Ram's Powertrain Warranty Is Rising to 10 Years or 100,000 Miles for U.S. Models
Ram is increasing its powertrain warranty for most 2026 models, with coverage set to rise to 10 years or 100,000 miles.
Along with the and ProMaster vans sold in the United States, the improved warranty covers the gas-fed too.
Currently, Ram's powertrain warranty covers five years or 60,000 miles for gas-only models and five years or 100,000 miles for diesel models.
Ram fans are getting a lot of good news lately. Earlier this month, the truck brand revealed that it's bringing back the popular Hemi V-8. Now, Ram has announced that it plans to increase the length of its limited powertrain warranty for most of its 2026 models.
By offering 10 years or 100,000 miles, Ram will have the longest powertrain warranty among full-size trucks. Currently, its coverage is limited to five years or 60,000 miles for gas-fed models, which aligns with Ford and GM rivals. Like most heavy-duty trucks, Ram's diesel powertrain warranty lasts until 100K miles, but it's capped at five years.
Along with the half-ton and HD trucks, Ram says the models that will receive the improved warranty protection include the chassis-cab 3500, 4500, and 5500, as well as the ProMaster vans. While the off-road-ready Ram RHO and heavy-duty Power Wagon are eligible for the higher warranty limits, all-electric models such as the Ram ProMaster EV are excluded.
Ram's new limited powertrain warranty covers the axles, driveshafts, engine, transmission, and transfer case. It's also eligible for new vehicles that are purchased or leased, but fleet purchases don't get the same protection.
You Might Also Like
Car and Driver's 10 Best Cars through the Decades
How to Buy or Lease a New Car
Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Fast Company
42 minutes ago
- Fast Company
Should drivers be forced to go slower?
It's been almost 400 years since the leaders of New Amsterdam (now New York City) confronted a growing threat on their streets: people moving too fast. In 1652, the colonial council passed what may be North America's first speed limit: 'No wagons, carts or sleighs shall be run, rode or driven at a gallop within this city of New Amsterdam,' with Broadway (then a commercial corridor) as the lone exception. Violators were fined the equivalent of $150 to $200 in today's dollars, and repeat offenders could face corporal punishment. European settlers understood that speed in a dense environment is a recipe for disaster. In the 1780s, engineer James Watt used spinning flyweights to automatically regulate his steam engines to keep them from running too fast. This low-tech speed limiter became the blueprint for other automotive safety mechanisms. In 1901, the British Wilson-Pilcher car came equipped with a mechanical governor, limiting how fast the engine could rev. It was one of the first consumer automobiles to feature speed-limiting technology, and almost a century before modern cruise control. In 1923, Cincinnati nearly became the first U.S. city to require speed governors on all vehicles, but the proposal to cap speeds at 25 MPH failed. Auto industry lobbyists warned that mechanical limiters would reduce car sales and infringe on driver freedom. So-called Motordom still holds to that defensive position, but they've expanded their propaganda to dismiss speed as a problem, or as you see in many car commercials, embrace speed as something their product delivers. Drivers are forcing the government to put its foot down When modern Americans are faced with a conversation about taking a foot off the gas, they tend to react by pressing their hands against their ears and giving a 'la-la-la-la-la, I cannot hear you, speeding is fine.' The problem is, most people don't understand the dangers of driving fast in populated areas like cities and suburbs. Because they don't understand the connection between speed and safety, it's only natural that they'll claim speed limiting devices are just another case of an authoritative government, elitist central planning, nanny state overreach, etc. The comments below followed a March 27, 2025 Washington Post article, and they're hardly outliers on this topic: 'Another step to enslavement.' 'The nanny state rides yet again.' 'Big brotherism at its worst.' 'So anyone late to an appointment has no way to get the car moving a little faster. That sounds like a grim future, particularly since so many speed limits are set pathetically low!' Technology that's used to change driver behavior comes down to this fundamental issue: licensed drivers routinely choose not to govern themselves, demonstrating a need to be governed by an outside force. I don't like that we find ourselves in a situation where doors are opened for government authorities to force companies how to make a product. But we don't have to invite or even demand action by state and federal agencies if we (anyone who ever drives a motor vehicle) would simply behave better behind the wheel. Speed ruins far more lives than we'll ever know It's widely known among transportation professionals that police reports focus on issues other than speed even when speed causes a calamity. For example, if someone is driving 40 MPH on a city street, and a driver who was texting says the pedestrian 'came out of nowhere,' this is not classified by police as speed being a factor. But speed was a fundamental factor if the driver didn't see or react in time to stop for the pedestrian. In the US, about 16 million people smashed their cars into each other last year, sending roughly 40,000 people to the morgue and another 2.5 million to emergency rooms. Speed is a fundamental factor in severe traffic crashes, regardless of what the police report says. Speed matters because it amplifies mistakes People will always make mistakes, but the most consequential driving errors are amplified with increased speed. Mistakes like being distracted by a child in the backseat and drifting into another lane quickly elevate the risk to the driver, passengers, and anyone else nearby when going fast. Three important things are much safer on city streets at 25 MPH than 40 MPH: What you see. Your field of view (what engineers call the cone of vision) shrinks as you accelerate, meaning you no longer clearly see the sidewalks, pedestrians, dogs, drivers about to leave a parked car, someone about to run a red light on a cross-street, etc. When you react. You don't have as much time to react to any of the events listed above. In one second, you travel about 2 car lengths at 25 MPH, but 4 car lengths at 40 MPH. That's just one second. Think about how often drivers fiddle with their phone for one Mississippi, two Mississippi, three Mississippi. Where you stop. Even under ideal weather and pavement conditions, the moment you spot a potential danger and hit the brakes, it takes a lot more distance to stop from 40 MPH than 25 MPH. The difference between 165 feet and 85 feet can be the difference between a dead pedestrian and a close call. Speed matters because it makes crashes more severe In addition to making crashes more likely to occur, high-speed driving also increases the amount of carnage in crashes. Physics explains: [crash energy = (½) × (mass) × (speed²)]. That squared value is everything. When you double your driving speed, the crash energy quadruples. Even a small speed increase like 5 or 10 MPH greatly magnifies the force of impact. Despite decades of signage and PSAs, people keep driving too fast in the exact places where caution matters most: neighborhoods, school zones, commercial districts, and crosswalks. Technology exists to govern people who refuse to govern themselves. But I'm hoping you don't force the hands of lawmakers. Instead, I hope you (and everyone else operating a motor vehicle) will slow down in populated areas.
Wall Street Journal
an hour ago
- Wall Street Journal
Waymo Wants to Bring Its Robotaxis to New York City
Waymo is pushing to deploy driverless vehicles in prized but challenging New York City. The white, camera-laden cars will return to the city next month for the first time since 2021, when Waymo conducted preliminary mapping in part of Manhattan, to do more mapping as well as testing, the company said Wednesday.
The Verge
an hour ago
- The Verge
Waymo's robotaxis are coming back to New York City
Waymo announced today that it intends to launch a fully autonomous robotaxi service in New York City — but first it needs to change state law to permit its vehicles to operate with safety drivers behind the wheel. The Alphabet-owned company said it has applied for a permit from the city's Department of Transportation to test its vehicles with safety drivers. If granted, it would be the first permit allowed under the city's new process for regulating autonomous test vehicles. While it waits, Waymo says next month it will start collecting mapping data with manually driven vehicles in Manhattan. New York state law requires 'that a test vehicle operator be present and ready to assume control of the vehicle while the AV technology is in operation,' according to the city's AV testing website. Waymo said it is actively lobbying to change the law to allow for autonomous vehicles without safety drivers. New York state law requires 'that a test vehicle operator be present and ready to assume control of the vehicle while the AV technology is in operation.' A bill was introduced in the New York State Legislature earlier this year that would permit autonomous vehicles without safety drivers 'provided that the automated driving system is engaged and the vehicle meets certain conditions.' The bill is currently under consideration by the state Senate's transportation committee. New York City also has some of the most dangerous, congested, and poorly managed streets in the world. They are also full of construction workers, pedestrians, bicyclists, and double- and sometimes even triple-parked cars. In theory, this would make it very difficult for an autonomous vehicle to navigate, given that AVs typically rely on good weather, clear signage, and less aggressive driving from other road users for safe operation. And it's not clear that the state will amend its laws to allow for fully driverless vehicles, with some lawmakers expressing reservations. 'This kind of testing hasn't even been completed in other parts of the country,' state Senator John Liu told Daily News last year after the city announced its new permitting process. 'It would behoove New York City to wait to see some of those other results of driverless technology in less dense urban settings. This is an example of something where New York City does not have to be first.' While other states have become hotbeds for AV testing, New York has been a bit of a ghost town. Part of the reason could be the state's strict rules, which originally required a police escort of autonomous test vehicles — though that language was removed after a renewal of the law several years ago. In 2017, Cruise announced plans to test its self-driving vehicles in lower Manhattan, but those plans were later scuttled. (Cruise was shut down last year.) Boston-based Optimus Ride tested autonomous shuttles in Brooklyn but only on private roads as part of the borough's Navy Yard. Mobileye, a division of Intel, also tested a couple of vehicles in the city. And even Waymo briefly gathered mapping data with a small fleet of manually driven vehicles in 2021. Waymo is currently operating a robotaxi fleet of 1,500 vehicles in four markets: San Francisco and the Bay Area, Los Angeles, Phoenix, and Austin. It plans on launching a commercial service in Atlanta later this year, as well as Miami and Washington, DC. The company has said it will add an additional 2,000 vehicles to its fleet through 2026.
