2025 Ram ProMaster

The 3.6L Pentastar V6 is the sole gas engine on every 2025 ProMaster (1500/2500/3500, cargo, window, cutaway, chassis cab), so the volume trim and the range maximum are the same figure.

Peak torque of the naturally aspirated V6, delivered high in the rev range — below the Transit's base V6 and well short of turbo/diesel rivals in a vehicle that spends its life loaded.

Ram publishes no 0–60 time and no instrumented test of the 9-speed van was found; published estimates place the 3.6L/9-speed ProMaster at roughly 8–9 seconds unladen, slower when loaded.

The naturally aspirated Pentastar is smooth and lag-free, but makes its torque high so it turns buzzy and strained under a full load or on grades, and front-drive torque steer intrudes under hard throttle — scored just below the Transit, whose optional EcoBoost brings strong low-end torque.

The TorqueFlite 9-speed (introduced for MY2023 in place of the 6-speed) gives wide ratio spread and calmer cruising, but the 9-speed family retains occasional hunting on rolling grades and slightly hesitant part-throttle downshifts.

Ram's maximum conventional trailer rating for the 2025 gas ProMaster, roughly level with the Ford Transit and a little below the Sprinter diesel's top rating.

The 2025 ProMaster is front-wheel drive only — no factory AWD or 4WD on any configuration, unlike the Transit (AWD) and Sprinter (4x4). FWD with engine weight over the driven wheels does give the empty van better slippery-road traction than an unladen RWD van, so it sits at the top of the FWD-only band.

No off-road package, raised suspension, skid plates, lockers or terrain modes are offered; FWD-only with a low load floor, it is a pavement and jobsite-yard vehicle.

Two powertrains: the 3.6L V6 gas and the battery-electric ProMaster EV (110 kWh, 268 hp). No diesel, turbo or hybrid option, but the EV gives a genuine electrified choice.

The ProMaster is above 8,500 lbs GVWR and carries no EPA rating; owner logs for the 3.6L/9-speed van cluster around 17 MPG unladen, a little ahead of the RWD gas Transit and well behind a diesel Sprinter.

No EPA city figure exists; a 5,000+ lb boxy van with a naturally aspirated V6 typically lands in the mid-teens in stop-and-go delivery duty.

The 9-speed's tall top gears help at moderate speed, but the van's frontal area drags returns down sharply above 70 mph.

24-gallon tank at roughly 17 MPG combined gives about 408 miles — mid-pack among full-size vans.

No EPA annual-cost estimate exists; at the standard 15,000 mi/yr the van burns ~880 gallons of regular, toward the expensive end of the van band but cheaper than a thirstier gas Transit.

The only gas engine runs on regular unleaded, with no diesel/DEF to manage and no premium requirement.

NHTSA has never published an NCAP overall star rating for the Ram ProMaster. Every 1500/2500/3500 version is over 8,500 lbs GVWR, and full-size cargo vans fall outside routine NCAP testing. The value is held at the same segment-norm estimate used for the Ford Transit and Mercedes-Benz Sprinter so that none of the three vans is scored up or down on a rating it does not have.

IIHS has given the ProMaster no award and has published no crashworthiness results for it, because its passenger-vehicle crash programme does not cover full-size commercial vans. With no test result either way, the score sits in the 'untested' band. It is placed level with the Transit and below the Sprinter because the body structure dates from the 2014 Ducato-based generation. The MY2023 update was electrical, ADAS and interior work, not structural.

Every 2025 ProMaster comes standard with Forward Collision Warning with active braking, pedestrian and cyclist emergency braking, Drowsy Driver Detection and the ParkView rear camera. Ram calls this 'the most safety features ever offered on ProMaster'. However, blind-spot monitoring, rear cross-path detection, adaptive cruise and Lane Departure Warning Plus all sit in the optional $1,645 Safety Group on the volume Tradesman cargo van, so the core suite misses two of the five listed aids as standard equipment.

Full-speed Forward Collision Warning with active braking is standard and includes pedestrian and cyclist detection, which is the right specification for a city delivery van. IIHS has published no front-crash-prevention result for the ProMaster, so day and night performance is unverified and the score stays in the 'adequate' band.

Blind Spot Monitoring with Rear Cross Path detection is available but not standard. It comes in the Safety Group and gives visual and audible alerts only. This matters more than usual because a windowless cargo van has no rear glass, although Crosswind Assist and the optional digital rearview mirror help somewhat.

Lane Departure Warning Plus with Lane Keep Assist is optional through the Safety Group, and the available Active Driving Assist adds hands-on lane centering combined with adaptive cruise. The hardware is there, but it is optional, and no reviews of how smoothly it centres a high-sided van were found. The score is therefore in the middle of the 'functional' band, just under the Transit.

Adaptive Cruise Control with Stop and Go is available across the range, including the Window Van, and Active Driving Assist pairs it with lane centering to form a real hands-on highway-assist mode. Both are optional rather than standard, and there is little reviewer data on how well they work, which keeps the score in the 'capable with rough edges' band, just below the Transit.

No hands-free highway driving system is offered on the 2025 ProMaster. Active Driving Assist is a hands-on Level 2 system, and Stellantis's hands-free assist has not been extended to its commercial vans.

The volume Tradesman comes with halogen headlamps as standard. LED headlamps, fog lamps and automatic high beams are available on upper trims or as options. IIHS has published no headlight rating, so the score rests on the hardware: halogen on the volume van puts it below the Transit.

The front-wheel-drive, cab-forward layout gives a short nose and a tall, near-vertical windshield, so forward visibility close to the bumper is better than in the Transit. Wide dual-element mirrors cover the sides. A digital rearview mirror (in the Safety Group) and a 360° Surround View camera are available to deal with the windowless cargo box. Without those options, rear vision on cargo vans depends on the standard backup camera.

Every factory 2025 ProMaster body is a work van: Cargo Van, Window Van and Chassis Cab/Cutaway. None has a factory rear bench, so none has rear LATCH positions. Ram sells no passenger wagon to rival the Transit Passenger Wagon or the Sprinter Passenger Van. Rear seating only comes from upfitters. The sliding side door and standing-height interior would make child-seat installation easy in a converted van, which is why the score is not lower.

The 2025 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 ample front headroom, mid-band for vans. Sources conflict between 39.7 and 43.0 in, and the conservative figure from Ram's own dimension table is used.

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 2025 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, and 55.8 in between the wheel wells takes 4x8 sheets flat.

Maximum cargo volume is among the largest in the full-size van class, above the Transit's ~487 cu ft and just under the Sprinter's ~533 cu ft.

The cab is well stocked for a work van: an upper dash shelf, dash bins, large door pockets and an available wireless charging pad. There is no onboard power export on the gas van, and storage is ordinary rather than inventive.

The cloth commercial buckets are adequate for short delivery stints. Owners criticise the high, barely adjustable seating position and the steering wheel's limited adjustment, which hurts long-day comfort against the Transit and Sprinter.

The ride is acceptable with a load aboard, but the stiff leaf-sprung rear beam makes the empty van busy and jittery over broken pavement. 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. Owner reviews still cite cabin noise, so it is louder than the Transit and Sprinter.

Heated front seats and a heated steering wheel exist, but only in an extra-cost Cold Weather Group. Climate control is manual single-zone, with no ventilated seats and no factory rear climate.

The cheapest 2025 ProMaster is the 1500 Tradesman Cargo Van Low Roof on the 136-inch wheelbase. It costs a little more than the entry 2025 Transit and well under a Sprinter.

The 2500 High Roof 159-inch cargo van is the ProMaster's main configuration for commercial upfits and camper conversions. It is the cheapest way into a standing-height cargo van in the class.

The 3.6L Pentastar V6 is a common engine that is cheap to service, and parts are easy to find. However, Stellantis vans visit the shop more often than Fords, so upkeep is projected above the Transit and well below the Sprinter, with its premium labor rates.

A large share of fleet sales, steady factory discounting and weaker brand equity than Ford or Mercedes keep ProMaster residuals below both rivals. Demand from DIY camper converters gives values a partial floor.

Basic coverage is 3 years/36,000 miles, the segment floor and the same as the Transit and Sprinter.

The gas ProMaster's 5-year/60,000-mile powertrain term sits at the bottom of the band. Its mileage cap is lower than the Sprinter's 100,000 miles, which matters for a van that racks up commercial miles quickly.

The ProMaster includes no free scheduled maintenance. Owners get 5-year/60,000-mile roadside assistance and a Uconnect connected-services trial. Ram Professional upfit and cash allowances are purchase incentives, not ownership coverage. That puts it in the basic-roadside band, slightly below the Transit.

$52,955 volume-trim price minus its estimated resale value after 5 years (43% retained, or about $22,771) leaves about $30,184 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $36,184 in total.

Consumer Reports and J.D. Power do not publish a model-level predicted-reliability rating for full-size commercial cargo vans, so the signal comes from secondary aggregators and owner data, which skew below average: RepairPal places the ProMaster near the bottom of its commercial-van ranking and only about half of KBB 2025 owners recommend it, with complaints about brakes, transmission and headlamps.

Ram finished last in J.D. Power's 2025 U.S. Vehicle Dependability Study at 242 PP100 (tied with Volvo) against a 202 PP100 industry average, and Consumer Reports has kept Ram and its Stellantis siblings in the bottom third of brand reliability; the Ram 1500's segment win in the 2026 VDS is a pickup-line improvement rather than evidence for the commercial van.

Three FCA campaigns touch the 2025 ProMaster, two of them fleet-wide and safety-relevant: a radiator-fan circuit that can overheat and start a fire (2018–2026, ~300k units) and a security-gateway software fault that blanks the rearview camera (2022–2025, ~236k units); the third, an EV drive-module torque software fix, does not apply to the scored gas van. None carries a do-not-drive or park-outside advisory, and that leaves this year less severe than the 2025 Transit's brake-pushrod and connecting-rod campaigns, but the long run of electrical recalls across this generation is a pattern.

The gas ProMaster's 3.6L Pentastar V6 is among the most widely deployed engines in North America with a broad high-mileage record; its known weak points (oil filter housing/cooler leaks, rocker/lifter wear) are repairable annoyances. The 948TE nine-speed automatic carries the Stellantis nine-speed family's mixed reputation, and owner reports of transmission failures in the 60–70k-mile range keep this mid-band.

The 2025 van carries over the updated dash and Uconnect 5 touchscreen from the generation's mid-cycle update, which modernized the cockpit, but materials remain the most utilitarian in the segment: hard, thin plastics throughout and commercial-grade switchgear. That is acceptable for a work van and roughly level with the Transit.

Assembly at Saltillo, Mexico is serviceable, but reviewers and owners describe the ProMaster as the least solid-feeling of the three full-size vans, with more rattles and higher wind/road noise in the tall unibody box. The fleet-wide software and electrical recalls are design/supplier faults rather than assembly lapses, so this sits level with the Transit.

The Ram badge gives the ProMaster the large nationwide Stellantis dealer network plus Ram Professional/BusinessLink commercial support, a clear advantage over the Sprinter's small dedicated network. Service experience is the offset: Stellantis service-satisfaction scores are mediocre, owners report long parts waits and denied warranty claims, and not every dealer has bays for high-roof vans.

Engine wear parts are cheap and plentiful because the Pentastar V6 is shared across millions of Stellantis vehicles. But the ProMaster is the US-market Fiat Ducato, so body panels, glass, trim and some chassis parts are imported, and backorders can keep a working van off the road for weeks. That puts it below the domestically supported Transit and above the Sprinter's dealer-only parts.

The volume Tradesman carries the 7-inch Uconnect 5 screen, the van band floor. The 10.1-inch split-screen unit costs extra.

Uconnect 5 is quick and logically organised, and physical climate and volume controls remain. The small standard screen and dated surrounding dash hold it below the best systems.

Uconnect 5 provides Apple CarPlay and Android Auto, with wireless projection, on the standard head unit. That is effectively standard across the lineup and ahead of some rivals' base radios.

Amazon Alexa integration and TomTom-based native navigation are available on the 10.1-inch system. The base 7-inch unit relies on phone projection, so it is functional but not a standout.

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

Analog gauges flank a color driver-information display. There is no fully configurable digital cluster, which leaves it mid-band for the class.

Uconnect 5 receives over-the-air updates for infotainment and maps. There is no evidence of the vehicle-wide updates Ford pushes to the Transit.

Connected services and the telematics module cover remote lock/unlock, locate and remote start, plus fleet tooling. They are subscription-based after the trial.

The front row gets USB and 12V points and a wireless charger, but the charger is in an option group. There is no factory AC outlet on the gas van.

Reviews and dealer summaries list proximity entry and push-button start as standard on the 2025 Tradesman, unusual for a base work van. There is no phone-as-key.

A rear camera and a digital rearview mirror are offered, along with a 360-degree camera, ParkSense and Parallel/Perpendicular Park Assist. The kit is strong for the class, but most of it is optional.

No head-up display is offered in any 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 2025 ProMaster as delivered. That puts it far below the Transit and Sprinter passenger wagons.

AEB with pedestrian/cyclist detection and drowsy-driver alert are standard. BSM, ACC and lane-keeping cost extra, and 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, while the busy unladen ride and noise wear on a driver.

Regular fuel helps, but the van has no EPA rating, and roughly 17 MPG means fuel near $2,800 a year. 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 47 ft, though its short nose, big windows and available 360 camera and park assist help in tight spots.

It is a strong cargo tool: best-in-class 4,680 lbs payload, up to 524 cu ft, 55.8 in between the wheel wells and the lowest load floor in the class. A single gas engine and FWD only limit heavy towing and loose-surface traction.

The Pentastar and the global Ducato platform are proven, but Ram's fleet reputation trails the Transit. J.D. Power ranks Ram last in 2025 VDS, and owners report transmission and headlight faults and long repair waits.

The van is upfit-friendly: near-vertical sidewalls and a flat, low floor suit shelving, and there are 16 wheelbase/roof/GVWR combinations plus a chassis cab cutaway. The Ram Professional / BusinessLink upfit ecosystem supports it.

Range is about 400 miles from the 24-gallon tank, and ACC with Stop and Go and Active Drive Assist are available. Seat comfort, cabin noise and the fixed driving position limit long hauls.

The wide, square box makes it a leading Class B camper and DIY conversion base. 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 524 cu ft with nothing to fold, the widest floor between the wheel wells and a low lift-over. A hitch rated to 6,910 lbs is available.

The FWD, leaf-sprung Ducato platform is secure but soft, with lean and big side area in high-roof form. Standard Crosswind Assist helps, but 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 standard AEB stop it adequately, but the pedal is long and soft. Owners report brake wear issues.

The 276-hp Pentastar V6 is smooth and makes the van brisk unladen. The 9-speed automatic can hunt and shift lazily under load.

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 47 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 complain the seat height isn't adjustable and the wheel has limited adjustment.

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.

Even the base 2025 Tradesman comes with automatic emergency braking, keyless entry with push-button start, rain-sensing wipers, and Uconnect 5 with a 7-inch touchscreen, Apple CarPlay and Android Auto. That is competitive for a work van. Active Drive Assist, adaptive cruise, blind-spot monitoring, the 10.1-inch screen and the 360-degree camera all cost extra or require the SLT/SLT+ trims.

The value here is in capability: front-wheel drive gives the widest, lowest cargo box in the class and the tightest turning circle, and it is the cheapest route to standing-height cargo space. Heavy discounting widens the gap on transaction price. The trade-off is a single gas V6 with no AWD or diesel option.

There are 16 wheelbase and roof combinations across the 1500/2500/3500 classes, with Cargo, Window Van and Chassis Cab/Cutaway bodies, three trims (Tradesman/SLT/SLT+), and the ProMaster EV alongside the V6. The gaps are structural: one gas engine, front-wheel drive only, no diesel and no passenger wagon.

The ProMaster is a clear second in US full-size vans, well ahead of the Sprinter but at less than half the Transit's volume. Acceptance is steady, driven mostly by fleets and the conversion trade.

Ram has real credibility as a truck brand, and the ProMaster has a genuine following among DIY camper builders. But it is a value badge with none of the Sprinter's premium halo, and Stellantis's weak reliability reputation hurts both buyer perception and resale.

This is a real buyer benefit. The 2025 ProMaster regularly carried factory cash and subsidized APR, and transaction prices sit thousands below sticker. Ram Professional/BusinessLink fleet and upfit allowances stack on top for commercial buyers. The discounting reflects inventory pressure, but buyers gain from it.

This is the oldest architecture in the segment. The 2025 model is a Fiat Ducato derivative that has been sold in the US since MY2014. Its last update was the MY2023 refresh (new 9-speed automatic, Uconnect 5, more driver assists), and 2025 brings no major changes beyond the trim reshuffle. The ProMaster EV is a new powertrain in the old body, not a new generation.

Reviewers praise the class-widest, lowest cargo box, its maneuverability and the available driver-assist suite. They mark it down for front-drive-only traction, a single engine, a noisy and utilitarian cabin, and reliability doubts. It usually places behind the Transit and Sprinter in comparisons and wins no marquee awards.