Used Ram 2500/3500 4th Gen (2010-2018): Buyer's Guide

The 6.7L Cummins can run 500,000 miles. The 68RFE transmission it bolts to starts slipping between 130,000 and 180,000 miles without a rebuild that runs $3,000 to $13,000. Before you fall in love with the engine, understand what's underneath it.

The 2010-2018 Ram 2500 and 3500 is one of the most beloved diesel trucks in American history, and for good reason. The Cummins inline-six is nearly indestructible when maintained. The 2013-and-later trucks offer a dramatically better interior. And right now, a 2016 Cummins with under 150,000 miles can be had for $35,000-45,000. That's serious truck for the money.

But this segment has landmines. Emissions equipment gets deleted. EGR coolers clog without warning. DEF systems introduced in 2013 brought a new category of failure that early buyers got to discover firsthand. And the 6.4L HEMI, which replaced the 5.7L in 2014, carries a lifter failure risk that can turn into a $10,000 repair bill at 80,000 miles.

The research matters. Do it here first.

This Generation at a Glance

Ram completely redesigned the 2500 and 3500 HD trucks for the 2010 model year on what's called the DS/DJ/D2 platform. The trucks kept the solid front axle and fully boxed frame that define the segment, but gained a dramatically improved interior and a more refined ride.

This generation has two distinct visual and mechanical sub-eras:

2010-2012: Original body style. Older interior with physical gauges and no standard touchscreen. Three engine options: 5.7L HEMI V8, 6.7L Cummins diesel. No DEF required. Pre-emissions Cummins trucks are simpler and cheaper to maintain, but the oldest examples are now 14-16 years old.

2013-2018: Major mid-cycle refresh. New front clip, completely redesigned interior, standard 8.4-inch Uconnect touchscreen. New high-strength steel frame. Selective Catalytic Reduction (SCR) and Diesel Exhaust Fluid (DEF) system added to all Cummins models. 6.4L HEMI introduced for 2014, replacing the 5.7L.

Key milestones within this generation:

• 2010: First year as standalone Ram Trucks brand (technically still "Dodge Ram" for 2010 MY)
• 2011: Brand transition to "Ram" complete. Outdoorsman trim added.
• 2012: Laramie Longhorn trim arrives.
• 2013: Full interior/exterior refresh. DEF/SCR emissions system added to Cummins. New 50 KSI steel frame. High Output Cummins introduced with Aisin transmission.
• 2014: 6.4L HEMI replaces 5.7L. Power Wagon revived with 6.4L. Coil-spring rear suspension available on 2500. Air suspension option added.
• 2016: Hill-descent control added to Power Wagon.
• 2018: Apple CarPlay and Android Auto added to 8.4-inch Uconnect.

Note on fuel economy: Ram 2500 and 3500 trucks exceed 8,500 lb GVWR and are exempt from EPA fuel economy labeling. No official MPG ratings exist for these trucks.

See Ram heavy duty market data by year: 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | 2017 | 2018

Powertrain and Trim Breakdown

6.7L Cummins Standard Output: The Engine That Outlasts Everything Around It

The Standard Output 6.7L Cummins is why people buy these trucks. From 2010-2012, it made 350 horsepower and 650-800 lb-ft of torque depending on transmission. From 2013 onward, output climbed to 370 horsepower and 800 lb-ft. It's paired to the 68RFE 6-speed automatic in most trucks, or optionally to the G56 6-speed manual on SO models.

The engine itself is legendarily durable. Well-maintained examples routinely reach 350,000 miles. It is common to find forum posts on CumminsForm.com from owners at 400,000-plus miles describing nothing more than oil, filters, and normal wear parts. The Cummins community considers 200,000 miles "low mileage" in the context of this engine.

But the engine doesn't exist in isolation. Four specific issues come up repeatedly across forums and owner reports.

EGR cooler clogging. The exhaust gas recirculation cooler is the most frequently documented failure on the 6.7L Cummins. Unlike the diesel particulate filter, the EGR cooler has no self-cleaning regeneration cycle. Soot and carbon from recirculated exhaust gas accumulate in narrow internal passages until flow is restricted or blocked entirely. Once clogged, the cooler allows coolant to leak into the cylinders. The first symptom is often unexplained coolant loss or white exhaust smoke. Cummins recommends cleaning the EGR valve and cooler every 67,500 miles. Replacement cost for the cooler alone runs $650-$1,500 in parts. On trucks with heavy city driving or lots of idle time, clogging has been reported as early as 26,000 miles, per a thread on CumminsForm.com.

Stuck Turbo Syndrome. Diesel Power Source and multiple Ram forums document what owners call STS: the variable-geometry turbo vanes become coated with carbon from the EGR system and stop moving freely. The actuator motor overworks to reach commanded position, eventually overheating and failing. Symptoms include reduced power, erratic boost, sluggish throttle response, and loss of engine brake function. Every 6.7L Cummins is considered susceptible if it stays on the road long enough. Actuator replacement alone runs around $1,700. Full turbo replacement: $3,000-$8,000. Trucks with clean EGR systems and regular maintenance develop this later; trucks with neglected EGR develop it faster.

68RFE transmission. The 68RFE 6-speed automatic was adapted from a transmission originally designed for gas-powered SUVs. Under the torque demands of the Cummins diesel, particularly during sustained towing on grades, it overheats and the torque converter, valve body, and clutch packs suffer. Forum consensus across RamForum.com and RamForumZ is that the stock 68RFE is adequate for light towing and empty driving, but it needs a rebuild or upgrade for any truck used to tow regularly above 10,000 pounds. A standard rebuild costs $3,000-$5,000 and is considered a temporary fix by the Cummins community. A "built" transmission designed for towing runs $6,500-$13,000. Average lifespan before issues appear: 130,000-180,000 miles under towing load.

DEF system (2013-2018 only). The 2013 model year introduced Selective Catalytic Reduction and Diesel Exhaust Fluid requirements to meet EPA emissions standards. The DEF pump is a documented failure point: replacement costs $800-$2,500. DEF quality matters too. Contaminated or degraded DEF can damage the SCR catalyst. When the system enters a fault state, the ECM restricts truck speed to 5 MPH until service is completed. In cold climates, DEF freezes at 12 degrees Fahrenheit. While the system is designed to handle this with heated lines, real-world reports from cold-region owners show this doesn't always work reliably in extreme conditions.

Pre-2013 trucks: The 2010-2012 models predate DEF entirely. They're simpler to own, and deleted trucks from that era face fewer emissions compliance issues in states without smog testing. The trade-off is age: the youngest 2012 truck is now 14 years old. Expect higher body and suspension wear.

On modified trucks: A significant portion of used diesel trucks have been "deleted," meaning the DPF (diesel particulate filter), EGR, and/or DEF systems have been removed and replaced with a tune. Deleted trucks are illegal for street use in all 50 states under EPA regulations. They fail emissions inspections in states that require them. In some cases, deleting a truck voids its ability to receive over-the-air tuning updates. They can also fail smog checks even in states without mandatory testing if the vehicle has a computer-readable CEL for absent emissions equipment. This matters when it comes time to sell. Know what you're buying.

6.7L Cummins High Output: Pay More, Get the Better Transmission

Starting in 2013, Ram offered a High Output version of the 6.7L Cummins producing 385 horsepower and 850 lb-ft of torque. The HO Cummins pairs exclusively with the Aisin AS69RC heavy-duty 6-speed automatic, which is a fundamentally stronger transmission than the 68RFE.

The Aisin is the right transmission if you're towing heavy regularly. It was designed from the ground up for diesel torque applications. Diesel forums consistently rate it far more reliable than the 68RFE under sustained towing loads. The trade-off: HO models are primarily found on 3500 DRW (dual rear wheel) trucks. If you need a 2500 for payload or dually clearance considerations, you'll mostly be looking at 68RFE trucks.

The HO Cummins is not available with a manual transmission. The G56 6-speed manual is SO-only.

6.4L HEMI V8: Only Makes Sense in One Specific Situation

Ram replaced the 5.7L HEMI with the 6.4L HEMI in 2014. The 6.4L makes 410 horsepower and 429 lb-ft of torque through the 66RFE 6-speed automatic. It's the only engine available in the Power Wagon off-road package.

The fuel economy argument against the 6.4L HEMI is real and severe. Owner reports from RamForum.com document 6.5 MPG while towing a trailer in the 8,000-pound range. The 6.7L Cummins diesel typically returns 11-14 MPG towing a similar load. Over 50,000 towing miles, the difference in fuel cost alone can exceed $10,000.

Beyond economy, the 6.4L carries a documented lifter and camshaft failure risk. The Multi-Displacement System deactivates four cylinders at light throttle to save fuel. The MDS roller lifters can collapse or seize, grinding the camshaft lobe. When this happens, it's catastrophic. Repair cost runs $7,000-$12,000 or more, and Ram has not issued a recall for this failure on the 6.4L engine. Forum threads on RamForumZ document this pattern starting around 80,000-100,000 miles in affected trucks. Not every 6.4L fails this way, but enough do that it belongs in the pre-purchase calculus.

The 6.4L HEMI makes sense in one situation: you want the Power Wagon's off-road package (factory winch, Bilstein shocks, electronic front sway bar disconnect, front locking differential, hill-descent control from 2016) and you don't tow seriously. For everything else, the Cummins is the right call.

5.7L HEMI (2010-2013): The 5.7L HEMI in the 2500/3500 shares the same MDS lifter failure risk as the 1500. Hardened camshafts introduced in 2014 improved reliability in that generation. The 5.7L in a heavy duty truck makes little sense for buyers who plan to use the truck's capacity. Fuel economy is poor, towing capacity is substantially lower than the Cummins, and the 66RFE transmission was not designed for sustained HD use. 5.7L trucks are best suited as daily drivers that happen to have a pickup bed.

Trim-Specific Notes

Tradesman and SLT: Work-spec trims with rubber floors, minimal technology, and base interior. Earlier years used "ST" instead of Tradesman. These make sense if you're buying a truck for actual commercial use. They're often fleet vehicles with documented service records, which is a positive. Expect high mileage. The interiors in 2010-2012 ST trims are utilitarian at best.

Big Horn/SLT with packages: The sweet spot for most buyers. Cloth or entry-level leather interior, full connectivity options by 2018, and none of the air suspension components that add maintenance complexity at higher trims. Big Horn was introduced mid-generation; SLT appeared in earlier years. Same basic trim tier.

Laramie and Laramie Longhorn: Nice interiors, chrome exterior trim, available air suspension. The Laramie Longhorn adds premium leather and real wood trim. These trucks hold value better and attract buyers who cared about the condition of what they were driving. That often translates to better-kept trucks on the used market. The air suspension option adds comfort but can fail: expect $2,000-$4,000 for air spring replacement if neglected.

Limited: Top trim. The most expensive to maintain on anything that goes wrong. Interior is excellent. Rare in the used market outside of 2016-2018 examples.

Power Wagon: 6.4L HEMI only, crew cab only, short bed only. Comes with a 12,000-pound Warn winch, electronic front sway bar disconnect, front and rear locking differentials, Bilstein shocks, and 33-inch Goodyear all-terrain tires. An honest off-road truck. Payload is lower than a base 2500 because of the heavier front suspension and off-road equipment. Confirmed non-towing use case buyers only.

A note on body and cab configurations: Regular Cab, Quad Cab, Crew Cab, and Mega Cab are available across this generation. Mega Cab (maximum rear legroom) commands a premium and is rare in the used market. Crew Cab is by far the most common. Short bed (6'4") and long bed (8') are both available on most configurations except Power Wagon (short bed only).

Which Model Years to Target Within This Gen

2016-2018 Cummins: the recommended zone. By 2016, FCA had resolved the DEF system teething issues that plagued 2013-2015 examples. Forum consensus on CumminsForm.com is consistent: trucks from this range have the fewest emissions-related surprises. The 2018 gets you CarPlay and Android Auto standard. The 2017 and 2018 have a documented ABS hydraulic control unit recall affecting 317,630 trucks; verify it's been completed before buying.

2013-2015 Cummins: solid with due diligence. The mid-cycle refresh interior is dramatically better than 2010-2012. DEF systems from this era are mature enough that most problems have already revealed themselves and been fixed. A properly maintained 2015 Cummins at 120,000 miles is not a risky truck if it has service records. Avoid 2013 models that still show active emissions codes or have documented DEF system failures.

2010-2012 Cummins: the pre-DEF argument. Owners who want simplicity specifically target this range. No DEF tank. No SCR. No DEF pump to replace. The Cummins EGR and DPF remain (those predate this generation), but the overall emissions system is less complex. These trucks are now 14-16 years old, so condition variability is high. Body rust, suspension wear, and transmission health matter more than with later examples.

Avoid 2013 first-run trucks with unresolved DEF/SCR issues. The 2013 redesign was also the first year for DEF, and some early trucks developed persistent fault codes that took multiple dealer visits to resolve. Ask for service history specifically covering emissions-related repairs.

Pre-Purchase Inspection Checklist

These are specific to the 4th gen Ram 2500/3500. "Get a pre-purchase inspection" is table stakes; this is what the inspection should actually cover.

6.7L Cummins diesel (all years):

• Cold start the engine. A healthy Cummins starts quickly and settles into a smooth, authoritative idle. Rough idle or hard start points to fuel system issues: clogged filters, injector wear, or fuel pump trouble.
• Check the coolant level and color. Milky or frothy coolant means combustion gases are entering the cooling system, which usually means a failed EGR cooler or head gasket. Walk away.
• Pull the oil dipstick while the engine is warm. Diesel blow-by leaves a distinctive smell. Frothy or milky oil is a red flag.
• With the engine at operating temperature, bring it to 2,000-2,500 RPM under light load and watch for black smoke. Moderate black smoke under hard acceleration is normal; persistent heavy black smoke at steady throttle points to injector, air intake, or turbo problems.
• Ask for access to an OBD2 reader or bring one. Check for pending and stored codes, especially any related to the DEF system (P20EE, P2047, P206B), EGR system (P0401, P0403), or turbo boost (P0299, P2563).
• On 2013-2018 trucks: confirm the DEF tank is full of fresh DEF. Degraded or contaminated DEF is invisible to the naked eye but triggers expensive repairs.
• On any truck being represented as stock: visually inspect the downpipe behind the turbo for a catalytic section. An empty straight pipe is a deleted truck regardless of what the seller says.

Transmission (all years):

• Transmission fluid should be clear and red. Brown or black fluid under the dipstick means heat damage has already occurred.
• On an automatic, find a quiet stretch of road. Accelerate moderately through all gears. Any shudder between 20-40 MPH, hesitation on upshift, or slipping under load points to a 68RFE in distress.
• Ask specifically: has the transmission been rebuilt or upgraded? A truck with documented transmission work and a warranty on that work is often better than a stock truck at the same mileage.

Front end and steering:

• At highway speed (60-70 MPH), if you hit a significant bump or road imperfection and the front end begins to oscillate, you've found death wobble. This is a steering and suspension issue involving the track bar, steering stabilizer, tie rods, and/or drag link. It can develop gradually as components wear. Total repair to fix it properly runs $2,000-$7,000. Inspect all front steering components for worn bushings and loose fasteners before buying.
• Visually inspect the tie rods, drag link, and track bar. Any movement or play when you grab them and push/pull by hand is not acceptable.

Turbo (6.7L Cummins):

• Goose the throttle from idle to WOT (wide open throttle) and listen for the turbo to spool quickly and smoothly. A delay, a whining or wheezing sound, or poor throttle response suggests either VGT vane stiction or actuator failure beginning.
• Check for any diagnostic codes related to turbo position or boost targets.

Recalls:

Run every VIN through NHTSA before you buy. Key campaigns to verify as completed:

• Steering drag link: 2013-2018 Ram 3500, 2014-2018 Ram 2500 (weld or replacement of drag link assembly)
• ABS/HCU failure: 2017-2018 Ram 2500 and 3500 (317,630 trucks; ABS, ESC, and traction control can fail)
• Airbag inflator: 2018 Ram 2500 and 3500 (curtain inflator rupture risk)
• BTSI/rollaway: 2013-2018 Ram 1500/2500/3500 with column shifter (brake-transmission shift interlock defect)

Check VIN recall status: recall lookup

Running Costs

Cummins oil changes: The owner's manual shows up to 15,000 miles, but Cummins forum consensus is 5,000-7,500 miles using API CK-4 rated 5W-40 or 15W-40 diesel oil. The engine holds 12 quarts including the filter. Oil changes cost $80-$140 at a shop or $40-$60 in parts if you do it yourself.

Fuel filters: Replace every 7,500-15,000 miles. The Cummins has a primary and secondary fuel filter. Combined filter cost runs $40-$80 in parts. Neglected filters cause hard starts, loss of power, and injector stress.

DEF (2013-2018 only): DEF costs roughly $3-$5 per gallon at truck stops. A 2500 uses approximately 1-2 gallons per 500-800 miles of driving. Annual DEF cost for a daily-driven truck: $150-$400.

Timing chain: The 6.7L Cummins does not have a timing chain in the traditional sense. This is an advantage over gas-engine competitors.

The 68RFE budget: If you're buying a high-mileage Cummins with the stock 68RFE that has never been rebuilt, factor a transmission service ($150-$250) into the immediate budget and have a rebuild fund ($3,000-$5,000 minimum) on standby. It's not a question of if; it's a question of when under towing use.

FAQ Block

Is the 4th gen Ram 2500 6.7L Cummins reliable? The Cummins engine itself is among the most durable diesel engines in the heavy-duty truck segment. Well-maintained examples regularly reach 350,000-500,000 miles. The EGR cooler, VGT turbo actuator, and 68RFE transmission are the chronic issues. None of them are engine failures, but all of them are expensive repairs that catch underprepared buyers off guard.

What year Ram 2500 Cummins should I buy? The 2016-2018 range is the sweet spot in the 4th gen. DEF and SCR emissions issues were resolved by this point, build quality improved, and the interior is genuinely nice for a work truck. Budget shoppers find value in the 2013-2015 refresh years. The 2010-2012 pre-DEF trucks appeal to owners who prioritize mechanical simplicity over features.

Should I avoid 2013 Ram 2500 trucks? Be cautious, not afraid. The 2013 was the first year for DEF/SCR on Ram HD trucks, and early examples had documented emissions system problems. A 2013 with clean service records, no active emissions codes, and a recent DEF pump replacement is a reasonable truck. A 2013 with fault codes and no documentation of DEF system repairs is a project.

How many miles is too many on a 4th gen Ram 2500 Cummins? For the Cummins engine, 200,000 miles is not high mileage. For the 68RFE transmission, anything over 150,000 miles without a rebuild history deserves scrutiny. For the truck overall: body, rust, suspension, and frame condition matter as much as powertrain mileage. Evaluate the truck, not just the odometer.

Is the Ram 2500 4th gen 6.4L HEMI worth buying? Only for buyers who specifically want the Power Wagon off-road package and don't need to tow seriously. The 6.4L HEMI gets roughly 6-9 MPG while towing, versus 11-14 MPG for the Cummins on the same load. The MDS lifter failure risk at 80,000-100,000 miles is real and the repair is expensive. For towing use, the Cummins wins clearly.

Bottom Line

The 2016-2018 Ram 2500 with the 6.7L Cummins Standard Output and 68RFE is the target. For buyers doing serious towing, prioritize finding a 3500 HO Cummins with the Aisin transmission: that combination significantly reduces transmission replacement risk. In either case, have an independent diesel shop perform the pre-purchase inspection, not just a general mechanic. Run the VIN through a recall lookup before you hand over any money and verify the ABS and airbag campaigns are completed on 2017-2018 trucks.

CarScout tracks price drops, mileage changes, and new listings on specific Ram HD trims and years so you don't have to refresh listings manually. Track a 4th gen Ram 2500 search at usecarscout.com.

Data sourced from NHTSA recalls database, EPA gross vehicle weight exemption guidelines, and real owner experiences from CumminsForm.com, RamForum.com, RamForumZ, DrivingLine, and Diesel Power Source. See the full Ram 2500 market data for pricing and inventory.