Used Ram 1500 4th Gen (2009-2018): Buyer's Guide

The 2014-2016 Ram 1500 EcoDiesel had defeat device software that cheated federal emissions tests. Fiat Chrysler settled the resulting class action for $307.5 million. Every affected truck was supposed to receive an Approved Emissions Modification (AEM) software update plus a 10-year/120,000-mile extended warranty on emissions components. Not every truck did. When you're buying a used EcoDiesel, that distinction is the first thing to verify.

That's one problem on one powertrain. The 5.7L Hemi has a different one: the MDS cylinder deactivation system can grind the camshaft into scrap. The RamForumZ thread on cam/lifter failures ran past 52 pages. Repair cost starts at $3,500.

The 4th gen Ram 1500 (DS platform, 2009-2018) is one of the most common half-ton trucks in the used market. The coil-spring rear suspension, towing capacity, and interior space are all genuine strengths. The powertrain research is mandatory before you hand over money.

This Generation at a Glance

The DS platform launched in 2009 with the most significant upgrade the Ram 1500 had seen in years: coil-spring rear suspension replaced the leaf springs used by the F-150 and Silverado, giving the Ram the best ride quality of any half-ton pickup. That distinction still holds.

The 2013 model year was the more meaningful change within this generation. Ram replaced the aging 3.7L V6 and 4.7L V8 with the new 3.6L Pentastar V6 (305hp, up 95hp from the old V6), added available 4-corner air suspension, and swapped the 5-speed automatic for a ZF-sourced 8-speed. The 3.0L EcoDiesel arrived for 2014. The 2017 update brought a new front fascia and Apple CarPlay.

The platform ran through 2018 as the primary Ram 1500, then continued as the "Ram 1500 Classic" through 2024 — the same truck with a badge change.

See 2013 | 2014 | 2015 | 2016 | 2017 | 2018

Powertrain and Trim Breakdown

5.7L Hemi V8 (2009-2018)

The Hemi is the reason most people buy a Ram 1500. 395 horsepower, 410 lb-ft of torque, a sound unlike any other half-ton engine, and 200,000-mile longevity stories throughout RamForumZ. It's also the powertrain with the most expensive single failure mode.

The MDS Problem

The Multi-Displacement System shuts off cylinders 1, 4, 6, and 7 at light throttle to improve fuel economy. The deactivation lifters in those four positions receive reduced oil pressure when the cylinders go dormant. When a lifter's roller bearing seizes from oil starvation, it stops rolling and starts dragging against the camshaft lobe. The lobe is machined into the camshaft itself. Once the lobe is ground down, the cam comes out.

The RamForumZ cam/lifter failure thread ran past 52 pages of confirmed owner failures. Symptoms start as a rhythmic tick that follows engine RPM and doesn't fade at operating temperature. Eventually it triggers a single-cylinder misfire code, most commonly P0304. Repair at a dealer: $3,500-$5,000. Independent shop: $2,000-$3,500. The fix involves replacing the cam, all 16 lifters, and typically a disablement of MDS via aftermarket tune and hardware kit ($600-$1,200 as a preventive measure for buyers who want to avoid the failure entirely).

Ram issued technical service bulletins but never a recall. The failure is not routinely covered under powertrain warranty unless you can document oil starvation during normal use.

Pre-2013 vs Post-2013 Hemi

The 2009-2012 Hemi paired with a 5-speed automatic (65RFE). Starting with the 2013 refresh, the same engine got the ZF 8-speed. The 8-speed improves fuel economy by 1-2 combined MPG and makes a noticeable difference in highway driving. Pre-2013 Hemis are capable; post-2013 Hemis are distinctly better.

MDS Delete: What It Means

Many Hemi owners proactively delete MDS before failure occurs. An MDS delete on a truck in the used market is not a red flag. It's often a sign the owner did their research. Ask for the shop invoice. A tune from a known shop (DiabloSport, HP Tuners) with documented MDS disable is neutral to positive. An undocumented tune with no paperwork is worth asking about.

3.6L Pentastar V6 (2013-2018)

The 3.6L Pentastar is the least talked-about powertrain in this generation. That's its main feature. It produces 305hp (more than the old 4.7L V8 it replaced), pairs with the 8-speed automatic, and has a significant reliability advantage over both the Hemi and the EcoDiesel.

The Pentastar handles light towing (6,890 lb capacity), gets 20 combined MPG, and avoids the MDS failure risk entirely. Forum consensus on RamForum.com consistently positions it as the low-maintenance choice for buyers who want a Ram without the Hemi's cost exposure.

Known Issues

Early 2013-2014 Pentastar units had a cam phaser cold-start chatter, documented in Allpar Forums and addressed via a PCM software update at dealers. The chatter sounds like a brief valve train noise on initial startup that disappears within 30 seconds. Trucks that received the PCM update under warranty are quiet. Some that weren't updated still make the noise.

VVT cam phaser hardware failures exist in the Pentastar's broader product family (Chrysler 200, Pacifica) but are significantly less common in the truck application. Chrysler refined the phaser design over the production run; 2016-2018 trucks have fewer documented VVT complaints than 2013-2015.

At high mileage (100,000+), oil cooler deposits and rocker arm wear appear in owners with deferred oil changes. The Pentastar handles 7,500-mile synthetic intervals well. Extended intervals past 10,000 miles are where wear concentrates.

3.0L EcoDiesel V6 (2014-2018)

The EcoDiesel arrived in 2014 with specifications that looked compelling: 420 lb-ft of torque, 23-24 combined MPG, competitive towing capacity. The real-world ownership record is more complicated, and it splits by model year.

2014-2016: The Emissions Settlement

In January 2017, the EPA accused Fiat Chrysler of using undisclosed software that allowed excess NOx emissions in 2014-2016 Ram 1500 and Jeep Grand Cherokee EcoDiesel vehicles. A $307.5 million class action settlement followed ($280 million from FCA, $27.5 million from Bosch). Current owners of 2014-2016 EcoDiesel trucks were entitled to an Approved Emissions Modification (AEM), a mandatory software update, plus a 10-year/120,000-mile extended warranty on major emissions components: the DPF, DPF differential pressure sensor, and EGR system.

The AEM warranty is transferable to used buyers. Before purchasing any 2014-2016 EcoDiesel, verify that the AEM was completed and confirm the warranty transfer. A truck with the AEM documented gets a meaningful emissions warranty chain. One without that documentation has no factory coverage on the most expensive failure points.

2017-2018 EcoDiesel: Post-Settlement

The 2017 and 2018 EcoDiesels were not covered by the 2014-2016 settlement but carry the same mechanical package. Several failure modes apply across all EcoDiesel years:

• EGR Cooler: Susceptible to thermal fatigue. When micro-cracks develop, coolant leaks into the DPF. A separate EcoDiesel EGR cooler lawsuit settlement was reached in 2025. Replacement cost: $1,000-$2,500.
• DPF (Diesel Particulate Filter): Short-trip city driving prevents DPF regeneration. A clogged DPF triggers P2002 and eventually limp mode. Replacement: $1,500-$3,500, or cleaning service.
• DEF (Diesel Exhaust Fluid): Requires topping off approximately every 5,000 miles. DEF heater failures in cold climates are documented extensively on RAM1500Diesel.com. When the heater fails, the truck counts down remaining miles before it refuses to restart.
• Oil Cooler: Less frequent than EGR issues, but coolant contamination via the oil cooler is a documented failure mode.

The EcoDiesel makes financial sense for highway-heavy drivers who maintain DEF, service the EGR system, and do the oil changes on schedule. For buyers who primarily drive short city trips, the DPF will clog. The 3.6L Pentastar is the better choice for mixed use.

3.7L V6 and 4.7L V8 (2009-2012)

Both were dropped with the 2013 refresh.

The 3.7L V6 (210hp) was a fleet workhorse. Valve seat issues at very high mileage, exhaust manifold bolt failures, and inadequate output for real truck work make it a hard sell. These trucks are priced low for a reason.

The 4.7L V8 (310hp) carries the same exhaust manifold bolt failure risk and lacks the power and fuel economy of the Pentastar that replaced it. For the same price, a 5.7L Hemi from 2009-2012 is the better truck.

If you're buying pre-2013, the only powertrain worth pursuing is the 5.7L Hemi.

Trim-Specific Notes

The 4th gen Ram 1500 ran from Tradesman at the bottom to Laramie Limited at the top, with Express, SLT, Sport, Big Horn, Outdoorsman, Lone Star, Laramie, and Laramie Longhorn in between.

Air Suspension Trims (Laramie, Laramie Longhorn, Laramie Limited)

The 4-corner active air suspension became available starting with the 2013 refresh, limited to upper trims. It's a genuine ride quality upgrade over the already-excellent coil spring setup. The failure pattern is documented and expensive.

When one air bag fails, the compressor runs continuously trying to maintain ride height. Continuous operation fails the compressor. Replacing the air bags ($300-$700 each) and compressor ($300-$1,300 in parts) in the same visit happens regularly. Total dealership cost for a full system failure: $5,000-$8,000. One documented case at a Ram dealer put a full air suspension repair at $10,000; the owner paid $200 because he had an extended warranty. Without coverage, that system is a significant cost exposure. Many owners convert to coil springs when the air system fails ($800-$1,500 for a quality conversion kit).

Rebel (2015+)

The Rebel launched in 2015 with a specific off-road suspension tune, 1 inch of lift, skid plates, and all-terrain tires. Available with the 5.7L Hemi only. The suspension tune is different from other DS trucks and has its own set of leveling kit compatibility considerations if you're modifying.

Infotainment: What Version Do You Have

Tradesman and Express shipped with a 5-inch Uconnect. SLT and above got the 8.4-inch. CarPlay and Android Auto arrived in 2017. If you want native wireless connectivity without an adapter, your search starts with a 2017 or 2018 truck. The 8.4-inch screen on 2018 models developed documented delamination where the touchscreen visually separates or develops dead zones. Replacement runs $500-$1,100.

Which Model Years to Target

Why 2013 Was the Real Dividing Line

Pre-2013 DS trucks and 2013-2018 trucks are fundamentally different propositions. The Pentastar V6 alone is a better engine than both the 3.7L and 4.7L it replaced. The 8-speed makes the Hemi meaningfully better on the highway. If pre-2013 trucks are in your price range, spending an extra $2,000-$4,000 to reach a 2013+ is usually worth it.

The 2017 Sweet Spot

The 2017 Ram 1500 earns the consensus recommendation within this generation. The 8-speed is now four years into production and fully calibrated. CarPlay and Android Auto are standard. RepairPal rates 2017 as the highest-reliability DS platform year, with a 4.0/5.0 score. Forum threads consistently note fewer transmission and electrical complaints than 2013-2015. The 2018 is nearly identical but adds Uconnect screen concerns on some trucks.

The Ram 1500 Classic: The Hidden Trap

When Ram launched the 5th gen (DT platform) in 2019, they kept building the DS platform as the "Ram 1500 Classic" at a lower price point. These trucks ran through 2024. A 2021 Ram 1500 Classic is the same platform as a 2016 Ram 1500. No eTorque. No 12-inch Uconnect. No 5th gen safety tech. Sellers sometimes list them without the "Classic" designation. The way to avoid paying 5th gen money for a DS truck: decode the VIN before you go. The 6th digit of the VIN reads 6 or 7 on a DS platform and E or F on a DT. Count the lug nuts if you're at the truck: DS has 5, DT has 6.

Pre-Purchase Inspection Checklist

All 5.7L Hemi trucks:

• Start the engine cold before doing anything else. A tick that follows engine RPM and fades as the engine warms is usually normal exhaust manifold behavior. A tick that persists at full operating temperature, or worsens under light throttle when MDS should be active, points to lifter failure. Walk away or negotiate a minimum $3,500 repair allowance.
• Pull the oil dipstick. Brown to dark brown is expected. Black, gritty, or significantly low means deferred maintenance, which accelerates MDS failure.
• Connect an OBD-II scanner before purchase and check stored/pending codes. Any P030X misfire code on a Hemi is a priority concern.
• Ask whether MDS was deleted. Request the shop invoice. A documented delete from a reputable tuning shop is reassuring, not suspicious.

3.0L EcoDiesel trucks (2014-2016):

• Ask for AEM completion documentation before the test drive. Confirm the extended warranty was established and is transferable. This step alone separates a protected truck from an unprotected one.
• Ask about DEF service history. Trucks that ran low on DEF repeatedly stress the dosing system and DEF heater.
• Ask whether the EGR cooler has been inspected or replaced. An EGR cooler replacement in the service history means the main failure mode has been addressed.
• Cold-start smoke check: light gray or white vapor on initial diesel startup that clears quickly is normal. Heavy black smoke or persistent white smoke after warmup is not.

Air suspension trucks:

• Park the truck for 30 minutes, then look at all four corners. A dropped corner means bag failure or a leak. Start the engine and listen for the compressor. A healthy system pressurizes quickly and stops. Continuous compressor running means it's fighting a leak.
• Ask when air bags and compressor were last serviced. No service records past 80,000 miles on a truck with air suspension is a bill waiting to happen.
• Ask for coil spring conversion invoices if the original suspension was replaced. Some owners convert proactively; knowing this history matters.

DS vs. DT platform identification:

• Decode the VIN before you drive to see the truck. 6th digit 6 or 7 = DS platform. 6th digit E or F = 5th gen DT. Sellers listing 2019-2024 trucks without the "Classic" designation are more common than you'd expect.
• At the truck: count the lug nuts. DS = 5 lug. DT = 6 lug.
• Check the interior. DS Classic trucks have the older, smaller center stack. No 12-inch screen.

All DS trucks:

• Verify the rollaway recall (NHTSA Campaign 17V-821) was completed. This recall covered 2009-2017 Ram 1500 trucks with column-mounted shifters and affected over 1.4 million vehicles. Check status via VIN at /tools/recall-lookup.
• Check 8-speed transmission fluid condition on 2013+ trucks. Dark, burnt-smelling fluid on a truck over 80,000 miles without transmission service history is a deferred maintenance flag.

Running Costs

The 3.6L Pentastar has the lowest known failure cost exposure of any powertrain in this generation. The EcoDiesel has the highest fuel economy and lowest fuel cost per mile, but the widest variance in repair bills: a neglected DPF costs $1,500-$3,500, an EGR cooler replacement costs $1,000-$2,500, and those failures can compound.

The 8-speed ZF transmission (all 2013+ trucks) specifies fluid as "lifetime fill" per FCA, but ZF's own documentation and the independent shop consensus recommend a fluid and filter change every 45,000-60,000 miles. Trucks with no transmission service past 80,000 miles have a documented shudder risk; a fluid change often resolves it.

FAQ

Is the 4th gen Ram 1500 5.7L Hemi reliable? Yes, with regular oil changes and attention to the Hemi Tick. The MDS cam/lifter failure is well-documented across thousands of forum posts, but it's manageable: inspect before buying, listen for the tick, check for misfire codes. Properly maintained 5.7L Hemis routinely exceed 200,000 miles.

Which year 4th gen Ram 1500 is the best to buy? The 2017 model year is the consensus pick within this generation. The 8-speed transmission is fully calibrated after four years in production, CarPlay and Android Auto are standard, and RepairPal rates it as the most reliable DS platform year. The 2018 is nearly identical but has documented Uconnect screen delamination on some trucks.

Should I buy the Ram 1500 EcoDiesel? Only if you drive primarily on the highway. Short city trips prevent DPF regeneration and lead to expensive clogging. For mixed or city use, the 3.6L Pentastar is a better choice with fewer failure modes. If you're buying 2014-2016, confirming Approved Emissions Modification (AEM) documentation is non-negotiable before purchase.

What is the Ram 1500 Classic and how do I identify it? The Ram 1500 Classic (2019-2024) is the same DS platform sold as a budget option alongside the 5th gen DT truck. It has no eTorque, no 12-inch Uconnect screen, and no 5th gen safety systems. VIN 6th digit 6 or 7 confirms DS; the DT reads E or F. Five lug nuts also identify the DS platform. Some sellers list Classic trucks without the "Classic" label.

How many miles will a 4th gen Ram 1500 last? The 5.7L Hemi has a well-documented 200,000-mile track record when MDS lifter failure is avoided. The 3.6L Pentastar reaches similar mileage with proper oil maintenance. The 3.0L EcoDiesel has more question marks past 120,000 miles due to DEF, DPF, and EGR system costs, particularly on trucks used primarily for short trips.

Bottom Line

The 2017 Ram 1500 with the 3.6L Pentastar V6 is the low-risk pick: best-rated reliability year of the generation, no MDS exposure, 20 combined MPG, and no diesel emissions system to maintain. The 2017-2018 5.7L Hemi is the right call if you want V8 power and are willing to inspect carefully for the cam/lifter tick and check for a documented MDS delete. Avoid the 3.7L and 4.7L entirely.

Verify VINs before every purchase. The DS platform ran through 2024 as the Classic and is sometimes listed without that designation. Run every VIN through a recall check to confirm the rollaway recall was completed. CarScout members can track price drops on specific year, powertrain, and trim configurations at usecarscout.com.

Data sourced from NHTSA recalls database, EPA fuel economy data, and real owner experiences from RamForumZ.com, RamForum.com, RAM1500Diesel.com, EcoDieselRam.com, and Allpar Forums. See the full Ram 1500 market data for current pricing and inventory.