Used Ram 1500 5th Gen (2019-2024): Buyer's Guide

The 2019 Ram 1500 has 32 active recall campaigns and 1,400 NHTSA complaints on record. The 2024 Ram 1500 has 4 recalls. Same DT platform. Same coil-spring rear suspension. Same basic cab. The ownership experience diverges dramatically by model year, and by powertrain. The 5.7L Hemi with the Multi-Displacement System has a well-documented failure mode that costs $3,500 to $6,000 to fix. The eTorque Motor Generator Unit has its own failure pattern covered by a federal emissions warranty, but parts can be backordered for months. The 3.0L EcoDiesel is genuinely underrated by most buyers and has a high-pressure fuel pump recall you need to verify before signing anything. This guide covers every powertrain, every meaningful year difference, and the specific things to check before you buy.

This Generation at a Glance

Ram redesigned the 1500 from scratch for 2019 on a new DT platform. The previous generation continued as the Ram 1500 Classic (DS platform, 2019-2023) at a lower price point. They were sold simultaneously. The Classic looks similar from the outside but is a different, older truck.

The DT generation ran from 2019 through 2024. The 2025 Ram 1500 received a mid-cycle refresh with new Hurricane inline-six engines and dropped the Hemi V8 entirely, making 2019-2024 the complete span of the Hemi-era DT truck.

Mid-cycle milestones within the DT generation:

• 2019: Launch year. 32 recalls. First-year bugs across electrical, steering, and transmission systems.
• 2020: EcoDiesel returns after a 3-year absence. Recall count drops to 12.
• 2021: TRX launches (6.2L supercharged, 702hp). Recall count at 16.
• 2022: Uconnect 5 replaces 4C. Exterior refresh. Rear window leak issues less common. Quality tightens up. Last year for a non-eTorque Hemi option.
• 2023: eTorque becomes standard on all Hemi 1500s. 12.3-inch digital gauge cluster added. Last year for EcoDiesel.
• 2024: Minor updates. 4 recalls. Last Hemi year before the Hurricane engines arrived.

See Ram 1500 market data by year: 2019 | 2020 | 2021 | 2022 | 2023 | 2024

Powertrain and Trim Breakdown

5.7L Hemi V8: The MDS Problem Every Buyer Needs to Understand

The Hemi V8 is why most people buy this truck. It's a strong engine with a real towing resume: 395 horsepower, 410 pound-feet of torque, and a max rating of 12,750 pounds when properly equipped. At highway speeds it's smooth and unobtrusive. Owners who got good examples report 200,000 miles without major drivetrain work.

The problem is the Multi-Displacement System, or MDS. MDS shuts down four of the eight cylinders at light throttle to save fuel. The mechanism uses deactivation lifters that receive reduced oil flow when the cylinders are deactivated. Over time, the roller bearings in those lifters can seize. When the roller stops rolling, it grinds the cam lobe underneath it. You get a tick that follows RPM and does not fade as the engine warms up. That tick becomes a knock. Then you have a $3,500 to $6,000 repair: cam replacement, all lifters, and typically a PCM tune to disable MDS going forward.

Ram issued a Technical Service Bulletin acknowledging the issue. Ram never issued a recall.

The failure pattern shows up most often between 60,000 and 100,000 miles, though owners on 5thGenRams.com and RamForumZ.com have documented failures as early as 15,000 miles and as late as 150,000 miles. The cam/lifter failure thread on RamForumZ.com runs to 52+ pages. That's not a sample size you ignore.

Prevention: After-market MDS disabler devices (Range Technology's MDS Manager costs around $199 and plugs into the OBD-II port) prevent the cylinders from deactivating. You can also disable MDS with a tune. Keeping the truck in Tow/Haul mode also disables MDS while driving, though it resets after each restart. If you buy a used Hemi with high mileage and no MDS disabler history, budget for this repair.

eTorque note: The eTorque-equipped Hemi pairs the 5.7L with a 48-volt belt-driven Motor Generator Unit. It adds mild-hybrid torque-fill. It also adds a failure mode (see below). Before 2023, eTorque was optional. Starting with the 2023 model year, every Hemi 1500 came with eTorque. If you want to avoid the eTorque system, shop 2022 and earlier.

Exhaust manifolds: The 5.7L Hemi in the 5th gen is prone to cracking exhaust manifolds, particularly on the driver side. Symptoms are an exhaust tick that's distinct from the MDS lifter tick. Manifold replacement costs $455 to $900 at an independent shop. The 5-year/60,000-mile powertrain warranty covers it if you're still within range.

eTorque Motor Generator Unit: The Hidden Failure

The eTorque MGU is a belt-driven generator/starter that sits on the front of the engine. It adds torque at low RPM, replaces the traditional alternator, and charges a 48-volt battery pack. When it works, owners report smooth starts and a noticeable torque boost from stops.

When it fails, the symptoms are a high-pitched bearing whine, rough engine operation, and a check engine light. Failure most commonly occurs between 60,000 and 85,000 miles. The OEM MGU unit costs around $2,395. Labor adds to that.

The good news: the eTorque system is covered by the federal emissions warranty to 8 years or 80,000 miles. Most failures happen inside that window. The bad news: parts have been chronically backordered. Owners on 5thGenRams.com report trucks sitting at dealerships for weeks waiting for replacement MGU units with no ETA.

Separately, Ram recalled approximately 1,500 Hemi eTorque trucks built between June 3, 2020, and September 12, 2021, for a powertrain control module calibration issue that caused the engine to run rich and stall at highway speeds. That PCM reflash is free.

Buying a used eTorque Hemi: Ask if the MGU has ever been replaced. A replaced unit with a fresh federal warranty is not a bad thing. A truck near 80,000 miles with the original MGU and no coverage is a risk.

3.6L Pentastar V6: The Underappreciated Option

The 3.6L V6 gets dismissed because it's not the Hemi. That's a mistake. It's a proven engine that's powered Chrysler/FCA/Stellantis products for over a decade with a strong reliability record. It produces 305 horsepower and 269 lb-ft of torque, enough for most light towing and daily driving. Owners who want a truck for commuting, light hauling, and occasional towing are often better served by the V6 than the Hemi.

Documented V6 issues are minor by comparison. The cam phaser setup can tick on cold starts, and some owners report coolant leaks from the oil cooler assembly at higher mileages. The engine is generally considered capable of 250,000 to 300,000 miles with proper maintenance.

The V6 Tradesman and Big Horn are the lowest-cost entry into the DT platform. They typically come without air suspension, without eTorque (unless optioned), and with fewer failure-prone luxury systems. If you want a workhorse truck with low long-term risk, the V6 Big Horn is a legitimate choice.

Towing: The V6 maxes out at 7,730 lbs. Enough for boats, smaller campers, and moderate trailers. Not enough for large fifth-wheels or heavy equipment.

3.0L EcoDiesel: Best Long-Haul Engine in the Lineup

The third-generation 3.0L EcoDiesel arrived in the DT Ram for 2020 and ran through 2023. It was pulled after 2023 with no replacement. If you want diesel, you're shopping a 2020, 2021, 2022, or 2023.

The EcoDiesel makes 260 horsepower and 480 lb-ft of torque. That torque number is the point. It arrives low in the RPM range, which is where towing stress actually happens. EPA-rated fuel economy is 24-26 MPG combined, and owners who babied it on the highway reported 30-35 MPG in real-world driving.

On the 5thGenRams forum, owners with 60,000 to 93,500 miles on the third-gen EcoDiesel report mostly positive experiences, with maintenance being the key variable. The engine is generally considered a significant improvement over the problematic second-generation EcoDiesel (2014-2019) that Ram had to pull for emissions certification issues.

Known EcoDiesel issues to watch:

High-pressure fuel pump recall (NHTSA): Affects 2020-2022 Ram 1500 EcoDiesel trucks. The HPFP can fail prematurely, causing debris to enter the fuel system and stall the engine. This is an active recall. Check that it's completed before buying. Run the VIN at recall lookup.

DEF system failures: The diesel exhaust fluid injection system is sensitive to cold weather and age. A failed DEF level sensor requires DEF tank replacement. NOx sensor failures are also documented. Budget $500-$1,500 for DEF system repairs at high mileage.

Oil cooler failure: High towing temperatures can cause the oil cooler to fail, leading to oil and coolant mixing. Oil pump failures have been documented on 2020+ EcoDiesels. If you're buying a high-mileage EcoDiesel from someone who towed frequently, get a compression test and a coolant contamination check.

Bottom end concerns: Low-frequency connecting rod and main bearing failures have been reported before 20,000 miles on some units. This is a small subset, but it's documented. A used EcoDiesel with a clean ownership history and no engine noise is a green flag.

The EcoDiesel is the right choice if you tow long distances, drive significant highway miles, or want the lowest fuel cost per mile of any DT Ram. It's a diesel truck with diesel maintenance costs, including DEF fluid, particulate filter regeneration cycles, and diesel-specific service intervals. Budget accordingly.

6.2L Supercharged V8 (TRX): The Special Case

The TRX is a different truck. It starts at $71,000+, weighs 6,350 lbs, and gets 10-12 MPG. It's capable of 0-60 in 4.5 seconds and is genuinely impressive off-road. It's not a practical used truck purchase for most buyers.

Known TRX issues include Uconnect 4 bugs (pre-2022 models), rear window leaks (same as other DT variants), and the general reliability question mark of a high-strung supercharged engine still relatively new to the used market. The oldest TRX is a 2021, and high-mileage supercharged engine data is limited.

If you're buying a used TRX, get an independent inspection from a shop familiar with Hemi engines. Budget for aggressive brake wear. Transmission fluid should be changed regularly if the truck was driven hard.

Trim-Specific Notes

Tradesman: The entry trim. Basic interior, rubber floor mats, no frills. Available with V6 or Hemi. Good work truck. Skips most of the luxury-feature failure modes. Hard to find used because contractors run them into the ground.

Big Horn / Lone Star: The volume trim. Most used inventory lives here. Usually cloth seats, basic tech, available with V6, Hemi, or eTorque. Solid all-around choice. Look for examples with the Level 1 or Level 2 equipment packages that add safety features like blind-spot monitoring.

Laramie: First step into genuine premium territory. Leather seats, 12-inch Uconnect screen (2020+), available air suspension. This is where air suspension becomes a realistic option. Weigh it carefully: air suspension adds ride quality under load but carries a $800-$5,000 repair chain if the compressor or air springs fail. Cold-climate buyers in particular find air suspension problematic after 2-3 hard winters.

Laramie Longhorn: Adds premium interior materials, more standard features. Often equipped with air suspension. The luxury features increase ownership complexity without adding reliability.

Limited: The top trim before the Rebel and TRX performance branches. Best-equipped interior. Air suspension standard. Uconnect 12-inch screen standard. High depreciation means used pricing is more favorable than MSRP suggests. The air suspension caveat applies here too.

Rebel: The off-road performance trim. Coil-spring suspension standard, not air. This matters: the Rebel is the one upper trim that skips the air suspension failure chain. It has a lifted stance, electronic front sway bar disconnect, skid plates, and all-terrain tires. Off-road features work reliably. If you want the truck for trail use and a premium interior, a used Rebel is one of the cleaner used buys in this lineup.

Upgrade worth paying for: Blind-spot monitoring, 360-degree camera, and the 12-inch Uconnect 5 screen (2022+). The Uconnect 4C in 2019-2021 trucks had significant software bugs. The 5 is meaningfully better.

Skip unless you need it: Factory spray-in bedliner (you can add one for less), panoramic sunroof (adds another leak point), and RamBox (the in-bed storage system is convenient but adds weight and complexity).

Which Model Years to Target

The sweet spot is 2021-2022. Specifically, a 2022 Big Horn, Laramie, or Rebel with the 5.7L Hemi and no eTorque hits the best combination of resolved first-year bugs, Uconnect 5 infotainment, last year for the non-eTorque option, and meaningful price depreciation below new.

Forum consensus on 5thGenRams.com consistently points to 2022 as the peak year of the DT generation. Owners cite reduced rear window leak frequency, better overall build quality, and the Uconnect upgrade as the tipping points.

Skip 2019 unless the price is deeply discounted and you can verify recall completion on every open campaign. The 2019 had 554 owner-filed NHTSA complaints at one point, including 70 crash-related. That's not a truck to buy casually.

The EcoDiesel sweet spot is 2021 or 2022. The 2020 was the re-launch year with its own teething issues. The 2021-2022 got the same general platform maturation as the gas trucks. Verify the HPFP recall is closed before purchase.

Pre-Purchase Inspection Checklist

Have an independent shop do a full inspection before buying any used 5th gen Ram. These are the generation-specific items to prioritize.

All Powertrains

• Rear window and third brake light: Get out in the rain or bring a hose. The frame above the sliding rear window is prone to cracking, allowing water into the cab. Check for water stains on the headliner, rear A-pillars, and in the rear cab corners. On 2019-2021 trucks especially.
• Electrical system: Sit in the truck and cycle through every system. Check Uconnect, cameras, blind-spot monitors, and active air dam (if equipped). 2019-2021 Uconnect 4C bugs are common. The fix is usually a software update, but verify the dealer has applied all available updates.
• Check for all open recalls: Pull the VIN at CarScout's recall lookup before the test drive. A 2019 Ram could have up to 32 active campaigns. Do not buy a truck with open safety recalls unless you're prepared to complete them yourself.

5.7L Hemi V8

• Cold start tick test: Start the truck cold. Listen for a tick that follows engine RPM and does not quiet down as the truck warms. A tick that fades to silence after 2-3 minutes of running is normal valve train noise. A tick that persists or worsens after warmup is an MDS lifter. Walk away.
• MDS disabler: Ask whether the previous owner ran an MDS disabler or a tune to disable MDS. A truck with documented MDS deletion history is a lower lifter-failure risk than one that cycled through MDS every time it hit 45 MPH.
• Exhaust tick: Distinct from the MDS tick, an exhaust manifold crack produces a tick that's louder on cold starts and may pop and crackle under acceleration. Have the shop check manifold integrity.
• eTorque MGU (2019-2024 with eTorque): Ask if the MGU has ever been replaced. At the shop, have them check for MGU-related DTCs and bearing noise at idle.

3.0L EcoDiesel

• HPFP recall: Confirm NHTSA recall campaign is closed on this VIN. Non-negotiable.
• Coolant contamination: Ask for a coolant sample test. A failed oil cooler will show oil contamination in the coolant. This is a major repair and a deal-breaker.
• DEF system health: Check for any DEF-related DTCs. Ask when the DEF fluid was last serviced. Cold-weather trucks are more prone to DEF system freezing damage.
• Diesel exhaust system: Listen for any unusual rattles from the DPF (diesel particulate filter). A clogged DPF from short-trip driving can cost $800-$1,500 to clean or replace.

Air Suspension (Laramie, Limited, Longhorn)

• Height test: With the truck running, cycle through the suspension height modes. All five modes should engage and hold. A compressor that runs constantly or a truck that sags after 30 seconds has a leak.
• Cold start check: Air suspension problems show up most in cold weather. If you're buying in warm weather and the truck lives in a cold climate, this is a risk you're accepting.
• Coil conversion: If the previous owner already converted to aftermarket coil springs, verify the conversion kit is quality hardware (Bilstein, Fox, or equivalent). A budget conversion can ride worse than the original air setup.

Running Costs

The Hemi's spark plugs deserve specific mention: 16 plugs arranged with two per cylinder in a coil-near-plug design. Plug replacement is a bigger job than on most V8s. Budget $400-$700 at an independent shop for a plug service.

The EcoDiesel's fuel economy advantage is real over a high-mileage ownership cycle. At 15,000 miles per year, the EcoDiesel saves roughly $800-$1,200 per year in fuel over the Hemi at current gas and diesel prices. That offset matters when factoring in the EcoDiesel's higher purchase price.

Annual fuel costs across configurations range from approximately $1,900 (V6 2WD) to $4,800 (TRX), per CarScout market data using EPA figures and current fuel averages.

Frequently Asked Questions

Is the 5th gen Ram 1500 5.7L Hemi reliable? It can be, but the Multi-Displacement System (MDS) is a real risk. The deactivation lifters can fail between 60,000 and 100,000 miles, grinding the cam lobe and triggering a $3,500 to $6,000 repair. A truck with an MDS disabler, a non-MDS tune, or low mileage under 60,000 miles is a safer buy than one that's been cycling MDS constantly.

What year 5th gen Ram 1500 should I avoid? Avoid the 2019. It has 32 recalls and 1,400 NHTSA complaints. The transmission, electrical system, steering, and rear window sealing all had first-year problems that weren't resolved until 2020 and 2021. The price discount on a 2019 rarely compensates for the risk.

Is the Ram 1500 eTorque system worth it? The eTorque adds torque-fill at low RPM and is covered by an 8-year/80,000-mile federal emissions warranty. The system's Motor Generator Unit can fail around 60,000 to 85,000 miles, but parts availability has been a problem. If the truck is within warranty range, it's manageable. If it's over 80,000 miles with an original MGU, budget for a potential repair.

How many miles does a 5th gen Ram 1500 last? The V6 and Hemi V8 are documented to 200,000+ miles with proper maintenance. The EcoDiesel has been described as capable of 300,000 miles by owners who maintained it carefully. Actual longevity depends heavily on oil change intervals, transmission service, and whether the MDS issue (on Hemi models) is addressed before it escalates.

Which engine is best for towing in the 5th gen Ram? For sustained highway towing, the EcoDiesel (2020-2023) is the best answer. Its 480 lb-ft of torque arrives low in the RPM band and holds load efficiently. It's also rated to 12,560 lbs in the right configuration. The Hemi tows up to 12,750 lbs and is more readily available, but burns significantly more fuel under load.

Bottom Line

The 2021 or 2022 Ram 1500 with the 5.7L Hemi V8, no eTorque (look for 2022), and coil-spring suspension is the sweet spot of the DT generation. You get the Hemi's proven towing muscle, the Uconnect 5 upgrade, and the platform's most mature build quality. If you're doing serious highway miles or towing frequently, the 2021-2022 EcoDiesel is a genuinely strong pick with better fuel economy than most buyers expect.

Before any purchase, start the truck cold and listen. Check every open recall at CarScout's recall lookup before you commit. If you want to track price drops on specific trims and model years, CarScout alerts you the moment a matching truck hits the market.

Data sourced from NHTSA recalls database, EPA fuel economy data, CarScout market data, and real owner experiences from 5thGenRams.com, RamForum.com, RamForumZ.com, RAM 1500 Diesel Forum, and Ram Rebel Forum. See the full Ram 1500 market data for current pricing and inventory.