Dodge Ram 1500 3rd Generation 2002-2008 Review

The 4.7-liter PowerTech V8 was the first PowerTech engine in 1998, launching in the 1999 Jeep Grand Cherokee. It is the same as the 3.7-liter PowerTech V6, save for having two extra cylinders, using a shorter stroke, and doing away with the balancer shaft. Its 235 hp isn't that much more than the V6's 215 hp, but there is a significant bump in torque, from 235 to 300 lb-ft. It comes with a five-speed manual or four-speed automatic transmission, with a choice of RWD or 4WD. The four-speed automatic was swapped out for a five-speed in 2003 and the five-speed manual with a six-speed in 2005. In 2007, a flex-fuel version of the 4.7 capable of running on E85 joined the lineup.

In 2008 - the last model year of the 3rd-gen Dodge Ram 1500 - the 4.7 fwas significantly upgraded to 310 hp and 330 lb-ft of torque, courtesy of a host of changes, including a new camshaft and dual-mass vibration damper, revised fuel calibration, forged-steel connecting rods, and changes to the piston pins, exhaust manifolds, and exhaust-gas recirculation (EGR) system. This variation of the 4.7 follows the example set by the Hemi and gets two spark plugs per cylinder, for a total of 16. The engine can be reliable if looked after extremely well, but it shares most of its weaknesses with its 3.7-liter V6 sibling and if neglected, these issues can ruin the engine well before 100,000 miles.

The 5.9-liter Magnum V8 hails from 1992 when the Magnum engines were launched but they were old even then, being developments of the Chrysler LA engine first launched in 1964. The engine offers gobs of low-end torque but little power considering its large capacity - and poor economy. It was only used in the 3rd-gen Ram 1500 for two model years before being replaced by the far more modern Hemi V8 in 2003, and only available with the four-speed automatic in either 2WD or 4WD. For the 2003 model year, the old 5.9 was offered alongside the new 5.7 before being dropped completely for 2004. The Magnum V8 is a tough engine, except for relatively weak cylinder heads that may be prone to cracking.

Chrysler's modern interpretation of their classic Hemi V8 engine saw the light of day in 2003 and this 345-hp engine replaced the old 5.9-liter Magnum V8 during the 2003 model year, developing a whopping 100 hp more than the 5.9, in addition to 40 lb-ft more torque, while reducing fuel consumption. It comes with a new five-speed automatic transmission only in either 2WD or 4WD. In 2008, the Hemi gained the Multi-Displacement System (MDS), Chrysler's cylinder-deactivation technology. Some valve-gear issues plague the Hemi, with ticks and taps often coming from the cylinder heads due to roller follower, rocker, and hydraulic lifter issues. The Hemi was a clean-sheet design and had absolutely no relation to the PowerTech/Magnum or LA/Magnum engines, but that didn't stop Dodge from tacking the "Magnum" label onto the engine cover, just to confuse people even more and illustrate that Magnum has become nothing more than a marketing term.

The 8.3-liter OHV V10 found in the 3rd-generation Dodge Viper was dropped into the Ram 1500 Regular Cab body in 2004 to create the SRT-10. It retains the traditional OHV arrangement with two valves per cylinder but is constructed from aluminum and was developed by Lamborghini. It packs the same 500 hp and 525 lb-ft of torque as it has in the muscle car, transmitted to the rear wheels via the same Tremec T56 six-speed manual transmission with a Hurst shifter, and using a Dana 60 rear axle. It can sprint to 60 mph in 4.9 seconds. In 2005, a heavy-duty four-speed 48RE automatic transmission was added as an alternative and it came with the Quad Cab body by default. It wasn't much slower, reaching 60 mph in 5.3 seconds.

The 2002 SLT has everything the 2002 ST has but adds 17-inch chromed steel wheels, power operation for the door locks, windows, and (heated) side mirrors, a leather-trimmed steering wheel, floor carpeting, cloth upholstery, auxiliary power outlet, an overhead console containing a trip computer, and cruise control. The 2004 SLT has remote keyless entry and a CD player.

The SLT Plus was available for 2002 only and added a package of features to the normal SLT before a proper Laramie flagship trim arrived for 2003. It comes with 17-inch alloy wheels, four-wheel ABS, keyless entry, automatic climate control, a driver information display, leather upholstery, heated front seats, an electrically adjustable driver's seat (and electric adjustment for the Quad Cab's front passenger too), a HomeLink transceiver, an engine immobilizer, and an Infinity audio system with steering-mounted controls, a CD player, and 11 speakers.

The Power Wagon launched in 2005 as an off-road-focused Ram 1500 available with the 5.7 V8 only. It is based on the SLT trim but adds wheel flares, raised suspension, an electronically disconnectable front anti-roll bar, tow hooks, foglights, clearance lights, 17-inch forged aluminum wheels with all-terrain tires, a 12,000-pound electric Warn winch, electronically locking front and rear differentials, a 4.56:1 rear axle ratio, the Trailer Tow package, Bilstein gas shocks, a 160-amp alternator, skid plates under the fuel tank, steering damper, and transfer case, black exterior trim, unique badging, vinyl upholstery, and vinyl floor covering. The 2006 Power Wagon has four-wheel ABS brakes.

From the 2006 facelift, the Big Horn package became available. Based on the SLT, it gets all the 2006 SLT's features, plus a special chrome billet grille, foglights, a manually sliding rear window, 20-inch alloy wheels with all-season tires, and Sirius satellite radio.

The TRX4 Off-Road was new for 2006 and was more of a cosmetic off-road appearance package, whereas the Power Wagon had all the off-road hardware too. To this end, the TRX4 Off-Road essentially adds to the SLT on-/off-road tires, TRX4 decals, red shock absorbers, skid plates, tow hooks, foglights, an anti-spin rear differential, and Sirius satellite radio.

The 2006 Sport is an appearance package that emphasizes sportiness and includes extensive exterior color-coding, 20-inch chromed alloy wheels, foglights, cloth bucket seats, a full floor console, a leather-trimmed steering wheel, and Sirius satellite radio.

The Regular Cab SRT-10 launched as a 2004 model with the same 500-hp 8.3-liter V10 engine and Tremec T56 six-speed manual transmission as the Dodge Viper, and RWD. It is equipped similarly to the Laramie, but trim-specific features include 22-inch alloy wheels, lowered suspension with mono-tube Bilstein shock absorbers, a rear anti-roll bar, full exterior color-coding in either black, silver, or red, a deep front fascia, a removable wing spoiler on the back of the bed that actually provides up to 165 pounds of downforce, dual exhausts, and a huge hood pressing with a power dome and a - sadly non-functional - hood scoop. It also has unique leather upholstery, front bucket seats, and a 508-watt Infinity audio system. 2006 is the SRT-10's last model year, with just over 10,000 SRT-10s manufactured.

The Laramie took over from the SLT Plus as the flagship trim for the 2003 model year. It has most of what the 2002 SLT Plus had, plus more. Standard equipment includes four-wheel ABS, foglights, a sliding rear window, dual-zone climate control, an auto-dimming rearview mirror, leather/suede upholstery, a six-way power-adjustable driver's seat (the passenger gets the same on the Quad Cab), power-adjustable pedals, a leather-trimmed steering wheel, and an Infinity audio system with a six-disc in-dash CD changer with steering-mounted controls and seven speakers.

From the 2006 facelift, the Laramie offered a choice of two configurations - the J or H package. The former includes all the standard features of the normal 2005 Laramie except for the audio system and power front seats, while adding satellite radio. The latter adds the seven-speaker Infinity audio system with CD changer, as well as heated front seats, six-way power adjustment for the driver's seat, and a power sliding rear window on the Quad Cab. The 2006 Laramie became available with the optional Mega Cab body as well. The 2007 Laramie has standard stability control, traction control, and hill-start assist and, for 2008, trailer-sway control as well.

In 2005, a Quad Cab version of the SRT-10 became available with a four-speed automatic transmission. Unlike the Regular Cab SRT-10, the ride height is not lowered and it gets a six-way electrically adjustable driver's seat and a sliding rear window. It was only produced for the 2005 and 2006 model years.

The Chrysler OHV pushrod LA engine family was first introduced in 1964 and developed and refined over many years. Following big design upgrades and changes, these engines remained OHV designs but were renamed "Magnum" and relaunched in 1992. The 5.9 V8 was added in 1993, and a 8.0 V10 in 1994 - the latter a 5.9 V8 with two cylinders added. These original OHV Magnum engines are just upgraded LA engines and are not to be confused with the later AMC-developed SOHC "Magnum"/PowerTech 3.7 V6 and 4.7 V8 engines Chrysler used since 1998 that we cover above. Magnum was just a marketing term applied to both engines and vehicles.

The 5.9 V8 is criticized for a low power output for its size and a thirst for gas. The most frequently mentioned problem is the intake-manifold gasket leaking, specifically the gasket used between the two separate pieces of the two-piece intake manifold - the cast aluminum top part and its stamped steel bottom plate. This gasket is a common failure point, and when it starts to leak air, the engine loses vacuum and starts to run badly and perform poorly. This can at first go unnoticed until it causes the catalytic converter to become blocked, at which point the deterioration in the engine's performance will be dramatic. Replace the plenum gaskets at the first sign of symptoms such as pinging, poor running, and increased oil consumption - with the associated issues that come with oil consumption, such as fouled spark plugs and oxygen sensors.

Leaving it will lead to a ruined cat and a lot of other expenses and replacing it with a normal OEM gasket is virtually a guarantee that the problem will return. Catalytic converters fail at around 150,000 miles due to the potential of the leaky intake manifolds ruining the cats. Remember that a cat that disintegrates can damage the engine, as fragments can be sucked into the engine via the exhaust valves during the valve-overlap stage. There are various aftermarket fixes available like fitting a modified aftermarket one-piece plenum plate or a redesigned aftermarket intake manifold.

Blocked cats can cause a pressure buildup that can speed up the 5.9's next big issue - cracked cylinder heads. This is ironic because most people would regard cast-iron cylinder heads as particularly tough. Instead, the heads on the 5.9 are considered weak and many factors can bring on cracking - blocked cats or any type of overheating, for example. The heads usually crack between the valve seats. The valve seats are induction hardened on these engines and not pressed in. Most cracks are very small and may allow you to continue to use the engine but if you experience coolant mixing with oil, overheating, or misfires, the cracks are too big and must be seen to. Small cracks can turn into big ones, and it's not a gamble worth taking. The only way to fix this problem is to fit upgraded aftermarket cylinder heads at considerable expense.

Timing chains are not particularly troublesome, but they are not lifetime items and may elongate enough by 100,000 miles to start rattling and require replacement. Deferred oil changes and neglect will bring on the issue sooner but we would replace them by 150,000 miles, even if they still seem good. An elongated chain can jump teeth and cause serious engine damage through piston-to-valve contact. Most owners upgrade to a dual-row, twin-roller timing-chain kit for longer service life.

General reliability on the Magnum engines seems to be hit and miss and while some owners experience the mentioned problems, many do not. It can be summed up this way. Most owners will experience intake-manifold issues, so you might as well upgrade that part. Timing chains should be seen as consumables and should be replaced/upgraded at 150,000 miles at the latest. Cylinder heads on the 5.9 may cause no trouble at all if no previous cat damage or overheating caused them to crack. However, one cannot always be sure of the vehicle's history, so check them very carefully according to the mentioned symptoms to determine whether there is a problem. A fastidious previous owner who looked after their truck and stuck to the maintenance schedule religiously is a must. A Magnum looked after this way can reach 300,000-350,000 miles. However, you're likely to run into some kind of problem with these engines at some point just because they are already so old today.

Mileage: Faulty plenum gaskets can leak at any mileage. Cylinder heads crack following cat problems or overheating and not necessarily according to mileage. Timing chains have a finite life of between 100,000 and 150,000 miles. Catalytic converters can fail at around 150,000 miles - or sooner due to a neglected intake-manifold leak.

Cost: To fix a plenum-gasket leak, a plenum repair kit can be bought for around $185 (before installation) and replaces the plenum plate with a one-piece aluminum plate. A one-piece aftermarket intake manifold costs at least $700 before installation. A dual-row timing-chain kit, and timing-cover gasket set will cost around $100 before installation. 46-state legal catalytic converters cost between $230 and $350 before fitment and 50-state legal cats at least between $360 and $860. Cracked cylinder heads can be welded or repaired and the cost will vary depending on the extent of the damage. Used cylinder heads vary in price too and might have to be considered, as new ones are usually unavailable today. And engine replacement is around $7,000.

How to spot: Leaky plenum/intake manifold gaskets will cause excessive oil consumption, fouled spark plugs and oxygen sensors, rough idling, misfiring, pinging, bad economy, and a lack of power. Opening the throttle body and doing a visual inspection is a good idea - the throttle body should be relatively clean inside and oil or sludge points to a bad plenum gasket. Or remove the positive crankcase ventilation (PCV) valve to confirm that there is air pressure; air should be coming out and if there is vacuum instead, the plenum gasket is leaking. Cracked cylinder heads may lead to overheating, misfires, oil/coolant leaks, milky oil due to coolant contamination, or oily coolant due to oil contamination. A cylinder leakdown test will confirm the diagnosis of a cracked head. An elongated timing chain may most commonly cause misfires, but may also rattle or cause rough idling or reduced power.

Here are the main Hemi issues:

• The Hemi was still brand-new when it launched in the 3rd-gen Ram 1500 and there were some reports of timing-chain failures on 2003-2006 engines. This should not be a problem today, as faulty chains should have already failed and been replaced by now, but do listen for a chain rattle and an illuminated Check Engine light that may indicate that a failing chain is throwing off the engine timing.
• Though not too commonplace, quite a few 2002-2004 owners complained about broken valve springs causing valves to drop into the engine and causing considerable damage.
• A common problem on all Hemis is valve-gear issues and these usually include any of three typical scenarios. Rocker arms may fail, hydraulic valve lifters may lock up or collapse, and lifter followers may seize. The last two are the most common and often the result of deferred maintenance, so replacing the oil frequently is critical for a Hemi's valve gear to last. Neglect leads to the formation of oil sludge, varnish, and carbon deposits, which will compromise the lubrication system, block oil passages, and hasten other failures. It is critical to use only the correct, prescribed full-synthetic engine oil to avoid carbon buildup and stuck hydraulic lifters. Keep in mind that seized lifter followers will damage the camshaft, necessitating the replacement of that item too.
• Another common problem is that the exhaust manifolds' bolts tend to break and it usually starts at the rear most bolts where the engine is hottest. It's quite a bother to get in there, so you might as well have them all replaced to save on labor costs. However, the cooling system is quite reliable, but air bubbles or leaks may still cause hot spots or overheating and besides running the risk of gasket failure, overheating may also cause the Hemi to drop a valve seat, although this is not nearly as common as on the PowerTech engines.

All the valve-gear issues as well as the broken manifold bolts tend to have the same symptom - ticking and/or tapping sounds of varying loudness and intensity, typically collectively referred to as the "Hemi tick", regardless of the problem. Some owners have been told by dealers that the ticking is normal - and some engines do indeed suffer no ill effects - but ticking can often spell expensive problems down the road, so we would have any tick diagnosed first. Don't hesitate to walk away.

• In the 3rd-gen Ram 1500's last model year - 2008 - the Multi-Displacement System (MDS) was added to the Hemi 5.7. It deactivates four of the eight cylinders under light loads above 18 mph to save fuel. MDS proved a bit problematic from the start and tends to suffer from solenoid failure, causing inconsistent engine responses. Worse, it seems to be responsible for hydraulic lifter failure. MDS closes the valves of the deactivated cylinders by cutting the fuel supply to those valves' hydraulic lifters, collapsing the lifters and preventing them from opening the valves. The theory is that, with the Hemi already sensitive to oil sludge, the "cooler" cylinders that aren't fired when MDS is operating may encourage sludge formation because they don't run as hot as the others.
• Last of all, the ignition system is fairly reliable, but it's complicated because the Hemi uses a twin-spark design with two spark plugs per cylinder, for a total of 16. So if the engine runs roughly or misfires, you might want to have the ignition system checked out first.

Mileage: Most Hemi problems don't appear before 50,000-100,000 miles. Exhaust-manifold bolts break at an average mileage of 58,000-102,000 miles. Hydraulic lifters lock up at an average of 87,000-122,000 miles. In engines affected by the problem, roller lifters may seize between 80,000-120,000 miles. There was an uptick in valve-spring failures for the 2004 model year and although not too common, they occurred on average at around 123,000 miles.

Cost: Replacing seized lifter followers may require a new camshaft too and this will cost at least $1,500 for parts, plus hours of labor that can push that bill to $4,000. Buying the exhaust-manifold bolts costs around $100 but the labor pushes that to $720-$850, so just have them all replaced in one go. A set of eight high-performance dual ignition coils costs around $260-$310. A replacement Hemi engine will cost at least $6,000-$8,000.

How to spot: Problems with the hydraulic lifters, lifter followers, and rocker arms all make ticking or tappings sounds coming from the valve covers. A leaking exhaust manifold due to broken bolts also makes a ticking sound, but from the vicinity of the manifold, and is usually accompanied by a raw-gas smell from under the hood.

The V10 Viper engine is a low-volume engine used in vehicles that always sold in low numbers. Over five generations and 26 years, a total of only 27,605 were sold. Add to that just over 10,000 Ram 1500 SRT-10s and we still haven't reached 40,000 units. Ford sells that many F-150s in three weeks. So the V10 Viper engine is thin on the ground and fitted to collector's vehicles that typically don't accumulate huge mileages, making data scarce and predicted failures hard to determine.

Some engine failures had to do with debris from the manufacturing process being left in the engine, which may be the reason some V10s in Vipers failed early and were replaced under warranty. As for repeat problems, there seems to be a possibility that the odd intake manifold can leak - mostly on second-generation 1996-2002 Vipers. It has been reported to use some oil as well, but it's not clear whether this was just because the engine was still new or whether it's a legitimate problem. Many performance engines use a bit of oil, especially when used in anger. Check the oil weekly and replace it on time. To get an accurate oil-level reading, let the car stand overnight on a level surface and take the very first reading on the dipstick after pulling it out. Don't wipe it and re-insert it to take a reading, because oil-drag on the dipstick will obscure the true reading.

There doesn't seem to be anything wrong with the basic design and, being a simple OHV design that doesn't rev very high, it should be reliable if properly cared for. A bit of shunting and clunking in the manual's driveline is apparently normal and just a characteristic of the heavy-duty clutch engaging and disengaging.

Mileage: No specific problems seem mileage-dependent.

Cost: If an intake manifold gasket has to be replaced, it might cost around $745 to do.

How to spot: A leaky intake manifold may cause irregular running, coolant leaks, and the Check Engine light illuminating.

2002-2008 Dodge Ram 1500 front-end problems with the power steering are not pump-related in most cases, but rather the fault of the rack and pinion. Front-end problems on the 3rd-generation Ram 1500 may include failed U-joints or ball joints, worn wheel or axle bearings/seals, or tired hubs, tie rods, shock absorbers, or steering racks/pinions. The power steering may also start to leak fluid. These may sound like normal wear items but we mention them here because they come with the territory if a truck is as old as the third-gen Ram 1500 is now, and because they are quite common on the 5.9 V8 model due to the considerable weight of the all-iron V8 engine. The front end is a weak spot already, with many of the recalls we listed earlier issued to replace weak front-end components.

Though not quite as common as on the HD trucks, the dreaded Jeep/Dodge "death wobble" may occasionally present itself in the Ram 1500 too if the steering and suspension components are sufficiently worn out. The wobble may appear at certain speeds and on any affected 2006 or 2007 Dodge Ram 1500 start as a vibration problem that turns into a shimmy and then into a wobble that shakes the truck like a washing machine until you reduce speed. There was a noticeable uptick in reports of the death wobble in 2006 and 2007. Go for a test drive and be on the lookout for play, clunks, directional instability, wandering, pulling to one side, weaving and wobbling to determine whether there might be worn-out front-end steering and suspension components. Then have it properly diagnosed before spending money.

Mileage: The rack-and-pinion power-steering system may develop problems such as leaks or complete failure from around 32,000-70,000 miles and it's most common on 2002-2005 models. Even when there's nothing wrong with them, the 3rd-gen Ram's ball joints and tie rods start to wear out at between 45,000 and 150,000 miles, depending on the type of usage the truck was subjected to. There were quite a few early failures at an average of 43,000 miles reported for 2006 models. Wheel bearings and hub assemblies may wear out by 51,000-100,000 miles. The death wobble may appear from around 55,000-155,000 miles and it's most common in 2007 and 2008 models.

Cost: Replacing the rack and pinion and doing the alignment might top $600-$1,500. Repairing steering leaks cost $580-$880 on average. The cost of replacing ball joints and tie rods will depend entirely on the number of problems and the components needed. Replacing ball joints can vary from as little as $250-$600 to over $2,000. Replacing tie rods can range from $150 to $900. Replacing a wheel bearing costs around $420-$590 and replacing an entire hub assembly is about $850-$1,350. The average cost of front steering and suspension repairs on 2006-2008 models to fix the death wobble amounts to anything from $370-$1,500.

How to spot: Loss of directional stability, play in the steering or suspension, clunks and clonks, pulling to one side, wobbling, and shimmying.

Various different transmissions are used in the 3rd-gen Ram 1500. The four-speed automatic transmission on the 2002 3.7 V6 and 4.7 V8 is the 45RFE but this unit was replaced with the four-speed 42RLE during the course of the 2003 model year. The 42RLE is generally regarded as less robust and more troublesome than the earlier 45RFE and several shifting problems on 2002-2008 Dodge Ram 1500s with this transmission were reported. Because it is extremely sensitive to the correct transmission fluid, if anything but Chrysler's ATF+4 9602 synthetic fluid was ever used in it, it will be prone to shifting problems and premature wear and even failure. It is perhaps best to just avoid this transmission if possible, unless it's been cared for by the book and behaves impeccably. You'd have to check which transmission is fitted to your vehicle. The easiest way to identify the transmissions is to look underneath the vehicle at the transmission's oil-pan pressing. The 42RLE's pan is relatively smooth with few straight creases and a clear oval shape in the center of the pan pressing. The 45RFE's pan has several straight creases in the pressing but no oval shape in the center.

The five-speed 545RFE used in all the five-speed automatics is essentially just a development of the existing four-speed 45RFE. Both RFEs should be relatively trouble-free but frequent oil changes are essential and in a hard-working truck, this should happen at least every 30,000-60,000 miles to ensure longevity. Look for evidence of this in the maintenance history. The SRT-10 Quad Cab uses a heavy-duty 48RE four-speed automatic. It is generally a durable transmission, but replace its fluid at the same interval because it works hard transmitting the big V10's torque. Its transmission cooler may mail, so keep an eye out for leaks from the cooler. Some shifting problems on the automatic transmissions may simply be down to faulty shift solenoids.

Manual transmission should be reliable if treated well, but look for abuse on the test drive. A roughly driven manual may have developed synchronization ring wear that will lead to crunchy gearshifts. Clunks and play in the driveline may point to worn motor and transmission mounts due to too many harsh starts and a slipping clutch may mean this item is on its way out.

Several 2008 owners complained that they had difficulty engaging 4WD via the electric selector and in the majority of cases, this was a software issue, although the infamous TIPM can also be at fault or, in rare cases, the transfer case's motor.

Mileage: Although not widely reported, the average mileage of transmission failures on the 2002 45RFE four-speed automatic is around 85,000-108,000 miles. There have been a few five-speed 545RFE failures reported but they are the exception and not the rule and if they do happen, they fail quite early, at an average mileage of around 41,000-82,000 miles.

Cost: Replacement shift solenoids typically cost around $75 each and requires the removal of the transmission pan to replace. Replacing a transmission cooler on the SRT-10 48RE transmission will cost around $500 at a shop. A remanufactured 48RE can cost anything between $2,800 and $5,000, depending on the transmission supplier. A 45RFE or 545RFE will cost at least $2,600 remanufactured, or around $3,200-$3,600 for a Dodge dealer to replace.

How to spot: A leaking transmission cooler will leave transmission oil on the floor beneath a parked vehicle. Deferred maintenance and delayed oil changes may lead to transmission failure, announced by harsh shifts, inconsistent shifting, rev flare between shifts, and slipping.

There is a steady stream of heater and air-conditioning/AC problems on the 2002-2008 Dodge Ram 1500, but the air-conditioner is generally more reliable than the heater. The heater core tends to go bad, cutting off the hot-air supply to the interior. The core gets clogged and engine coolant can no longer circulate through it, disabling the heater. Disconnecting the hoses that lead from the water pump to the heater core will allow you to flush the core with a garden hose. However, this doesn't always work or just kicks the can down the road and eventually the heater core will probably have to be replaced. However, there were also other HVAC complaints, such as actuators, blower motors, and blend doors failing. Blend doors suddenly started failing in far bigger numbers from 2006-2008, suggesting a design change of the HVAC system that came with the facelift, so test a facelifted Ram 1500's HVAC system properly.

Mileage: HVAC problems manifest on average at around 78,000-123,000 miles. Blend doors fail far more commonly on 2006-2008 models at 48,000-57,000 miles on average.

Cost: A new heater core costs around $82 but will require several hours of labor to fit, pushing the bill to around $850. The average cost of repairing the HVAC system at a dealership is around $200-$1,000, depending on the problem. Some owners have paid as much as $2,000 for invasive HVAC repairs. Replacing a blend door should come to about $500-$800 and for a blower motor, $150.

How to spot: A blocked heater core will result in little or no warm air from the vents when the heater is turned on and it may also leak into the interior if it's sprung a leak or rusted through. Incorrect air distribution may point to faulty actuators or vent doors and a lack of air points to a failed blower motor. If the AC refrigerant is simply low, the P0533 OBD-II error code should be triggered.

Some of the most common engine problems with the 2002-2008 Dodge Ram 1500 are stalling/idle problems. Stalling issues don't have a single origin and might be caused by TIPM problems, electrical faults, transmission problems, a fault with the electronic throttle control, EVAP issues, contaminated fuel, a bad fuel pump, a dead battery, a faulty EGR system, and various engine problems. All of these are reported regularly enough on the 3rd-gen Ram 1500 that engine stalling needs its own section here and each will have to be diagnosed and fixed depending on what went wrong.

Stalling issues may often be due to throttle body problems on Dodge Ram 1500s, with this component in need of a proper cleaning to restore even running, as in many old vehicles. Complaints of engines stalling increased steadily over the years, reaching a peak in 2005, and made up of about an equal number of PowerTech and Hemi engines. In fact, the top reason for engines stalling on the 2005 Dodge Ram 1500 is EGR valve problems due to this component becoming clogged and getting stuck due to carbon buildup. EGR problems are usually accompanied by the error codes P0401, P0402, P0403, P0404, P0405, P0406, P0408, P0488, and P1404 on a 2002-2008 Ram 1500. A bad fuel pump might trigger the P0627 error code. Stalling problems dramatically decreased by 2006.

Make sure the engine never stalls on your test drive, either when driving at low speed in traffic or when coming to a stop. The issue can afflict any of the engines. Most of the time the problems are relatively easy and cheap to put right.

Mileage: Stalling problems appear at an average of 46,000-115,000 miles.

Cost: The cost will depend on which of a long list of things the problem is. The average cost of fixing stalling problems is between $150 and $400 but there could be expensive engine-related outliers.

How to spot: The engine stalls.

The plastics used in the 3rd-gen Ram 1500 are not of the highest standard and when subjected to lots of direct sunlight, many dashboards develop unsightly cracks, although there seems to be a huge improvement from 2004. This was by far the single biggest source of complaints on the 2002-2003 Ram 1500 and by 2005, the complaints had dwindled to a trickle.

Mileage: The average mileage at which dashboard cracks are reported is 52,000-87,000 miles.

Cost: The average price of repairs for replacing cracked dashboards is $690-$1,000.

How to spot: Cracks on the dashboard.

The dreaded Chrysler Totally Integrated Power Module (TIPM) problems only just started around 2006, so most model years of the 3rd-generation Ram 1500 except for 2006-2008 are exempt from this problem. The TIPM is essentially a junction box that contains a host of electrical fuses and relays and is essential to the proper operation of many of the vehicle's electrical systems and subsystems, such as the power windows, horn, starter, fuel pump, lights, turn signals, electrically actuated 4WD system, and airbags. But moisture can penetrate and it can become damaged and fail to work correctly.

Many random, unrelated, and intermittent electrical problems on the 2002-2008 Dodge Ram 1500's turn signals, headlights, fuel pump, door locks, and power windows are TIPM issues more often than not. Your Dodge dealer might be able to refresh the TIPM but if problems persist, you'll have to replace it. This doesn't seem to be such a huge problem on the 3rd-gen Ram 1500 as it is on some other Chrysler products, but we mention it here anyway because the Ram suffers quite a few electrical problems and these are often misdiagnosed, so always check that TIPM first. Despite the issues, there was never a TIPM recall for 2006, 2007, or 2008 Dodge Ram 1500s.

Mileage: TIPMs fail mostly due to moisture ingress causing corrosion and are not strictly dependent on miles traveled. Failures have been recorded at anything from 11,000-127,000 miles.

Cost: Your Dodge dealership will probably charge you between $700 and $1,000 to replace the TIPM and this can increase to nearly $2,000 if related repairs to the electrical system are necessary.

How to spot: Intermittent and random electrical faults that come and go from unrelated electrical systems may point to a duff TIPM.