2024 Ram 1500

Volume configuration is the 5.7L HEMI eTorque; the range tops out with the TRX's 702 hp in its 2024 final year.

Peak torque of the volume HEMI eTorque; eTorque adds short-term launch assist.

Instrumented tests of the unchanged DT-generation HEMI eTorque crew cab land around 6 seconds.

The HEMI eTorque is smooth and torquey, with the 48V belt-starter making stop-start nearly seamless; V6 eTorque is less lively under load.

The ZF-licensed TorqueFlite 8HP 8-speed shifts smoothly and decisively and rarely hunts.

Max conventional tow rating is competitive in the half-ton class.

Lineup max payload is mid-pack for a half-ton.

Integrated trailer brake controller, Trailer Reverse Steering Control, blind-spot with trailer detection, 360 camera and load-leveling four-corner air suspension are available.

Part-time 4WD with two-speed transfer case is available on every trim (TRX 4x4 standard), with an on-demand auto-4WD case and e-locker available.

Rebel adds off-road suspension, skid plates and e-locker, while the TRX (final year) is a factory desert-racer with Bilstein adaptive dampers and 35-in tires.

Three gas engines (3.6L V6 eTorque, 5.7L HEMI eTorque, TRX 6.2L SC V8) plus the Classic's non-eTorque HEMI; the EcoDiesel was dropped for 2024 and there is no full hybrid or PHEV.

EPA combined for the volume HEMI eTorque 4x4.

EPA city for the volume configuration.

EPA highway for the volume configuration.

Computed from the EPA combined figure and the standard crew-cab tank; EPA does not publish a range field for this vehicle.

EPA annual cost for the volume HEMI is high, partly because EPA rates it on midgrade fuel.

The volume HEMI eTorque is rated by EPA on midgrade (89 octane recommended, not required), while the V6 runs on regular and the TRX wants premium — mixed requirements across the range.

NHTSA gives the volume 2024 Ram 1500 Crew Cab 5 stars overall in both RWD and 4WD form, despite a 4-star frontal and 4-star rollover result. The less common Quad Cab rates 4 stars overall.

The 2024 Crew Cab rates Good in small overlap, the original moderate overlap and the updated side test, but Poor in the updated moderate overlap test. That is driven by rear-passenger head/neck and chest injury measures, since this pre-refresh truck has no rear pretensioners or load limiters. The Poor rear-occupant result rules out any 2024 award.

On the pre-refresh 2024 DT truck, forward collision warning with AEB, blind-spot monitoring, lane departure warning/prevention and adaptive cruise are all options on the volume Big Horn/Lone Star (Level 1/Advanced Safety Groups) and become standard only higher in the range. The base Ford F-150 and Silverado come with standard AEB, so Ram trails both.

IIHS rates the 2024 truck's optional pedestrian AEB only Marginal. It handled the daytime crossing-child tests but performed weakly in the nighttime scenarios, and no updated vehicle-to-vehicle rating is published. The system is also not standard on the volume trims, so the score lands at the bottom of the adequate range.

Blind-spot monitoring with rear cross-path detection and trailer detection is optional on the volume trims and standard only on upper ones. It alerts only and never steers or brakes, though rear automatic braking is available separately.

LaneSense lane departure warning with lane keep assist is optional on volume trims. It only nudges the truck back once it drifts, and the DT-generation 1500 has no continuous lane centering. Owner and review commentary calls it unrefined.

Adaptive Cruise Control with Stop & Go is available, packaged on Big Horn/Lone Star and standard higher up. It is functional in traffic, but it isn't paired with a lane-centering highway assist on the 2024 truck, and owners criticise its gap management.

No 2024 Ram 1500 offers hands-free driving. Hands-Free Active Driving Assist arrived only with the 2025 refresh, while rivals already offered BlueCruise (F-150) and Super Cruise (Silverado/Sierra).

IIHS rates the volume Tradesman/Big Horn/Lone Star/Laramie halogen reflectors Marginal. Only the curve-adaptive LED projectors on Longhorn/Limited/TRX earn Good, and the other LED and halogen setups rate Acceptable or Marginal. Most trucks sold get the weaker lights.

Sightlines are typical of a full-size pickup: a high beltline and tall hood create a large forward blind zone, though big side glass and mirrors help. The rear camera is standard, while the 360-degree Surround View camera and digital rearview mirror are optional or upper-trim.

The Crew Cab's ~45 in of rear legroom, tall square doors and flat floor make fitting multiple car seats, including rear-facing ones, easy. IIHS still rates the LATCH hardware Marginal because the lower anchors are hard to reach.

Volume Big Horn Crew Cab seats six with the front split bench; bucket-seat trims drop to five.

Generous but not class-leading front headroom, unchanged across the DT generation.

Ram's published front legroom trails the 43–45 in figures GM and Ford quote, though seat travel feels ample in practice.

Plenty of second-row headroom for adults in the volume Crew Cab.

Ram claims best-in-class rear legroom; the Crew Cab back seat is limo-like.

The volume Crew Cab ships with the short 5'7" box; the 6'4" box is offered on Crew and Quad Cab.

Typical short-box crew-cab bed volume; 51.0 in between the wheelhouses.

Class-exclusive RamBox bed bins, in-floor second-row bins, flat load floor, a multifunction split tailgate and 115V outlets add real cleverness, though RamBox and the best bits sit on upper trims and Big Horn Level packages.

Reviewers consistently praise supportive front seats and a roomy, reclining rear bench; base Big Horn cloth seats are less adjustable than upper trims.

The five-link coil-spring rear suspension (and optional four-corner air) gives the segment's best unladen ride.

Acoustic glass, active noise cancellation and good sealing keep highway road and wind noise low for a full-size pickup.

Heated seats/wheel and dual-zone auto climate are a Big Horn Level 2 option; heated/ventilated front and rear seats come with Laramie and up, so the volume trim needs packages for key comfort kit.

The final pre-refresh 2024 Ram 1500 opens at the Tradesman Quad Cab; the DT generation offers no regular cab, so its entry price sits a few thousand above an F-150 XL or Silverado WT regular cab.

Big Horn/Lone Star Crew Cab 4x4 is the volume configuration; at $51,730 with destination for the 5'7" box, a typical Level 1 group or HEMI upgrade lands it near $53,500.

Averaging the two available projections puts the 2024 Ram 1500 in the middle of the full-size truck class for maintenance and repairs.

Deep 2024 discounting and the 2025 refresh weigh on residuals; projections put the 2024 Ram 1500 near half its value after five years, below F-150 and Silverado/Sierra.

Ram's basic limited warranty is the industry-floor 3 years/36,000 miles, matching Ford and GM full-size trucks.

Powertrain coverage is 5 years/60,000 miles on the 3.6L Pentastar eTorque and 5.7L HEMI, matching Ford and GM.

Ram includes no complimentary scheduled maintenance, leaving 5 yr/60,000 mi roadside assistance plus SiriusXM and Uconnect connected-services trials as the only perks — slightly behind GM's one included visit.

$53,500 volume-trim price minus its estimated resale value after 5 years (50% retained, or about $26,750) leaves about $26,750 in depreciation. Add the projected $6,550 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $33,300 in total.

2024 was the last model year before the 2025 refresh. It is a mature DT-generation truck whose volume powertrain is the 5.7L Hemi/eTorque, which avoids the Hurricane launch-year risk that hit 2025. J.D. Power rates it Great and named it the best large light-duty pickup for initial quality, but Consumer Reports calls its reliability only about average. With the two sources split, it sits at the upper end of the mid band.

The two sources disagree sharply. J.D. Power ranked Ram the #1 brand overall in its 2024 Initial Quality Study, the year this truck went on sale. Consumer Reports keeps Ram in the lower third of brands, citing electrical and software faults that recur across Stellantis models. Weighing the two puts Ram at the low end of the mid-pack.

MY2024 is covered by six Ram 1500 campaigns. None involves fire or the powertrain, but several are large or affect safety systems. The worst is an ABS-module software fault on about 1.0M trucks that can disable stability control. The others cover a clockspring problem that can stop the driver airbag deploying, a 1.27M-truck rear seat-belt anchor campaign across the whole generation, and turn-signal cancelling. Two more are tiny, at 71 and 16 units. That is fewer than the eight on the 2025 refresh, though still busy for the segment.

The volume engine is the 5.7L Hemi V8 with the eTorque mild-hybrid. The Hemi is a two-decade-old design that owners routinely run past 200,000 miles, but it has a well-known failure pattern in its MDS lifters and camshaft. The eTorque add-on drew a stall recall on 2021–2022 trucks. The 3.6L Pentastar V6 and the ZF-derived 8-speed automatic are both proven. Every engine offered in 2024 is known and serviceable, which is a clear step above the unproven Hurricane that replaced the Hemi for 2025.

Reviewers have treated the Ram 1500 cabin as the full-size pickup benchmark since the 2019 redesign. Volume Big Horn/Lone Star trims get more soft-touch surfaces than an equivalent Silverado or F-150, and the 12-inch Uconnect 5 is offered on mid trims.

The 2024 Ram 1500 had the fewest problems among large light-duty pickups in J.D. Power's initial-quality survey of model-year 2024 vehicles, so it is assembled consistently when new. Long-term testers and owners still report occasional rattles, trim alignment issues and Uconnect glitches, which keeps it out of the top band.

About 2,300–2,400 CDJR outlets give dense national coverage, including the rural markets where trucks sell. The service experience holds the score down: J.D. Power rates the 2024 1500's dealership experience only Average, and Stellantis brands sit below the mass-market average on service satisfaction.

The Ram 1500 is one of America's three best-selling vehicles, so Mopar and aftermarket parts are plentiful, and any independent shop can service the Hemi and Pentastar. Routine maintenance costs about what other full-size trucks cost. Out-of-warranty repairs to the optional air suspension and the eTorque hardware are costly, and Stellantis parts backorders are a recurring owner complaint.

The volume Big Horn gets the 8.4-in screen; the signature 12-in portrait unit is optional on Big Horn and up.

Uconnect 5 is quick, logical and keeps physical climate/volume controls; the 8.4-in version is one of the most user-friendly in the market.

Uconnect 5 (8.4 and 12-in) supports wireless Apple CarPlay and Android Auto; the Tradesman's 5-in radio is wired/basic.

Alexa built-in and TomTom-based nav with tow-specific routing are available, but native nav is a package option on Big Horn.

Big Horn starts with six speakers and offers the 10-speaker Alpine upgrade; the excellent 19-speaker Harman Kardon is limited to Rebel and above.

Big Horn carries analog gauges with a small center display (7-in programmable screen via Level 2); the full 12-in digital cluster is a top-trim item.

Uconnect 5 receives over-the-air infotainment/connectivity updates, not whole-vehicle feature updates.

Ram/Uconnect app covers remote start, lock and vehicle finder plus the new Know & Go app, but connected services are subscription-gated after a trial and there is no phone-as-key.

USB-A/C ports front and rear plus battery-fed 115V outlets are available via Big Horn packages; wireless charging is tied to packages/bucket seats.

Remote start and keyless entry come with Big Horn Level 2; push-button start and Keyless Enter 'n Go spread up the range, but no phone-as-key.

Rear camera with dynamic gridlines is standard and front/rear ParkSense is a Big Horn option, but the Surround View camera and auto-park are Laramie-and-up packages.

For 2024 the HUD is offered through the Advanced Technology Group from Big Horn up (no longer Limited-only), though it is a stacked-option add.

Huge rear-door openings and 45.2 in of rear legroom make rear-facing seats easy, but IIHS rates LATCH Marginal and the tall step-in is hard for small kids.

NHTSA 5-star overall, but IIHS rates the updated moderate-overlap test Poor (rear passenger), seat-belt reminders Marginal, no Top Safety Pick, and AEB is not standard on the Big Horn volume trim.

Class-leading rear space, available reclining/heated/ventilated rear seats, a superb ride and a quiet cabin make it a strong family tourer; luggage rides in an open bed unless covered or in RamBox.

Smooth eTorque stop-start, compliant ride and light steering make it relaxed in traffic; sheer size is the main fatigue factor.

19 MPG combined for the volume 5.7L HEMI 4x4 (21 with the V6) is typical of gas full-size trucks — expensive to commute in.

A 233-in-long, 82-in-wide truck with a 46.2-ft turning circle; surround-view is not offered on Big Horn, only front/rear sensors.

Up to 12,750 lb towing and 2,300 lb payload with the HEMI cover most work; trails F-150/Silverado max tow figures, and the V6 caps at 7,730 lb.

Proven HEMI and Pentastar powertrains and a mature sixth year of the DT platform, but the comfort-tuned coil rear and eTorque/air-suspension complexity are less fleet-proven than leaf-spring rivals.

RamBox, relocatable anchor points, bed divider, multifunction tailgate with step and 115V cabin outlets help, but there is no Pro Power-style high-output generator.

Segment-best ride, quiet cabin and ~490 mi range (627 with the 33-gal tank) make a fine tourer; adaptive cruise is package-gated and there is no hands-free assist for 2024.

4x4 with strong towing for campers and boats; Rebel, Warlock and TRX add real off-road hardware, while the volume Big Horn 4x4 is a capable gravel/trail hauler.

An open 53.9 cu ft bed swallows bulky gear, supplemented by in-floor cabin bins and RamBox, though luggage is weather-exposed without a cover.

Coil-sprung rear and good body control make it composed for a full-size truck, though it never hides its 5,000+ lb mass.

Electric steering (16.3:1, 3.1 turns) is light and predictable but offers little feedback.

Four-wheel discs give predictable stops, with stopping distances typical of a heavy full-size pickup.

eTorque makes engine stop/start nearly seamless and fills in low-end torque; the 8-speed TorqueFlite shifts smoothly.

The HEMI's V8 burble is pleasant and well isolated at cruise, with active noise cancellation keeping drone down.

Average turning circle for a short-box crew-cab full-size truck.

Commanding, adjustable driving position with available power-adjustable pedals and logically placed physical controls; the rotary shifter frees console space.

The HEMI V8 sound adds character, but the volume Big Horn is a comfort-first cruiser; the 702-hp TRX Final Edition is the enthusiast outlier.

The pre-refresh 2024 Tradesman is basic (small Uconnect 3 screen, steel wheels), but the volume Big Horn adds the 8.4-inch Uconnect 5 with wireless CarPlay/Android Auto, LED lighting and the coil-spring rear that rivals don't offer; the 12-inch screen and much of the driver-assist suite cost extra.

A ~$53,500 Big Horn Crew Cab with the 5.7L HEMI V8 still available delivers the class's best ride and cabin, and 2024 transaction prices fell far below sticker under heavy incentives; weak resale claws back part of that value.

Tradesman, HFE, Big Horn/Lone Star, Laramie, Rebel, Limited, Limited Longhorn and the TRX span roughly $40k to $110k, with V6 eTorque, HEMI V8 (with or without eTorque) and the supercharged 6.2L, plus the cheaper Ram 1500 Classic alongside; the DT still lacks a regular cab and 8-ft bed, and the EcoDiesel was gone for 2024.

Ram is the third-best-selling full-size pickup and a top-ten US vehicle, but sales fell 16% in calendar 2024 to 373,120 while GM and Ford grew, leaving Ram at roughly 17% segment share.

Ram has real aspirational equity (Limited, TRX) and a loyal HEMI following, but 2024 brought Stellantis pricing and inventory-glut criticism, weak brand reliability rankings and residuals trailing Ford/GM.

With a large inventory overhang and the 2025 refresh arriving, the 2024 Ram 1500 was among the most heavily discounted trucks on sale: 0% APR for up to 72 months, large customer cash and public Employee Pricing events.

2024 is the sixth and final pre-refresh year of the DT generation that began with MY2019; the major 2025 refresh (Hurricane I6, new styling, 12/14.5-inch screens) followed immediately, so a 2024 buyer gets the outgoing version.

The 2024 Ram 1500 made Car and Driver's 10Best Trucks and SUVs for 2024, part of a six-in-seven-years streak, and reviewers consistently rate its ride and interior best in class; Consumer Reports reliability reservations and its aging tech are the main criticisms.