Used 2014 Ram 1500 Laramie Crew Cab Review

Consumer reviews

Read what other owners think about the 2014 Ram 1500 Laramie Crew Cab.

Most helpful consumer reviews

Ecodiesel only way to go!!!
jeff,11/10/2015
Laramie 4dr Crew Cab 5.6 ft SB (3.6L 6cyl 8A)
Its a great truck I have previously owned 3 cummins diesels but Im not pulling the way I used to. This is a great compliment for someone don't doesn't pull a lot of heavy weight but still likes the grunt of a diesel. Its not a accelerating beast but it does great for me and I get 21 mpg around town and 27 hwy...the air ride suspension is worth paying for especially when towing it gets the vehicle level...overall very happy with the truck the maint cost is a little high.....new update I have had a issue with the throttle control sensor and it has been in the shop 3 times now hopefully they have it fixed otherwose still love the truck..
It was so bad I sold it within six weeks!
GT,01/30/2020
Laramie 4dr Crew Cab 5.6 ft SB (3.6L 6cyl 8A)
So I don’t know if I just bought a lemon or what but this was the worst truck I have ever owned. 14’ Ram Crew Cab short bed with the 3.0 EcoDiesel with 86k miles. It got WAY worst fuel economy than they said it would and it was a dog! I don’t need a ultra-powerful truck, but I bought this for its ability to tow and it’s great fuel economy... it was horrible! At best I was averaging 17mpg Highway and 15 around town. Towing a small two place snowmobile trailer from Michigan to Colorado and back only averaged 14mpg! I could get that with ANY modern truck! Instead I was paying a .40-.50 cents extra a gallon for diesel fuel and still getting crappy fuel economy! Oh and don’t think for a second that you can tow over 70 mph... if you kick it to 75mph the thing won’t ever see 8th gear and you can count on the fuel economy dropping to 12- mpg . You throw this in with the fact that I had to take it to a dealership THREE times in the few weeks I owned it for stupid little crap that a normal truck would not even have a problem with... it was just too much. Don’t believe the hype. The truck it nice but this setup needs a lot of refining before I will ever try the Fiat diesel again. And just so you know that I am not just a Ram hater... I ended up getting the HEMI version of the exact same truck (2018) and I LOVE it! I’m 20 mpg on the highway and 17 in town. I haven’t towed with it yet but even if it is the same as the EcoDiesel I will be happy because I am still spending less on the cost of the fuel AND I have had NO problems with the truck. I truly hope other people have better luck with this power train but for me... I hated every money sucking minute of owning that truck. Oh yeah and if your wondering why this review is for the 3.0 EcoDiesel but the listing that I put in is for the 3.6 gas motor, it is because Edmunds did not have an option to select the 3.0 in the drop down menu for the 2014 truck.
So Far, still love this thing at 80,000 miles!
Tom Castle,08/23/2018
Laramie 4dr Crew Cab 5.6 ft SB (3.6L 6cyl 8A)
Update: 09-05-2019: All of today, my below is still just as valid as it was when I wrote it, below. However, now my truck just turned over 80,000 miles. As a previous owner of two Honda Ridgeline EXL trucks, leased new, I'm still a bit concerned about the longevity of the Ram, likely because my wife and I have been Honda leasers/buyers for so long. None the less, today, I'd also say this is my favorite truck yet. It still runs, drives, rides and handles great and, really, as good as the day I leased it for 2 yrs. in 2014, lured to it by a crazy good 2 yr. lease deal. Back then I knew the new Ridgeline body style was still a year or two away and, surely, I could live with this thing for a couple of years, right? Well, after 2 yrs., I didn't like the way the new Ridglines looked, and still don't, but I liked this thing and ultimately bought it. At that time, I planned to trade for something new in 2019 or whenever the Drive Train warranty died. Today, I think I'm just going to keep driving this Big Boy a while. I'm still scared that something major may happen and cost me a bunch, but I'm not a big fan of extended auto warranties either (maybe I should be). In fact, if I were to trade in the near future, I'd get another Ram just like this one and I’d still get the V-6, but now with the new mild hybrid system. Frankly, for my needs, this 2014 V-6 has plenty of power and it can tow 7,400 LBs with the 3.55 axle ratio, if needed. Also, I'm still getting the same great MPG as noted below. In fact, it gets about the same overall MPG as my wife's 2016 Toyota Highlander XLE. Today, I'd have to say that Fiat (FOA) has done a great job with the Ram Truck line. Original Review: First, this is really a Pentastar V6 2WD Crew Cab, Short Bed, Big Horn, (not Laramie, as the Edmunds options didn't have a crew cab, V6 Big Horn option). My truck is silver with dealer added leather, "Kat Skin" seat covers which are great and look great as well. I get a lot of compliments and everyone thinks their factory leather. After 69,900 miles and I still love this truck. It is big, comfortable, quiet and it handles and rides great and still with zero rattles. It rides better than any Ford, GMC or Ridgeline I've owned. I had no intention of buying this thing, but I drove it and liked it. Honestly, I was scared to death of a Dodge/Ram/Fiat truck, and I sort of still am, but it has really been great. It may croak tomorrow, but it really runs great and has given me zero issues. At first there seemed to be slack in the rear axle or 8 speed tranny, but after a couple of software updates it went away. Sounds crazy, but it's true! Additionally, it has excellent power for a V6, (305 HP) and my overall MPG as of today is 21.6 MPG. In winter the average moves up to 22.5 MPG, I think it breaths better with colder air. For a V6, this thing has a sweet rumble as well. On a road trip this past week of 400 plus miles and setting the cruise on 71 MPH, the overall MPG went to 23.6. I usually drive faster, but I was ahead of schedule for each bus meeting and drove slower. Around town on both expressways and streets the MPG will drop to about 19.5 MPG, but moves back up on the road. Even at 80 MPH it will average 20.5 to 21MPG. If I'm not mistaken, it can tow 7,400 pounds and it tows very well. Really, how much power do most of us really need anyway? Sure, some need more or want more, but this Pentastar V6 is amazing. Today, I'd say I'm likely to trade for a 2019 just like this by spring. The 2019s look great and the reviews seem good as well.
1st time shopping for a truck and RAM blew me away
Jimmy Tee,03/05/2020
Laramie 4dr Crew Cab 5.6 ft SB (3.6L 6cyl 8A)
I've always bought SUV's/Crossover's with 4×4 or AWD because I live in the country and the winters can be bad and I always "thought" keyword for the price point a SUV/Crossover was just as good with alot of the same features for less, but after sliding off the road hitting a guard rail that totaled my vehicle. I wanted a better built vehicle that was going to be able to handle snow/ice rough roads and the dreaded "pot hole season" in the spring that can really cause significant wear or damage to the suspension and wheels/tires. So I decided to buy a truck. I wasn't big on Ram cause my father owned a 06 RAM 3500 Cummins diesel it ran great but the interior was cheap alot of hard plastic with some with wood grain graphics it looked and felt very cheap. Over a 2 month period I drove F-150's, GMC/Chevy and Ram's all kinds of different trim levels. While every brand had it's strong points or unique features some more gimmicky than others but I kept coming back to the RAM and the difference between my father's 06 and my 14 was unbelievably huge. The quality of the material used is 2nd to none the dash and doors are covered in a stiched leatherette material the seats are very supple leather, wood grain and the cherry on top the tech/screen size of the very user friendly Uconnect and digital dash, and last but not least the comfort and pleasure of the ride is best compared to a large luxury sedan with a powerful engine. The huge change from my father's ridged stiff ride in his 06 RAM. While I lose some money going from a 4 or 6 cylinder to a Hemi V-8 it's not nearly as much as I would have thought and is more than made up by the quality and craftsmanship the only con I can think of is that I thought the rims to be solid chrome rims, but come to find out it's just a chrome plastic over I don't know what is enough to take away 1 star cause I didn't even know until I went to polish them. I don't know why they went that route with the wheels.

Edmunds Summary Review of the 2014 Ram 1500 Laramie Crew Cab

Pros & Cons

  • Supple ride and composed handling
  • strong gas V6 or fuel-efficient diesel V6 available
  • available eight-speed automatic transmission improves fuel economy and towing abilities
  • refined and quiet cabin
  • useful tech features.
  • Higher up-front cost and slower acceleration with diesel engine
  • rotary shift dial is a bit odd to use at first.


Full Edmunds Review: 2014 Ram 1500 Crew Cab

The 2014 Ram 1500 is our top pick in the full-size pickup segment, thanks to a winning combination of strong powertrains, a smooth ride and a well-trimmed cabin.

Vehicle overview

After a significant round of improvements last year, the Ram 1500 pickup gets even better for 2014. Headlining the handful of updates this year is a new turbodiesel V6 engine. This is the only diesel engine offered in a light-duty full-size truck, and it promises impressive fuel mileage and towing capability.

One of the best things about driving the new diesel-powered 2014 Ram 1500 is that you'll barely notice any difference compared with the gasoline-powered versions in normal driving. The cabin remains peaceful, and typical of diesels, there's plenty of thrust for merging and passing, and it's accessible from low rpm.

Of course, some consumers prefer the power characteristics of a traditional gasoline V8, so Ram will also continue to offer its 5.7-liter V8 engine as an optional upgrade over the base gasoline V6 engine. The torque ratings are very similar between the diesel engine and the gas V8, but the V8 has slightly higher towing capacities (depending on the cab/bed configuration you choose), and it's actually a less expensive upgrade than the diesel. However, given that Ram expects the diesel V6 to top the base gasoline six-cylinder's EPA fuel economy ratings, the extra up-front cost for the diesel is likely to pay for itself within a couple years.

The new engine option enhances what was already a class-leading truck. The Ram 1500 has the nicest interior of any full-size pickup. Its upgraded touchscreen interface is impressively easy to use and offers substantial technology capabilities. We're also fond of the Ram as it offers a composed and smooth ride whether you're driving it on- or off-road. That's largely due to the fact that the Ram is the only truck in this class with a coil-spring rear suspension plus an optional air suspension that you can use to adjust the truck's ride height.

Of course, Ram is not the only company offering a comfortable and capable full-size truck. The 2014 Chevrolet Silverado 1500 and its more upscale twin, the GMC Sierra, offer strong gas V6 and V8 engine options, as well as comparable cabin amenities, including a slick touchscreen and voice control interface. The 2014 Toyota Tundra has received a significant interior overhaul this year and boasts a strong V8 engine of its own. Also, no search for a full-size truck would be complete without taking a look at the Ford F-150, which remains one the best all-around options in this class. In our view, though, the 2014 Ram 1500 noses out the competition in most areas -- whether you're talking ride comfort or fuel efficiency -- and remains our top pick for a light-duty full-size pickup.

2014 Ram 1500 models

The 2014 Ram 1500 is a full-size pickup available in multiple body styles. The regular cab seats three and is available with either a 6-foot-4-inch or 8-foot cargo bed. The extended cab ("Quad Cab") can seat up to six and comes only with the 6-foot-4 bed. The crew cab increases rear-seat legroom, and is available with either a 5-foot-7 or 6-foot-4 bed. There are six main trim levels: Tradesman, HFE, SLT, Sport, Laramie and Longhorn.

The workhorse Tradesman comes standard with 17-inch steel wheels, black bumpers/grille, automatic headlights, a locking tailgate, a sprayed-in bedliner, vinyl floor covering, air-conditioning, a 40/20/40-split front bench seat, vinyl upholstery, a tilt-only steering wheel, cruise control and a six-speaker sound system with auxiliary and USB inputs. Extended and crew cabs also have power windows and a folding rear bench seat.

Options for the Tradesman include various equipment groups that allow you to add keyless entry, power locks and mirrors (and power windows on regular cabs), cloth upholstery, carpeted flooring, a 5-inch touchscreen audio display, Bluetooth phone and audio connectivity, and satellite radio.

The HFE (high fuel economy) trim level (two-wheel-drive regular cab only) includes automatic engine stop-start (not available on any other trim levels), a mandatory 3.21:1 rear axle ratio (most other trims give you several rear-end gearing options) and a tonneau cover, all of which help optimize fuel economy. It has cloth upholstery and power accessories as standard, but Bluetooth remains optional.

The SLT includes all of the above amenities as standard (save for the spray-in bedliner and HFE-specific add-ons) and adds 17-inch alloy wheels, chrome exterior trim and dual gloveboxes. The optional Luxury Group adds power-folding outside mirrors (with integrated turn signals and puddle lamps), an auto-dimming rearview mirror, additional interior lighting, an overhead console (with garage opener), illuminated vanity mirrors and a leather-wrapped steering wheel with audio controls.

The Sport has all that standard, plus a tuned dual exhaust; body-colored grille/bumpers; LED running/turn signal lights; foglights; folding/auto-dimming outside mirrors (with integrated turn signals and puddle lamps); 20-inch alloy wheels; front bucket seats with a center console; a 10-way power driver seat; heated front seats and steering wheel; power-adjustable pedals; a 60/40 split for the rear bench seat; dual-zone automatic climate control; an 8.4-inch touchscreen display with a rearview camera; and the Uconnect Access system with voice control, text-to-speech messaging capability, emergency roadside assistance, streaming Internet radio (delayed availability) and 3G Wi-Fi capability (via an extra-cost contract); a 115-volt power outlet and LED cabin lighting.

The Laramie trim level (available in extended and crew cabs only) comes standard with virtually all of the Sport's features, with a few differences (such as chrome bumpers/grille, two-tone paint and a front bench seat), along with added luxuries such as heated mirrors, driver memory functions, leather front seats (vinyl in the rear), a six-way power passenger seat, wood-grain/chrome interior trim and an upgraded sound system with a subwoofer.

The Longhorn (crew cab only) adds a mesh grille insert, the spray-in bedliner, tow hooks, a larger fuel tank, a remote ignition, front/rear parking sensors, HD radio, and a navigation system with traffic updates and a Yelp-based search engine. The Limited package adds air suspension, monochromatic paint, chrome side-step bars, automatic windshield wipers, automatic high beams, keyless ignition/entry, a leather and wood steering wheel, upgraded leather upholstery, ventilated front seats and heated rear seats.

Many of the upper trim levels' features are optional on the lower trims. A variety of packages (depending on trim level) are available as well. The Lone Star (Texas only) and Big Horn (everywhere but Texas) are similar in that they bundle together a bunch of the SLT's optional equipment along with special badging and trim. The Outdoorsman (available only on four-wheel-drive trucks) includes gray bumpers, a larger gas tank, underbody skid plates, tow hooks, all-terrain tires, a limited-slip rear differential, cloth bucket seats with console, two-tone paint and fender flares. Other notable stand-alone options include an air suspension (optional for extended and crew cab models only), integrated weatherproof bins (called RamBox) and an integrated trailer-brake controller.

2014 Highlights

The 2014 Ram 1500 lineup sees the addition of an optional turbocharged diesel V6 engine. Meanwhile, the 4.7-liter V8 has been discontinued, and there are a few changes to trim levels.

Performance & mpg

Standard on the Tradesman, HFE and SLT is a 3.6-liter gasoline V6 engine, generating 305 horsepower and 269 pound-feet of torque. The V6 is matched to a standard eight-speed automatic transmission. Rather than a traditional shift lever, the eight-speed is controlled by a rotary "e-shift" knob on the instrument panel, which frees up storage space in the Rams with center consoles. Two-wheel or four-wheel drive is available. There are two 4WD systems: Both have a low-range transfer case, but one is a traditional part-time system, while the other is more deluxe with an on-demand Auto 4WD mode.

With the standard V6, the 2014 Ram 1500 boasts EPA-estimated fuel economy of 20 mpg combined (17 mpg city/25 mpg highway) with two-wheel drive. EPA-estimated fuel economy when the 1500 is equipped with 4WD is 19 mpg combined (16 mpg city/23 mpg highway). In Edmunds testing, a 2WD Ram 1500 crew cab with the V6 and eight-speed automatic accelerated from zero to 60 in 8 seconds flat.

Standard on the higher trims (and optional on all other Rams) is a 5.7-liter V8 with 395 hp and 410 lb-ft. The V8 is matched to one of two automatic transmissions, a six- or an eight-speed. The six-speed is used only on the Tradesman. EPA-estimated fuel economy when equipped with 2WD and the six-speed transmission is 16 mpg combined (14 mpg city/20 mpg highway) and 15 mpg combined (13 mpg city/19 mpg highway) with 4WD. With the eight-speed automatic, EPA-estimated fuel economy improves to 17 mpg combined (15 mpg city/22 mpg highway) with 2WD and 17 mpg combined (15 mpg city/21 mpg highway) with 4WD.

New to the Ram 1500 lineup this year is the optional 3.0-liter turbocharged diesel V6. The diesel is rated at 240 hp and 420 lb-ft of torque and comes with the eight-speed automatic transmission. The EPA estimates fuel economy at 23 mpg combined (20 mpg city/28 mpg highway) with 2WD and 22 mpg combined (19 mpg city/27 mpg highway) with 4WD. In Edmunds testing, a 4WD Ram 1500 crew cab with this diesel engine accelerated from zero to 60 in 9.2 seconds, which is slower than Rams with the gas V6 or V8.

Depending on the cab/bed configuration and axle ratio you choose, a properly equipped Ram 1500 V6 can tow up to 7,450 pounds, while the diesel Ram 1500 maxes out at 9,200 pounds. One with the 5.7-liter V8 can tow up to 10,450 pounds -- which is less than its competitors, but not by much.

Safety

Standard safety equipment on the 2014 Ram 1500 includes four-wheel antilock disc brakes, stability control, hill start assist, trailer sway control, front seat side airbags and full-length side curtain airbags. A fully integrated trailer brake controller is optional.

A rearview camera and front/rear parking sensors are either standard or optional on all Ram 1500s. Models with Uconnect Access have an emergency telematics system that connects you with 911 operators at the touch of a button and provides stolen vehicle tracking.

During Edmunds testing, a two-wheel-drive quad cab V6 came to a stop from 60 mph in 128 feet, which is average for a similarly configured full-size pickup. A slightly heavier 2WD crew cab stopped from 60 mph in 133 feet. A much heavier 4WD crew cab with the new turbodiesel V6 engine covered this distance in 135 feet -- a reasonable performance given the diesel Ram's extra weight.

Driving

Whether jockeying in city traffic or merging onto a fast-running freeway, the 2014 Ram 1500 moves swiftly and smoothly with any of the three available engines. Gearchanges from the eight-speed automatic are imperceptible, so the transmission never feels busy, as you might expect with so many gears. It's also a benefit when towing, as there are more ratios available to achieve an ideal engine rpm, and it could even limit your need to get a different axle ratio.

While the 5.7-liter V8 has the highest rated towing capacity, the diesel V6 is a close second and it offers more than enough power for towing moderate loads (and better fuel economy to boot). Although the diesel's acceleration numbers are on the slow side, we've found that it's just as capable as the other engines for normal commuting. That said, if you're not planning to do any towing, sticking with the base gasoline V6 engine will save you a bundle. Not only does the gas V6 provide solid acceleration, its power delivery is especially smooth and quiet.

From the driver seat, the Ram feels more refined than its competitors, as its ride quality is smoother and steering more precise than you'd expect in a full-size truck. Running at speed on the freeway, the Ram 1500 is impressively quiet and composed thanks to its coil-spring rear suspension, making it well suited for long-distance drives.

It gets better when fitted with the available air suspension, a unique feature for this class. Not only does it deliver an even more supple ride, but a switch on the dash allows the truck to drop 2 inches to ease liftover and step-in heights when parked. Two off-road settings also allow increases of 1.2 and 2 inches above the standard height for extra clearance. The suspension automatically drops 0.6 inch at freeway speed to improve aerodynamics and save a bit of fuel.

Interior

The Ram 1500's cabin is as good as it gets in the pickup segment. Even the lower trim levels boast an attractive design, with quality materials and intuitive controls that are reasonably easy to reach, while the luxurious Laramie's wood-grain trim and leather upholstery is predictably posh. Seasoned truck owners might be thrown off at first by the rotary shift knob on the dashboard (which replaces a conventional shift lever), but it frees up useful space in the front seat, especially in Rams with a center console. The front seats themselves are soft, yet strike an adequate balance between support and comfort. The crew cab's rear seat is very comfortable, offering loads of legroom and an agreeable seatback angle.

Two touchscreen interfaces are available (one 5 inches, the other 8.4 inches) that do a great job of controlling simple and complicated tasks. The touch buttons are large and easy to see at a glance, while physical knobs and buttons provide much appreciated redundant control. Updates to the touchscreen system have made it even easier to use and more visually pleasing than previous models. Other modern convenience features include keyless entry/ignition, adjustable pedals, Bluetooth, voice recognition, smartphone app connectivity and even WiFi hotspot capability.

The Ram provides plenty of standard and optional storage spaces. The quad cab has a clever fold-out flat floor space when you flip up the 60/40 rear seats, while the crew cab features watertight storage compartments under the rear floor as well as shallow bins under the flip-up backseat. Unique to the Ram 1500 is the optional RamBox feature, which places a pair of lockable compartments over the rear fenders inside the truck bed. With the right equipment levels, these compartments can even be locked and unlocked via remote.

Edmunds Insurance Estimator

The Edmunds TCO® estimated monthly insurance payment for a 2014 Ram 1500 in Virginia is:

$66.33 per month*
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