The fifth generation Ram 1500 entered production in 2019 and remains the current generation for this pickup. It is available as a four-door extended cab or a four-door crew cab. Four engine options are in this generation of the Ram. We will look at each of these to find Ram 1500 engine problems and known issues before determining which is the best choice for reliability and whether it’s worth buying one.
The information here is from PUTT’s own reliability resources, including compilations of known problems, government recalls, and service bulletins.
3.0L Hurricane I6 Turbo
The newest engine in the Ram’s lineup, the twin-turbocharged inline-six Hurricane comes in two flavors, the more powerful of which is referred to as the “High Output” (or HO) engine for the truck. It produces up to 540 horsepower, and was introduced for the 2025 model year.
The Hurricane I6 has not had any recalls, but has been the subject of several technical service bulletin (TSB) releases. Most have been software-related, with reflashes or software updates as the fix. These include incorrect codes for misfires resulting in a check engine light, parasitic draw problems due to faulty battery state-of-charge readings, O2 sensors and emissions logic misreads, and transmission mapping via engine codes.
For the Hurricane, these are “growing pains” issues and not engine shutdown or long-term reliability indicators.
One thing that may be an issue for some, however, is the Hurricane’s known fuel octane sensitivity. In some conditions, usually very hot ambient temperatures and when running under heavy load, the Hurricane can have performance and fuel messaging in its engine codes when low octane fuel is being used. This happens with both the standard and HO engines.
3.6L Pentastar V6 eTorque
Long the base engine for the Ram, the Pentastar has a long history with Chrysler. Producing 305 horsepower in a long, predictable, and well-loved V6 powerband curve, the Pentastar appears in a long list of Ram, Jeep, Dodge, and Chrysler products. In the Ram 1500, the current generation of the truck has utilized the electronic-assist, mild hybrid eTorque system since the truck was unveiled in 2019.
The 3.6L Pentastar eTorque is one of the more problem-free engines in the Ram’s lineup. While there are no recalls for it, there have been several technical service bulletins (TSBs) for the V6. These mostly revolve around lubrication issues leading to valvetrain and camshaft wear in some models and the plastic oil filter adaptor leaking. Some software updates for powertrain controls were also given in the early years of this rendition of the Pentastar.
For the most part, the issues with the V6 and its eTorque system have been minor.
5.7L Hemi V8
The on-again, off-again Hemi has been both a sticking point and a marketing blitz for the Ram 1500. The 5.7 Hemi (no eTorque) appeared in the first of this generation of the truck, then was discontinued in 2022. The standard Hemi V8 is now set to make a comeback in the 2027 model year.
The Hemi was a very well-loved engine among Ram fans, though it was known to have two recurring issues: both called the “Hemi tick.” Other than the shared name and tell-tale sound associated with them, these two problems have little else in common.
The most common of the two is caused by overheated rear exhaust manifold bolts that snap due to thermal expansion. This causes a loud ticking sound during cold starts that eventually goes away as the engine reaches operating temperature.
The other is a lifter/camshaft failure in which the needle bearings in the roller lifters fail, which results in chewed camshaft lobes and a persistent, rhythmic ticking that usually leads to further damage in the engine if not addressed.
One more issue that is sometimes reported is with the multi-displacement system (MDS), which deactivates cylinders for fuel savings. This can result in lifter problems as above and is often cited as the primary reason for the Hemi Tick.
Other concerns from owners and technicians is the 16-count spark plug iteration of this engine. This was changed recently, but it effectively doubled the cost of the tuneup interval. This engine is also known for burning oil at high mileage, usually due to a fouled PCV or ring wear. Especially under heavy use.
5.7L Hemi V8 eTorque
The eTorque version of the 5.7 Hemi has many of the same potential faults as the standard version above. It is essentially the same engine with the same 395 horsepower output and design. It adds a mild hybrid starter/generator system that can add a few pound-feet of torque assist at lower speeds as a boost to improve engine performance under load. The eTorque appeared in 2019 alongside its non-assisted twin, was discontinued in 2024, and has reappeared for 2026.
Some problems with the eTorque system itself revolve around bearing and belt wear. Some failures of bearings, which see heavy use thanks to the extremely tight drive belt, can disable a truck and result in expensive replacement costs.
3.0L EcoDiesel V6
Probably the most popular engine amongst enthusiasts, the 3.0L turbodiesel in the Ram 1500 has had several recalls associated with it. The EcoDiesel didn’t appear in the current-generation Ram 1500 until 2020 and was then discontinued in 2023. Most speculated that it was discontinued for emissions compliance, but it’s more likely that its costly recalls were a more pressing concern for Ram.
Recalls include a high-pressure fuel pump (HPFP) failure issue that often led to upper engine replacement as debris from the failed pump entered the fuel lines and the engine head. This issue was ongoing during the EcoDiesel’s life in the Ram 1500.
Early renditions of the 3.0L diesel engine had exhaust gas recirculation (EGR) cooler cracks, creating a fire risk in the intake. The EGR cooler was known to crack, sending vaporized coolant into the EGR itself, which could then combust inside the intake manifold, damaging the upper engine.
Beyond those recalls, the 3.0L EcoDiesel is also known for other issues such as main bearing and connecting rod failures. This usually results in full engine seizure. Similarly, crankshaft failures when the tone wheel fails can lead to engine failure. Diesel particulate filters (DPF) and EGR valves can clog with soot after repeated short trip cycles, causing trouble codes and engine choking.
Which Engine Is Most Reliable?
So far, of all the engine options for the current-generation Ram 1500, the best are the small gasoline-burning V6s. Both the Hurricane and the Pentastar are mechanically very reliable when compared to the V8 and diesel options. Because the Hurricane is new and largely unvetted, however, we are going to recommend the Pentastar V6 as the engine of choice for the Ram 1500.
That obviously comes with some downsides in towing, hauling, and other capabilities. The V6 Pentastar is limited to 7,400 to 8,130 pounds (depending on configuration) for tow ratings. If you need higher numbers in those uses, you’ll likely need to look to a different manufacturer if longevity and reliability are primary concerns.
Should You Buy One?
The Ram 1500 in this generation has had its share of problems, sure, but compared to other full-sized half-tons on the market, it’s ranked number two on our list of reliability. It was number one before changes to its electrical architecture were made for 2025.
The current generation of the Ram 1500 is a solid truck for the most part. Despite what survey-based studies from places like Consumer Reports and JD Power might say. Those surveys often skew towards simple consumer complaints that do not necessarily mean the powertrain itself is a problem.
We’d recommend looking at the Pentastar-powered Ram 1500 as a first choice and feel it will fit the needs of the majority of full-sized, half-ton pickup buyers. If a V8 is absolutely a must for you, however, we’d say to look at the new-generation Hemi V8 eTorque reintroduced for 2026. The engine is still new, of course, but Ram seems to have remedied most of the problems associated with the earlier Hemi powerplants.
Overall, the Ram 1500 has proven to be a more reliable truck than most might expect it to be.
