systems are widely reported to randomly reboot, freeze on the RAM logo, lose audio (sound cutting out every couple of seconds), and show backup-camera faults such as a blue screen, blank image, a large yellow square, or significant camera delay. Failures cluster in temperature extremes (below ~15F or above ~90F) and can occur at startup or after the system warms up. Some early trucks also had screen de-lamination/ghost-imaging hardware defects requiring radio replacement. A software update (TSB 08-003-19) was issued to address display freezing/glitches.
Screen randomly reboots or freezes on the RAM logo
Audio cuts out intermittently every couple of seconds
Backup camera shows blue/blank screen, yellow square, or long delay
Worse behavior in very cold or very hot weather
Screen de-lamination or ghost/burn-in images (early trucks)
How to Fix
Perform a Uconnect soft reset (key to RUN, then hold the volume knob and tuner knob together ~10-20 seconds) to clear a frozen screen. Have the dealer install the latest Uconnect software (per TSB 08-003-19) which addresses many freeze/reboot/camera cases. Persistent hardware faults (de-lamination, ghosting, dead camera image) require radio or camera replacement, ideally under powertrain/electrical warranty.
NHTSA 26V059 / FCA 03D establishes this identity for affected 2025-2026 RAM 1500 trucks. An improperly designed trailer-tow module can prevent trailer lights from illuminating and trailer brakes from operating, increasing crash risk. The campaign is VIN-specific and does not establish an owner-frequency count.
Common Symptoms
VIN checked for 26V059 / 03D
trailer brake and lamp operation tested
module, connector and harness condition documented
completed campaign remedy confirmed
How to Fix
Check the VIN for 26V059 / 03D and have the dealer replace the trailer-tow module free of charge. Do not tow until campaign status is known and trailer brake, brake-light and turn-signal operation has been verified with the connected trailer. Do not buy a tow module, brake controller or harness from this page; campaign eligibility, module state, connector condition, programming, current part number and VIN fitment must be established first.
Chrysler recalled 1,025,432 RAM 1500 trucks — 2019 and 2021-2024 model years — because a software malfunction in the anti-lock brake system control module can disable the electronic stability control system, making the trucks non-compliant with FMVSS 126. This is a distinct campaign and a distinct root cause from the front wheel hub encoder-ring recall that also kills ESC: here the ABS module's own software shuts the stability system down, so replacing wheel bearings will not resolve it and a truck can be affected by both campaigns at once. Interim letters went out October 10, 2024 with owner letters beginning September 26, 2024.
Common Symptoms
'Service Electronic Stability Control' message on the cluster
ESC and traction control telltales illuminated
Stability control does not intervene on a slippery surface
ABS warning lamp on with no wheel-speed sensor fault found
Trailer sway control unavailable
How to Fix
Have the dealer perform Recall 24V653 — an ABS control module software update, free of charge. Check the VIN at NHTSA.gov, because many 2024 trucks are also listed under the separate 24V794 encoder-ring campaign and completing one does not close the other; ask the dealer to confirm both by campaign number on the repair order. Until the reflash is done, drive as though the truck has no stability control — reduce speed on wet, loose or snow-covered surfaces and be especially careful with a trailer, where an ESC dropout removes trailer-sway mitigation as well.
The ABS/Electronic Brake Control Module (EBCM) on Ram 1500 trucks suffers internal electronic failures separate from the software-related ESC recalls. Owners report the ABS, brake, traction-control and related warning lights coming on together with stored codes such as C2200 (internal electronic failure), U0121 (lost communication with ABS module) and C2116 (pump motor fault / pump supply low voltage). C2116 in particular is a strong indicator the ABS pump/module itself has failed. The base brakes still function but ABS, stability and traction control are disabled, and the module must be VIN-programmed when replaced.
Common Symptoms
ABS, brake, and traction/stability lights illuminated together
Scan and confirm the module codes. For C2116/C2200 internal faults, the EBCM/ABS module is replaced (or sent for bench repair) and then programmed to the truck's VIN. Always check first whether the truck is covered by an active ABS-related recall or software TSB, which may fix the symptom for free. Verify proper brake-pedal feel and warning-light clearance after repair.
The Ram 1500's transmission thermal-management/oil-cooler unit is the only place where engine coolant and automatic transmission fluid pass close together. When this cooler ruptures internally, coolant and ATF cross-contaminate, producing a pink 'strawberry milkshake' in both the cooling system and the transmission. This is a serious failure: contaminated ATF degrades clutches and seals inside the ZF 8-speed and can destroy the transmission if driven on, while loss of coolant risks overheating. Owners report this occurring in the 70k-mile range and across multiple model years. It is distinct from the previously covered torque-converter shudder/harsh-shift issues because the root cause is a cooling/cross-contamination failure, not a hydraulic/valve-body or converter problem.
Common Symptoms
Pink/milky 'milkshake' in coolant reservoir
Milky or contaminated transmission fluid
Low coolant with no external leak
Overheating
Harsh shifting or slipping after contamination
Sweet coolant smell
How to Fix
Stop driving immediately if a milkshake mixture is found. Replace the failed transmission oil cooler/thermal unit (verified Mopar PN 68322494AD for 2019-2026), then completely flush the cooling system and perform repeated transmission fluid-and-filter changes (or a full flush) to purge coolant from the transmission. If clutch material is already contaminated, a transmission rebuild or replacement may be required. Verify with a road test and fluid inspection afterward.
The electronically-controlled 42RE/46RE automatics regulate shift points with a PWM governor pressure solenoid plus a governor pressure sensor/transducer in the valve body. These parts get contaminated by transmission varnish and wear out. When the sensor feedback no longer matches the commanded pressure, the PCM sets a code and drops the transmission into 'limp' mode — no overdrive, 2nd/3rd-gear start, harsh or no shifts. Extremely common on high-mileage 2nd-gen Rams.
Common Symptoms
Transmission stuck in limp mode (2nd/3rd gear only)
No overdrive / no lockup
Wrong-gear starts
Harsh or delayed shifts
Speedometer-related shift errors
How to Fix
Drop the pan and replace the governor pressure solenoid (Mopar 4617210) and the governor pressure sensor/transducer (56028196AD, supersession of 56041403AA); available together as an aftermarket kit (e.g. Hercoo/TransGo). Fresh ATF+4 and a filter at the same time. DIY parts ~$40-$120; shop job $150-$500. Confirms and clears P0748/P1757/P0868 limp-mode codes.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
1996-1999 42RE/46RE governor pressure transducer 56041403AA family
The ZF 8HP 8-speed automatic transmission can experience harsh shifting, hesitation, and jerky behavior. Some units have failed prematurely. Early model years (2013-2016) seem most affected. Multiple TSBs have been issued for software updates.
Common Symptoms
Harsh or delayed shifts
Transmission slipping
Jerky acceleration
Hesitation when accelerating
Check engine light with trans codes
How to Fix
First step: Get latest transmission software update from dealer (often free). Change transmission fluid and filter every 60,000 miles using ZF Lifeguard 8 fluid only. If problems persist, valve body replacement may be needed ($1,500-2,500). Full transmission replacement runs $4,000-6,500.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
High Confidence2,876 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
Community reported
2,100 owners
The 2019+ RAM 1500 uses the ZF 8HP75 8-speed automatic transmission which exhibits harsh shifting, delayed engagement, hesitation between gears, and rough downshifts. While the transmission itself is mechanically robust, the calibration and TCM (Transmission Control Module) programming have been problematic since launch. Stellantis has released multiple software updates via TSBs to address shift quality. TSB 21-018-22 REV.A addresses rough 1-2 upshift and 2-1 downshift. Some trucks require valve body replacement if software updates do not resolve the issue.
Common Symptoms
Harsh or jerky 1-2 upshift
Rough 2-1 downshift when stopping
Hesitation or delay when accelerating from stop
Transmission hunting between gears on hills
Clunking noise when shifting into Drive or Reverse
Delayed engagement when cold
How to Fix
First step: Visit dealer for the latest TCM software update (free under warranty). Reference TSB 21-018-22 REV.A for shift quality improvements. Perform a transmission adaptation reset after the update (dealer procedure). If software updates do not resolve the issue, valve body replacement may be needed ($800-1,500). Ensure transmission fluid is at proper level with correct Mopar ZF 8/9 speed ATF (68218925AB). Some owners report improvements after a complete fluid and filter change ($250-400).
High Confidence2,100 owner reportsLast reported by owners Feb 2026Reviewed Feb 2026
The 8-speed (ZF 8HP70 / TorqueFlite) develops a torque-converter clutch shudder felt as a vibration/judder around 30-50 mph light throttle, along with harsh downshifts, drive-engagement slam, and occasional limp mode (stuck in one gear with CEL). Root causes are degraded/aged transmission fluid and worn torque-converter clutch material, sometimes with valve-body or solenoid issues. Ram markets the trans as 'sealed/lifetime fill,' but ZF recommends fluid service every ~40-60k miles, and skipping it drives most of these complaints.
Start with a proper fluid-and-filter service using the correct ZF 8HP fluid (many shudders clear up with fresh fluid) and apply the latest transmission software/TCM updates. If shudder persists, inspect/replace the torque converter; harsh-shift or limp events may require valve-body or solenoid repair. Adopt a 40-60k-mile fluid interval rather than the 'lifetime' claim to prevent recurrence.
RAM 1500s with the ZF-based 8-speed automatic (TorqueFlite 845RE / 850RE, 8HP70/8HP75) commonly develop torque-converter clutch shudder. It feels like a slight-to-heavy vibration or 'driving over rumble strips' at part throttle and light acceleration, typically 15-50 mph as the converter approaches lock-up. Owners frequently report it around the 70,000-80,000 mile range, often tied to degraded fluid friction-modifier and/or worn/glazed torque-converter clutch material. Severe cases drop into limp mode (locked in 3rd gear with a CEL). Harsh 1-2/2-3 upshifts are also reported and are often resolved by a TCM software reflash.
Vibration/shudder at light throttle, ~15-50 mph, near converter lock-up
Harsh or clunky 1-2 and 2-3 upshifts
Burnt-smelling or dark transmission fluid
Limp mode (stuck in 3rd gear) with check engine light
How to Fix
First request all available TCM/transmission software updates (multiple TSBs/reflashes exist). A full fluid-and-filter service with the correct ZF spec fluid resolves a large share of early shudder cases. Persistent shudder after fluid/software typically requires torque-converter replacement or rebuild. Stellantis specifies long fluid intervals, but many owners service the fluid by ~60k miles preventively.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Genuine Mopar 68218925AB 8 & 9 Speed ATF, one quart
Mopar 68218925AB fluid for applicable 8- and 9-speed units; verify the owner's/service information and required quantity for the exact transmission.
The 2019+ RAM 1500 equipped with the optional four-corner air suspension system experiences compressor failures, air spring leaks, height sensor malfunctions, and control module issues. The truck may sag on one corner, fail to raise/lower, or display "Service Air Suspension System" warnings. The air compressor (Arnott P-3246) works constantly trying to compensate for leaks, eventually burning out. Cold weather accelerates air spring rubber deterioration. TSB 02-003-21 addresses air suspension height calibration issues. Individual air spring replacement costs $300-600 per corner, compressor replacement is $800-1,500, and a full system overhaul can exceed $3,000.
Common Symptoms
Vehicle sagging on one or more corners
Service Air Suspension System warning
Air compressor running constantly
Truck not raising to proper ride height
Loud compressor noise under vehicle
Uneven ride height side to side
Suspension feels bouncy or unstable
How to Fix
Diagnose with wiTECH to read air suspension fault codes and check height sensor readings. Leak test each air spring with soapy water at all seams and fittings. Check TSB 02-003-21 for height calibration procedure. Replace leaking air springs ($300-600 each, OEM Mopar 68364461AA for rear). If compressor is burned out, replace with OEM or Arnott P-3246 ($800-1,500). Some owners convert to traditional coil springs using a conversion kit ($800-1,200 for all four corners) to eliminate the air suspension entirely.
High Confidence1,820 owner reportsLast reported by owners Feb 2026Reviewed Feb 2026
Trucks optioned with the 4-corner air suspension commonly develop compressor strain and failure, air-line leaks, failed air dryer letting moisture in, and ride-height sensor faults. Symptoms include the compressor running excessively, the truck sitting low or refusing to change height, a 'Service Air Suspension' message, and cold-weather collapse when moisture freezes in the lines. Moisture contamination and small leaks that overwork the compressor are the root causes; failures are heavily documented for 2013-2020 (4th-gen) and continue on 5th-gen DT.
Common Symptoms
Truck sits low or uneven
Won't raise/lower or change ride height
Compressor runs constantly or is noisy
Service Air Suspension warning
Collapse in cold weather
Slow height response
How to Fix
Scan for suspension/ride-height fault codes and perform a leak-down/soap test on bags, lines, and fittings. Replace the compressor assembly (with integrated dryer) once it has overheated or fails to build pressure, repair or replace leaking air struts/bags and height sensors, and purge moisture. Rebuild kits and upgraded aftermarket compressors/dryers are common. Some owners convert to coil springs to eliminate the system. Keeping the dryer functional prevents cascading damage.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Luft Meister pair of DS rear air springs 68248948AA family
2013-2018 Ram 1500 DS 3.0L/3.6L/5.7L and 2019-2020 Classic 3.6L/5.7L factory air suspension; pair, 68248948AA/4877136 family. Fitment/availability: Add-to-cart live at review
4th-gen Ram 1500 front wheel bearing/hub assemblies wear out relatively early (some as low as ~50k miles), producing a humming or growling noise that rises with speed and changes with steering load. Because the wheel-speed sensor is integrated into the hub, a failing bearing frequently also sets an ABS/traction fault and light. It is one of the most common front-end noise complaints on these trucks.
Common Symptoms
Humming/growling that grows with speed
Noise changes when turning left/right
ABS or traction control light
Wheel play/looseness
Vibration through the floor
How to Fix
Confirm by road test (noise increases with speed, shifts when loading the bearing on turns) and check for play. Replace the affected front wheel bearing/hub assembly (unit-bearing with integrated ABS sensor); replace in pairs if both show wear. Torque the axle nut to spec. Some owners periodically grease through the ABS-sensor hole to extend life, but replacement is the fix once noise/ABS fault appears.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Timken HA590354 front wheel hub and bearing assembly
RAM 1500s equipped with the optional 4-corner air suspension (common on Laramie, Longhorn, Limited, Rebel) suffer recurring failures. The most common is air-bag micro-leaks (usually a rear bag) that make the compressor run continuously to keep up; the overworked compressor draws in humid air, ingests moisture that freezes in the air lines/dryer in winter, and the system collapses with a 'Service Air Suspension' message. Compressors then fail outright. Owners also report ride-height sensor faults; a software bug can falsely flag height sensors as 'stuck' (addressed by TSB 08-152-24). There have been class-action complaints over air-suspension reliability on roughly 2013-2018 trucks.
Common Symptoms
'Service Air Suspension' / 'Service Air Suspension Immediately' message
Truck sagging or sitting on the bump stops (one or more corners)
Compressor running constantly or audibly straining
Suspension collapse or won't air up in cold weather
Stuck at one ride height; height won't change
How to Fix
Diagnose for air-bag leaks first (soapy-water test on bags/fittings) before condemning the compressor, since a leaking bag is the usual root cause of compressor burnout. Replace leaking air spring(s), then the compressor/dryer assembly if it has failed. Apply the latest ride-height software/TSB (08-152-24) for false 'stuck sensor' faults. Some owners convert to a conventional coil-spring kit to eliminate the system. Dealer compressor replacement is often ~$2,500-$3,300; DIY parts can be far less.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Rear air spring (air bag) — 2019-2023 Ram 1500 DT (new body)
OEM68260938AB (earlier 68260938AA; related 68340155AA/AB)Cross-refAIRSUSFAT 68260938AA/AB rear air spring pair, VIGOR 68260938AA rear air spring, Generic 68260938AA/68260938AB/68340155AA replacement pairs ($70–$610
Listings confirm the same number across 3.6L Pentastar, 5.7L Hemi, 3.0L EcoDiesel and 6.2L supercharged,
Air-to-coil spring conversion kit (delete the air system) — 2013-2018 Ram 1500 DS
OEMArnott C-3420 (aftermarket kit; no OEM equivalent)Cross-refArnott C-3420 front and rear coil conversion kit, 13-18 Ram $850–$1400
The permanent-fix route named in the documented repair: US-made powder-coated coil springs plus matched shocks for all four corners, and an electronic bypass module that suppresses the dashboard air-suspension fault codes. Verified for t…
NHTSA 19V757 / FCA VB1 establishes this identity for affected 2014-2019 RAM 1500 and 1500 Classic trucks with the 3.0L EcoDiesel. The EGR cooler may crack, allowing pre-heated vaporized coolant into the EGR system; the mixture can combust in the intake manifold and increase fire risk. The campaign is VIN-specific and does not establish an owner-frequency total.
Common Symptoms
VIN checked for 19V757 / VB1
coolant loss and smoke or odor documented
EGR cooler and intake manifold inspected under campaign procedure
open recall and completed remedy confirmed
How to Fix
Check the VIN for 19V757 / VB1 and have the dealer replace the EGR cooler and inspect or replace the intake manifold as necessary, free of charge. If coolant loss, smoke, a burning odor or fire occurs, stop safely, shut down, exit and call emergency services when needed. Do not buy an EGR cooler or intake manifold from this page; campaign eligibility, completed remedy, current part number and VIN fitment must be established first.
The 5.7L HEMI uses cast-iron exhaust manifolds bolted to aluminum cylinder heads. The dissimilar thermal expansion rates repeatedly stress the manifold-to-head fasteners, and the rearmost bolts (commonly cylinders 7 and 8) shear off. This produces a sharp 'tick' or exhaust ticking that is loudest on cold start and quiets as the engine warms and the gap closes. It is frequently mistaken for the internal 'HEMI tick' (lifter) but is actually an exhaust leak. Owners report it commonly appearing by ~100k miles, and it is widespread across the 4th-gen (2013-2018) and 5th-gen (2019+) trucks.
Common Symptoms
Sharp ticking that is loudest on cold start, fades as engine warms
Exhaust smell in the engine bay or near the wheel well
Black soot marks near the manifold flange/gasket
Tick that does NOT track with MDS engagement (distinguishes from lifter tick)
How to Fix
Inspect the manifold flange for soot/black marks and listen with the engine cold. Repair by extracting the broken bolts/studs and replacing the manifold gaskets; many shops and owners upgrade to ARP studs (~$80) to prevent recurrence, and some replace warped manifolds. Typical professional repair runs roughly $1,000-$1,500 depending on how many bolts are seized/broken and whether extraction is difficult.
The 5.7L HEMI's factory exhaust manifold bolts/studs snap from repeated heat cycling, and the cast manifolds can warp or crack. The classic tell is a sharp tapping/ticking on cold start that quiets as the engine warms and the manifold expands to partially reseal the leak. Nearly every high-mileage HEMI develops this, often by ~100k miles. It is frequently confused with lifter tick, but the exhaust leak is loudest right after startup and diminishes as it warms.
Common Symptoms
Sharp tick/tap on cold start that fades when warm
Exhaust smell
Soot at manifold flange
Louder exhaust note
Occasional CEL from O2 readings
How to Fix
Confirm with a visual/soot inspection of the manifold-to-head flange and a cold-start listen. Extract broken bolts (often snapped flush in the head), replace the manifold gaskets, and reinstall using upgraded stainless ARP studs or a heavy-duty bolt/spring kit to prevent recurrence. Replace cracked/warped manifolds as needed. Left alone it worsens and can damage O2 sensors and reduce economy.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
ProMAXX Alan PMXA200PRO 5.7L/6.1L HEMI broken-bolt repair kit
Dodge/RAM/Jeep HEMI 5.7L and 6.1L geometry only; choose PMXA200 package contents. Not the 6.4L Chad template.
5.7L HEMI applications covered by Dorman 03309HP; exact year, body, side and build date vary, so use vehicle fitment before purchase. Fitment/availability: Add-to-cart live at review
NHTSA 22V406 / FCA Z46 covers affected 2014-2019 RAM 1500 trucks with the 3.0L diesel, while 22V767 / FCA Z96 covers affected 2020-2022 RAM 1500 trucks with that engine. High-pressure fuel-pump failure can introduce debris or cause fuel starvation and an unexpected loss of drive power. Together the campaigns support the indexed model-year span, but only VIN-selected vehicles are included and no owner-frequency count is established.
rail pressure and contamination evidence preserved
pump and downstream fuel-system scope established
How to Fix
Check the VIN for Z46 / 22V406 and Z96 / 22V767. Have the dealer replace the high-pressure fuel pump and inspect or replace additional fuel-system components as necessary, free of charge. If the engine stalls or loses power, use hazards, steer and brake to a safe location and arrange service. Do not buy a high-pressure pump, injector, rail or fuel-system kit from this page; campaign eligibility, contamination extent, completed remedy, current part number and VIN fitment must be established first.
The in-tank fuel level sending unit (float arm and variable-resistor card, part of the fuel pump module) wears out and gives false readings — commonly reading full then dropping to empty, sticking, or bouncing. On OBD-II trucks it sets P0463/P0462. It is one of the most-searched Ram gauge complaints and is separate from the instrument-cluster fault.
Common Symptoms
Gauge reads full then suddenly drops to empty
Gauge stuck on empty or full
Erratic/bouncing needle
Low-fuel light behaves incorrectly
How to Fix
Confirm the sender resistance sweep before replacing the cluster. Repair requires dropping the tank (or removing the bed) and replacing the fuel level sending unit — often done as a complete fuel pump/sender module for reliability. Avoid the cheapest unbranded senders, which frequently read wrong out of the box; use a quality module (Delphi/Spectra/Mopar). Parts $60-$250, with labor $150-$500.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Carter P74673M fuel pump and level-sender module
1994 Dodge Ram 1500 gasoline 3.9L, 5.2L or 5.9L with Carter-style module as listed; do not extend to later connector designs without exact match.
1998-2000 Dodge Ram 1500 with 26- or 34-gallon tank as listed; confirm engine, connector and OE cross-reference. Other 1998-2001 tank/engine combinations use different modules.
Agility 4011439 / Carter P76846M fuel module assembly
2007 Dodge Ram 1500 applications cross-referenced to Carter P76846M and Mopar 68004489AA; use the retailer engine selector and confirm tank capacity/OE label.
Genuine Mopar 68027917AE fuel pump and level-sender module
Selected 2008 Dodge Ram 1500 SLT/ST regular- and quad-cab 3.7L, 4.7L and 5.7L applications shown; confirm cab/bed, tank and VIN because several other 2008 modules exist.
The DT-generation Ram 1500 uses a belt-driven electric power steering (EPS) system with the assist motor and control module integrated into the rack-and-pinion. When the EPS module shorts out or the motor fails, the driver loses power assist — sometimes momentarily at startup, sometimes permanently — and the steering becomes very heavy with an 'EPS' or 'Service Power Steering' warning. Because the motor/module are not serviceable separately, a failure requires replacing the entire rack assembly. Earlier 2015-2016 trucks had a related FCA-identified circuit-board contamination defect in the EPS unit.
Common Symptoms
Sudden heavy/manual steering with loss of power assist
EPS or 'Service Power Steering' warning light
Momentary loss of assist at startup
Clunk or whine from the steering rack
Steering wander or dead spot on-center
How to Fix
Confirm with a scan tool (EPS control module fault codes) and check the 48V/12V supply and EPS connector before condemning the rack. The fix for a failed unit is replacement of the complete electric rack-and-pinion assembly and recalibration; owners report total repair bills of roughly $3,000-$4,000, often not covered once the basic/powertrain warranty expires. Keep the steering software flashed to the latest level, as some startup-only assist dropouts are resolved by an EPS software update rather than hardware.
A widely reported 5th-gen (DT) Ram 1500 complaint is a grinding, rubbing, or shuddering noise and vibration felt through the steering wheel when turning right (and sometimes left) at low speeds, typically around 8-12 mph. Inspection usually finds nothing physically contacting; the noise originates in the electric power steering assist and is felt as a 'rubbing' in the wheel. It is distinct from EPS hardware failure — the truck still steers normally, it just makes the noise.
Common Symptoms
Grinding or rubbing noise when turning right at ~8-12 mph
Vibration felt in the steering wheel during slow turns
Noise with no visible component contact
Shudder when turning from a stop
How to Fix
Ram addressed this with an EPS software update — TSB 08-137-21 (and earlier revisions) reflashes the electronic power steering module to the latest calibration, which eliminates or greatly reduces the low-speed grind for most trucks. Some dealers also apply a steering-system friction modifier. The repair is a free software flash under warranty; out of warranty it is typically a low-cost dealer reprogram. Owners should insist the truck be road-tested at the exact speed where the noise occurs since it can be hard to reproduce on a lift.
The 2019-2024 RAM 1500 (5th generation, DT) has a well-documented rear window water leak that allows water to enter the cab during rain or car washes. Water drips from the top of the rear window area, soaking the rear seat and rear floor. The issue is caused by inadequate sealing between the rear window and the cab, particularly at the upper corners. TSB 23-005-19 REV.B addresses this with an updated seal and butyl tape application procedure. If untreated, the water intrusion can cause mold, electrical issues with rear seat wiring, and corrosion of the cab structure.
Common Symptoms
Water dripping from top of rear window inside cab
Wet rear seat or rear floor after rain
Musty or mold smell inside cab
Water stains on headliner near rear window
Visible water pooling behind rear seat
Corrosion or rust under rear seat area
How to Fix
Check TSB 23-005-19 REV.B for the official repair procedure. The fix involves removing the rear window, cleaning old sealant, applying new butyl tape (Mopar 05019293AB) and urethane sealant in a specific pattern, and reinstalling the window. Some dealers also apply additional sealant at the upper corners. DIY temporary fix: Apply clear silicone sealant along the top edge of the rear window exterior ($10-20). Proper dealer repair under warranty is recommended.
High Confidence2,340 owner reportsLast reported by owners Feb 2026Reviewed Feb 2026
These Rams are widely known for rust-through at the rear wheel arches, lower quarter panels, cab corners, rocker panels, and the bed (inner bedside rusts out to the exterior on trucks through ~2006 due to poor drainage and moisture-trapping foam in the bed rails). It is severe and common enough that a large aftermarket of stamped repair panels exists specifically for these years.
Common Symptoms
Bubbling/rust-through at rear wheel arches
Holes in cab corners
Rocker panel corrosion
Bed sides rusting from the inside out
Perforation spreading from trapped debris/salt
How to Fix
Address early: treat surface rust, keep drains clear. For rust-through, cut out the affected metal and weld in reproduction panels — rear wheel-arch skins, cab-corner patches, rocker and bed patch panels (Raybuck, Mill Supply, Classic 2 Current). Prime, seal, and undercoat. DIY panels cost $30-$150 each; professional cut-and-weld with paint runs $500-$3,000+ depending on extent.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Key Parts 1994-2001 fleetside upper rear wheel-arch panel, driver side
1994-2001 regular-cab lower cab-corner panel, passenger side
1994-2001 Dodge Ram 1500 standard/regular cab, passenger side only; not Quad Cab or driver side. Fitment/availability: Direct purchase page live at review
2002-2008 regular-cab lower cab-corner panel, driver side
2002-2008 Dodge Ram 1500 two-door/regular cab, driver side only; not Quad Cab or passenger side. Fitment/availability: Direct purchase page live at review
Ram 1500 cabs leak water in through the roof-mounted third brake light, the rear cabin/sliding window, and the roof antenna base. Water tracks along a channel from the third brake light down the passenger A/C-pillar to under the seat, soaking the headliner and carpet and causing mildew and electrical shorts. On 2019-2020 trucks the encapsulated rear-window frame that bonds to the glass can crack. The problem is severe enough to be the subject of a class-action lawsuit covering 2016-2022 trucks; Chrysler issued a Feb 2021 TSB directing dealers to add a secondary seal at the third brake light.
Common Symptoms
Wet headliner after rain or car wash
Soaked passenger carpet/floor
Musty/mildew smell
Water dripping from A-pillar or dome light
Fogged interior glass
Electrical faults from moisture
How to Fix
Perform a targeted water test to identify the entry point (third brake light, rear window, or antenna). Per the TSB, remove the third brake light and add/replace the secondary foam seal and reseal with butyl. Reseal or replace a cracked rear-window encapsulation and reseal the shark-fin antenna base. Dry and treat the headliner/carpet to prevent mold, and check for corroded connectors under the passenger seat.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Genuine Mopar 68298380AH center high-mounted stop lamp
Retailer shows selected 2022-2025 Ram 1500 DT applications; within this card, scope to 2022 and confirm VIN, lighting options and current supersession. Not a 2016-2018 DS lamp.
Trucks equipped with the dual-pane panoramic sunroof commonly develop wind noise from the front edge of the glass, a rattle or knock when the body flexes, and in some cases water intrusion into the cab. The front corners of the glass panel often do not seal tightly against the weatherstrip when closed, allowing air whistle and leaks; leaks are frequently traced to sunroof drain tubes that were not correctly routed/seated in the rear cab pillars at the factory (most reported on 2019 builds).
Common Symptoms
Wind whistle/roar from front of sunroof at highway speed
Rattle or knock from the roof when the truck flexes over bumps
Water dripping onto headliner, A-pillars, or floor
Front corners of glass not sealing flush when closed
How to Fix
For wind noise/rattle, the dealer realigns and adjusts the glass panel height and replaces or repositions the weatherstrip; if adjustment fails, the sunroof track/cassette is replaced under warranty. For leaks, clear and correctly re-route the front and rear drain tubes (a frequent factory mis-installation) and verify they exit at the rocker/pillar; clogged tubes should be flushed. DIY glass realignment is possible but warranty coverage makes a dealer visit the better path while in the 3yr/36k basic warranty.
5th-gen DT Ram 1500 tailgates use a solenoid latch motor on each side. Owners report the tailgate intermittently refusing to open from the handle, key fob, or in-cab release even though the actuator can be heard clicking; many find it only opens if they push inward on the gate while pulling the release. Root causes documented by technicians include factory passenger-side latch/striker misalignment, dust accumulation from hauling dirt jamming the solenoid latches, and lack of latch lubrication on the DT design. FCA STAR Case S1808000156 addresses tailgates that fail to release or drop on request.
Common Symptoms
Tailgate won't open from handle, fob, or in-cab button
Actuator clicks but gate stays latched
Opens only when pushing inward on the gate
One side latches/releases but the other doesn't
Latch sticks in cold or dusty conditions
How to Fix
Dealers inspect striker-to-latch alignment and adjust per the STAR case, lubricate the latches, and replace a failed solenoid latch assembly under warranty when needed. As an interim workaround, pulling the release while bumping the gate inward usually opens it; the latches can also be released manually through the access panel. Keep the latches clean and lubricated, especially after hauling dirt/debris.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Genuine Mopar 68312079AM standard-tailgate latch with ajar switch
Universal automotive latch lubricant; keep off electrical contacts, trim and painted surfaces and follow label instructions. It does not repair a failed actuator or misaligned striker.
Second-gen 4WD Rams use a vacuum-operated Central Axle Disconnect (CAD) on the front axle to lock the right axle shaft when 4x4 is selected. The rubber/plastic vacuum lines become brittle and crack, the vacuum switch fails, or the CAD diaphragm/actuator ruptures — so the transfer case engages but the front axle never locks in and there's no front drive (or it won't disengage). A frequent cause of 'my 4x4 doesn't work.'
Common Symptoms
Transfer case shifts to 4x4 but no front-wheel drive
4WD won't engage or won't disengage
Grinding/no lock at the front axle
Vacuum leak / rough idle from cracked CAD lines
How to Fix
Diagnose vacuum before parts: with engine running, one line to the axle shift motor should read ~20 in-Hg and switch when the transfer case is shifted. Replace cracked vacuum lines and the vacuum switch first; replace the CAD actuator if the diaphragm is ruptured. A permanent fix is a cable-operated 4x4 Posi-Lok kit that eliminates the vacuum system. Parts $30-$200; typical repair $100-$400.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Dorman 600-202 front-axle 4WD vacuum actuator
1994-2001 Dodge Ram 1500 with applicable CAD axle shown by Dorman/JEGS; Dorman 600-202 crosses 4506116/4882682. Fitment/availability: Direct purchase page live at review
Ram 1500 rear (and sometimes front) differential pinion seals weep gear oil at the pinion flange, leaving residue on the driveshaft yoke and a wet spot at the front of the diff. The leak itself is minor, but improper repair is the bigger problem: if the pinion nut is not torqued correctly (and a fresh crush spacer used), the pinion bearing preload is wrong and a whine develops weeks later — whine on acceleration points to the pinion gear, whine on deceleration/coast points to a worn pinion bearing. Owners report the leak around 60k-70k miles and follow-on whining after a dealer reseal.
Common Symptoms
Gear oil residue on the pinion flange/driveshaft yoke
Wet front face of the rear differential
Whine that rises with speed on acceleration
Whine on coasting/deceleration
Low differential fluid level
How to Fix
Replace the pinion seal using a new crush spacer (collapsible) and torque the pinion nut to spec to set proper bearing preload; using thread-locking adhesive on the nut helps prevent re-leaks. If a whine is already present, the pinion bearing and ring-and-pinion may need inspection/replacement and a re-shim. Verify gear-oil level and use the correct spec fluid (with friction modifier for limited-slip).
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Genuine Mopar 68056356AA rear drive-pinion seal
2009 Dodge Ram 1500 Corporate 9.25 and many later 235 mm DS/Classic applications cross-referenced to 68056356AA; confirm axle tag/VIN. Do not infer fitment to every 2019-2023 DT, max-tow, TRX or front axle.
Anti-spin/clutch limited-slip axle only and only at the amount specified for the exact axle/fluid. Skip on open and electronic-locking differentials or when the approved gear oil/procedure says no separate additive.
4WD-equipped Ram 1500 trucks use an electric shift motor (encoder/gear motor) bolted to the BorgWarner transfer case to move between 2WD, 4WD-Auto, 4-High and 4-Low. The motor's internal plastic gears wear or strip, and water/road-salt intrusion corrodes the connector and motor windings, so the system fails to complete a shift. The dash shows 'Service 4WD,' the mode indicator blinks without engaging, and grinding or clicking can be heard from under the truck. A large share of Ram 4WD-engagement complaints trace to the shift motor rather than internal transfer-case damage, so it is usually a relatively affordable fix if caught early. FCA TSB 08-094-20 provides a Drivetrain Control Module (DTCM) software update for 2016-2020 trucks with this symptom.
Common Symptoms
'Service 4WD' warning message
4WD will not engage or disengage
Mode indicator blinks but never locks in
Grinding or clicking under the truck when shifting modes
Stuck in 2WD or stuck in 4WD
How to Fix
Scan for transfer-case/DTCM codes and check the connector for corrosion first. Apply the DTCM software update (TSB 08-094-20) if applicable. If the motor's gears are stripped or windings are open, replace the transfer case shift/gear motor (verified Mopar PN 68450803AA for 2019-2025 DT; actuator 68369691AD) and reprogram if required. Keep the connector clean and protected from salt; for trucks used in snow/off-road, periodic inspection prevents being stranded in the wrong mode.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Genuine Mopar 68089746AC transfer-case actuator
Confirm VIN, case tag and connector because the catalog also covers HD trucks and not every 1500 configuration.
The front-mounted A/C condenser on 4th- and 5th-gen Ram 1500 trucks develops refrigerant leaks from corrosion and tiny pinholes, sometimes because units were not built to specification. Once refrigerant escapes, the system blows warm and the compressor can stop cooling or shut down to protect itself. FCA issued a warranty extension covering some condensers that were not manufactured to spec (this coverage specifically excludes rock/road-debris impact damage). Owners report oily residue on the condenser fins and progressively weaker A/C, especially in hot weather.
Common Symptoms
A/C blows warm or only cools intermittently
Gradual loss of cooling performance over a season
Oily refrigerant residue on condenser fins or under the front of the truck
Compressor cycling rapidly or not engaging
Needs frequent recharges
How to Fix
Have the system leak-tested (UV dye or electronic sniffer) to confirm the condenser as the source versus a hose, O-ring or compressor. If the truck qualifies for the manufacturing-defect warranty extension, the condenser may be replaced at no/low cost; otherwise replace the condenser (verified Mopar PN 68322495AB / 68312697AC for 2019-2024 DT), evacuate and recharge the system, and verify with a pressure/leak test. Add a condenser guard if impact damage is a concern.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
The plastic-geared HVAC blend-door actuators behind the dash strip their gears over time, producing a repetitive clicking or knocking from behind the glove box or center dash and temperature control problems such as one side blowing hot while the other blows cold, or no heat/AC on one zone. A secondary, related cause on these trucks is the factory housing sealant 'melting' into a black sticky residue that makes the blend doors stick, plus heater-core sediment that restricts the driver-side fingers. It is a common, lower-cost comfort complaint but a frequent search/repair item.
Common Symptoms
Clicking/knocking noise from behind the dash or glove box
One side blows hot, the other cold (dual-zone)
No heat or no AC on one side
Temperature does not change when adjusting the dial
Airflow stuck on certain vents
How to Fix
Confirm with a scan tool / actuator calibration which actuator is failing (there are multiple behind the glove box and dash). Replace the failed blend-door actuator (verified Mopar PN 68396062AB for 2019-2022); if the door is stuck from melted sealant or the heater core is restricted, the HVAC housing must be serviced or the heater core replaced. Recalibrate the HVAC system after replacement.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Ram 1500 5.7L HEMI trucks commonly throw P0420 (Catalyst System Efficiency Below Threshold, Bank 1) and P0430 (Bank 2). On these engines the most frequent true cause is not a worn catalyst but an exhaust leak — a cracked exhaust manifold or broken manifold bolts (the same source as the cold-start tick) — which lets the downstream O2 sensor read incorrectly, or a failing downstream O2 sensor itself. The actual catalytic converter can also degrade with age/oil contamination. Because the converter is expensive, misdiagnosis leads owners to replace the cat unnecessarily before ruling out manifold leaks and O2 sensors.
Common Symptoms
Check engine light with P0420 and/or P0430
Cold-start ticking (exhaust manifold leak)
Slightly reduced fuel economy
Sulfur/rotten-egg exhaust smell
Failed emissions test
How to Fix
Before replacing the catalytic converter, inspect for exhaust manifold cracks/broken bolts and test the upstream and downstream O2 sensors; check for any PCM software update addressing catalyst-monitor sensitivity. Repair manifold leaks and replace a lazy downstream O2 sensor first. Only replace the catalytic converter once leaks and sensors are confirmed good. Address any underlying rich-running cause (MAF, fuel trim) so a new cat is not damaged.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
NTK downstream oxygen sensor
2003-2014 5.7L Dodge/Ram 1500 rear/downstream applications listed; confirm bank, connector, transmission and emissions package.
A very common check-engine complaint is EVAP 'small leak' codes P0456/P0442 (and sometimes P0455). On 2013-2020 trucks the usual culprits are the Evaporative System Integrity Monitor (ESIM) pump on the charcoal canister or a failed purge valve; on 2019+ capless-filler trucks the capless fuel-filler seal or the purge valve is the frequent cause. It won't harm the drivetrain but fails emissions testing and is a high-frequency search among owners.
Common Symptoms
Check engine light
P0456/P0442 stored codes
No driveability change
Occasional faint fuel smell
Failed emissions/state inspection
How to Fix
Do not just clear the code — smoke-test the EVAP system to pinpoint the leak. Replace the ESIM (an inexpensive DIY on the canister) or the purge valve if it fails to hold vacuum, and inspect/replace the capless fuel-filler seal on 5th-gen trucks. Verify the gas cap/filler seals and check EVAP lines for cracks. Re-run the EVAP monitor to confirm the repair.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Genuine Mopar 04861959AD evaporative system integrity module
Live page is configured to a 2016 Ram 1500 Tradesman 5.7L and lists 04861959AD; confirm year, engine, canister design and VIN.
The 2019-2024 RAM 1500 dashboard develops cracks, warping, and deformation, particularly in hot climates. Cracks commonly appear near the defroster vents, along the passenger side airbag seam, and around the center console area. The issue is attributed to UV exposure and thermal cycling degrading the dashboard material. Vehicles parked outdoors in southern states (AZ, TX, NV, FL) are most affected. While primarily cosmetic, cracks near the passenger airbag seam could theoretically affect airbag deployment. Dashboard replacement costs $1,500-2,500+ at the dealer.
Common Symptoms
Visible cracks on dashboard surface
Dashboard warping or bubbling near defroster vents
Cracking along passenger airbag seam
Sticky or tacky dashboard surface in heat
Rattling sounds from warped dashboard panels
Gaps forming between dashboard sections
How to Fix
If under warranty (3yr/36k bumper-to-bumper), request dashboard replacement from dealer. Document the cracks with dated photos. For out-of-warranty vehicles, dashboard cover/mat ($40-80) prevents further UV damage and hides existing cracks. Full dashboard replacement is $1,500-2,500 at dealer. Some owners have successfully obtained goodwill coverage from RAM/Stellantis customer service for this issue. Use a windshield sun shade to prevent further UV damage.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Covercraft Original DashMat 2211-00-47 grey dash cover
2019-2024 Ram 1500 DT without head-up display; not Ram 1500 Classic. Never obstruct the passenger-airbag deployment seam, vents, sensors or defroster outlets.
Medium Confidence980 owner reportsLast reported by owners Feb 2026Reviewed Feb 2026
Owners of 5th-generation (2019+) RAM 1500 trucks with the dual-panel panoramic sunroof report water leaking into the cab — typically dripping from the middle seam where the two glass panels meet or onto the headliner — most commonly traced to drain tubes that were not correctly seated in the rear cab wall (concentrated in early 2019-2020 builds). A separate complaint is a persistent rattle/creak from the front passenger corner of the sunroof where the panels meet. Unaddressed leaks can wet the headliner and reach electrical connectors. This is an interior/water-intrusion issue separate from the rear-window leak already in our data.
Common Symptoms
Water dripping from sunroof seam
Wet headliner
Water on floor
Rattle or creak from sunroof
Wind noise from roof
How to Fix
Have the dealer or a body shop inspect and reseat/clear the sunroof drain tubes (front and rear) and confirm they route into the rear cab wall correctly; blocked or disconnected tubes are the most common leak cause. For rattles, the sunroof glass alignment/shims and seal can be adjusted. After any leak, dry the headliner and check nearby electrical connectors for corrosion. Many repairs are covered under the 3yr/36k basic warranty.
The mechanical, belt-driven water pump on the Ram 1500 is a long-standing weak point across Chrysler products. The shaft seal and bearing wear, and coolant begins seeping from the weep hole at the bottom of the pump. Failures are reported across a wide mileage range, from as low as ~33,000 miles on some 2022 trucks to well over 150,000 miles, and the issue has recurred for many model years. If ignored, a failing pump can lead to coolant loss and overheating, which on pre-2009 HEMIs is also a trigger for the dropped-valve-seat failure. A worn serpentine belt or tensioner can shorten pump life.
Common Symptoms
Coolant dripping from the weep hole at the front of the engine
Low coolant level / repeated top-offs
Coolant smell or puddle under the front of the truck
Whining or grinding from the pump bearing
Temperature gauge climbing
How to Fix
Replace the water pump (and inspect/replace the thermostat, gasket, belt and tensioner as needed) at the first sign of weep-hole seepage or bearing noise. Use a quality OEM/enhanced pump; the revised Mopar 'enhanced' water pump (verified PN 68346916AB; alt 68346915AA) addresses earlier seal weaknesses. Pressure-test the cooling system after replacement and refill with the correct OAT coolant.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Genuine Mopar 68346912AC DS/Classic 5.7L water pump
2011-2020 Ram 1500 5.7L and 2021-2024 Ram 1500 Classic 5.7L shown; confirm VIN/build because inlet/sensor configurations vary.
Genuine Mopar 68163849AB 50/50 OAT coolant, one gallon
Mopar 10-year/150,000-mile OAT 50/50 branch; verify current supersession and the truck manual/current fill. Do not mix with HOAT or unspecified universal coolant.
Owners of late-DS and 5th-gen (DT) Ram 1500 trucks report premature paint and clear-coat failure — peeling, flaking, and bubbling — most often starting on the color-matched bumpers but also seen on hoods, roofs, and other exposed panels, frequently within 2-3 years or under ~30k miles. Owners and paint specialists attribute it to thin factory paint/clear-coat film build (some trucks measured well below typical thickness) and a paint-formula change around 2017-2019. The result is delamination of the clear coat exposing primer and accelerating corrosion of the underlying surface.
Common Symptoms
Clear coat peeling or flaking off bumpers
Paint bubbling or blistering on hood/roof
Primer or bare surface showing through
Premature chipping/softness of paint at low mileage
How to Fix
There is no recall; remedy is a paint-warranty claim (Stellantis basic paint coverage is 3yr/36k) or goodwill repaint of the affected panel/bumper — get it documented early before it spreads. Out of warranty, the fix is professional sanding/refinishing of the affected panel; a single bumper or panel repaint typically runs $300-$900, more for a hood or roof. Owners should photograph and report peeling as soon as it appears to strengthen a warranty/goodwill case.
Chrysler (FCA US, LLC) is recalling certain 2024-2026 Jeep Wagoneer S, 2025-2026 Ram 1500 Pickup, Ram 2500 Pickup, Ram 3500 Pickup, Ram 3500 Cab Chassis, Ram 4500 Cab Chassis, Ram 5500 Cab Chassis, and 2026 Jeep Cherokee vehicles. Due to an improperly designed trailer tow module, the trailer lights may fail to illuminate and the trailer brakes may fail.
Campaign #26V05900002/02/2026
EXTERIOR LIGHTING:HEADLIGHTS
Chrysler (FCA US, LLC) is recalling certain 2026 Ram 1500 vehicles. The headlight wiring may cause the parking lights and daytime running lights to flicker on and off, or fail. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 108, "Lamps, Reflective Devices, and Associated Equipment."
How much does it cost to fix common RAM 1500 problems?
Repair costs for known RAM 1500 issues range from $0 to $14,000, depending on the specific problem and whether you choose DIY or professional repair. The most critical issue, TIPM (Totally Integrated Power Module) Failure, typically costs $50-$1,200 to repair. Au7o provides step-by-step DIY maintenance guides that can help reduce repair costs.
What year RAM 1500 is the most reliable?
Reliability varies across model years of the RAM 1500. Based on documented issues, problems are most commonly reported in earlier model years. Au7o recommends checking the specific known issues for your target year before purchasing, and having a pre-purchase inspection performed by a qualified mechanic. Our known issues database covers the 1994-2026 RAM 1500 with 72 documented issues documented across 16,977+ owner reports.
What is the 2009-2016 RAM 1500 TIPM (Totally Integrated Power Module) Failure?
The TIPM controls most electrical functions and commonly fails, causing erratic behavior. The fuel pump relay inside the TIPM is particularly prone to failure, resulting in no-start conditions. Horn honking randomly, headlights flickering, and wipers activating on their own are c… Repairs typically run $50-$1,200. Severity: high.
What is the 2009-2019 RAM 1500 HEMI Lifter/Camshaft Failure?
The 5.7L HEMI engine with Multi-Displacement System (MDS) can experience premature lifter and camshaft wear. The MDS deactivation lifters are prone to failure, causing ticking, misfires, and in severe cases, camshaft lobe damage. This issue has led to class action lawsuits. Repairs typically run $200-$5,500. Severity: high.
What is the 2019-2025 RAM 1500 Four-Corner Air Suspension System Failure?
The 2019+ RAM 1500 equipped with the optional four-corner air suspension system experiences compressor failures, air spring leaks, height sensor malfunctions, and control module issues. The truck may sag on one corner, fail to raise/lower, or display "Service Air Suspension Syste… Repairs typically run $300-$3,000. Severity: high.
What is the 2025-2026 RAM 1500 Digital Instrument Cluster Goes Blank at Startup or While Driving (Recall 25V826 / 26V225)?
NHTSA campaigns 25V826 and 26V225 establish this identity for VIN-selected 2025-2026 RAM 1500 trucks. A software error can leave the instrument-panel display blank or unable to show safety information such as gear selection and warning lamps. The campaigns use different complianc… Severity: high.
What is the 2014-2022 RAM 1500 EcoDiesel Fuel Pump Failure / Stalling?
NHTSA 22V406 / FCA Z46 covers affected 2014-2019 RAM 1500 trucks with the 3.0L diesel, while 22V767 / FCA Z96 covers affected 2020-2022 RAM 1500 trucks with that engine. High-pressure fuel-pump failure can introduce debris or cause fuel starvation and an unexpected loss of drive… Severity: high.
What is the 2025 RAM 1500 Front Wheel Bearing Encoder Ring Damage Disables Electronic Stability Control (Recall 24V794)?
NHTSA 24V794 / FCA 97B establishes this identity for affected 2025 RAM 1500 vehicles. Damaged front-wheel-hub encoder rings can disable electronic stability control and cause an FMVSS 126 noncompliance. The remedy is VIN-specific inspection and front wheel bearing/hub replacement… Severity: high.
What is the 2025-2026 RAM 1500 Trailer Tow Module Defect — Trailer Brakes and Lights May Not Work (Recall 26V059)?
NHTSA 26V059 / FCA 03D establishes this identity for affected 2025-2026 RAM 1500 trucks. An improperly designed trailer-tow module can prevent trailer lights from illuminating and trailer brakes from operating, increasing crash risk. The campaign is VIN-specific and does not esta… Severity: high.
What is the 2024-2025 RAM 1500 Low-Speed Stall With Automatic Shift-to-Park and Electric Parking Brake Engagement (Battery Warning, 'Reduced Battery Capacity')?
A repeating and clearly-defined complaint pattern on 2024-2025 RAM 1500 trucks with the 48V eTorque mild hybrid: at low speed — pulling out of a driveway, rolling in stop-and-go traffic, backing up, or the moment auto stop/start releases — the engine cuts out, the transmission in… Repairs typically run $300-$1,800. Severity: high.
What is the 2015-2023 RAM 1500 Electric Power Steering (EPS) Rack Failure / Loss of Assist?
The DT-generation Ram 1500 uses a belt-driven electric power steering (EPS) system with the assist motor and control module integrated into the rack-and-pinion. When the EPS module shorts out or the motor fails, the driver loses power assist — sometimes momentarily at startup, so… Repairs typically run $1,800-$4,000. Severity: high.
What is the 2014-2023 RAM 1500 3.0L EcoDiesel Bottom-End Failure — Spun Main/Rod Bearing and Broken Crankshaft?
The 3.0L EcoDiesel V6 suffers documented bottom-end failures: the main bearings (most common) and connecting-rod bearings wipe out, dropping oil pressure to the rods, spinning a rod bearing and sometimes snapping the crankshaft if driven on. Factory main-bearing clearances are ve… Repairs typically run $6,000-$14,000. Severity: high.
What is the 1994-2001 RAM 1500 5.2L/5.9L Magnum Intake Manifold Plenum Pan Gasket Failure (Oil Burning, Misfire, Cat Damage)?
On Magnum-engine Rams the intake manifold has a stamped-steel plenum pan sealed to the aluminum manifold by a one-piece gasket. Because steel and aluminum expand at different rates, the gasket tears over time and lets engine oil from the lifter valley get drawn into the intake pl… Repairs typically run $150-$600. Severity: high.
What is the 2011-2018 RAM 1500 TIPM Internal Fuel Pump Relay Failure (Crank-No-Start, Stalling, Fuel Pump Runs With Key Off)?
The Totally Integrated Power Module (TIPM) contains a fuel-pump relay soldered to its circuit board. When it fails it cuts power to the fuel pump, causing a crank-no-start that mimics running out of gas, or a sudden stall while driving; sometimes the pump keeps running with the k… Repairs typically run $100-$1,200. Severity: high.
What is the 2025 RAM 1500 ADAS Blackout — 'Auto Emergency Braking Unavailable' and 'Blind Spot Unavailable, Service Required' With Adaptive Cruise Loss?
2025 RAM 1500 owners report a repeating simultaneous loss of the driver-assistance suite: automatic emergency braking, forward collision warning, adaptive cruise control, blind-spot monitoring, lane-keep assist and parking collision alerts all fail together and put 'Service Requi… Repairs typically run $400-$1,600. Severity: high.
What is the 2024-2026 RAM 1500 Second-Row Seat Belt Buckle Anchors Not Attached to the Body Structure (Recall 26V495 / 67D — 1.27 Million Trucks)?
Chrysler recalled 1,271,294 RAM 1500 pickups covering model years 2019 through 2026 because the second-row seat belt buckle anchors may have been improperly installed — the buckle anchor was not attached to the body structure as designed. In a crash the anchor can pull free and t… Repairs typically run $0-$0. Severity: high.
What is the 2024 RAM 1500 ABS Control Module Software Fault Disables Electronic Stability Control (Recall 24V653 / 1.03 Million Trucks)?
Chrysler recalled 1,025,432 RAM 1500 trucks — 2019 and 2021-2024 model years — because a software malfunction in the anti-lock brake system control module can disable the electronic stability control system, making the trucks non-compliant with FMVSS 126. This is a distinct campa… Repairs typically run $0-$0. Severity: high.
What is the 2025-2026 RAM 1500 Headlights, Parking Lights and DRLs Flicker Off or Fail — Headlight Wiring and Headlight Module Software (Recalls 26V421 and 24V942)?
Two separate FMVSS 108 non-compliance recalls cover exterior lighting failure on the current-generation RAM 1500. Recall 24V942 (FCA D4B, 53 units) addresses 2025 trucks built with incorrect headlight module software that can render the headlights inoperative. Recall 26V421 (FCA… Repairs typically run $0-$0. Severity: high.
What is the 2014-2021 RAM 1500 ABS / Electronic Brake Control Module Internal Failure (C2116 Pump Supply, Brake/ABS Lights)?
The ABS/Electronic Brake Control Module (EBCM) on Ram 1500 trucks suffers internal electronic failures separate from the software-related ESC recalls. Owners report the ABS, brake, traction-control and related warning lights coming on together with stored codes such as C2200 (int… Repairs typically run $350-$1,500. Severity: high.
What is the 2014-2019 RAM 1500 EcoDiesel 3.0L EGR cooler cracks and can cause intake-manifold fire (NHTSA Recall 19V-757)?
NHTSA 19V757 / FCA VB1 establishes this identity for affected 2014-2019 RAM 1500 and 1500 Classic trucks with the 3.0L EcoDiesel. The EGR cooler may crack, allowing pre-heated vaporized coolant into the EGR system; the mixture can combust in the intake manifold and increase fire… Severity: high.
What is the 2013-2022 RAM 1500 Power Tailgate Unlatches and Opens While Driving (Recall)?
Three NHTSA campaigns establish two VIN-bounded mechanisms under this frozen identity. NHTSA 18V486 / FCA U74 and 19V347 / FCA V44 cover specified 2013-2018 RAM 1500 bed, build-date and power-locking-tailgate configurations in which a tailgate-actuator limiter tab may fracture an… Severity: high.
What is the 2013-2023 RAM 1500 Internal Transmission Oil Cooler Failure Mixing Coolant and ATF ('Strawberry Milkshake')?
The Ram 1500's transmission thermal-management/oil-cooler unit is the only place where engine coolant and automatic transmission fluid pass close together. When this cooler ruptures internally, coolant and ATF cross-contaminate, producing a pink 'strawberry milkshake' in both the… Repairs typically run $400-$5,000. Severity: high.
