2020 Ram 1500

Volume gas powertrain for 2020 is the non-eTorque 5.7L HEMI V8, which sits mid-pack for full-size truck V8s — well short of the Hemi eTorque/diesel-class or EV trucks now scored, but ahead of mid-size trucks.

Solid low-end torque for a naturally aspirated V8 but behind the segment's diesel and eTorque-boosted variants.

Mid-pack for a half-ton V8 4x4 crew cab; contemporary instrumented tests of comparable 5.7L HEMI 4x4 Ram 1500s cluster in the low-to-mid 6s.

The 5.7L HEMI V8 delivers smooth, linear power with minimal lag; cylinder deactivation (MDS) transitions are largely unnoticeable in normal driving, and period reviews consistently praised the engine's refinement relative to rivals.

The ZF-derived 8-speed automatic (TorqueFlite 8HP75) shifts crisply and rarely hunts for gears, widely praised as one of the best transmissions in the segment during this generation.

Strong full-size-truck towing capability for the volume 4x4 crew-cab configuration, though below the eTorque/Max Tow Package ceiling.

Payload for the 4x4 crew-cab volume configuration is mid-pack for full-size trucks — 4x4 and crew-cab body styles both cut into payload versus lighter 4x2/regular-cab configurations that post the nameplate's headline payload figure.

Core towing aids are present (integrated trailer brake controller standard on Big Horn and above, Class IV hitch, 7/4-pin wiring, blind-spot monitoring with trailer-length sensing, available surround-view camera) but the 2020 model year predates Ram's automated trailer backup/reverse-guidance tech, which arrived in later model years.

4x4 is optional (not standard) across nearly every 2020 Ram 1500 trim, with an electronic shift-on-the-fly transfer case and 2-speed low range on most 4x4 setups, plus more sophisticated terrain/off-road modes on Rebel.

The dedicated Rebel trim brings genuine off-road hardware — 1-inch factory lift, 33-inch all-terrain tires, electronically locking rear differential, front/transfer-case/fuel-tank skid plates, Bilstein monotube shocks, hill-descent control, and optional four-corner air suspension raising clearance to 10.7 in — though it stops short of a Raptor-class dedicated desert-running variant (TRX arrived for 2021).

2020 offers three distinct engine families spanning gas, mild-hybrid, and diesel — 3.6L Pentastar V6 (with or without eTorque), 5.7L HEMI V8 (with or without eTorque), and the returning 3.0L EcoDiesel V6 — a wide spread for a mainstream half-ton, short only of a full hybrid/PHEV/EV option.

Within the normal range for a full-size 4x4 V8 half-ton of this era — behind the V6 and diesel options within Ram's own lineup, as expected for the volume HEMI configuration.

Typical city economy for a full-size V8 4x4 half-ton.

Solid highway cruising economy for a full-size V8 4x4, aided by the 8-speed automatic's tall top gears.

A mid-pack range for the segment given the HEMI's combined fuel economy, improved by the optional larger tank fitted to most Crew Cab configurations.

The highest annual fuel cost among scored gas trucks reflects the 5.7L HEMI's 17 MPG combined rating and today's fuel-price assumption used in the EPA calculator; this is the costliest-to-fuel configuration in the class.

The owner's manual recommends 89-octane midgrade for optimum HEMI performance, but 87-octane regular unleaded is explicitly acceptable with no engine damage — premium is neither required nor beneficial, so running cost stays close to a regular-fuel vehicle in practice.

NHTSA tested the 5th-generation (2019+) Ram 1500 by cab style; the Crew Cab — the volume configuration — earned 5 stars overall, with Quad Cab slightly lower at 4 stars overall. Both share 5-star side and 4-star frontal/rollover component ratings.

The 2020 Ram 1500 Crew Cab was the first full-size pickup in history to earn IIHS Top Safety Pick+, the institute's highest distinction, with Good ratings across all six crashworthiness tests (both small overlap front tests, moderate overlap front, both side tests, roof strength, head restraints/seats) — including a passenger-side small overlap result that later full-size-pickup generations have struggled to repeat. The award requires the optional front crash prevention package and the Laramie Longhorn/Limited LED projector headlights, so it is trim-dependent rather than fleet-wide.

Ram's own 2020 fact sheet lists Blind-spot Monitoring, Full-Speed Forward Collision Warning Plus and Adaptive Cruise Control with Stop and Go among the standard active-safety offerings carried from the base Tradesman trim, a genuinely broad standard suite for a work-trim pickup at this time. The gap is pedestrian detection: IIHS lists front crash prevention (pedestrian) as 'Not Available' for this generation, so the AEB system covers vehicle-to-vehicle scenarios only.

IIHS rated the optional front crash prevention system Superior in vehicle-to-vehicle testing (avoided collision at both 12 and 25 mph), but the 2020 Ram 1500 had no pedestrian detection system to test at all — IIHS lists the pedestrian front crash prevention result as 'Not Available' rather than a weak rating. A system with no pedestrian AEB capability can't reach the top band regardless of its vehicle-to-vehicle strength.

Blind Spot Monitoring with Rear Cross Path and trailer detection is standard from the base Tradesman trim up and automatically extends its detection zone to cover an attached trailer — trailer-aware coverage standard fleet-wide, ahead of most full-size truck rivals at this time.

Lane keeping is not part of the standard suite on the volume Tradesman/Big Horn trims — the more capable 'Lane Departure Warning-Plus' (active lane keep correction) is bundled specifically into the Rebel Safety Group package, meaning most 2020 volume-trim buyers get no lane-keeping assistance at all unless they option into it.

Adaptive Cruise Control with Stop and Go is listed standard from the base Tradesman trim, an unusually broad standard fitment for the class, and is well regarded for a smooth ride on the Ram's coil-spring rear suspension. The Rebel Safety Group upgrades it further to 'Stop, Go and Hold' with Forward Collision Mitigation, implying the base system lacks the hold function and full mitigation braking — a rough edge versus the most refined full-speed-range systems.

Stellantis' hands-free Level 2 system (Hands-Free Active Driving Assist) was not introduced to the Ram 1500 lineup until the 2024-2025 model years; the 2020 model offers no hands-free highway driving option at any trim or price point.

IIHS tested four distinct 2020 Ram 1500 headlight configurations: only the Laramie Longhorn/Limited LED projector units with curve-adaptive and high-beam assist rated Good; the halogen reflector units on Tradesman/Big Horn/Lone Star — the volume trims — rated Marginal, as did the LED reflector units on other trim/package combinations. The volume-trim buyer gets Marginal headlights.

Full-size crew-cab trucks like the 1500 give a high, commanding seating position with a good forward view, but thick C-pillars and the long bed create meaningful rear-quarter blind zones. The 12-inch Uconnect 4C's 360-degree camera views are marketed in press materials, but camera compensation is bundled with ParkView/ParkSense option content rather than standard on the volume trim.

IIHS rated the 2020 Ram 1500's LATCH ease-of-use Marginal overall, citing lower-anchor positioning that is hard to access and hardware placement that can be confusing — a step below the merely 'workable' band despite the Crew Cab's otherwise roomy rear seat.

Volume-trim Big Horn Crew Cab ships with a front 40/20/40 bench seating 6; this is the top of the truck seating band.

Consistent across spec aggregators for the DT-generation (2019+) Crew Cab.

Ram's Crew Cab front legroom trails F-150/Silverado (both 43-44.5 in) — a known segment weak point despite the roomy rear seat.

Aggregator sources show 39.8-40.3 in for the DT Crew Cab; used the commonly cited manufacturer figure.

The DT generation's longer wheelbase gives the Crew Cab best-in-class rear legroom, a headline feature since the 2019 redesign.

Crew Cab volume configuration ships with the 5'7" bed; the longer 6'4" box is available on Crew Cab.

Standard 5'7" Crew Cab bed volume; larger box available as an option.

Available RamBox lockable, lit, drainable bedside bins with a 115V outlet are a genuine segment differentiator, plus a large flip-up rear seat bottom and bin storage under the rear floor in Crew Cab; RamBox itself is an extra-cost option, not standard on the volume trim.

Reviewers consistently cite well-cushioned, supportive front and rear seats as a strength of the DT generation, even on cloth-trimmed volume trims.

The coil-spring rear suspension (standard since the 2019 redesign) gives the Ram 1500 a widely-cited class-leading, car-like ride that smooths bumps better than leaf-spring rivals.

Reviewers note minimal wind and road noise, especially on higher trims with additional sound insulation; volume trim is slightly less hushed than Laramie/Limited.

Heated/ventilated front seats and a heated steering wheel are reserved for Laramie and up in 2020; the Big Horn volume trim lacks them standard, though remote start is available as a package option.

The entry Tradesman Quad Cab opened the 2020 lineup at a mainstream full-size-truck price point, well under loaded Laramie/Limited trims.

Big Horn Crew Cab 4x4 was the nameplate's best-selling configuration for 2020 — the all-new fifth-generation DT's most common real-world purchase, blending mainstream equipment with 4x4 capability.

Edmunds' True Cost to Own model for the 2020 Ram 1500 (3.6L mild-hybrid Quad Cab) projects above-average 5-year combined maintenance and repair spend for the full-size-truck class, consistent with RepairPal's finding that the nameplate runs about $1,271 over the pickup-truck average in its first five years.

Resale trackers disagree on the exact figure (CarEdge models ~36% five-year depreciation/64% retention on one basis, while KBB/CarEdge composite guidance for the nameplate generally cites 45-50% retention, and other sources cite depreciation as high as 50%), so this sits at the midpoint of the commonly cited 45-50% retention range for a well-maintained example.

Standard FCA/Ram bumper-to-bumper Basic Limited Warranty, the segment floor for full-size trucks, unchanged for the 2020 model year.

2020 restored the more generous 5-year/100,000-mile Powertrain Limited Warranty across the gas lineup after some prior years had been reduced to 60,000 miles; the years figure (5) still sits at the segment floor even though the mileage cap is best-in-class.

2020 Ram 1500 buyers were automatically enrolled in the Ram Care program for 24 months, covering the first four oil-and-filter changes and tire rotations plus 24/7 roadside assistance, first-day rental coverage and trip-interruption benefits — more than a bare roadside-only perk but still a short, capped maintenance allotment rather than a multi-year full-service plan.

$42,890 volume-trim price minus its estimated resale value after 5 years (47% retained, or about $20,158) leaves about $22,732 in depreciation. Add the projected $10,341 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $33,073 in total.

Consumer Reports gave the 2020 Ram 1500 (5th-gen DT, 5.7L Hemi eTorque) a very low predicted reliability score (around 1/5), driven heavily by the new-for-2019 eTorque mild-hybrid system's teething issues (12V battery drain cascading to power steering/brake assist/ADAS dropouts) plus a high recall count for the model year. J.D. Power's separate consumer-survey-based Quality & Reliability Index was more moderate (80/100, 'Average'), so sources diverge sharply — CR's owner-reported-problem methodology weighs heavier here given the eTorque-specific complaint volume documented by owners and the trade press.

Ram's multi-year Consumer Reports brand reliability standing is consistently near the bottom of the ranked brands (25th-26th of ~26), a long-running pattern independent of any single model year. J.D. Power's Vehicle Dependability Study (3-year-old vehicles) tells a more favorable story for the 1500 nameplate specifically, with Ram 1500 topping its truck segment in several recent VDS cycles, but that strength is narrower (one model) than the brand-wide CR pattern this item asks about.

The 2020 Ram 1500 model year carries an unusually high recall count for a single year (NHTSA lists roughly 12-15 campaigns against it), including a side curtain airbag inflator rupture risk, a seat belt retractor failing to lock in a crash, and a detaching side mirror glass — several of these touch restraint/occupant-safety systems rather than minor convenience items, which pushes this toward the bottom band. TSB volume on the new-for-2019 DT platform (eTorque battery management, infotainment) is also elevated relative to a mature design.

The base 5.7L Hemi V8 itself has a long, well-proven high-mileage track record predating the DT generation, but the 2019-2020 model year pairs it by default on most volume trims with the new eTorque mild-hybrid belt-starter-generator system, which is unproven at high mileage and has documented 12V-battery-management and electric-motor-noise issues. The ZF 8-speed automatic carried over from the prior generation is itself well-regarded. Net: a durable base engine bolted to an immature hybrid-assist layer.

Multiple outlets singled out the redesigned DT-generation cabin (carried into 2020 unchanged) as the best interior in the full-size truck class for the money — soft-touch surfaces even on the base Tradesman trim, metallic accents, and genuinely upscale materials on Laramie/Limited trims with the optional 12-inch vertical touchscreen.

Consumer Reports and owner reviews describe generally strong, solid assembly, but a recurring cluster of owner-reported defects (tailgate and sunroof rattles, bubbling dash trim, peeling steering-wheel wood-look trim, a known rear-window-frame cracking/leak supplier issue) keeps this out of the top band. Still, 85% of surveyed Crew Cab owners said they'd recommend the truck, indicating the issues are more scattered than systemic.

Ram's dealer footprint was large and national in 2020 (~2,465 US locations), comparable in density to Ford, Chevrolet and GMC truck dealer networks, though Ram dealers are often co-located Chrysler/Dodge/Jeep/Ram stores rather than dedicated truck specialists. Service satisfaction is adequate but not standout relative to the domestic full-size truck competitive set.

RepairPal rates the Ram 1500 specifically (as distinct from the weaker brand-wide average) at the top of the full-size truck class for ownership cost, with a below-average annual repair bill and a large aftermarket given the platform's sales volume and parts commonality with other FCA/Stellantis trucks.

The volume Big Horn trim ships with the 8.4 in Uconnect screen; the larger, class-leading 12 in unit was a paid option in 2020, not standard until later years.

Uconnect was consistently rated among the best automotive infotainment systems of its era for speed, logical menus, and physical knob backup.

Uconnect 4C in the 2020 Ram 1500 includes wired Apple CarPlay and Android Auto standard on equipped trims, but no wireless projection on any trim — wireless CarPlay didn't arrive until Uconnect 5 in 2022.

Uconnect's voice command and available in-dash nav are functional and well-regarded for the era, though many owners default to CarPlay/Android Auto nav.

Base audio is adequate; a well-regarded Harman Kardon premium system is available on upper trims, giving a meaningful step up.

A configurable 7-in display is available within an otherwise analog cluster on several trims; a full digital cluster is not offered in 2020 (that came with later Uconnect 5 updates).

The DT-generation Uconnect system supports over-the-air software and map updates via its built-in WiFi hotspot, but not whole-vehicle feature OTA in the Tesla sense.

The Uconnect Access app (available, subscription-dependent after a trial) covers remote start, lock/unlock, vehicle locate, and vehicle health reports — solid core functions but less polished than newer EV-native apps.

USB-A ports are provided front and rear on Crew Cab; USB-C was not yet standard in 2020, and wireless charging was a limited-availability option rather than broadly offered.

Proximity keyless entry and remote start are available (remote start bundled in an options package on Big Horn, standard higher up); no phone-as-key in 2020.

A rearview camera is standard; parking sensors and the 360-degree surround-view camera are available but limited to higher trims (Laramie and up) rather than the volume trim.

No head-up display was offered on any 2020 Ram 1500 trim; HUD wasn't introduced to the lineup until the 2021 TRX.

Wide rear door openings and class-leading rear legroom (45.2 in) make loading car seats and kids straightforward; the high step-in height and a tall floor hump are the main drawbacks versus minivans/SUVs.

The Crew Cab earned IIHS Top Safety Pick+ for 2020, but key ADAS (forward collision warning w/ auto brake, adaptive cruise, blind-spot) are optional packages rather than standard on family-budget trims.

Comfortable coil-spring ride and ample rear-seat room suit multi-hour trips, but rear-seat amenities (rear climate vents/USB, entertainment) are thin on the volume trim.

The smooth eTorque V8/8-speed combo and well-weighted steering make it relatively relaxed for a full-size truck, but its size and visibility still add fatigue in tight daily traffic versus smaller vehicles.

The 5.7L V8 eTorque returns EPA-rated roughly 17/23/19 MPG city/highway/combined (4x2) — well below segment efficiency leaders and non-truck commuters, keeping per-mile running costs high.

Full-size Crew Cab footprint and a 46+ ft turning diameter make tight urban parking and garages a challenge, partially offset by the standard backup camera.

Up to 12,750 lb max tow and roughly 2,300 lb payload (properly equipped) put the 2020 Ram 1500 at or near the top of the half-ton segment, with multiple bed lengths for job needs.

The 5.7L Hemi and 8-speed TorqueFlite are well-proven, fleet-used powertrains with a long reliability track record in commercial service, though the coil-spring rear is sometimes viewed as more complex than leaf springs for heavy-duty abuse.

Available RamBox lockable/lit/drainable bedside bins with a 115V outlet, a multifunction tailgate, and bed tie-downs give strong jobsite practicality, though RamBox and the power outlet are extra-cost options.

Quiet, well-damped highway ride and a roughly 26-gallon tank give solid touring range (400+ miles) at 19 MPG combined; available adaptive cruise aids highway fatigue on upper trims only.

4x4 is available on the volume trim with reasonable ground clearance, and the dedicated off-road Rebel trim exists in the lineup, though the Big Horn volume trim itself is more street/mild-trail oriented.

An open bed plus optional RamBox side bins, a flip-up rear seat bottom with underseat storage, and available bed tie-downs give strong flexibility for bulky gear.

The coil-spring rear suspension gives the Ram 1500 secure, composed body control for a full-size truck, cited by reviewers as stable and surefooted through turns, though it's still a large truck rather than an agile one.

Reviewers specifically praised the steering as nicely weighted and precise for the segment, a step up from typical full-size truck numbness.

No standout instrumented braking complaints or praise found for the 2020 model; pedal feel is described as competent but unremarkable, typical for the segment.

The 5.7L eTorque V8 pairs with a smooth 8-speed automatic and a well-calibrated mild-hybrid stop-start system that reviewers noted as unobtrusive compared to rougher stop-start implementations elsewhere.

The Hemi V8 has a pleasant, not intrusive exhaust note under load, and cabin isolation keeps vibration in check, especially on higher trims.

Curb-to-curb turning diameter varies by box/cab length; used the shorter 5'7" box figure representative of the volume Crew Cab configuration.

A commanding seating position, good sightlines, and logically laid-out controls (including the available large touchscreen) are consistently praised for the DT-generation cabin.

Pleasant V8 soundtrack and refined manners make it enjoyable to drive for a work truck, but it isn't marketed or reviewed as an enthusiast vehicle the way off-road or performance variants are.

Entry Tradesman trims are work-grade, but even base-adjacent Big Horn models carried a standard 5-inch Uconnect touchscreen, cloth seating and a well-finished cabin that reviewers called class-leading for the money; stand-out items like the 12-inch Uconnect 4C NAV and ventilated seats remained options reserved for Laramie and up.

The all-new fifth-generation (DT) platform brought a materially quieter, more comfortable ride (coil-spring rear suspension, optional air suspension), class-leading interior space, and the eTorque mild-hybrid system standard on many V8 configurations, all at prices in line with the Silverado and F-150 — reviewers widely cited it as the strongest capability-and-refinement-per-dollar in the class for 2020.

Seven distinct trims (Tradesman, Big Horn/Lone Star, Rebel, Laramie, Laramie Longhorn, Limited, plus the continued value-oriented 1500 Classic) spanned Quad Cab and Crew Cab bodies, two bed lengths, 4x2/4x4, and multiple powertrains (5.7L Hemi V8 with/without eTorque, 3.6L V6, and the new 3.0L EcoDiesel V6), giving one of the widest configuration matrices in the segment.

Ram sold 563,676 units of the 1500 in calendar-year 2020, a steady third place behind the F-Series (787,422) and Silverado (594,094) — strong, high-volume acceptance for an all-new platform in only its second model year, though not the segment leader.

Ram's brand image strengthened notably with the DT generation's reception, but it still trails Ford's century-long F-Series halo and GM's long truck heritage in raw brand equity, landing as a respected but not dominant brand perception.

2020 saw generous, regularly available incentives — several-thousand-dollar cash rebates, 0% financing for up to 72 months during Presidents Day/Truck Month events, and reported combined manufacturer-plus-dealer discounts reaching 15-25% off MSRP on factory orders — giving buyers real, non-desperate negotiating room.

2020 is only the second model year of the all-new fifth-generation (DT) Ram 1500, which debuted for 2019 with a fully redesigned platform, interior and chassis — current-generation tech with no redesign on the near horizon.

The all-new 2019 Ram 1500 won MotorTrend's Truck of the Year, and Car and Driver named the Ram 1500 its top-ranked full-size pickup ("king of the mountain") for 2020 as well, following its 2019 Best Full-Size Pickup win — a consistent comparison-test winner across consecutive model years.