2016 RAM 1500 Problems: 18 Known Issues

On the 2009-2016 RAM 1500, the TIPM controls most electrical functions and commonly fails, causing erratic behavior. The fuel pump relay inside the TIPM is particularly prone to failure, resulting in no-start conditions. Horn honking randomly, headlights flickering, and wipers activating on their own are common symptoms.

On the 2014-2019 RAM 1500, recall 18V332 includes selected RAM 1500s with affected controller software: 2014–2018 builds May 15, 2013–May 24, 2018, and 2019 builds October 31–December 4, 2017. Controller software can retain a torque request if a short interrupts CAN-C communication while cruise control requests acceleration. Cancellation can then fail, causing continued speed or acceleration.

On the 2011-2018 RAM 1500, the Totally Integrated Power Module (TIPM) contains a fuel-pump relay soldered to its circuit board. When it fails it cuts power to the fuel pump, causing a crank-no-start that mimics running out of gas, or a sudden stall while driving; sometimes the pump keeps running with the key off and drains the battery. The relay is non-serviceable inside the module, making this a well-known and expensive Chrysler/Ram electrical failure across 2011-2018 trucks.

On the 2009-2019 RAM 1500 5.7L HEMI, the 5.7L HEMI engine with Multi-Displacement System (MDS) can experience premature lifter and camshaft wear. The MDS deactivation lifters are prone to failure, causing ticking, misfires, and in severe cases, camshaft lobe damage. This issue has led to class action lawsuits.

On the 2014-2016, 2020-2023 RAM 1500 3.0L EcoDiesel V6 (VM Motori A630), the 3.0L EcoDiesel V6 suffers documented bottom-end failures: the main bearings (most common) and connecting-rod bearings wipe out, dropping oil pressure to the rods, spinning a rod bearing and sometimes snapping the crankshaft if driven on. Factory main-bearing clearances are very tight (~0.0015 in), so the combination of high load at low rpm, torsional vibration, and hot thin oil wipes a bearing. A contributing failure is the plastic-bodied oil cooler/check valve, which can fail under sustained high oil temperature (especially towing) and contaminate the oil — accelerating bearing damage. These are catastrophic, often low-mileage failures, separate from the EcoDiesel's EGR-cooler and CP4 fuel-pump problems.

On the 2009-2019 RAM 1500 5.7L HEMI, the exhaust manifold bolts on HEMI engines are prone to breaking due to heat cycling. Broken bolts cause exhaust leaks, ticking noise on cold start, and potential exhaust smell in cabin. The rear bolts on both sides are most commonly affected.

On the 2009, 2011, 2013-2024 RAM 1500, on the RAM 1500, P0011 is overwhelmingly a Variable Valve Timing (VVT) fault on the 5.7L Hemi, and secondarily on the 3.6L Pentastar V6. The Hemi uses a single central cam phaser fed oil pressure through one oil control valve (the VVT solenoid, mounted at the front of the engine near the timing cover). The PCM commands the phaser to a target intake-cam angle and monitors the actual angle via the cam/crank sensors. When the solenoid's fine oil screen clogs with sludge/varnish, or the solenoid sticks, oil flow to the phaser is no longer regulated and the intake cam advances past the commanded position — the PCM flags P0011 (over-advanced, bank 1). The root cause is almost always oil-related: extended oil-change intervals, low level, or off-spec/thick oil that will not flow through the small VVT passages, especially on cold starts. On higher-mileage Hemis, a P0011 (often alongside P0016/P000B) can also be the leading edge of the well-known Hemi cam/lifter wear failure — wear metal contaminating the oil seizes the phaser and solenoid, so P0011 should not be dismissed as 'just a solenoid' on a ticking, high-mileage engine.

On the 2014-2019 RAM 1500 3.0L EcoDiesel V6 (VM Motori A630), nHTSA recall 19V757 (FCA campaign VB1) covers certain 2014-2019 RAM 1500 and 1500 Classic trucks with the 3.0L EcoDiesel. The EGR cooler may crack, allowing pre-heated vaporized coolant into the EGR system; the mixture can combust in the intake manifold and increase fire risk. Only certain VINs are included, so check yours.

On the 2009-2018 RAM 1500 5.7L HEMI V8, the 5.7L HEMI's exhaust manifold bolts, particularly the rearmost ones on each head, are a well-documented failure item. Repeated heat cycling stretches and eventually snaps them, and once a bolt lets go the manifold lifts off the head just enough to open a gap at that port. On the bank 2 (passenger-side) manifold the resulting leak is upstream of the bank 2 sensor 1 oxygen sensor, so the sensor is measuring a stream that has been diluted with outside air pulled in during the negative-pressure part of each exhaust pulse. The transitions the PCM is timing get smeared, the measured switch time runs past the calibrated limit, and P0153 is stored. The same defect is behind the notorious cold-start 'HEMI tick' - the leak whistles or ticks while the metal is cold and contracted, and quiets once thermal expansion closes the gap, which is why many owners hear the noise for a couple of minutes each morning and then dismiss it. A cracked manifold produces an identical picture. Because the leak also skews the fuel trims and can push a false lean condition downstream, P0153 on these trucks is often accompanied by P0171/P0174 lean codes or catalyst codes, and shops that skip the leak test end up selling a sensor - or worse, a catalytic converter - that does not fix the complaint. A related but separate version of this failure shows up on HEMI trucks fitted with aftermarket long-tube headers, where the relocated O2 bung sits farther from the port, sees cooler and slower-moving gas, and sets the same slow-response code on an otherwise healthy sensor.

On the 2014-2022 RAM 1500 3.0L EcoDiesel V6, recalls 22V767 and 22V406 describe premature high-pressure fuel pump failure that may release internal debris into the fuel system and cause fuel starvation. Loss of drive power can occur without prior warning; possible indications include a check-engine or electronic throttle control light, a pump leak or excessive pump noise. The closed housing illustration does not diagnose internal damage. 3.0L EcoDiesel only: 2020–2022 Ram 1500 DT built May 29, 2019–January 21, 2022 under 22V767/Z96; 2014–2019 Ram 1500/Classic DS built June 12, 2013–December 13, 2019 under 22V406/Z46. Gasoline trucks are excluded. Confirm inclusion and outstanding remedy by VIN; these are separate body generations.

On the 2014-2021 RAM 1500, the ABS/Electronic Brake Control Module (EBCM) on Ram 1500 trucks suffers internal electronic failures separate from the software-related ESC recalls. Owners report the ABS, brake, traction-control and related warning lights coming on together with stored codes such as C2200 (internal electronic failure), U0121 (lost communication with ABS module) and C2116 (pump motor fault / pump supply low voltage). C2116 in particular is a strong indicator the ABS pump/module itself has failed. The base brakes still function but ABS, stability and traction control are disabled, and the module must be VIN-programmed when replaced.

On the 2013-2023 RAM 1500, the ZF 8HP 8-speed automatic transmission can experience harsh shifting, hesitation, and jerky behavior. Some units have failed prematurely. Early model years (2013-2016) seem most affected. Multiple TSBs have been issued for software updates.

On the 2013-2023 RAM 1500, rAM 1500s with the ZF-based 8-speed automatic (TorqueFlite 845RE / 850RE, 8HP70/8HP75) commonly develop torque-converter clutch shudder. It feels like a slight-to-heavy vibration or 'driving over rumble strips' at part throttle and light acceleration, typically 15-50 mph as the converter approaches lock-up. Owners frequently report it around the 70,000-80,000 mile range, often tied to degraded fluid friction-modifier and/or worn/glazed torque-converter clutch material. Severe cases drop into limp mode (stuck in a single gear, often reported as 4th, with a CEL). Harsh 1-2/2-3 upshifts are also reported and are often resolved by a TCM software reflash.

On the 2013-2023 RAM 1500, rAM 1500s equipped with the optional 4-corner air suspension (common on Laramie, Longhorn, Limited, Rebel) suffer recurring failures. The most common is air-bag micro-leaks (usually a rear bag) that make the compressor run continuously to keep up; the overworked compressor draws in humid air, ingests moisture that freezes in the air lines/dryer in winter, and the system collapses with a 'Service Air Suspension' message. Compressors then fail outright. Owners also report ride-height sensor faults; on 2023 trucks a software bug can falsely flag height sensors as 'stuck' (addressed by TSB 08-152-24). A class action filed in Alberta, Canada covers cold-weather air-suspension failures on 2013-2020 trucks.

On the 2009-2018 RAM 1500, 4th-gen Ram 1500 front wheel bearing/hub assemblies wear out relatively early (some as low as ~50k miles), producing a humming or growling noise that rises with speed and changes with steering load. Because the wheel-speed sensor is integrated into the hub, a failing bearing frequently also sets an ABS/traction fault and light. It is one of the most common front-end noise complaints on these trucks.

On the 2009-2023 RAM 1500, ram 1500 rear (and sometimes front) differential pinion seals weep gear oil at the pinion flange, leaving residue on the driveshaft yoke and a wet spot at the front of the diff. The leak itself is minor, but improper repair is the bigger problem: if the pinion nut is not torqued correctly (and a fresh crush spacer used), the pinion bearing preload is wrong and a whine develops weeks later — whine on acceleration points to the pinion gear, whine on deceleration/coast points to a worn pinion bearing. Owners report the leak around 60k-70k miles and follow-on whining after a dealer reseal.

On the 2011-2021 RAM 1500 5.7L HEMI V8, ram 1500 5.7L HEMI trucks commonly throw P0420 (Catalyst System Efficiency Below Threshold, Bank 1) and P0430 (Bank 2). On these engines the most frequent true cause is not a worn catalyst but an exhaust leak — a cracked exhaust manifold or broken manifold bolts (the same source as the cold-start tick) — which lets the downstream O2 sensor read incorrectly, or a failing downstream O2 sensor itself. The actual catalytic converter can also degrade with age/oil contamination. Because the converter is expensive, misdiagnosis leads owners to replace the cat unnecessarily before ruling out manifold leaks and O2 sensors.

On the 2013-2022 RAM 1500, the front-mounted A/C condenser on 4th- and 5th-gen Ram 1500 trucks develops refrigerant leaks from corrosion and tiny pinholes. Once refrigerant escapes, the system blows warm and the compressor can stop cooling or shut down to protect itself. Owners report oily residue on the condenser fins and progressively weaker A/C, especially in hot weather.