2019 Ram ProMaster

2019 ProMaster is sold with a single standard powertrain, the 3.6L Pentastar V6, across all 1500/2500/3500 configurations.

Peak torque figure for the 3.6L Pentastar V6, the only engine offered for MY2019 after the EcoDiesel I4 option was dropped from the US lineup.

Instrumented-estimate aggregator figure for the 280-hp V6 ProMaster; consistent with contemporary reviewer characterizations of adequate-but-unhurried unladen acceleration that falls off further when loaded.

Reviewers describe the Pentastar V6 as smooth and quiet with strong pull unladen, but acceleration and responsiveness noticeably diminish once the van is loaded with cargo or passengers, keeping it out of the top band.

The 6-speed automatic shifts smoothly and 'works through the gears in an unfussed manner' per period reviews, without notable hunting or harshness in normal driving, though it is an unremarkable commercial-van gearbox rather than a standout.

2019 was a mid-cycle capability update for the ProMaster: Ram raised max towing roughly 30% with an optional Trailer-tow Group (Class IV receiver hitch).

The ProMaster uses an exclusive front-wheel-drive unibody layout across its entire US lineup; no AWD or 4WD has ever been offered on any trim or model year.

Low, nose-heavy stance with roughly 6.9 in of ground clearance, no off-road trim, skid plates, or terrain modes — strictly a pavement-oriented commercial van.

For 2019 the ProMaster is available with exactly one powertrain, the 3.6L V6 gas engine; the 3.0L EcoDiesel I4 offered in earlier model years had already been dropped from the US lineup, and the battery-electric ProMaster did not arrive until several years later.

The ProMaster 2500 (volume cargo-van configuration) has a GVWR above the 8,500-lb threshold where EPA/CAFE fuel-economy testing and window-sticker labeling applies, so no official EPA MPG figure exists. Value uses aggregated real-world owner data for the 2019 ProMaster 2500.

No official EPA city figure exists for this GVWR class; estimated from the owner-reported combined average using a typical city/highway split for this type of vehicle.

No official EPA highway figure exists for this GVWR class; estimated from the owner-reported combined average using a typical city/highway split for this type of vehicle.

No EPA range figure is published for this GVWR class. Computed from the 24-gallon fuel tank capacity and the real-world combined MPG average.

No EPA fuel-cost estimate exists for this GVWR class; figure is Edmunds' True Cost to Own fuel estimate for the 2019 ProMaster Cargo Van at the standard 15,000 mi/yr assumption.

Runs on regular unleaded gasoline with no premium requirement or special fueling complexity.

The 2019 Ram ProMaster (cargo/window van) was not selected for NHTSA's New Car Assessment Program and carries no overall, frontal, side, or rollover star rating for this generation.

IIHS has never crash-tested the ProMaster (first-gen Ducato-based platform, unchanged since 2014); no award, no individual crashworthiness results of any kind exist to evaluate, which is the stated bottom-band condition ("untested").

No AEB, lane keeping, adaptive cruise, blind-spot monitoring, or rear cross-traffic alert is standard or even optional on the 2019 ProMaster at any trim; Ram did not add its advanced safety package to this van until the 2021 model year.

Automatic emergency braking is not offered on the 2019 ProMaster at any trim or option package, so there is no front-crash-prevention performance to rate.

Blind-spot monitoring and rear cross-traffic alert are entirely unavailable on the 2019 ProMaster; Edmunds' 2019 review explicitly flags BSM as "conspicuously absent," with large factory mirrors and optional tow mirrors as the only mitigation.

No lane departure warning or lane keep assist is offered on the 2019 ProMaster; no driver-assist system of this kind exists on the platform until later model years.

The 2019 ProMaster offers only conventional (non-adaptive) cruise control; there is no radar-based speed-following or highway-assist feature available at any price point.

No hands-free or supervised highway-driving system exists on the 2019 ProMaster or this platform generation at all.

The 2019 ProMaster uses halogen headlights across the entire range with no LED or adaptive high-beam option; IIHS has not rated this van's headlights directly, but Ram's contemporaneous halogen units on related products (e.g. the 2019 Ram 1500) scored Marginal, and no auto high-beam is offered.

Forward visibility is excellent thanks to the cab-forward van layout and low beltline, but reviewers consistently flag poor rearward and side visibility — the two-piece door mirrors have a blind gap, rear roll-up door/no-window cargo configurations rely on a rearview camera with distance-distorting optics, and large sliding-door C-pillars create real blind zones.

The ProMaster Window Van ships with front seats only — Ram offers no factory rear seats or LATCH lower anchors at all for this generation, so fitting a child seat requires aftermarket rear seating and a seatbelt-only installation with no factory anchor points.

The 2019 ProMaster cargo van ships with a 2-passenger cab as standard; FCA's own spec sheet lists '3' only because of the optional passenger bench. There is no second-row seat of any kind in the stock Cargo/Window Van lineup — the body is a single cab bench ahead of a full cargo box.

The ProMaster's cab-forward, upright seating position is widely cited by reviewers as giving a commanding, spacious feel up front, consistent with headroom at the top of the segment band. Aggregator-sourced interior dimensions for this van are inconsistent across sites (one data set lists an implausible 65.4 in that appears to actually describe low-roof cargo-area height, not cab headroom), so this figure is taken from the more physically plausible cab-dimension listing.

The upright, SUV-like seating position that gives the ProMaster excellent headroom trades off against legroom versus a reclined sedan-style seat; reviewers note the driving position as roomy overall but not deep in the legs. Source data for this figure is a single aggregator, not a manufacturer-published cab dimension.

This item applies per the registry's default seat count, but the 2019 ProMaster Cargo Van's actual stock configuration has no second-row seat at all — the area directly behind the front seats is open cargo space (or a steel cargo partition on upfitted units), not a passenger row. A nominal low value is entered per scoring instructions rather than omitting the item; it is not a measured seat dimension.

Same situation as rear headroom: the 2019 ProMaster Cargo Van has no factory second-row seat to measure legroom for. A nominal low value is entered per scoring instructions rather than omitting the item.

There is no third row, nor even a second row — the 2019 ProMaster Cargo Van is a 2-3 occupant work van with a full cargo box behind the cab. Token seating doesn't exist here any more than a third row does.

353 cu ft is the published cargo volume for the 136-in wheelbase High Roof configuration, the volume-selling body style for US commercial buyers wanting stand-up walk-in cargo space. The lineup ranges from the 118-in SWB low roof (259 cu ft) up to the 159-in extended high roof (463 cu ft).

With no second-row seat to fold, the 136-in High Roof configuration's full 353 cu ft is available at all times; there is no larger 'seats folded' figure to report. The segment's larger numbers belong to the 159-in extended-body configuration (463 cu ft), a different wheelbase, not a folded-seat state of this one.

The ProMaster cab offers basic door pockets, an overhead shelf/console option, and a dash-top tray, but nothing resembling the console or clever-storage innovations found in modern passenger vehicles — it's a utilitarian commercial cab, not a design showcase.

Cloth or vinyl work-van seats are adequate for daily duty with basic cushioning and limited adjustability; reviewers describe them as acceptable for commercial use rather than praised for all-day comfort.

Ride is noticeably firm when the cargo box is empty, improving with a partial or full load; composed but not plush, typical of a commercial van tuned for load-carrying rather than unladen comfort.

The 3.6L V6 itself is refined and quiet under load, but the unlined metal cargo box behind the cab amplifies road and wind noise versus a passenger vehicle; owners report some wind noise with modest tire noise.

Manual air conditioning and heat are standard; heated front seats are listed as an available option, but there is no rear climate zone (no rear cabin to condition), no remote preconditioning, and no ventilated seats — sparse by passenger-vehicle standards even though reasonable for a commercial van.

Entry trim MSRP including destination for the 2019 model year.

The 2500 136" wheelbase cargo van is the most commonly specified configuration for commercial fleet and delivery buyers, balancing cargo volume against cost.

Mid-pack for the full-size van class; commercial-duty components and simple V6/6-speed drivetrain keep repair costs from running high.

Commercial cargo vans hold value reasonably well due to steady fleet/trade demand, though the ProMaster trails the Transit and Sprinter in resale strength.

Standard Ram basic limited warranty, unchanged for the 2019 model year — the mainstream-industry floor for this segment.

Standard 5-year/60,000-mile powertrain coverage for gas ProMaster models in 2019, before Ram's later 10-year/100,000-mile extension (introduced on later model years).

Ram includes 5-year/60,000-mile Sign-and-Go roadside assistance (towing, jump-start, lockout, fuel delivery up to $100/occurrence) bundled with the warranty, but there is no factory-standard multi-year complimentary scheduled maintenance program for the ProMaster — any included service is dealer-specific rather than standard equipment.

$36,240 volume-trim price minus its estimated resale value after 5 years (57% retained, or about $20,657) leaves about $15,583 in depreciation. Add the projected $6,640 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $22,223 in total.

Owner-reported reliability for the 2019 ProMaster generation is below average, with repeated powertrain and electrical complaints dragging down predicted dependability versus van-segment rivals.

Ram's brand-wide dependability standing in this era was among the worst of any mainstream brand studied, not a ProMaster-specific blip.

The 2019 ProMaster generation (2019–2021 model years) is attached to several safety-significant recalls, including a park-pawl rollaway risk and a transmission shifter-cable separation issue, both of which are powertrain-control defects rather than minor trim fixes.

The scored gas powertrain pairs the 3.6L Pentastar V6 with a 6-speed automatic; the Pentastar family has a well-documented rocker-arm/lifter wear pattern ('Pentastar tick') from inadequate early-oil-flow to the valvetrain, and the same generation's transmission carries the shifter-cable recall above plus a costly (~$6,000) rebuild if the sealed unit fails — a mixed-to-below-average durability picture rather than a proven, trouble-free pairing.

Cabin materials are durable, hard-wearing commercial-grade plastics with no pretense of softer touchpoints — appropriate for a cargo van's price and use case but unremarkable by any comfort standard, landing it squarely mid-pack rather than class-leading.

Assembly complaints skew toward functional failures (electrical glitches, rearview camera faults, door-lock issues) more than cosmetic panel-gap problems, but the volume of owner-reported defects for this generation keeps fit-and-finish below the segment's stronger performers.

Ram/Stellantis maintains a large, nationwide dealer footprint that services the ProMaster, giving it broader physical coverage than niche or import-only van brands, though service-satisfaction scores for the brand lag the segment's best (Ford, Mercedes).

Routine parts (fluids, brakes, standard Pentastar/driveline components) are widely available and reasonably priced through the Mopar network and aftermarket, keeping typical annual upkeep competitive with the segment, but a transmission failure carries an outsized ~$6,000 rebuild cost that pulls the average down.

The 2019 ProMaster carries FCA's commercial-grade Uconnect 3 system, a 5-inch non-navigation touchscreen on the volume trim, with a 7-inch Uconnect 3 w/ Nav screen as the sole upgrade — well below the segment's larger modern displays.

Uconnect 3 is functional and simple to operate but visually dated by 2019 and clearly a commercial-grade carryover rather than the more polished Uconnect 4 found on that year's Ram 1500 — basic menu structure, no modern UI flourishes.

The 2019 ProMaster's factory Uconnect 3/NAV radio never supported Apple CarPlay or Android Auto in any form, wired or wireless — owners rely entirely on aftermarket head-unit replacements for phone projection.

Basic voice command for phone/audio functions is present on Uconnect 3, and a navigation upgrade is available on the 7-inch screen, but neither is a natural-language assistant or a particularly capable native map — most owners would bypass it for a phone mount instead.

A basic 4-speaker system with AM/FM and available SiriusXM is standard; there is no premium branded audio option offered on the commercial ProMaster lineup, unlike passenger vehicles in the segment.

The 2019 ProMaster uses traditional analog gauges with a small monochrome driver information display for trip/odometer functions — no configurable full-digital cluster is offered on any trim.

FCA's Uconnect 3 generation on the 2019 ProMaster has no meaningful over-the-air update path for infotainment software or maps; updates of this era were handled via dealer visit or USB, not OTA.

FCA's Uconnect phone app existed in this era for some passenger vehicles with remote start/lock, but the base commercial ProMaster work-van trim is not documented as including the connected-services hardware needed for app-based remote functions in 2019; fleet telematics (Ram Telematics by Verizon Connect) is a separate, business-facing product, not a consumer remote-access app.

Standard power provisions are limited to a 12V outlet and USB connectivity for the radio; no USB-C, no wireless charging pad, and no household AC outlets are offered on the 2019 ProMaster.

Keyless entry is listed as standard equipment, giving reasonable day-to-day convenience, but there's no phone-as-key, no proximity push-button start, and no power-liftgate automation relevant to a cargo van's swing/roll-up doors.

Rear parking sensors (ParkSense Rear) are part of the standard/available safety package and a rear backup camera is available, which matters given the cargo box's poor rear visibility, but there is no 360-degree camera system on this lineup.

No head-up display is offered on any 2019 ProMaster trim; this is a commercial van with no premium-feature halo trim where such tech would typically appear.

There is no second-row seat to mount a car seat in, no LATCH anchors, and no rear doors suited to loading a child — this is a single-row commercial work van, not remotely a family vehicle.

The 2019 ProMaster offers no blind-spot monitoring, forward collision warning, or lane-keeping assist (these arrived on later model years); it has only basic airbags, ABS, and stability control, with no family-relevant safety package to speak of since it isn't built to carry a family in the first place.

With no rear seating, rear climate, or rear amenities of any kind, the ProMaster Cargo Van cannot carry a family on a road trip at all beyond the two front occupants.

The short hood and cab-forward layout make the ProMaster easy to place in traffic with light steering effort, though reviewers note it needs frequent small corrections to track straight at speed, which adds fatigue on longer commutes.

The 2500/3500 ProMaster's GVWR exempts it from EPA fuel-economy labeling, but real-world owner reports for the 3.6L V6 commonly cluster around the high-teens mpg, middling for a large commercial van and well below any passenger vehicle, with moderate fuel/maintenance costs typical of the segment.

The cab-forward design gives excellent forward visibility and the rear ParkSense sensors help at the back, but the van's long body (213 in overall on the 136-in wheelbase) and wide 40.7 ft turning diameter make it noticeably less nimble than a passenger vehicle in tight urban parking.

The 2019 model year brought real capability increases: payload up to 4,230 lbs (2500) / 4,680 lbs (3500, best-in-class at the time) and towing raised 30% to 6,800 lbs with a new Trailer-tow Group, on top of up to 463 cu ft of cargo volume — genuinely strong headroom for commercial work.

Despite strong payload/towing numbers, the ProMaster's reliability reputation in fleet use is weak — owners and fleet-reliability data report more frequent and more severe repairs than the commercial-van average, with known transmission issues, though the platform can still reach 200,000+ miles with disciplined maintenance.

A low, flat load floor, wide cargo doors, and FCA's Vehicle System Interface Module (54 total connections) for quick upfitter integration give the 2019 ProMaster a genuinely strong, affordable upfit ecosystem, even if it trails the Sprinter in outright polish.

No adaptive cruise control or lane-keeping assist is offered in 2019, the ride is firm when unladen, and steering requires constant small corrections at highway speed — all adding driver fatigue on long hauls, with only a 24-gallon tank limiting range between fuel stops.

FWD-only with no AWD/4x4 option and modest 6.9-in ground clearance, the stock ProMaster has little genuine off-pavement capability; its popularity as a camper-van conversion platform is an aftermarket phenomenon built on its cargo space, not a stock adventure feature.

As a pure cargo van, the ProMaster is essentially unbeatable at swallowing bulky gear: up to 463 cu ft of uninterrupted cargo volume, a low 56-in-wide-between-wheelhousings load floor, and wide barn/sliding doors with tie-down points throughout.

The front-wheel-drive layout and low floor give decent traction and stability versus rear-drive rivals, but an empty high-roof body is sensitive to crosswinds and the van is secure rather than agile — unremarkable dynamics typical of the segment.

Steering is light and easy at low speed but widely described as numb and vague, needing frequent small corrections to hold a straight line at highway speed — accurate enough for a work van but with little genuine feedback.

Brembo calipers front and rear give adequate raw stopping power for a van this size, but owners commonly report squeaky brakes and a notoriously awkward parking-brake design/location — real quality-feel complaints that dent confidence even if outright stopping performance is sound.

The 3.6L Pentastar V6 paired with the 6-speed automatic is genuinely well-calibrated for this class — reviewers single out smooth shifts and refined delivery as a strength, one of the ProMaster's better-regarded traits.

The V6 itself runs quiet and smooth under load per reviewers, though the unlined cargo box behind the cab lets in more ambient wind noise than a passenger vehicle would — net result is a powertrain that's pleasant on its own but not isolated from all cabin noise.

40.7 ft is the published curb-to-curb turning diameter for the 136-in wheelbase, the volume configuration; the lineup ranges from a tighter 36.3 ft on the shortest 118-in SWB to 46.8 ft on the longest 159-in wheelbase variants.

The upright cab-forward seat and large glass area give excellent sightlines and an easy step-in, but Car and Driver specifically flagged the driving position as 'a bit fussy,' suggesting pedal/wheel placement compromises from the transverse-engine FWD packaging that keep this from being a clear strength.

This is a pure commercial work van with light, numb steering and a firm unladen ride — reviewers position it as a practical tool for handymen and cargo haulers, not a vehicle anyone recommends for driving enjoyment.

Base ProMaster 1500 includes a rearview camera, 5-inch touchscreen with USB/media interface, and A/C as standard — better equipped than some class rivals' work-grade base trims — but seating, wheels and interior trim are utilitarian cloth/steel across the board.

The 2019 refresh added up to 240 lb more payload (4,680 lb max) and a 30% towing increase (up to 6,800 lb) at unchanged starting prices, improving capability-per-dollar for commercial buyers, though the Transit and transit-van competitors still out-equip it at comparable prices with more driver-assistance tech.

Three GVWR classes (1500/2500/3500), two roof heights, three wheelbases (118"/136"/159"), cargo/window/cutaway/chassis-cab body styles, plus the separate ProMaster City — one of the widest configuration spreads in the commercial van class.

ProMaster is consistently the slowest-selling of the full-size van trio, well behind the segment-leading Ford Transit and also trailing the Mercedes-Benz Sprinter in most years.

Ram's pickup-truck halo (reinforced visually on the ProMaster by the 2019 refresh's Ram-grille styling) lends some brand credibility, but the ProMaster itself — a rebadged Fiat Ducato — carries none of the dedicated engineering reputation of the Sprinter or Transit nameplates.

As the slower-selling entry in its segment, commercial/fleet incentives and dealer negotiability on the ProMaster are typically more available than on the higher-demand Transit.

2019 falls mid-cycle in the generation that began in 2014, but received a meaningful capability refresh that model year (payload, towing, new wheelbase/roof combinations, restyled front end) rather than being a plain carry-over.

Reviewers value the ProMaster's low, flat cargo floor and tight turning radius but consistently mark it down for its bus-like driving position, mediocre towing (prior to the 2019 increase) and unrefined road manners versus the Transit and Sprinter; no major comparison-test wins or industry awards identified for this generation.