2026 Ram ProMaster

The 3.6L Pentastar V6 is the sole gas powertrain across every 2026 ProMaster configuration (1500/2500/3500, Cargo, Window, Chassis Cab, Cutaway), so the volume trim and the range maximum are the same engine; the battery-electric ProMaster EV's 200 kW motor is close behind at 268 hp.

Peak torque of the standard naturally aspirated V6, and the weakest point of the gas powertrain — it trails the Transit's base V6 (262 lb-ft) and falls far short of the Sprinter's diesel and the Transit's EcoBoost option, with the peak arriving high at 4,000 rpm in a vehicle that spends its life loaded.

Ram publishes no 0–60 figure for the ProMaster and no current instrumented test exists; the estimate reflects roughly 276 hp against a ~4,900 lb empty curb weight, improved modestly over the pre-2022 six-speed van by the 9-speed automatic's shorter lower gears.

The naturally aspirated Pentastar is smooth and lag-free with predictable throttle response, but it makes its torque high in the rev range, so it becomes audibly strained and buzzy when hauling a full load or climbing grades; front-wheel drive also lets torque steer intrude under hard acceleration, a trait the rear-drive rivals avoid.

The 948TE nine-speed automatic replaced the old six-speed in MY2022 and is a clear improvement in ratio spread and cruising refinement, but it retains the family's tendency toward occasional hesitancy and gear hunting on rolling grades plus a slightly indecisive part-throttle downshift.

Maximum conventional trailer rating for the gas ProMaster when factory-equipped for towing — competitive with the Ford Transit's 6,900 lbs but short of the Sprinter diesel's 7,500 lbs; the electric ProMaster EV is rated far lower and is not the configuration that earns this number.

The ProMaster is front-wheel drive only — no factory AWD or 4WD is offered on any 2026 configuration, unlike the Transit's optional Intelligent AWD and the Sprinter's optional mechanical 4x4. Front drive with the engine mass over the driven wheels does give the empty van better wet and snow traction than an unladen rear-drive van, which is why this sits at the top of the FWD-only band rather than the bottom.

The least off-road-capable full-size van sold in the US: front-wheel drive only, low ride height, no skid plates, no locking differential, no terrain modes and no dedicated off-road trim or package anywhere in the 2026 lineup. It is a purely pavement and jobsite-yard vehicle.

Two distinct powertrains for 2026 — the 3.6L Pentastar V6 and the battery-electric ProMaster EV (110 kWh, roughly 162 miles of range) — which does include an electrified option but offers no diesel, no turbo gas alternative and no hybrid, leaving the narrowest lineup of the three full-size vans.

Every ProMaster 1500/2500/3500 configuration exceeds 8,500 lbs GVWR, so the van is exempt from EPA fuel-economy certification and carries no window-sticker rating; owner-logged and fleet real-world data for the 276-hp 3.6L Pentastar V6 with the ZF 9-speed cluster in the mid-to-high teens, a step ahead of the RWD gas Transit thanks to front-wheel drive and lower curb weight, but well short of the 2.0L diesel Sprinter.

No official EPA city figure exists for the same GVWR-exemption reason; a tall, boxy 5,000+ lb van with a naturally aspirated V6 loses meaningful ground in stop-and-go work, and owner logs on urban delivery duty typically land in the low-to-mid teens.

The 9-speed automatic's tall top gears help the ProMaster cruise more efficiently than its city figure suggests, but the high-roof body's frontal area caps highway returns near 19 MPG — better than the gas Transit's instrumented 17 MPG, still far behind the diesel Sprinter's mid-20s.

The gas ProMaster's 24-gallon fuel tank at roughly 17 MPG combined yields about 408 miles between fills — mid-pack for the segment, ahead of the standard-tank Transit (~375 mi) but short of the diesel Sprinter's ~540 mi. The battery-electric ProMaster EV is a different proposition entirely at roughly 162 miles.

With no EPA fuel-cost estimate available, the figure is derived at the standard 15,000 mi/yr assumption: roughly 880 gallons of regular unleaded a year. That is cheaper to run than the gas Transit (~$3,500) because the ProMaster burns less fuel and takes regular rather than diesel, but it still sits near the expensive end of the van cost band.

The sole gas engine — the 3.6L Pentastar V6 — runs on regular 87-octane unleaded, and unlike the Sprinter there is no diesel anywhere in the lineup, so there is no price premium at the pump and no DEF or ULSD sourcing to manage; the ProMaster EV charges on standard J1772 Level 2 or CCS DC fast charging. Simple, cheap energy requirements across the board.

NHTSA has never published an overall star rating for the Ram ProMaster; every 1500/2500/3500 configuration exceeds 8,500 lbs GVWR and full-size cargo vans fall outside routine NCAP testing. Held at the same segment-norm estimate used for the Ford Transit and Mercedes-Benz Sprinter so the three vans are not differentiated on a number none of them actually has.

No IIHS Top Safety Pick status and no published crashworthiness results — IIHS does not run its passenger-vehicle crash program on full-size commercial vans, and its newer commercial-vehicle evaluation work has not produced ProMaster crashworthiness ratings. With no positive test signal to credit and the oldest structure in the segment (the Fiat Ducato architecture underneath is a 2006-vintage design; the MY2022 update was a fascia, interior and electronics refresh rather than a structural one), this sits at the bottom of the 'untested' band, just under the Transit.

The MY2022 update made a genuinely broad set of aids standard on every 2026 ProMaster including base cargo vans — Full-Speed Forward Collision Warning-Plus with active braking, Lane Departure Warning, Traffic Sign Recognition, Drowsy Driver Detection, automatic high beams and a rear backup camera. What keeps it just below the Transit and Sprinter is that the two aids a van driver most needs, blind-spot monitoring and adaptive cruise, are both optional, and the lane system is warning-only with no assist function.

Full-Speed Forward Collision Warning-Plus with active braking is standard across the range and operates over the full speed range rather than at city speeds only, which is the right specification for a van that spends its life in traffic. No IIHS front-crash-prevention result exists for the ProMaster, so day/night and pedestrian-detection performance are unverified and the score cannot be pushed into the Superior/Advanced band.

Blind-Spot Monitoring with Rear Cross Path detection is optional rather than standard, is alert-only with no active intervention, and offers no trailer-length coverage of the kind the Transit's BLIS and the Sprinter's Blind Spot Assist extend when towing. That matters more here than in most vehicles: a windowless ProMaster cargo van has no rear glass at all, so an unequipped van leaves the driver entirely dependent on mirrors.

The weakest lane system of the three full-size vans: the ProMaster's standard Lane Departure Warning is not paired with a lane-centering function, and there is no equivalent of the Transit's Lane-Keeping System with optional centering or the Sprinter's optional Lane Keeping Assist. Scored at the top of the 'crude assistance' band because a warning does exist and is standard on every van, not withheld for upper trims.

Adaptive Cruise Control with Stop and Go is available and covers the full speed range, which is the useful specification for delivery and highway work, but it is an option rather than standard equipment and there is no lane-centering function to combine with it, so the ProMaster has adaptive cruise without any true highway-assist mode.

No hands-free highway driving system is offered on the ProMaster. Stellantis' hands-free driving assist has been developed for its full-size SUV and light-duty truck platforms, not for the commercial van line, and the ProMaster has no lane-centering function to build such a system on in the first place.

Halogen headlamps remain the standard fitment on the 2026 ProMaster, where both the Sprinter and Transit have moved to standard LEDs, and no IIHS headlight rating exists to argue the output is better than the hardware suggests. Automatic high-beam control is standard, which is the one bright spot and keeps this off the floor of the band.

Front-wheel drive and a cab-forward body give the ProMaster the shortest nose and the most upright, deepest windshield in the segment, so the driver sees the pavement closer to the bumper than in a Transit or Sprinter — a real advantage in loading yards and tight urban work. Large dual-element mirrors with integrated convex spotters cover the flanks, and the optional digital rearview mirror is the most effective answer in the class to a windowless cargo body. Thick A-pillars and the big mirror housings still create forward-quarter blind spots, and rear vision on cargo variants is camera-dependent.

The volume ProMaster is a two- or three-seat cargo van with no rear seating and therefore no LATCH anchors at all, and unlike Ford and Mercedes-Benz, Ram no longer fields a factory passenger wagon — the Window Van adds glass, not seats, so rear seating and any child-seat provision come from an upfitter rather than from the factory. Where a converter does fit a rear bench, the sliding side door aperture and standing-height interior make installing and buckling a seat easier than in almost any passenger vehicle, which is the only reason this is not in the bottom band.

The 2026 US ProMaster line is Cargo Van, Window Van, Chassis Cab, Cutaway and Rapid Delivery Van — Ram no longer sells a passenger/wagon ProMaster, so maximum factory seating is 3 with the dual passenger seat. That sits below the 4-seat floor of the van band, unlike the Transit (up to 15 seats) and Sprinter (up to 15) passenger versions.

The Ducato-derived cab is exceptionally tall and upright, with front headroom far beyond the 37–42 in van normalization band, so the item clamps to 100 regardless of roof choice.

Front legroom sits in the lower third of the van band — the flat-nose cab-forward layout puts the pedals close to the front axle, trading legroom for the short front overhang that gives the ProMaster its tight turning circle.

There is no second row to measure: every 2026 US ProMaster body style is a two-/three-seat cab with an open cargo box behind it. Per scoring rules the item is scored in the low band rather than omitted. High Roof builds do offer roughly 76 in of standing height back there, but that is cargo space, not passenger headroom, and is credited under 4.2.

Same structural reason as rear headroom — the ProMaster is sold only as a commercial cargo/chassis platform in the US, so there is no second-row seating position and no published legroom figure. The rivals scored here (Transit 15-passenger wagon, Sprinter Passenger Van) are measured in their factory passenger configurations.

No third row, and no second row either — the ProMaster has no factory passenger seating behind the front seats, placing it at the bottom of the 0–49 'no third row' band. The Transit (82) and Sprinter (88) both offer genuine multi-row adult transport straight from the factory.

With no rear seats in the way, the whole box behind the front row is cargo space — several times the 25–80 cu ft van band, so the item clamps to 100. This is the ProMaster's defining strength and the direct flip side of its zero passenger-space scores.

Maximum cargo volume is among the highest in the full-size van class — above the Transit's 487.3 cu ft ceiling and just under the Sprinter's 533 cu ft, and far past the 55–100 cu ft band, so the item clamps to 100.

The 2023-refresh cab is genuinely well stocked for a work van — a deep full-width upper dash shelf, multiple lidded dash bins, large bottle-capable door pockets, under-seat storage and a fold-flat passenger seatback that doubles as a desk. It lands just under the Transit (68) because Ram offers no exportable onboard power equivalent to Pro Power Onboard and the materials are plain.

Commercial-grade front buckets with a flat, bus-like wheel angle and short cushions; the upright cab-forward posture and excellent forward visibility suit stop-and-go delivery work better than long highway stints. Below the Transit's more car-like driving position (56) and well short of the Sprinter's widely praised seats (80).

The front-drive layout with a stiff leaf-sprung rear beam rides busily and skips over broken pavement when empty — a common complaint — though it settles noticeably under load, and the FWD packaging keeps the floor low and the van stable. Behind the Transit (64) and the Sprinter (74).

A bare, unlined cargo box open to the cab resonates badly at highway speed and the tall flat windshield generates real wind noise; the 3.6L Pentastar itself is smooth. Noisier than the Transit (54) and clearly behind the Sprinter (68), which gets more acoustic treatment.

The 2023 refresh brought a modern Uconnect 5 cab with available heated front seats and a heated steering wheel, but climate control is manual single-zone, there are no ventilated seats, and rear climate is an upfitter item since there are no rear passengers. Ahead of a bare work van but below the Transit (66) and Sprinter (82).

The cheapest 2026 ProMaster configuration is the 1500 Cargo Van Low Roof on the 136-inch wheelbase; estimated from the model's recent model-year price walk (2024 entry high-$40Ks, 2025 ~$50K incl. destination) with the ProMaster carrying over unchanged for 2026. Prices slightly above the entry Transit but well under a Sprinter.

The 2500 High Roof 159-inch cargo van is the ProMaster's best-selling configuration — the standard base for commercial upfits and camper conversions — and lands in the low-to-mid $50Ks as typically equipped. Standing-height cargo room is cheaper to buy here than in any rival, which is the ProMaster's core value argument.

The 3.6L Pentastar V6 is a high-volume, inexpensive-to-service engine and Ram's dealer/parts network is dense, but Stellantis van reliability and shop-visit frequency trail Ford's, so projected upkeep sits above the Transit and well below the premium-labor Sprinter.

The ProMaster is the depreciation laggard among full-size vans: a heavy fleet-sales mix, persistent factory discounting, and weaker brand equity than Ford or Mercedes push residuals below both rivals. DIY camper-conversion demand provides some floor, but not enough to close the gap.

Ram's standard basic coverage on the ProMaster is 3 years/36,000 miles — the segment floor, matching both the Ford Transit and the Mercedes-Benz Sprinter, and unchanged for 2026.

The gas ProMaster's 5-year/60,000-mile powertrain term sits at the bottom of the normalization band and is capped lower on mileage than the Sprinter's 100,000-mile term — a real weakness for a van that accumulates commercial miles fast. The battery-electric ProMaster EV carries 8-year/100,000-mile high-voltage battery coverage, but the volume seller is the V6.

No complimentary scheduled maintenance is included on the ProMaster. Buyers get roadside assistance bundled with the 5-year/60,000-mile powertrain coverage plus a Uconnect connected-services trial, and commercial purchasers can tap Ram Professional's On the Job upfit and cash allowances — meaningful money, but those are purchase incentives rather than ownership coverage. Lands in the basic-roadside-only band, marginally under the Transit (55) because the roadside term is mileage-capped where the Sprinter's is unlimited-mile.

$54,000 volume-trim price minus its estimated resale value after 5 years (43% retained, or about $23,220) leaves about $30,780 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $36,780 in total.

Consumer Reports and J.D. Power VDS do not systematically rate full-size commercial cargo vans, so there is no direct predicted-reliability grade for the ProMaster; the available signal is Stellantis's persistently weak brand-level reliability plus a long-running owner-complaint pattern around electrical faults, sensor/module failures and front-drive wear under load, which places it below the segment midpoint.

Ram sits in the bottom third of Consumer Reports brand reliability rankings, consistent with Stellantis brands generally, though J.D. Power's Vehicle Dependability Study has been more variable for Ram — occasionally mid-pack on the strength of the 1500 pickup rather than the commercial line.

The ProMaster carries a high recall count across its long 2014-onward run, consistent with Stellantis's industry-leading recall volume, with repeat campaigns clustered on wiring/electrical, braking and camera/visibility systems; severity has generally stayed below the catastrophic engine-failure and 'Do Not Drive' campaigns that hit the Transit, but the sheer frequency is a real ownership cost.

The 3.6L Pentastar V6 is one of the most widely deployed engines in North America with a genuine high-mileage record and no catastrophic failure mode in ProMaster duty — its known weak points (plastic oil filter housing/cooler leaks, occasional rocker-arm and lifter wear) are annoyances rather than engine-killers; the 948TE nine-speed is the softer link, carrying the Stellantis nine-speed family's mixed shift-quality and durability reputation, and the ProMaster EV's battery pack remains unproven in the US market.

The MY2022 update brought a redesigned dash and Uconnect 5 with a 7" or 10.1" touchscreen, which modernized the ProMaster's cabin considerably, but the materials remain the most utilitarian in the segment — hard, thin plastics throughout, commercial-grade switchgear and Fiat Ducato-derived ergonomics including the awkward dash-mounted shifter.

Assembly at Saltillo, Mexico is adequate but the ProMaster is the least solid-feeling of the three full-size vans in reviews — more cabin rattles and buzzes over rough surfaces, looser interior trim fits, and noticeably higher road and wind noise than the Transit or Sprinter, a trait the tall boxy body and unibody structure amplify.

Ram's nationwide Stellantis dealer footprint is one of the densest in the segment and the Ram Professional / BusinessLink program adds commercial-specific service priority, so coverage is a genuine strength versus the Sprinter's small dedicated network; the offset is Stellantis's persistently mediocre dealer service-satisfaction scores and the fact that not every dealer has bays tall enough for high-roof vans.

Mechanical parts are a strong point — the Pentastar V6 is shared across millions of Stellantis vehicles, so engine consumables and wear items are cheap and abundant through Mopar and the aftermarket; the weakness is that the ProMaster is a rebadged Fiat Ducato, and body panels, glass, trim and some chassis-specific components are Europe-sourced with a documented history of long backorders that can sideline a working van for weeks.

The volume ProMaster order is a base cargo van, which carries the 7-inch Uconnect 5 head unit introduced with the 2022 refresh and carried into 2026; the 10.1-inch screen remains a paid upgrade. That leaves the ProMaster at the very bottom of the van band now that Transit ships a 12-inch screen as standard.

Uconnect 5 is one of the better software platforms in the segment — quick, logically laid out, with physical climate and volume controls retained — but the base 7-inch screen and dated Ducato-derived dash limit how modern the ProMaster feels next to the 12-inch Transit and MBUX Sprinter.

Uconnect 5 supports wireless Apple CarPlay and Android Auto on the ProMaster including the standard 7-inch head unit, so phone projection is effectively standard equipment across the lineup — a genuine strength versus the Sprinter's wired-only base radio.

Uconnect 5 voice recognition handles media, phone and climate commands competently but is not a natural-language assistant on the level of 'Hey Mercedes'; built-in navigation is tied to the optional 10.1-inch system, so most volume-trim owners route through CarPlay/Android Auto.

No branded premium audio system is offered on the ProMaster at any trim; the cargo van ships with a basic multi-speaker setup tuned for an uninsulated metal box, which is function-first rather than good.

The ProMaster retains analog gauges flanking a color driver-information display, with a larger color cluster display available — not a configurable full-digital cluster, and behind the 8-inch digital display Ford now makes standard on every 2026 Transit.

Uconnect 5 supports over-the-air updates for infotainment software and maps, which is meaningful but stops well short of the whole-vehicle Power-Up style updates the 2026 Transit gained with Ford's FNV architecture; the ProMaster's underlying electrical architecture is Ducato-derived and not update-centric.

Uconnect/Ram connected services cover the core remote set — lock/unlock, vehicle locate, remote start on gas models, and charge status on the ProMaster EV — plus fleet telematics for commercial buyers, but the app is subscription-gated after the trial and there is no phone-as-key.

The front cab offers a usable mix of USB-A and USB-C ports and 12V outlets aimed at working occupants, but there is no wireless charging pad and household AC power depends on an upfit rather than a factory outlet — adequate for a two-seat work cab, not generous.

Volume cargo ProMasters still leave the factory with a conventional key and remote keyless entry; Keyless Enter 'n Go with push-button start and remote start are optional, so the ProMaster sits behind the 2026 Transit, which made push-button start standard fleet-wide.

A rear camera is standard and the ProMaster's optional kit is unusually good for the class — 360-degree surround view, front and rear ParkSense sensors, and the full-screen digital rearview mirror that restores rearward vision in a windowless cargo van. The catch is that nearly all of it is optional.

No head-up display is offered on the ProMaster in any configuration — consistent with the full-size commercial van class, where neither the Transit nor the Sprinter offers one either.

The 2026 ProMaster has no factory rear seating of any kind — the US lineup is Cargo Van, Window Van, Chassis Cab, Cutaway and Rapid Delivery Van, with 2 front seats standard (3 with the optional dual passenger seat), so there are no LATCH positions and no place to put a child seat behind the front row. Carrying kids at all requires a second-stage upfitter conversion, which is a different purchase than the van Ram sells.

Full-Speed Forward Collision Warning-Plus with active braking, lane departure warning, traffic sign recognition, drowsy driver detection and a rear camera are standard, but there is no NHTSA or IIHS rating for the nameplate, headlamps are halogen, blind-spot monitoring costs extra, there is no lane centering, and rear-occupant alert is moot because there are no rear seats.

With no factory second row there is nothing to assess for rear-occupant comfort — a family of four cannot ride in a 2026 ProMaster as delivered. Even for the two or three people up front, flat seat cushions, a booming unlined cargo bay, manual single-zone A/C and no rear climate or entertainment provision make multi-hour trips tiring.

The cab-forward front-drive layout is the ProMaster's real everyday advantage: a very short nose, near-vertical windshield, the lowest step-in and load height in the class, and light low-speed steering make it the least intimidating full-size van in traffic. Against that, the 276-hp Pentastar is revvy under load, the 9-speed shifts less decisively than the Transit's 10-speed, the unladen ride is jittery, and the standard 7-inch screen is small.

Regular unleaded and mainstream Ram service rates keep running costs under a Sprinter's, but roughly 17 mpg combined works out to about $3,090 a year at 15,000 miles, and the ProMaster carries the weakest residual value of the full-size van class, which dominates true cost per commuting mile.

This is the ProMaster's standout everyday quality: the front-drive cab-forward package gives it the tightest turning circle and shortest overhang in the full-size van class, with excellent forward sightlines and a standard rear camera plus available 360-degree view, park sensors and digital rearview mirror. High-roof builds still clear no normal parking garage and the 159-inch extended body is unwieldy in city lots.

The load box is the best in the class for tradespeople — up to 524 cu ft, roughly 56 inches between the wheel housings so 4x8 sheet goods lie flat, and the lowest load floor of any full-size van for repeated in-and-out work — backed by a 6,800-lb tow rating and 3500-series payload in the mid-4,000-lb range. The ceiling is the powertrain: one 276-hp gas V6, no diesel or high-output option, and front-wheel drive that loses traction on grades and unpaved sites when loaded.

The Pentastar V6 has a long high-mileage record and the underlying Fiat Ducato platform is one of the most-produced commercial vans in the world, but the US fleet reputation trails the Transit: Ram sits in the lower third of brand reliability rankings, Stellantis leads the industry in recall volume, and Ducato-specific imported parts are a recurring source of downtime complaints from fleets and upfitters.

A genuinely upfit-friendly van: near-vertical sidewalls and a flat, low floor make shelving and racking straightforward, factory floor tie-downs and upfitter wiring/prep provisions are offered, rear doors swing far clear of the opening, and Ram sells a factory Rapid Delivery Van with partition and shelving for last-mile work. It falls short of Ford Pro's factory trade packages and telematics depth, and there is no factory 120V cargo-area outlet.

About 400 miles from the 24-gallon tank is workable but unremarkable, and the fatigue-reduction tools are thin — adaptive cruise with stop-and-go is optional and there is no lane centering anywhere in the range. Flat seats, a jittery unladen ride and pronounced cargo-bay boom and wind noise make it the least restful of the three full-size vans over a long day.

The ProMaster is one of the two dominant North American camper-conversion platforms — its unusually wide, square cargo box lets a bed sit crosswise without an extended body, which is exactly why DIY builders and Class B makers favor it — and the 6,800-lb tow rating handles most toys. But it is front-wheel drive only with no factory AWD, no off-road package and no raised suspension, so anything past a maintained gravel road is a gamble that a Transit AWD or Sprinter AWD would take in stride.

As a pure gear hauler the ProMaster is near the top of the market: up to 524 cu ft with nothing to fold or remove, the widest floor between the wheel housings in the class, the lowest lift-over height of any full-size van, a wide sliding side door and rear doors that swing back against the body for dock and forklift loading, plus a hitch rated to 6,800 lbs.

The ProMaster's Fiat Ducato-derived, front-drive, leaf-sprung-rear architecture is the least composed of the three full-size vans: soft body control, noticeable lean, a busy empty ride, and real crosswind sensitivity in the tall-roof bodies that dominate the mix. Secure and predictable, but clearly behind the rear-drive Transit (68) and Sprinter (70) benchmarks.

Steering is geared for maneuverability rather than feedback — very light effort with a large lock and a vague on-center zone that needs regular correction at highway speed. The trade is deliberate and it buys the class-leading turning circle, but as a feel item it lands below the Transit and Sprinter (both 68).

Four-wheel discs with standard ABS/ESC and standard forward-collision warning with active braking stop the van adequately, but pedal travel is long and progression is soft — confidence-inspiring when loaded, less crisp than the Sprinter's well-modulated pedal (76) or the Transit's (70).

The 3.6L Pentastar V6 (276 hp / 250 lb-ft) is the strongest and smoothest base engine in the class and makes the van genuinely brisk unladen, but the nine-speed automatic is the weak link — hunting between ratios and occasionally hesitant or abrupt at low-speed part throttle, exactly the stop-and-go duty cycle these vans live in. The battery-electric ProMaster EV is smoother still, but the gas van is the volume configuration.

The gas V6 is inherently quieter and smoother at idle and cruise than the Sprinter's four-cylinder diesel, with no diesel clatter through the controls, but it revs loudly under load and the uninsulated cargo box behind the bulkhead amplifies driveline noise. Audible but inoffensive — just under Transit and Sprinter (both 74).

Maneuverability is the ProMaster's clearest dynamic advantage: Ram publishes a best-in-class 36-foot curb-to-curb turning diameter on the 118-inch wheelbase, well inside the 34-42 ft van band and far tighter than the Transit's 43 ft or the Sprinter's 45 ft on their base wheelbases. Longer 136-in and 159-in bodies give some of this back.

Cab-forward packaging gives a commanding upright seat, a very short nose and excellent forward sightlines, and the front-drive layout yields a notably low step-in and load floor — a real advantage for multi-stop work. Held back by the classic Ducato compromises: an offset pedal box crowded by the front wheel arch and a bus-like, near-horizontal steering wheel with limited adjustment.

An unambiguous appliance. The Pentastar gives it some punch when empty and the tight turning circle makes tight urban work satisfying, but vague steering, soft body control and crosswind wander leave nothing an enthusiast would seek out — below the Transit (60) and Sprinter (55), both of which reviewers credit with more composure.

The MY2022 update made an unusually broad driver-assist set standard on every 2026 ProMaster including base cargo vans — Full-Speed Forward Collision Warning-Plus with active braking, Lane Departure Warning, Traffic Sign Recognition, Drowsy Driver Detection, automatic high beams and a rear camera — which is genuinely generous for a work van. Everything else is thin: halogen headlamps, a 7-inch Uconnect 5 screen, analog gauges and a conventional key, where the 2026 Transit now ships a 12-inch touchscreen, an 8-inch digital cluster and push-button start as standard at a nearly identical base price.

The ProMaster's value case is capability-shaped rather than content-shaped: front-wheel drive buys the widest cargo box in the class (pallets fit crosswise between the wheel housings), the lowest load floor and a best-in-class 36-ft turning circle, and it remains the cheapest route to standing-height cargo space — which is why it dominates the budget upfit and camper-conversion trade. What has eroded is the price advantage that used to carry it: at roughly $50.5K base and $54K for the volume 2500 High Roof it no longer meaningfully undercuts the Transit, and the money buys one gas engine, no AWD, no diesel, older cabin tech and weaker reliability prospects.

The body matrix is respectable — 1500/2500/3500 and 3500 Extended series, 118/136/159-inch and extended wheelbases, low/high/super-high roofs, and Cargo Van, Window Van, Chassis Cab and Cutaway bodies, plus the battery-electric ProMaster EV alongside the gas V6. The gaps are structural rather than cosmetic: one gas engine, front-wheel drive only with no AWD or RWD alternative, no diesel, and no factory passenger wagon at all (the Window Van adds glass, not seats), so people-moving and foul-weather buyers have to go elsewhere.

The ProMaster is the settled number two in US full-size vans — comfortably ahead of the Sprinter on volume but a long way behind the Transit — and the wind-down of the Chevrolet Express has consolidated the segment into three nameplates, leaving the ProMaster as the default alternative when a fleet does not buy Ford. Strong, stable acceptance rather than a rising trajectory, with the volume concentrated in commercial fleets and the conversion trade.

Ram carries real credibility as a truck brand and the ProMaster has an authentic following in the DIY camper-conversion world, where the wide, low, cheap box is the enthusiast's practical choice. But it is a value badge rather than an aspirational one — none of the Sprinter's premium halo in lifestyle and high-end upfit work — and Stellantis's persistently weak reliability reputation is an active drag on how buyers and the used market read the nameplate.

This is the ProMaster's strongest showing in the category and a real buyer benefit: Stellantis is the industry's most aggressive discounter, and Ram routinely layers cash allowances and subsidized APR onto commercial vans, with Ram Professional / BusinessLink fleet programs and upfit allowances stacking on top for business buyers. Inventory has run heavy across Stellantis showrooms, so ProMasters transact well below sticker with genuine negotiating room — the discounting signals a model under sales pressure, but scored on what the buyer gets, it beats anything on a Transit or Sprinter lot.

The oldest architecture in the segment by a clear margin. The ProMaster is a rebadged Fiat Ducato whose underlying platform dates to 2006 and which has been sold in the US since MY2014; the MY2022 update (new fascia, 9-speed automatic, Uconnect 5, standard ADAS) was a mid-cycle refresh, not a redesign, and it is now four model years old with 2026 arriving essentially unchanged. The ProMaster EV added for 2023-24 is a new powertrain in an old body rather than a new generation, and no US replacement has been announced.

Reviewers consistently place the ProMaster third of three in full-size van comparisons. It earns real credit for the widest and lowest cargo box in the class, the tightest turning circle, easy step-in and the cheapest standing-height space, and its class-leading standard safety kit has been noted approvingly since 2022 — but the same tests mark it down for front-drive-only traction, no diesel or AWD, the least composed ride and highest noise levels, the most utilitarian cabin and Stellantis reliability doubts. It picks up occasional fleet-value recognition rather than marquee awards, and it is almost never the outright pick.