2017 Ram ProMaster

2017 is a carry-over year within the unchanged first-generation (2014-) ProMaster; the 3.6L Pentastar V6 is the sole standard gas engine across all three weight classes, with the 3.0L EcoDiesel I4 as the sole optional upgrade.

Peak torque of the standard, volume gas V6, unchanged for 2017; the optional 3.0L EcoDiesel I4 makes more torque (295 lb-ft) but is not the gas-class powertrain being scored.

Ram does not publish 0-60 times for a commercial van; aggregated third-party acceleration data for the unchanged 3.6L V6 ProMaster clusters around 8.1s, and Car and Driver's own multi-van comparison test found the ProMaster the slowest-accelerating entry by roughly two seconds.

The Pentastar V6 itself is a smooth, well-proven unit with no turbo lag, but reviewers consistently note it feels strained and breathless hauling the ProMaster's tall, heavy body and cargo loads, and it was the slowest van in Car and Driver's own comparison test.

The 62TE 6-speed automatic (shared with Chrysler minivans) shifts competently and without major complaint in period reviews, but is an unremarkable, conventional unit with no standout smoothness or responsiveness versus rivals.

Maximum conventional towing is capped at 5,100 lbs across the 2017 ProMaster 1500/2500/3500 lineup when properly equipped with a trailer hitch; this is a flat ceiling rather than a figure that scales up with the heavier 3500 variants.

The ProMaster's defining engineering choice is an exclusive front-wheel-drive layout that packages all driveline components beneath the cab to lower the cargo floor and step-in height; no AWD or 4WD option exists at any trim, wheelbase, or engine for 2017 or anywhere in this generation.

A pavement-oriented, low-floor FWD cargo van by design intent — the whole point of the ProMaster's packaging is a low step-in/load-floor height, the opposite of off-road ground clearance — with no skid plates, lockers, raised suspension, or off-road trim offered in 2017.

For 2017 the ProMaster offers two distinct powertrains — the standard 3.6L Pentastar V6 gas engine and the optional 3.0L EcoDiesel I4 — giving fleet buyers a genuine gas-vs-diesel choice, though no electrified or turbo-gas alternative existed yet (and the diesel option would be dropped from the lineup in later years).

The ProMaster's GVWR (8,550-9,350 lbs depending on configuration) exceeds the 8,500 lb threshold above which EPA does not require fuel-economy testing/labeling, so no official combined figure exists; this is a weighted estimate from corroborating city/highway real-world data.

No EPA city rating exists for this GVWR-exempt full-size van; figure is a real-world estimate from owner/reviewer reports for the gas V6 ProMaster 1500.

No EPA highway rating exists for this GVWR-exempt full-size van; figure is a real-world estimate from owner/reviewer reports for the gas V6 ProMaster 1500.

Ram specifies a 24.0-gallon fuel tank for the gas V6 ProMaster (vs. 16.1 gal for the EcoDiesel); combined with the ~16 mpg combined estimate this yields roughly 384 miles of range. No EPA range figure exists for this GVWR-exempt van.

At the standard 15,000 mi/yr assumption and the ~16 mpg combined estimate, the gas ProMaster burns roughly 940 gallons/year; at the 2017 national average regular-gasoline price (~$2.42/gal per EIA) that is approximately $2,270/yr. No official EPA annual-cost figure exists since this GVWR class is exempt from EPA fuel-economy labeling, so this is derived rather than quoted directly.

The standard 3.6L Pentastar V6 runs on regular 87-octane unleaded with no premium requirement or special fuel handling.

The Ram ProMaster full-size van has never been selected for NHTSA's New Car Assessment Program in any model year; the 2017 model carries no overall, frontal, side, or rollover star rating.

IIHS has never crash-tested the ProMaster (first-generation Ducato-based platform, unchanged 2014–2018); no Top Safety Pick award and no individual crashworthiness results of any kind exist for the 2017 model year, the untested condition described in the bottom scoring band.

2017 is a carry-over year within the unchanged 2014–2018 pre-facelift generation, well ahead of Ram's ADAS rollout on the ProMaster. The era's Safety and Security lineup (multistage front/knee airbags, ESC, Hill Start Assist, standard ParkView back-up camera) lists no AEB, adaptive cruise, lane-keeping, blind-spot monitoring, or rear cross-traffic alert on any trim.

No forward-collision warning or automatic emergency braking system was available on the 2017 ProMaster at any trim or option package; the feature wasn't introduced to the lineup until the 2021 model year.

Blind-spot monitoring and rear cross-traffic alert were not offered on the 2017 ProMaster in any form — Edmunds' contemporaneous review explicitly notes the van lacks blind-spot monitoring and recommends optional tow mirrors and extra side glass as the only mitigation.

No lane departure warning, lane keep assist, or lane centering system was available on the 2017 ProMaster — the era's feature materials contain no such option on any trim or package.

The 2017 ProMaster offers only standard, non-adaptive cruise control; no radar-based adaptive cruise or highway-assist system was available on any trim.

No hands-free highway driving system of any kind was offered on the 2017 ProMaster, consistent with the complete absence of ACC or lane-centering hardware such a system would require.

The 2017 ProMaster uses halogen projector headlights with no auto high-beam or adaptive function offered; the van was never IIHS headlight-tested, and contemporaneous owner/aftermarket-lighting commentary consistently describes the stock halogen output as dim and dated for the generation.

The cab-forward van layout with a short hood and large, low windshield gives strong forward sightlines that reviewers single out as a genuine strength and that make tight turns less stressful than in competing vans, but the passenger-side A-pillar and solid rear/side panels create significant blind spots that the van has no blind-spot monitoring to compensate for.

The ProMaster's volume cargo/window-van configurations ship with front seats only and no factory rear passenger seating for the base cargo build, so there are no factory-installed LATCH anchors to evaluate on the representative trim; fitting a car seat requires an aftermarket rear-seat installation with no manufacturer-certified LATCH solution, a meaningfully worse starting point than a vehicle with usable but cramped factory anchors.

The 2017 US lineup is Cargo Van and Chassis Cab only, so factory seating tops out at the front row. That sits below the 4-seat floor of the van band, where the Transit and Sprinter passenger wagons seat 12-15.

The tall, upright Ducato-derived cab gives ample front headroom, mid-band for vans. The body and cab are unchanged from the 2014 launch through 2017, so the current-generation dimension-table figure applies.

The cab-forward layout puts the pedals close to the front axle, so front legroom falls below the 40 in floor of the van band. Tall drivers notice it, and the fixed seat-height compounds it.

The 2017 ProMaster has no second-row seat to measure. The item is required, so the band-floor value stands in for the absence and is not a measurement.

Same as rear headroom: there is no factory second row, so the band-floor value represents the absence and is not a measured legroom figure.

There is no third row, and no factory second row either. That puts the van at the bottom of the "no third row" band, well below the Transit and Sprinter passenger wagons.

With nothing behind the front seats, the whole box is cargo space. The volume high-roof 159-in van sits high in the van band.

Maximum cargo volume for 2017 is strong for the full-size van class, well above the Ford Transit's extended-length figures of the era, though below the later Super High Roof variant that did not exist yet.

The cab has straightforward door-bin and overhead-shelf storage and a flat, low cargo floor, but lacks the giga-console or onboard-power features that later model years and some rivals offer.

Standard cloth bucket seats are a genuine improvement over the vinyl seats common in rival base work vans, but there is no power adjustment or extended-support option.

The unibody gives a smoother ride than a body-on-frame van, but multiple 2017 reviews still flag it as unrefined and busy unladen, improving once loaded.

The uninsulated cargo box amplifies road and wind noise at highway speed; the gas V6 itself is quiet, but overall cabin noise is a commonly cited weak point.

Manual single-zone air conditioning is the extent of the climate offering; there are no heated seats, heated wheel, or rear climate provisions on any 2017 trim.

Entry price for the cheapest 2017 ProMaster configuration, the 1500 Low Roof on the shortest 118-inch wheelbase; no facelift or pricing restructure occurred for 2017 within the unchanged first generation (2014-2018), only a dealer-noted price adjustment plus the cutaway/chassis-cab axle-width change.

The 2500 High Roof 136-inch-wheelbase van is the ProMaster's most common commercial-spec configuration — stand-up cargo height on the mid wheelbase, the volume pick for trades and delivery fleets, mirroring how Transit's 250 Medium Roof LWB is used as its volume trim.

CarEdge's 5-year cost-to-own model places ProMaster Cargo Van/2500 maintenance-and-repair totals in the $6,640-$6,700 range, and RepairPal's annual figures ($1,072-$1,147/yr for 1500/2500) corroborate a total noticeably above the Transit's V6/6-speed carryover drivetrain but well below the Sprinter's premium-network costs.

Industry residual data is thin and inconsistent for this nameplate, but the ProMaster consistently sits at or below the Transit's already-weak full-size-van retention — lower resale demand than Ford/Mercedes, a FWD unibody-derived platform seen as less rugged by used-commercial buyers, and EcoDiesel-related reliability concerns that surfaced on first-generation trucks all drag residuals toward the bottom of the van band.

Standard FCA/Ram New Vehicle Limited Warranty term for the 2017 model year, at the bottom of the segment normalization band — identical to the Transit and Sprinter's basic coverage.

Standard Ram powertrain term sits at the low end of the band for both the gas V6 and the available EcoDiesel I-4; Ram's longer 5yr/100,000-mile diesel-specific promises arrived on later Ram truck lines, not this 2017 ProMaster.

No complimentary scheduled maintenance was standard on the 2017 ProMaster; Ram bundled 24-hour "Sign-and-Go" roadside assistance (towing, flat-tire change, battery jump, limited fuel delivery, lockout service, up to $100/occurrence) with the warranty term, which covers the basic-roadside-only band rather than a meaningful perks package.

$32,695 volume-trim price minus its estimated resale value after 5 years (38% retained, or about $12,424) leaves about $20,271 in depreciation. Add the projected $6,650 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $26,921 in total.

First-generation ProMaster (2014–2017 build) is a low-volume commercial van that Consumer Reports and J.D. Power do not separately rate for predicted reliability; third-party owner-data aggregators place it at average-to-moderate risk, with the transmission flagged as the system most likely to need attention first rather than the engine.

Ram's truck-line initial quality scores from J.D. Power are decent, but Consumer Reports has ranked the Ram brand in the bottom third of its reliability surveys through most of the 2010s, and that brand-level standing is the more relevant signal for a commercial platform like ProMaster that shares little hardware with the 1500.

The 2017 model year is covered by three NHTSA campaigns, none of them a powertrain, fire, or structural safety-system defect: a fire-extinguisher malfunction recall shared across many Stellantis/other-brand vehicles using the same Kidde unit, and a labeling correction for airbag equipment language in the owner's manual/visor — both minor and remedied with low-cost fixes. A 2014–2016-build trailer-brake-light software recall narrowly predates most 2017 production.

The 2017 ProMaster's gas powertrain is the 3.6L Pentastar V6 paired with a 6-speed 62TE automatic — the Pentastar is a proven, widely-used family across Chrysler/Jeep/Ram with owners regularly reporting 200,000+ miles, tempered by known-but-moderate issues (valve-lifter "tick," oil-cooler-housing seepage starting ~60–100k miles) and a 62TE transmission that forum/owner data flags as the component most likely to need service first.

As a commercial cargo van, the ProMaster's cabin is intentionally utilitarian — hard, wipeable plastics dominate and standard cloth seats are a step up from competitors' base vinyl, but owner surveys single out cabin quality/material feel as the vehicle's weakest attribute relative to its styling and practicality.

No instrumented initial-quality study targets this low-volume commercial van specifically; owner review sentiment is split, with roughly half praising the build as solid for the segment and a comparable share reporting scattered mechanical/electrical complaints (brake and transmission issues, recurring headlight failures) that point to inconsistent assembly or component quality rather than a uniformly clean record.

Ram backs ProMaster with its BusinessLink commercial-dealer program (1,000+ specialized dealers) on top of the broader ~2,500-location CDJR network, giving adequate nationwide coverage for a commercial van, though it is less ubiquitous than Ford's or GM's commercial service footprint for this class.

Genuine Mopar parts are widely stocked through the CDJR network and a mature aftermarket exists for the shared Pentastar/62TE driveline, but published maintenance-cost data puts the ProMaster Cargo Van close to segment-typical rather than class-leading on repair expense.

The volume work-van trim carries the small standard Uconnect 5.0 screen, the van band floor. The larger 8.4-inch navigation radio is an extra-cost option in 2017.

Uconnect 5.0/8.4 of this era is simple and has real climate knobs, but the small base screen, dated graphics, and lack of smartphone mirroring leave it well behind contemporary systems.

Factory Apple CarPlay and Android Auto were not offered on the 2017 ProMaster at all (wired or wireless); only aftermarket retrofit modules add it.

A TomTom-based navigation option exists on the 8.4-inch Uconnect upgrade, with basic voice command for phone/audio, but neither is a strong native experience by the standard of the day.

No branded premium audio is offered on any 2017 trim. The basic speaker set plays into an uninsulated metal cargo box, so it does the job and no more.

The 2017 gauge cluster is analog with a small monochrome/color driver-information strip; there is no configurable full-digital cluster in this generation.

The 2017-era Uconnect 5.0/8.4 head units predate FCA's OTA-capable Uconnect platforms; software and map updates, where offered at all, require a dealer visit or SD-card/USB update.

No remote-start, remote-lock, or vehicle-locate smartphone app is documented for the 2017 ProMaster; connected-vehicle services of this kind arrived in later model years.

The front row gets a USB port and a 12V accessory outlet; there is no wireless charging pad or factory AC household outlet on the 2017 gas van.

The 2017 base work van uses a traditional key and lock cylinder; proximity entry and push-button start were not yet standard equipment on this generation's volume trim.

A rearview camera and rear parking sensors are available options, not standard, and there is no surround-view camera or automated parking in 2017.

No head-up display is offered in any 2017 configuration, consistent with the work-van segment of the era.

There is no factory rear seating and no LATCH positions in the cab, so a family cannot ride in a 2017 ProMaster as delivered.

Standard safety is limited to ABS, stability/traction control, airbags, hill-start assist, trailer-sway control and rollover mitigation; forward-collision warning and a rearview camera are extra-cost options, and blind-spot monitoring is not available at all in 2017.

With no second row there is no rear comfort to assess. Even up front, manual single-zone climate, a noisy cabin and a fixed seating position make it a poor family tourer.

The cab-forward FWD layout gives a short nose, a low step-in and light, precise steering, and the Pentastar V6 is smooth and nimble around town. A busy unladen ride and notable cabin noise wear on a driver over a full day.

Regular gasoline and roughly segment-typical fuel economy keep running costs moderate for a full-size gas van, though the heavier GVWR configurations exceed EPA's reporting threshold.

The short-wheelbase 118-in van turns in a class-leading ~36 ft, and even the volume 159-in van's 47 ft benefits from a short nose and big windows, though a rearview camera is optional rather than standard this year.

It is a strong cargo tool for 2017: up to roughly 5,160 lbs payload and 463 cu ft of cargo space, with a low, flat load floor. A single gas (or optional diesel) engine and FWD only limit heavy towing and loose-surface traction.

The Pentastar V6 and the global Ducato platform are mechanically proven abroad, but this is an early US model year and Ram's fleet reliability reputation trails the Transit and Sprinter.

The van is upfit-friendly: near-vertical sidewalls, a flat low floor and factory tie-downs suit shelving and racking, and the 2017 lineup already spans multiple wheelbase/roof/GVWR combinations plus a chassis-cab cutaway.

A roughly 24-gallon tank gives decent highway range, but only standard (non-adaptive) cruise control is offered in 2017, and seat comfort, cabin noise and the fixed driving position limit long hauls.

The wide, square box was already a popular Class B camper and DIY conversion base by 2017. FWD only, modest ground clearance and no AWD keep it on pavement and graded roads.

As a gear hauler it is near the top of the 2017 market: up to 463 cu ft with nothing to fold, a wide floor between the wheel wells, and a low lift-over height.

The FWD, leaf-sprung Ducato-derived platform is stable and predictable in everyday driving, but has a tall, narrow profile that doesn't favor cornering grip, and it trails the Transit/Sprinter in outright composure.

The steering is light and well-geared for low-speed maneuvering, accurate enough in town, but short on road feel at highway speed.

Standard four-wheel discs and ABS stop the van adequately for the class, but there is no forward-collision or automatic-braking system standard in 2017, and no instrumented stopping data was found for this model year.

The 280-hp Pentastar V6 is smooth and makes the van reasonably brisk unladen; the 6-speed automatic (vs. later 9-speed) can be less refined under load than more modern transmissions.

The gas V6 is notably smoother and quieter than the optional diesel and refined for a commercial van at cruise, though the uninsulated cargo box still amplifies overall powertrain noise.

The volume high-roof 159-in van needs 47 ft, beyond the van band. The short 118-in model's roughly 36 ft is genuinely tight for the class, but it is not the representative build.

The upright cab-forward seat gives commanding sightlines, a short nose and a low step-in, but the fixed seat height and limited wheel adjustment are a recurring complaint, as in later model years.

It drives like an appliance, as expected of a commercial-only van with no performance trims. The V6 has reasonable punch unladen and it is nimble in the city, but little character beyond that.

Base 2017 ProMaster is a work-first commercial van — vinyl flooring, manual windows/locks, and a basic driver seat on entry trims, with no advanced driver-assist suite standard. The one 2017-specific bump is the Uconnect 3.0 infotainment update, giving it a faster, more modern touchscreen than its direct price rivals at no extra cost, which offsets the otherwise bare-bones base spec.

The ProMaster undercut a comparably configured 2017 Transit by almost $9,000 while matching or beating it on cargo volume and offering the lowest step-in/load height in the class thanks to its front-wheel-drive unibody layout — a genuine capability-per-dollar advantage, tempered by a materially lower 5,100 lb max tow rating than Transit (7,000+ lb) or Sprinter (7,500 lb).

A reasonably wide lineup for the money — 1500/2500/3500 weight classes, three wheelbases (118"/136"/159"), low and high roof heights, cutaway and chassis-cab bodies, an extended 3500 body, plus a gas V6 or optional EcoDiesel I-4 — but it is FWD-only with a single transmission and no AWD or RWD option, and 2017's one running change (widened cutaway/chassis-cab rear axle for upfitting) narrowed rather than broadened the range versus Transit's three-engine, two-wheelbase-plus-AWD-pending spread.

The ProMaster moved roughly 40,483 units in the US in 2017 — a steady, established mid-pack seller in its fourth model year, well behind segment-leading Transit but a credible third full-size van choice alongside Sprinter, with volume still climbing from its 2014 launch rather than plateauing or declining.

Ram's truck-heritage credibility helps with commercial buyers, but the ProMaster itself carries little distinct image of its own — it is widely recognized as a rebadged Fiat Ducato, and lacks both Ford's F-Series-driven commercial halo and Mercedes-Benz's aspirational badge, landing it below both direct rivals on perception.

Ram ran meaningful 2017 incentives to grow ProMaster share against the established Transit and Sprinter — a $3,250 lease cash allowance across most Cargo Van configurations plus a $2,000 conquest bonus for competitive-brand lessees/owners — on top of ordinary commercial-fleet negotiating room, without any sign of desperation pricing.

The first-generation US ProMaster launched for MY2014, so 2017 is four model years in with no cosmetic refresh yet (that waits until the 2019 model year) — 2017's only changes were the Uconnect 3.0 update and a widened cutaway/chassis-cab rear axle. Solidly mid-cycle: current and still being lightly iterated, but noticeably further from a redesign than the Transit was at the same calendar moment.

Contemporary reviews praised the ProMaster's class-leading cargo volume, low floor/step-in height and fuel-efficient FWD layout, but consistently flagged its lower max tow rating, less refined ride/handling than Transit, and early EcoDiesel reliability concerns (timing-chain and emissions-related complaints) that would later surface more broadly. It is a respected alternative in head-to-head coverage rather than a frequent comparison-test winner or award recipient.