2016 Ram ProMaster Transmission & Axle Gear Ratios

The 2016 Ram ProMaster is a highly capable, front-wheel-drive commercial van favored by tradespeople, delivery services, and van-life enthusiasts alike. Unlike traditional rear-wheel-drive cargo vans, the ProMaster utilizes a transaxle setup where the transmission and "axle" (final drive) are combined into a single unit driving the front wheels. Understanding your ProMaster’s gearing is critical whether you are towing heavy trailers, hauling payload, or trying to maximize your fuel economy on the highway.

Below is a comprehensive breakdown of the transmission gear ratios, final drive (axle) ratios, and what they mean for the 2016 Ram ProMaster.

Transmission gear ratios

For the 2016 model year, the Ram ProMaster was offered with two distinct powertrain configurations, each paired with a unique 6-speed transmission. The 3.6L Pentastar V6 gas engine was mated to the Chrysler 62TE 6-speed automatic transaxle. The 3.0L EcoDiesel inline-4 was paired with the unique M40 automated manual transmission, which shifts automatically but features the internal gearing and clutch setup of a manual transmission.

62TE 6-Speed Automatic (3.6L Pentastar V6)

M40 6-Speed Automated Manual (3.0L EcoDiesel I4)

Available axle ratios

Because the 2016 Ram ProMaster is front-wheel drive, it does not have a traditional rear solid axle. Instead, it utilizes a "final drive ratio" integrated directly into the transaxle. While Ram commercial trucks (like the 1500/2500/3500) offer a wide variety of selectable axle ratios, the ProMaster's final drive ratio is strictly determined by the engine and transmission combination you select.

Note: There are no optional ratios to select from the factory for a given engine.

How to identify your axle ratio

While traditional rear-wheel-drive Ram trucks have an axle tag bolted to the differential cover, the ProMaster’s front-wheel-drive architecture makes identification much simpler. Because the final drive ratio is tied directly to your engine option, you only need to know what engine is under the hood:

1. Check the Engine: If you have the 3.6L V6 gas engine, your final drive ratio is 3.86. If you have the 3.0L EcoDiesel, your final drive ratio is 4.56.
2. Door-Jamb Sticker: You can verify your vehicle's equipment by looking at the door-jamb sticker located on the driver's side B-pillar. While it won't list an axle tag in the traditional truck sense, it will list the engine and gross vehicle weight rating (GVWR).
3. Build Sheet / VIN Decoder: The most foolproof way to verify your exact factory driveline specifications is to run your Vehicle Identification Number (VIN) through a free online Chrysler/Ram VIN decoder or request the factory build sheet directly from a Ram dealer.

Towing vs MPG impact

Gear ratios—specifically the transaxle final drive—play a massive role in how a vehicle performs under load and how much fuel it consumes.

A numerically lower ratio (often called a "taller" gear, though neither ProMaster ratio is particularly low) is generally better for fuel economy because it allows the engine to run at lower RPMs at highway cruising speeds. A numerically higher ratio (a "shorter" gear) provides more mechanical torque multiplication, making it easier to get heavy loads moving from a dead stop.

• 3.86 Ratio (Gas V6): This ratio offers a fantastic balance for the high-revving Pentastar V6. It provides enough off-the-line torque to get a fully loaded 3500 cargo van moving, while the 0.69 overdrive 6th gear keeps highway RPMs manageable for reasonable fuel economy.
• 4.56 Ratio (EcoDiesel): The diesel engine operates at a significantly lower RPM range than the gas V6. To compensate for the narrow powerband and the tall overdrive gears (6th gear is 0.55), the 4.56 final drive is required. This aggressive ratio ensures maximum torque delivery for towing and heavy hauling without lugging the engine at highway speeds.

Common issues

While the gear sets in the 2016 Ram ProMaster are generally robust, the commercial nature of these vans means they endure extreme wear and tear. A few common driveline and transaxle issues can arise:

• 62TE Compounder Issues: The 6-speed automatic uses an underdrive compounder to achieve its gear ratios. Worn internal bearings or compounder clutch failures can lead to slipping or whining noises.
• M40 Automated Manual Actuator: The transmission itself features stout internal gears, but the hydraulic/electronic actuator that shifts the gears for you is prone to wear, fluid leaks, and software bugs, which can result in rough shifting or getting stuck in gear.
• Differential Bearing Whine: Heavy payloads put immense stress on the transaxle final drive bearings. A persistent humming or whining noise that changes pitch with vehicle speed (but not engine RPM) often points to worn differential carrier bearings inside the transaxle.
• CV Axle Wear: While not the internal gearing itself, the front CV axles take the brunt of the abuse in this FWD platform. Clicking while turning or vibrations under acceleration are classic signs of failing CV joints.

If you suspect your ProMaster is suffering from transaxle bearing whine, rough shifting, or final drive issues, it’s best to have it inspected by a professional before minor wear turns into a catastrophic transaxle failure.

Find a driveline shop on Repairius to keep your commercial van on the road and earning its keep.