2022 Ram ProMaster

The 2022 model year is a change year: Ram paired the carryover 3.6L Pentastar V6 with a new 9-speed automatic and a revised tune, dropping peak output slightly from the 2021 van's 280 hp.

Peak torque of the sole 2022 powertrain, down from the prior year's 260 lb-ft as part of the same engine/transmission retune that introduced the 9-speed automatic.

Ram publishes no 0-60 figure for the ProMaster; this is a third-party aggregated estimate for the 276-hp/9-speed combination introduced for 2022, modestly quicker off the line than a naive extrapolation from the lower-geared 6-speed van despite the slight power drop.

The naturally aspirated Pentastar V6 delivers smooth, lag-free throttle response typical of the engine family, but owner reports on the first model year of the new 9-speed pairing describe occasional throttle hesitation while the transmission hunts for a gear under light load — a rougher edge than the settled 2021 6-speed combination.

The all-new-for-2022 948TE 9-speed TorqueFlite replaces an aging 6-speed and is the van's single biggest powertrain story this year, improving ratio spread and highway cruising; first-model-year owner feedback is mixed, with some reporting an occasional not-so-smooth shift around 25 mph and intermittent clunkiness from the shift dogs.

Maximum conventional trailer rating across the 2022 ProMaster lineup, unchanged in the manufacturer's own 2022 launch materials despite the powertrain retune, and competitive with the segment's other gas van.

The 2022 ProMaster remains front-wheel drive only across every trim and configuration — no factory AWD or 4WD exists for this van, continuing the only major full-size-van gap against the optional-AWD Transit and optional-4x4 Sprinter.

No off-road package, raised suspension, skid plates, locking differential or dedicated trim exists anywhere in the 2022 ProMaster lineup; low ground clearance (8 in.) and FWD-only architecture make it the least off-road-capable full-size van sold in the US.

A single powertrain for the entire 2022 model year — the 3.6L Pentastar V6 — with no turbo, diesel, hybrid or electric variant offered in the US; the battery-electric ProMaster EV was announced alongside the 2022 refresh but confirmed for a later (2023) model-year arrival, so it does not widen the 2022 lineup.

Every 2022 ProMaster configuration exceeds 8,500 lbs GVWR, so the van is exempt from EPA fuel-economy certification and carries no window-sticker rating. Real-world owner fuel logs for the 2022 model year — the first year of the new 276-hp/9-speed powertrain — average 15.28 MPG combined for the 1500, despite Ram's claimed up-to-9% improvement over the prior 6-speed van.

No official EPA city figure exists for the same GVWR-exemption reason; aggregated real-world reporting for the full-size gas ProMaster places city driving around 13 MPG, the low end of a tall, boxy 5,000+ lb van with a naturally aspirated V6 in stop-and-go use.

The new-for-2022 9-speed automatic adds four overdrive gears specifically to improve highway cruising efficiency over the old 6-speed; aggregated owner and enthusiast-site reporting puts highway economy for the 276-hp combination around 19 MPG, consistent with the Fuelly combined average once weighted against the ~13 MPG city figure.

The 2022 ProMaster carries a 24-gallon fuel tank across 1500/2500/3500 configurations; at the real-world 15.3 MPG combined average that yields roughly 367 miles between fills, mid-pack for the segment.

With no EPA annual-cost figure available, the estimate is derived at the standard 15,000 mi/yr assumption: roughly 980 gallons of regular unleaded a year. Combined with 2022's elevated national average gas price during that year's fuel-price spike, the van's modest real-world MPG pushes annual fuel cost to the expensive end of the segment.

The sole 2022 powertrain — the 3.6L Pentastar V6 — runs on regular 87-octane unleaded with no premium recommendation and no diesel or DEF to manage anywhere in the lineup, making for simple, inexpensive energy requirements.

NHTSA has never published an overall star rating for any Ram ProMaster generation, including the 2022 model year; full-size commercial vans of this GVWR class are not part of the New Car Assessment Program's regular test pool. Scored at the band floor absent any test data.

IIHS has never crash-tested the ProMaster — commercial full-size vans were outside its evaluation program as of MY2022 — so no Top Safety Pick status, award, or individual crashworthiness (small-overlap, moderate-overlap, side) result exists to cite for the 2022 model year.

The 2022 ProMaster's launch press materials list Full-Speed Forward Collision Warning Plus with Pedestrian/Cyclist Emergency Braking, Crosswind Assist, Drowsy Driver Detection, Traffic Sign Recognition, and a rearview camera as standard across all trims, but Blind-Spot Monitoring, Lane Keep Assist, Adaptive Cruise Control, and the Level 2 Active Driving Assist package are all optional and unavailable on the base cargo trim.

Standard Full-Speed Forward Collision Warning Plus includes automatic braking with pedestrian/cyclist detection across the speed range, but IIHS has never run a front-crash-prevention test on the ProMaster, and 2022-model-year owner reports describe the FCW/AEB sensor as unreliable (false warnings, intermittent faults), with some dealers advising against ordering it for that reason.

Blind-Spot Monitoring with Rear Cross Path Detection is optional on the 2022 ProMaster, not included on the base cargo trim, and is alert-only with no active steering or braking intervention; owners report the large factory two-piece mirrors cover most blind zones independent of the system.

LaneSense lane-departure warning with lane-keep assist is optional, not standard, on the 2022 ProMaster, and true lane-centering requires stepping up to the separate Active Driving Assist package; no dedicated review of this generation's centering smoothness has been published for MY2022.

Adaptive Cruise Control with Stop & Go and the manufacturer-billed 'class-exclusive' Active Driving Assist (Level 2 lane-centering + ACC) are available on the 2022 ProMaster but only as options, not standard on any trim; forum and dealer reports from the 2022 model year describe the feature occasionally being omitted from vans built during the chip shortage even when ordered, undermining real-world availability for that specific year.

No hands-free highway driving system is offered on the 2022 ProMaster — the optional Active Driving Assist is a hands-on Level 2 system (lane centering + ACC) requiring the driver's hands on the wheel — and Stellantis had not extended any hands-free system to its commercial vans by this model year.

Halogen (H7) headlamps are standard across all 2022 ProMaster trims with no factory LED headlamp option, and auto high-beam is available only as part of optional packages. IIHS has never rated ProMaster headlights, but the halogen-only setup is consistent with the Marginal-tier results IIHS typically finds on similarly basic commercial-van lighting.

The cab-forward driving position, large windshield, and standard large two-piece power mirrors (upper flat + lower convex) give ProMaster drivers what owners and reviewers describe as near-complete blind-spot coverage without the optional BSM system; the standard rearview camera with dynamic gridlines compensates for cargo-box configurations that have no rear window at all.

ProMaster's passenger-carrying configurations (Window Van and Crew Cargo Van) use a utilitarian second-row bench with LATCH lower anchors at the outboard positions; the wide sliding side door eases access, but the high step-in height and flat commercial-grade bench aren't optimized for car-seat fitment the way a dedicated passenger vehicle's rear seat is.

The 2022 US lineup is Cargo Van, Window Van and Chassis Cab/Cutaway 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 vans seat 12 to 15.

The tall, upright Ducato-derived cab gives class-leading front headroom. Figures vary by roof height across the lineup; the direct 2022-year Cars.com spec sheet is used here.

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 seating position compounds it.

The 2022 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 2022 trails what later model years offer because the taller Super High Roof variant did not exist yet; 463 cu ft is still competitive against the Transit's ~487 cu ft.

The redesigned 2022 cab adds a dedicated phone shelf, a wireless charging pad and dual USB-C ports, plus an optional 115V/150W outlet. It is a genuine upgrade over the prior generation's cab, though still ordinary rather than best-in-class storage innovation.

The cloth commercial buckets are adequate for short delivery stints. The cab itself (seat height, limited wheel adjustment) carries over unchanged from prior years, which owners continue to criticize for long-day comfort against the Transit and Sprinter.

Owners describe an unrefined ride even for a work van, with substantial body roll through corners unladen. It trails the Transit's more settled ride.

An unlined cargo box open to the cab booms at highway speed, and the tall flat windshield adds wind noise. Standard cargo builds ship without bulkhead or rear insulation.

Heated front seats and a heated steering wheel are available in an extra-cost Cold Weather Group, carried over from the prior generation. Climate control is manual single-zone, with no ventilated seats and no factory rear climate.

Entry point into the 2022 lineup is the 1500 Low Roof cargo van; the 2500 and 3500 payload classes start higher ($42,150 and $43,440 respectively).

The 2500 High Roof on the longer 159" wheelbase is the dominant configuration in commercial fleet and used-market listings, standing head room being the main draw over the 1500; as-equipped fleet orders with shelving/partition packages typically add $1,000-3,000 over this base figure.

CarEdge's 5-year cost-to-own model for the ProMaster Cargo Van prices maintenance and repair at $6,640, roughly 11% of total ownership cost and above the segment's lighter-duty vans; RepairPal separately estimates annual maintenance alone at $1,168/yr, about 37% above the commercial-van average of $851/yr.

CarEdge's depreciation model projects 43% value loss over 5 years for the ProMaster Cargo Van (resale ~$28,867 off an as-tested price near $50,400), a steeper curve than the Transit and Sprinter due to the ProMaster's weaker resale cachet in commercial/fleet remarketing circles despite the vehicle's cargo-space advantages.

Standard-length bumper-to-bumper coverage for the segment and for Ram generally in 2022 — at the floor of the van normalization band, matching rather than beating the class's other gas van.

The gas ProMaster carries Ram's standard 5-year/60,000-mile powertrain coverage — at the floor of the van band; Ram's longer 10-year/100,000-mile powertrain promise and the diesel-specific 5-year/100,000-mile terms do not apply to this gas-only 2022 configuration.

Ram includes 5-year/60,000-mile roadside assistance (flat tire, fuel delivery, jump-start, lockout, towing) with the 2022 ProMaster, but there is no complimentary scheduled-maintenance program, no connected-service trial and no charging-credit perk (the vehicle is gas-only for 2022) — placing it at basic roadside-only coverage rather than a multi-year maintenance-inclusive package some rivals and EVs offer.

$45,500 volume-trim price minus its estimated resale value after 5 years (57% retained, or about $25,935) leaves about $19,565 in depreciation. Add the projected $6,640 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $26,205 in total.

Sources genuinely disagree on the ProMaster: aggregated owner-complaint trackers put it in a middling "good" band, but the complaint mix (steering, electrical, transmission reports around 68k miles) skews more serious than a typical passenger vehicle and Ram's own brand-level reputation drags the prior.

Ram's brand-level dependability standing at Consumer Reports has been a persistent weak spot through the early 2020s — this is a Stellantis/Chrysler-network brand issue layered on top of whatever the ProMaster itself does, not something specific to the van.

NHTSA lists 8 recall campaigns touching the 2022 model year, and the mix includes a safety-critical steering issue under active federal investigation, not just administrative/software fixes — that tips this below typical recall activity for the generation.

The 3.6L Pentastar V6 used in the North American ProMaster since its 2014 launch is a proven, high-mileage engine family with a strong commercial-fleet track record, tempered by a handful of well-documented, non-catastrophic wear points.

This is a budget-focused commercial cargo van, and reviewers judge it on that curve: hard, durable plastics throughout are appropriate and expected rather than a quality shortfall, with front seats rated comfortable if unremarkable.

No systemic panel-gap, rattle, or misassembly pattern turned up in review or owner-forum coverage specific to this generation, but the lack of any strong positive initial-quality signal (contrasted with Ram's weaker brand-level dependability standing) keeps this at a middling rather than a confident score.

The ProMaster rides on the large, nationwide Ram/Dodge/Chrysler/Jeep dealer network — considerably broader in raw footprint than Mercedes-Benz's dedicated, smaller commercial-van-only network — though that network's depth of specialized commercial-van service expertise doesn't match a purpose-built van specialist at every location.

Mainstream Mopar parts pricing and a large third-party camper-conversion/aftermarket catalog (shared in part with the Euro-market Fiat Ducato twin) keep supply reasonable, but the ProMaster's unibody, front-wheel-drive layout is less familiar to generalist independent shops than a traditional body-on-frame van, concentrating the deepest expertise at Ram dealers.

The volume trim carries the new-for-2022 7-inch Uconnect 5 screen, the van band floor. The larger 10.1-inch split-screen unit costs extra.

Uconnect 5 is new for 2022 and is described as five times faster than the prior Uconnect 4C, with logical menus and physical climate/volume controls retained. The small standard screen and carryover dash surroundings hold it below the best systems.

Uconnect 5 brings wireless Apple CarPlay and Android Auto standard on the 2022 head unit, a genuine upgrade from the prior generation's wired-only system. That is effectively standard across the lineup and ahead of several rivals' base radios.

Amazon Alexa and Google Home integration arrive new for 2022 alongside native navigation on the 10.1-inch system. The base 7-inch unit relies more on phone projection, so it is functional but not a standout.

No branded premium audio is offered on any 2022 trim. The basic speaker set plays into an uninsulated metal box, so it does the job and no more.

A configurable 7-inch digital cluster becomes newly available for 2022, alongside the standard 3.5-inch analog-plus-display setup. Being a first-year option rather than a mature, widely-equipped feature keeps it mid-band for the class.

2022 introduces both Firmware Over-the-Air (FOTA) and Apps Over-the-Air (AOTA) updates alongside Uconnect 5's infotainment/map OTA — a meaningfully broader OTA scope than the prior generation, short of the vehicle-wide depth Ford pushes to the Transit.

Ram Telematics and a 4G LTE Wi-Fi hotspot cover remote tracking and driver-behavior monitoring for fleets, new for 2022. Consumer-facing remote lock/unlock and remote start exist but are subscription-based after any trial.

2022 adds dual USB Type-C ports (up to 4x faster charging) plus a wireless charging pad on a dedicated phone shelf, with an optional 115V/150W household-style outlet — a solid step up for a work van.

Push-button start and keyless entry on all doors are standard for 2022, with proximity (customizable to all/passenger/cargo doors) and remote start as options. There is no phone-as-key.

A rear camera with dynamic gridlines is standard for 2022, and front parking sensors, a 360-degree Surround View camera with bird's-eye display, and a digital rearview mirror with real-time video all arrive new as options. The kit is strong for the class, but most of it is optional.

No head-up display is offered in any 2022 configuration, which is also true of the Transit and Sprinter.

There is no factory rear seating and no LATCH positions in the cab, so a family cannot ride in a 2022 ProMaster as delivered. That puts it far below the Transit and Sprinter passenger wagons.

Standard AEB (Full-Speed Forward Collision Warning), drowsy-driver detection and traffic sign recognition are new for 2022, but Lane Keep Assist and Adaptive Cruise Control cost extra, and blind-spot monitoring is not listed in the 2022 feature set at all. No NHTSA or IIHS crash rating exists.

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

The cab-forward FWD layout gives a short nose, a low step-in, light steering and the smooth Pentastar V6. Standard Crosswind Assist steadies it on the highway, but owners report substantial body roll and clunky transmission shifting that wear on a driver.

Regular fuel helps, but the van has no EPA rating (GVWR-exempt), and real-world economy in the high-teens MPG means noticeable fuel spend. Running costs are typical-to-high for a gas full-size van.

The short-wheelbase 118-in van turns in a class-best 36.3 ft. The volume 159-in van needs 46.8 ft, though its short nose, big windows and the newly-optional 360 camera and front parking sensors help in tight spots.

It is a strong cargo tool: best-in-class 4,680 lbs payload, up to 463 cu ft, and a low, flat load floor. A single gas engine and FWD only limit heavy towing and loose-surface traction.

The Pentastar and the global Ducato platform are mechanically proven, but 2022-specific reliability data skews below average: a "Good" 61/100 index score masks a 2-of-5 RepairPal rating (22nd of 24 commercial vans) and real owner complaints of transmission failures around 68,000 miles, brake malfunctions and repeated headlight replacements.

The van is upfit-friendly: near-vertical sidewalls and a flat, low floor suit shelving, across 118/136/159-in wheelbases and low/high roof heights plus a chassis cab cutaway (the taller Super High Roof hadn't launched yet in 2022). The Ram Professional/BusinessLink upfit ecosystem supports it.

Range is roughly 400 miles from the 24-gallon tank, and new-for-2022 Adaptive Cruise Control with Stop & Go plus Active Drive Assist (Level 2) ease highway miles. Seat comfort, cabin noise and the fixed driving position still limit long hauls.

The wide, square box makes it a leading Class B camper and DIY conversion base, already established by 2022 (Winnebago Solis and similar builds). FWD only, low clearance and no AWD keep it on pavement and graded roads.

As a gear hauler it is near the top of the market: up to 463 cu ft with nothing to fold and a low lift-over, though 2022 tops out below later model years once the Super High Roof variant arrived. A hitch rated to 6,910 lbs is available.

The FWD, leaf-sprung Ducato platform is secure but soft, with lean and a big side area in high-roof form. Standard Crosswind Assist helps on the highway, but owners report substantial body roll through corners, and it is less composed than the Transit and Sprinter.

The steering is light and geared for maneuverability. It is accurate enough in town but numb and in need of corrections on the highway.

Four-wheel discs, ESC and new-for-2022 Full-Speed Forward Collision Warning with active braking stop it adequately, but the pedal is long and soft, and 2022-specific owner complaints include brake malfunctions.

The 3.6L Pentastar V6 is smooth and makes the van brisk unladen. The 9-speed automatic can shift clunkily under load, a complaint specific owners raised about the 2022 model year.

The gas V6 is free of diesel clatter and refined at cruise. It revs loudly under load, and the unlined cargo box amplifies drivetrain noise.

The volume high-roof 159-in van needs 46.8 ft, beyond the van band. The short 118-in model's 36.3 ft is genuinely best in class, but it is not the representative build.

The upright cab-forward seat gives commanding sightlines, a short nose and a low step-in. Owners continue to complain the seat height isn't adjustable and the wheel has limited adjustment — a carryover cab issue unaddressed by the 2022 tech refresh.

It drives like an appliance. The V6 has punch when empty and it is nimble in the city, but it has no character beyond that, and no performance trims exist.

Every 2022 ProMaster ships with a standard backup camera, keyless entry, power windows/locks and a 5-inch Uconnect touchscreen with Bluetooth — adequate base work-van content — but niceties like the larger 7-inch Uconnect display, blind-spot monitoring and the 360-degree camera are options bundled into higher-cost packages rather than standard, in line with the segment's work-truck norms rather than ahead of them.

The ProMaster's front-wheel-drive packaging gives it the segment's widest cargo bay and lowest load floor/step-in height for its price, letting buyers fit more pallets or stand-up work inside a cheaper van than the Sprinter and at a similar price to the Transit — a genuine capability-per-dollar edge even though it trails both rivals on cabin refinement and tech.

2022 spans three payload classes (1500/2500/3500) across low- and high-roof bodies and two wheelbases, plus cutaway and chassis-cab variants for upfitters — reasonable breadth for a commercial buyer, but there is no AWD/4x4 option and no diesel engine choice (both discontinued before 2022), narrowing the range compared to the Transit's AWD and Sprinter's 4x4/diesel spread.

The ProMaster held a solid #2 position in the full-size commercial van segment in 2022 behind only the Ford Transit, with roughly 60,000-69,000 units sold and coming off a 25% sales gain the prior year — a steady, growing seller rather than a niche also-ran.

Ram's commercial-van image is practical and well-regarded among fleet buyers for value, but it lacks the Mercedes-Benz Sprinter's premium/aspirational halo and the long-tenured Ford Transit's brand equity in the US van market — a neutral, workmanlike perception rather than a loyalty-driving one.

Commercial-van buyers routinely access fleet pricing, upfitter incentives and dealer financing offers on the ProMaster, typical of the segment's business-to-business sales model, though 2022's chip-shortage-constrained inventory (noted across the industry that year) limited how aggressive retail discounting could get.

2022 is a mid-cycle update to a generation that debuted for 2014 — eight years in by this model year — bringing a new 9-speed automatic and retuned V6, but the platform, cab and underlying architecture are unchanged, and a further second facelift did not arrive until 2024. A meaningfully updated but aging generation, not a fresh one.

Trade and commercial-fleet press consistently praise the ProMaster's cargo width, low floor and maneuverability, but it is rarely the outright pick in head-to-head van comparisons against the Transit and Sprinter, which reviewers more often favor for ride quality, cabin tech and available drivetrains — a well-regarded van for its niche strengths rather than a consistent comparison-test winner.