Buying a 2019 Ram 1500: the honest guide

By AutoVetting Editorial · Published June 3, 2026

Quick verdict

The 2019 Ram 1500 — the redesigned fifth-generation "DT" truck — is one of the most comfortable, best-riding half-tons you can buy used, and the 5.7L Hemi V8 underneath most of them is a known quantity with a long track record. It's a genuinely good buy if you check three things: the eTorque mild-hybrid hardware (if equipped), the four-corner air suspension (only on certain trims), and the recall history. Get those right and you're looking at a truck that owners regularly take past 150,000 miles. Get them wrong and you can inherit a five-figure repair on a system most other half-tons don't even have.

One wrinkle to clear up before anything else: in 2019, Ram sold two different trucks both badged "1500." This guide is about the new DT-body truck. Skip to the next section for how to tell them apart in 30 seconds — it matters more than you'd think.

TL;DR: The 2019 Ram 1500 — the redesigned fifth-generation "DT" truck — is one of the best-riding half-tons on the used market, and the 5.7L Hemi V8 under most of them is a known quantity. Most are Hemis, often with the 48-volt eTorque mild-hybrid system; a smaller number got the 3.6L Pentastar V6 or the towing-friendly 3.0L EcoDiesel. The biggest risk to verify is the electric-power-steering recall (NHTSA 19V-812), which can cause intermittent loss of steering assist. The safest buy is a coil-sprung Big Horn or Tradesman Hemi with the recalls closed by VIN — it skips the costly air-suspension and eTorque exposure that hides on Limited and optioned trims.

The 2019 Ram 1500 at a glance

DT vs. "Classic" — know which truck you're looking at

When Ram launched the redesigned 2019 truck, it kept the previous-generation body in production as the Ram 1500 Classic to fill out cheaper fleet and value trims. So a "2019 Ram 1500" listing could be either:

• The new DT (fifth gen): big slab tailgate, available 12-inch portrait Uconnect screen, split "RAM" lettering across the grille, much more rounded body. This is the truck everyone means when they say "the new Ram."
• The Classic (the old DS body): the previous boxy styling carried over, crosshair-ish grille, smaller screens. Mechanically it's the prior-generation truck.

They share a name and a model year but almost nothing else. Critically, at least one safety recall (a side-curtain airbag inflator issue) applied to the Classic, not the DT — so you can't assume a recall list you read online applies to the truck in front of you. Confirm the body first, then check recalls by VIN.

Engines and trims that matter to a used buyer

Most 2019 DT trucks you'll find are powered by the 5.7L Hemi V8 (395 hp), often paired with eTorque, Ram's 48-volt belt-driven mild-hybrid system that adds a small electric assist, smooths out auto stop/start, and bumps efficiency slightly. A smaller number got the 3.6L Pentastar V6 with eTorque (standard on that engine). A relative handful left the factory with the 3.0L EcoDiesel V6 — desirable for towing and economy, but it carries diesel-specific recall exposure (more below), so treat a diesel as a different inspection entirely.

Every 2019 DT uses the ZF 8HP75 eight-speed automatic — a strong transmission, but one worth a fluid and shift-quality check on a used truck.

Trims run base Tradesman up through Big Horn/Lone Star, Rebel, Laramie, Longhorn, and Limited. The relevant point for buyers: four-corner air suspension is standard only on the Limited and optional on Longhorn and Rebel. Most Big Horn and Tradesman trucks ride on conventional coil springs and carry none of the air-system risk. Identify the suspension before you fall in love with a price.

Common problems by mileage band

Under 60,000 miles

Most early-life complaints are electronics and software, not mechanical. The 12-inch Uconnect system is the headliner: owners report screen freezes, reboots, Bluetooth pairing dropouts, and "phantom" active-call errors. Many are resolved with a software update at the dealer, so on a test drive, cycle through CarPlay/Android Auto, Bluetooth, the backup camera, and the climate controls and watch for lag or a black screen.

The eTorque 48-volt system can also show early. The system relies on a belt-driven motor generator unit (MGU) and a small 48V lithium battery pack; a handful of owners have reported MGU faults or 12V/48V battery drain very early in ownership. On the drive, confirm the auto stop/start restarts smoothly and quickly, and check for any "service eTorque" or charging-system warnings.

Tailgate latch complaints on the DT are common and cheap: the multifunction tailgate latches can get stiff or stop releasing cleanly, often just needing lubrication. Open and close it a few times — both as a normal tailgate and, if it's the split "Multifunction" gate, as the barn doors.

60,000–100,000 miles

This is where the 5.7L Hemi "tick" conversation usually starts. A ticking top-end can be harmless exhaust-manifold-bolt noise, or it can be the more serious lifter/camshaft wear the Hemi family is known for. There's no way to tell which from a listing photo — you diagnose it by ear at a cold start and under light load, and ideally with the truck on a lift to look for telltale broken or backed-out exhaust manifold bolts. If you hear a persistent tick that changes with engine load, treat it as a real risk, not a quirk.

The 8HP75 transmission can develop hard or clunky shifts in this band. Some of it traces to the transmission control module (TCM) and software; some to deferred fluid service. A truck that bangs into gear, hunts between gears, or flares on the 2–3 shift deserves a transmission-specific inspection before you buy.

If the truck has air suspension, this is the band where leaks and compressor wear surface. Watch for one corner sitting lower after the truck's been parked overnight, a "Service Air Suspension" message, or a compressor that runs long and loud trying to level the truck — especially relevant in cold climates, where these systems are most temperamental.

Over 100,000 miles

High-mile DT trucks are generally holding up well, but the cost of the systems unique to this truck goes up. Air-suspension components (compressor, air springs, height sensors) are expensive to replace out of warranty, and a failed strut or compressor on a six-figure-mile Limited can run well into four figures. The eTorque MGU and 48V battery are similarly pricey if they fail outside warranty.

On the Hemi, keep watching the top end for lifter/cam noise, and budget for normal high-mile maintenance — water pump, suspension bushings, and the usual brakes. None of this is unusual for a 100k-plus half-ton; the point is to price the truck-specific risks in, not just the generic ones.

What an AutoVet inspection covers for this vehicle

AutoVet's inspection protocols are built to follow each manufacturer's published inspection standard wherever one exists. A Stellantis/Ram OEM-aligned protocol is forthcoming; in the meantime, a 2019 Ram 1500 pre-purchase inspection should specifically include:

• eTorque health (if equipped): MGU operation, 48V battery state, charging-system and stop/start behavior, and any stored eTorque/charging fault codes.
• Air suspension (Limited / optional trims): corner-by-corner ride-height check, leak-down after sitting, compressor noise and run time, height-sensor function, and any suspension fault codes.
• 5.7L Hemi top end: cold-start and loaded-engine listen for lifter/cam tick, plus a visual check of the exhaust manifold bolts.
• 8HP75 transmission: shift quality through all gears, fluid condition, and a scan for TCM codes.
• Full OBD-II scan and a documented recall-completion check by VIN (see the next section).

This is exactly the kind of system-by-system, model-specific check a generic "150-point inspection" tends to skim. If you're cross-shopping, the same logic applies to our 2018 Ford F-150 guide and 2014 Chevrolet Silverado 1500 guide.

Open recalls and TSBs to verify

Always run the specific truck's VIN through the free NHTSA recall lookup¹ and confirm each open campaign was completed on the dealer service record — a recall that exists but was never performed is your problem once you own the truck. Known campaigns touching the 2019 Ram 1500 include:

• NHTSA 19V-812 (FCA recall VB8) — electric power steering.² Certain 2019 Ram 1500 trucks were built with a contaminated EPS gear that can short-circuit and cause an intermittent loss of power-steering assist. Remedy: dealer replaces the EPS gear assembly. This is the headline recall for the new DT truck — verify it's closed.
• Side curtain airbag inflators (Ram 1500 Classic + Ram 3500). Inflators may rupture. Important caveat: this campaign hit the Classic body, not the new DT — another reason to confirm which truck you're looking at.
• 3.0L EcoDiesel only: two separate campaigns on 2014–2019 diesel trucks — a high-pressure fuel pump that can shed debris into the fuel system (fuel starvation), and a crankshaft tone wheel that can delaminate and cause a stall. Gas trucks are unaffected, but if you're buying the diesel, these are mandatory VIN checks.

One more piece of context: Ram issued a later recall covering an over-rich/PCM engine-stall condition on 5.7L eTorque trucks, but the reported build-date window for that campaign was roughly June 2020 through September 2021 — i.e., later production, generally not 2019 model-year trucks. Don't assume it applies to a 2019; [verify by VIN] rather than taking a forum's word for it.

(Specific TSB numbers aren't listed here because they change and aren't reliably published in full; an inspecting dealer can pull the current TSB list against the VIN.)

Red flags to walk away from

1. A persistent Hemi top-end tick that changes with load, with no service records addressing it. This can be the expensive lifter/cam failure, not just a noisy manifold bolt.
2. An air-suspension truck that won't sit level, throws "Service Air Suspension," or has a compressor running long and loud — repairs here are among the priciest on the truck.
3. eTorque or charging-system warning lights, rough or hesitant stop/start restarts, or a seller who can't explain a replaced MGU or battery.
4. Open, uncompleted recalls — especially the 19V-812 power-steering campaign, or any diesel fuel-system campaign on an EcoDiesel.
5. Transmission that bangs, hunts, or flares between gears, with no record of TCM updates or fluid service.

Negotiation leverage

Use the truck's own complexity as your price argument. If it's an air-suspension trim, point out the out-of-warranty replacement cost of those components and ask the seller to price that risk in. If the eTorque system has no service history, the cost and rarity of MGU/48V-battery work is fair leverage. A Hemi with any tick is a straightforward "this needs a top-end inspection before I commit" conversation — and a clean inspection report you've paid for is itself a negotiating tool. Finally, any open recall is leverage: it's unpaid work the truck needs, and you can ask the seller to have it completed before sale or knock the equivalent off the price. The eTorque/air-suspension exposure is exactly the kind of thing a coil-sprung F-150 or Silverado buyer doesn't face — worth raising when a seller insists the Ram should command a premium.

Get a manufacturer-aligned inspection

The 2019 Ram 1500 is a lot of truck for the money — but it carries two systems (eTorque and air suspension) that most rivals don't, and those are exactly where used-buyer surprises hide. Before you commit, get a pre-purchase inspection that actually checks the eTorque hardware, the air suspension corner-by-corner, the Hemi top end, and the recall history by VIN — not a generic once-over.

AutoVet matches you with an inspector who follows the manufacturer's published inspection standard for this exact truck. Start a 2019 Ram 1500 inspection, or if you're still deciding between half-tons, see where it lands on the Ram 1500's Pinpoint card.

Frequently asked questions

Is the 2019 Ram 1500 reliable?

Largely yes — the DT was a big step forward, with a comfortable ride and the proven 5.7L Hemi V8 under most trucks. Reliability hinges on which systems a given truck has: a coil-sprung Hemi without eTorque is the simplest, while air suspension and the 48-volt eTorque mild-hybrid add hardware that's expensive to fix out of warranty. Verify the recalls by VIN and the truck is a strong used buy.

What is the difference between a 2019 Ram 1500 and a 1500 Classic?

In 2019 Ram sold two trucks under the 1500 name. This guide covers the redesigned fifth-generation DT (slab tailgate, big portrait Uconnect screen, rounded body). The Classic is the prior-generation DS body kept in production for value and fleet trims. They share a name and model year but almost nothing else mechanically, and some recalls apply to only one — confirm the body before checking recalls.

What is recall 19V-812 on the Ram 1500?

It's a 2019 NHTSA recall (FCA campaign VB8) for an electric-power-steering gear that can short-circuit and cause an intermittent loss of steering assist, especially at low speed. The remedy is a free dealer replacement of the EPS gear assembly. On any 2019 DT, confirm 19V-812 shows completed by VIN before you buy.

Does the 2019 Ram 1500 have air suspension problems?

Only the trucks equipped with the optional four-corner air suspension — standard on the Limited, optional on Longhorn and Rebel. On those, leaks, compressor wear, and a truck that won't sit level are the costly failures, especially in cold climates. Most Big Horn and Tradesman trucks ride on conventional coil springs and carry none of that risk.

Should I worry about the 5.7L Hemi tick?

A light tick can be harmless exhaust-manifold-bolt noise, but a persistent tick that changes with engine load can signal the more serious lifter or camshaft wear the Hemi family is known for. Diagnose it by ear at a cold start and under light load, ideally with the truck on a lift to inspect the manifold bolts. Treat a load-dependent tick with no service records as a real risk, not a quirk.

Sources

1. NHTSA — Recalls VIN lookup (check open recalls by VIN).
2. NHTSA — Safety Recall VB8 / 19V-812 Electric Power Steering (contaminated EPS gear; intermittent loss of power-steering assist).

Researched and written by AutoVetting Editorial. Recall, specification, and failure-pattern detail draw on the numbered sources above and the NHTSA complaint database; always confirm recall status and vehicle specifics by VIN before purchase.