Ram 1500 Electric Power Steering Problems: Why Racks Fail, Recalls Miss & Bills Soar

One minute the Ram 1500’s wheel spins with two fingers. The next, it’s like wrestling a rusted gate hinge at 65 mph on an off‑ramp. No warning. No slow fade like an old hydraulic pump, just instant deadweight.

Drivers of 2013–2024 models have been living this, sometimes more than once. FCA’s fixes have ranged from recalls to software flashes to full rack swaps, yet gaps remain big enough to swallow plenty of VINs. Outside recall coverage, repairs run $3,000–$4,200 before alignment and downtime.

This deep dive covers why Ram’s integrated electric power steering racks fail, where FCA’s campaigns land or miss, what lawsuits are chasing, and how to keep the truck pointing straight without eating that repair bill.

1. How Ram stuffed the whole steering system into one fragile tube

Everything lives inside one housing

Ram’s electric power steering rack isn’t a mix of swappable parts. It’s a rack and pinion with the motor, ECU, torque sensor, and angle sensor all sealed inside a single aluminum tube. If any of those fails, corroded motor housing, shorted PCB, bad torque sensor, the whole rack is done for.

One circuit board runs the whole show

Torque and angle sensors feed a single PCB that decides how much assist you get. A short from moisture or leftover flux, and the rack shuts down instantly. No limp‑home mode. No partial assist. Just manual steering in a 5,500-lb truck.

Sealed design saves space but wrecks serviceability

The “sealed for life” design keeps the engine bay tidy and helps fuel efficiency targets, but it hides a single point of failure. Water intrusion, sensor drift, or firmware glitches can’t be fixed alone; the dealer solution is always a complete rack swap.

2. Red‑flag symptoms drivers keep running into

Sudden zero‑assist moments mid‑turn

The most common complaint isn’t a slow fade, it’s a full assist drop in the middle of a turn. One second, the wheel moves with fingertip pressure; the next, it fights like a seized bearing. It can happen on the highway or crawling through a lot.

Heavy steering after puddles or cold starts

Some trucks go stiff right after splashing through water or on a freezing start‑up. Often assist comes back after cycling the key, but it can vanish again without warning.

Ratcheting or grinding at low speeds

Plenty of owners feel a ratchet or grinding through the wheel when parking. Sometimes it’s paired with a shudder, pointing to motor or gear trouble inside the sealed rack.

Warning‑light triple play

When EPS faults, the dash can light up like a slot machine. Steering assist warnings lead, then ABS and traction icons follow. One fault in the rack can trip multiple safety systems.

Common symptoms and typical triggers

Symptom	Typical Trigger	Dash Message
Zero assist mid‑turn	Random, often at speed	Steering, ABS, traction lights
Heavy steering	After puddle splash, cold start	Steering warning
Ratcheting/grinding	Low‑speed maneuvers	None or steering warning
Warning‑light combo	Any EPS fault	Steering, ABS, traction lights

3. Model years that took the hardest hit

Early racks poisoned by dirty circuit boards

2013–2016 trucks were first in line for trouble. Flux residue and grit on the EPS circuit boards caused shorts that wiped out steering assist in an instant. This triggered Recall 16V167, but coverage was narrow; plenty of trucks with the same defect never made the list.

Mid‑cycle seals that leaked from day one

2017–2019 racks swapped one weak point for another. Shrunken or poorly seated rack‑boot seals let spray hit the motor housing. Corrosion followed, taking out assist or making steering heavy until the rack warmed up. FCA recalls barely touched the problem, leaving most owners to cover repairs themselves.

Newer racks with smarter brains, and new gremlins

2020–2024 models got updated electronics, but also firmware headaches. Some trucks developed random steering pull or sudden heaviness traced to misread torque‑sensor data. TSB 08‑093‑25 covers a reflash, but it doesn’t cure the hardware flaws. Water‑intrusion complaints are still coming in.

4. What’s really wrecking these racks

Circuit‑board contamination shorts the brain

In early racks, leftover flux and fine debris on the EPS PCB acted like a slow‑burn fuse. Add humidity and you’ve got a live short. The rack doesn’t fade, it drops dead. This fault drove Recall 16V‑167 and part of 19E‑077, yet plenty of affected VINs remain untouched.

Water intrusion eats the motor housing

On 2017–2019 trucks, the weak link was sealing. Shrinking or torn rack boots let spray wick into the EPS housing. The motor’s aluminum shell corrodes, bearings seize, and moisture creeps toward the electronics. Heavy steering after a puddle splash is the telltale sign.

Firmware trips over torque‑sensor data

The torque sensor is the EPS handshake; it tells the ECU how much help you need. In 2020–2024 trucks, calibration bugs sometimes convinced the ECU you were turning the wheel when you weren’t, or missed it when you were. TSB 08‑093‑25 calls for a firmware reflash and proxy alignment, but that just papers over drifting sensors.

Internal wear parts treated as throwaways

Inside the rack is a wear‑strip belt that carries assist torque. When it frays or snaps, assist is gone. The belt is a $50 part, but because Ram seals the rack, the official fix is a full assembly swap. DIY belt replacements are possible, but they require a bench teardown and carry a high risk of offset pull or new rattles.

5. Recalls, TSBs, and the 1.1 million‑truck NHTSA probe

2016 recall that barely touched the fleet

Recall 16V167 (S19) landed in March 2016, covering roughly 440 Ram 1500s from 2015–2016. Cause: circuit board contamination that could short and cut steering assist. Fix: swap the EPS unit at no charge. The net was so small, most trucks with the same defect never got a notice.

2019 expansion with the same weak net

Recall 19E‑077 (VB9) widened coverage to select 2013–2019 EPS gears, again for PCB contamination. Dealers were told to inspect and replace as needed. VIN capture still stayed narrow, leaving plenty of owners paying $3 000‑plus for repairs.

2023 NHTSA investigation

In August 2023, NHTSA opened PE23‑012 to investigate EPS failures in 2013–2016 trucks, over 1.1 million units. The trigger: nearly 400 complaints of sudden or intermittent assist loss. The goal: decide if FCA’s recalls were too narrow. Outcome is pending, but a major expansion is on the table.

TSBs that patch software, not hardware

TSB 08‑093‑25 covers 2025 Ram 1500s (and earlier builds) for heavy steering at low speed or a slight highway pull. The dealer fix: reflash the EPS module, hard‑reset the system, run a proxy alignment. It can smooth feel, but it won’t save a failing rack.

6. Wallet hit, what it costs when the rack fails

Dealer quotes that sting

Show up at a dealer with a dead EPS rack and expect $3 000–$4 200. That’s for a new rack, install, and alignment. No partial fixes, it’s full swap or nothing.

Independent shops shave a little, not much

A solid independent may get the bill down to $2 200–$3 000 if they can source an OE core. You’ll still need an alignment, and parts availability swings the total.

The $50 belt betbleed

Some owners strip the rack on a bench, swap the worn internal belt, and button it back up for about $50 in parts. When it works, it’s the cheapest way to get assist back. Miss one step and you risk an off‑center wheel, new rattles, or another failure.

Repair options and trade‑offs

Option	Parts Cost	Labor Hrs	Risk
Dealer rack replacement	$3,000–$4,200	3–4	Low
Independent rack swap	$2,200–$3,000	3–4	Low–Medium
DIY belt swap	~$50	~6 (bench work)	High

7. Lawsuits and legal heat on Ram’s EPS

Class actions stacking up

In 2024, several suits landed in New Jersey federal court targeting 2013–2024 Ram 1500s. Plaintiffs say FCA knowingly sold trucks with EPS racks prone to sudden failure. Claims range from fraudulent concealment to breach of warranty to putting drivers at serious safety risk.

Concealment at the core

Owners argue FCA fielded years of complaints, ran tight‑scope recalls, and brushed off the defect as “isolated manufacturing errors” to dodge a full‑fleet fix. If proven, that could bring punitive damages on top of reimbursements.

Safety case front and center

These suits frame EPS failure as a serious hazard, not an inconvenience. Court filings cite real‑world crashes, including cases where drivers bailed out of the truck to avoid worse impacts.

What owners stand to gain

If plaintiffs prevail, possible outcomes include full repair reimbursement, extended warranties, or even buybacks in severe cases. Even without a verdict, mounting legal heat can push FCA toward wider recalls or goodwill repairs.

8. Ram vs. F‑150 vs. Silverado, who keeps steering trouble away

Ram tops the wrong list

From 2013–2020, Ram 1500 EPS racks logged roughly twice the complaint density of Ford and Chevy full‑size pickups. All three use integrated rack designs, but Ram’s early PCB contamination and water‑intrusion issues make it the repeat offender.

Ford’s steadier showing

The F‑150 also packs an integrated EPS rack, but racks up fewer sudden‑assist‑loss reports per 10,000 trucks. Rack replacements average $2 800–$3 600, with fewer large‑scale recalls. Failures happen, but not at Ram’s clip.

Chevy sits in the middle

The Silverado fares better than Ram, but not as clean as Ford. Rack swaps typically cost $2,700–$3,500. Most gripes involve gradual assist loss or sensor calibration quirks, not total drop‑outs.

Steering reliability snapshot

Truck	EPS Design	Complaint Density*	Typical Rack Swap Cost
Ram 1500 (2013–2020)	Integrated motor/ECU in rack	High	$3,000–$4,200
Ford F‑150	Integrated motor/ECU in rack	Medium	$2,800–$3,600
Chevy Silverado 1500	Integrated motor/ECU in rack	Medium‑Low	$2,700–$3,500

*Complaints per 10,000 vehicles, based on NHTSA data.

9. Picking your next move

If your VIN is under recall

Quit guessing. Run your VIN through NHTSA’s recall tool or call a Ram dealer. If you’re covered, book the repair. The dealer swaps the rack free, saving you a $3,000–$4,000 hit.

Out of recall but under 100,000 miles

Call FCA customer care and push for goodwill assistance. Explain your steering symptoms, point to the known EPS defect, and mention the ongoing NHTSA probe. Some owners have scored partial or full coverage this way.

High‑mileage or hard‑use truck

If warranty is long gone and the dealer quote makes your eyes water, weigh a $50 belt rebuild against a remanufactured rack. DIY saves thousands but carries real risk if you misalign or over‑tighten the guts.

Wrapping It Up – Drive, Diagnose & Document

Spot the signs early

Heavy steering, low‑speed rattles, or a dash lit with steering and ABS warnings aren’t “normal truck feel.” They’re warnings of a rack that can quit without notice.

Work recall and warranty first

Check your VIN with NHTSA and your dealer before spending a dime. If there’s coverage, schedule the fix now. Under 100,000 miles? Push FCA for goodwill. Paying cash should be the last resort.

Keep every scrap of proof

Save every complaint, invoice, and FCA contact log. Those records help with reimbursement claims, goodwill coverage, and possible payouts from the class actions in play. They also add fuel to the NHTSA case that could widen recalls.

Sources & References

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Rami Hasan is the founder of CherishYourCar.com, where he combines his web publishing experience with a passion for the automotive world. He’s committed to creating clear, practical guides that help drivers take better care of their vehicles and get more out of every mile.