Ram 1500 Tires
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Dodge Ram 1500 Tires

All-season, all-terrain and LT tires matched to your truck's exact factory size

A Ram 1500 can leave the factory on 275/65R18, 275/55R20, 285/45R22 or 275/70R18 inside one model year. Find which one is on your truck first. Every size below shows its overall diameter, so a change in wheel size stops being a guess about how tall the tire ends up.

Factory sizes by year and trimRam 1500 and Ram 1500 Classic
Find your sizeShop Ram 1500 tires
4.7 out of 5 from 400+ reviews
Goodyear Wrangler DuraTrac RT rugged-terrain tire on a machined alloy wheel, an all-terrain fitment for the Dodge Ram 1500

What Size Tires Does a Dodge Ram 1500 Take

Tradesman, Big Horn (18-inch)

275/65R1832.1″

Tradesman HFE, Big Horn, Express (20-inch)

275/55R2031.9″

Laramie, Limited, Limited Longhorn (20-inch)

275/55R2031.9″

Laramie, Limited, Limited Longhorn, Tungsten (22-inch)

285/45R2232.1″

Rebel, Warlock

275/70R1833.2″

RHO, TRX (2021 to 2024)

325/65R1834.6″

Four different factory sizes live inside a single model year here, and the wheel package decides which one a truck gets. A Laramie can leave on 20-inch or 22-inch wheels. A Tradesman with the Off-Road Group can leave on either 275/65R18 or 275/55R20. The 2026 Rebel America250 goes one step further and specifies an LT275/70R18E all-terrain, a light-truck casing rather than the passenger-type tire the rest of the lineup runs.

The placard settles it. Open the driver's door and read the tire information label on the jamb. It states what this individual truck was built to run, both the size and the cold pressure. On a Ram that still wears its original wheels, that label beats every lookup table on the internet, this one included.

Every Ram 1500 Tire Size

Every figure above is nominal. Put the same tire on a wider rim, or run it 6 psi lower, and it measures something else. Two brands printing an identical size on the sidewall can still hand you tires a few tenths apart.

18-Inch, 20-Inch or 22-Inch

All three factory Ram packages land within a quarter inch of 32 inches overall. The wheel gets bigger and the sidewall gets shorter by the same amount, so this is a question about ride and impact resistance rather than about how tall the truck sits.

18-inch

About 7.0 inches of sidewall on 275/65R18

Eighteen inches buys the most tire between the wheel and the road without going to an unusual overall diameter. On a 275/65R18 the sidewall stands around 7 inches, and the Rebel stretches that to roughly 7.6 inches on its 275/70R18. Broken pavement, gravel and washboard roads all hit the tire before they reach the wheel. This is also where the widest choice of all-terrain and LT tread lives.

Suits: Rough roads, gravel, trail use, anything that dents rims

20-inch

About 6.0 inches of sidewall on 275/55R20

The most common Ram 1500 setup, and a reasonable middle. Factory 275/55R20 measures 31.9 inches overall, within a tenth of an inch of the 18-inch package, so the truck sits at the same height on a larger wheel. Highway and all-terrain choices are plentiful in this size. Older trucks and the Classic use 275/60R20 instead, which is a full inch taller at 33.0 inches.

Suits: Daily driving, towing, the occasional dirt road

22-inch

About 5.0 inches of sidewall on 285/45R22

Factory 22-inch Rams run 285/45R22, again close to 32 inches overall. The wheel grew and the sidewall shrank; the truck did not get taller. Steering response sharpens because there is less rubber to flex. The same missing two inches of sidewall is what absorbs a pothole, so a truck that regularly meets broken road surfaces or gets aired down is better served one or two wheel sizes down.

Suits: Pavement, highway miles, the look of the Limited and Tungsten

Seventeen-inch wheels are the Classic answer

A Ram 1500 Classic or a 2009 to 2018 truck on 265/70R17 already has close to 7.3 inches of sidewall, more than any current factory package. That is one of the quiet advantages of the older platform for anyone who drives dirt roads. It also means a Classic owner comparing prices against current Ram fitments is shopping a different set of tires entirely.

Highway, All-Terrain, Rugged or Mud-Terrain

For the Ram that commutes and tows

Highway terrain

Tighter tread blocks give up loose-surface bite in exchange for lower noise, longer wear and better wet-road manners. Most Ram 1500s never need anything else. A half-ton truck already carries far more tire than a car, and a well-matched highway tire keeps the ride quality the truck was engineered around instead of trading it for grip on trails the truck never sees.

Where a Rebel or a gravel-road Ram should start

All terrain

Bigger tread elements and open channels find grip on dirt, gravel and snow while still absorbing 25,000 highway miles a year. Severe-snow certification appears on plenty of them, which lets one set cover a whole calendar in most of the country. What separates two A/T models is rarely the sidewall lettering. It is the pattern, the casing, the weight and the snow rating.

One step past an all-terrain

Rugged terrain

Wider gaps and squarer shoulder blocks than a conventional A/T. Pitch sequencing across the tread and stone ejectors in the grooves exist to keep noise and trapped gravel manageable at highway speed. The category earns its place on a modified Ram that alternates between pavement and rock every week. The added weight arrives Monday morning too, capability or no capability.

Only when the ground demands it

Mud terrain

Wide gaps between tread blocks let the tread clear mud instead of packing solid, and reinforced sidewalls resist punctures where rock is sharp. Road noise, rotating mass and fuel consumption all move the wrong way. On a 5,800-pound truck those costs are larger than they are on a midsize pickup, so a Ram earns a mud-terrain tire only by regularly meeting terrain that defeats an all-terrain.

An aggressive tread is not automatically an upgrade

Aim for the mildest tread that still copes with the worst ground the truck genuinely meets. A Laramie that pulls a boat twice a summer and commutes the rest of the year collects nothing from a mud-terrain but noise and a shorter service life. A Rebel on forest service roads every weekend gets real value out of an all-terrain, and sometimes out of something past it. Same badge on the tailgate. Different correct answer.

Featured Ram 1500 Tires

Highway terrain

2 tires

Michelin

Defender LTX M/S2

A highway all-season built for half-ton trucks and SUVs, sold in the common Ram fitments including 275/65R18 and 275/55R20. Wet braking and tread life absorbed the engineering budget here, not loose-surface grip. For a Ram that hauls, pulls a trailer and otherwise stays on asphalt, nothing else returns as many miles per dollar.

Check sizes and availability

Goodyear

Wrangler Territory HT

Goodyear supplies factory rubber across the Ram lineup, and the Territory HT is the highway member of that family. Quiet, road-biased tread on a light-truck casing, available in Ram sizes on 18, 20 and 22-inch wheels. A sensible replacement when the truck came on a highway tire and nothing about its use has changed.

Check sizes and availability

All terrain

5 tires

BFGoodrich

All-Terrain T/A KO3

3PMSF50,000 mi limited mileage

Severe-snow certification and 50,000 miles of limited mileage coverage, which is a rare pairing on a tread this open. A reworked compound, locking 3D sipes cut to full depth and serrated shoulders do the work once the asphalt ends. The LT versions earn their weight on a Ram that tows near its rating or spends whole days aired down.

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Falken

Wildpeak A/T4W

3PMSF

Falken aimed this one at two categories at once, all-terrain and all-weather, and backed the claim with severe-snow certification. Heavier-duty versions exist for trucks under real load, which is the right conversation for a Ram carrying a bed rack, a slide-in camper or steady trailer tongue weight. The sipes run the full depth of the tread, so they still function at 6/32 rather than closing up early.

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Toyo

Open Country A/T III

3PMSF

Road manners close to a highway tire with genuine winter certification behind them, offered in Ram fitments on 17, 18 and 20-inch wheels. Long interstate distances and unpaved county roads were both inside the design brief. Reasonable landing spot for the truck that commutes five days and finds somewhere without a center line on the sixth.

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Nitto

Terra Grappler G3

3PMSF

The third-generation Terra pushes further into four-season territory than the tire it replaced. Reinforced blocks and deep siping cover wet asphalt and loose gravel, and the block sizes change across the pattern so the tread never settles into one droning note on a long drive. Sold in hard-metric Ram sizes alongside LT and flotation.

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General Tire

Grabber A/TX

3PMSF, studdable

Applicable sizes accept studs, which puts an option on the table that tread design alone cannot provide. Where winter runs from November through March, one A/TX set can reasonably carry a Ram through the whole year. Repeated glare ice is the point at which a purpose-built winter tire still pulls clear.

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Rugged terrain

3 tires

Goodyear

Wrangler DuraTrac RT

3PMSF

Severe-snow certification this far up the aggression scale is unusual, and it is the reason this tire keeps showing up on trucks that work through winter. Scalloped shoulders and a considerably more open pattern than any road-biased truck tire. Built for the week that includes a gravel pit, a jobsite and 200 miles of interstate.

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Nitto

Ridge Grappler

Half all-terrain, half mud-terrain, and honest about both halves. Big shoulder lugs and deep voids buy off-road bite a conventional A/T cannot match, and the pitch sequencing plus stone ejectors keep that from ruining the drive home. Rolling resistance follows the tread pattern, so this suits the Ram that spends the capability rather than the one that parks it.

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Mickey Thompson

Baja Boss A/T

3PMSF on 12.50 in and narrower

Asymmetric tread, a silica-loaded compound and Sidebiter lugs that carry the traction surface down onto the shoulder. Three-ply construction on applicable versions firms up the carcass, which shows up as tighter steering on a truck this heavy. Good answer for a lifted Ram that sees rock, snow and highway in the same weekend and still refuses to run a true M/T.

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Mud terrain

2 tires

BFGoodrich

Mud-Terrain T/A KM3

Built for ground that stops an all-terrain outright. Linear flex zones let the casing wrap around rock at low pressure, and the sidewall construction chases pinch and puncture resistance instead of highway refinement. Sold in Ram-compatible LT and flotation sizes. Buy it because the terrain requires it; a commuting Ram is better served by anything else on this page.

Check sizes and availability

Nitto

Trail Grappler M/T

A mud-terrain without qualifiers. Wide voids evacuate whatever the tread picks up, and the lugs continue past the shoulder so there is still something biting when the tire is aired down against rock. Two sidewall designs let either face point outward. Deep tread over a three-ply casing puts real mass at each corner, and a Ram feels that mass every time it accelerates or stops.

Check sizes and availability

Snow ratings and mileage warranties attach to a construction, not to a model name. Order the LT or flotation build of a tire and the coverage can differ from the metric build sitting next to it in the catalog. Read the actual sidewall of the actual size before assuming a rating carries over.

Running 33s and 35s on a Ram 1500

Some Rams already left the dealer on 33-inch tires. The 275/70R18 under a Rebel measures about 33.2 inches and the older 275/60R20 is right at 33.0, so a 33 is a factory-scale dimension on this truck rather than an extreme modification. Thirty-fives are a different conversation. Every gain from a larger tire arrives attached to a cost.

Taller tires raise the effective gearing

Each revolution covers more ground, so the engine works against a longer lever. Throttle response softens and the transmission picks different gears under load. Towing is where an owner notices it first. On builds that still have to pull a trailer, new differential ratios move from optional to worth pricing.

The brakes did not get any bigger

Diameter and weight both feed rotational inertia, and an LT casing brings a great deal more of each than the size change hints at. A Ram 1500 crosses 5,000 pounds before anyone bolts on a lift and four 70-pound tires. Stopping distance responds to all of that, and the rotors stayed exactly where they were.

Fuel economy goes down, reliably

Frontal area grows, the casing gets heavier, the tread gets louder and rolling resistance climbs with all three. Two inches reads as a styling decision on paper. The drivetrain treats it as a mechanical change and bills accordingly. A drop after an upsize is usually the diameter talking, not the compound.

Turn the wheel and stuff the suspension before you believe it fits

A tire that mounts to the wheel has proved nothing. Larger sizes find the upper control arm, the liner, the body mounts and the front bumper, and the gap visible in a driveway vanishes once the wheel turns or the axle stuffs. Wheel width and offset settle the rest: moving the tire outboard buys room at the suspension and gives it back at the fender.

The speedometer reads low

Distance per wheel revolution is a function of circumference, and the dash has no way to know the circumference changed. Leaving a factory 275/55R20 at 31.9 inches for a 35 adds about 10 percent, so an indicated 60 is really closer to 66. The odometer under-counts by the same proportion, which stretches every mileage-based service interval and quietly understates what the truck has covered at trade-in time. ABS and stability control take their input from the same wheel-speed sensors.

33-inch tires

“33” names a class, not a measurement. Calculated heights in this bracket spread from about 32.5 to 33.7 inches, so two tires advertised the same way can arrive more than an inch apart and noticeably different in width.

Rebel and Warlock clear that height on stock suspension and stock wheels. What that proves is limited to those trucks. It says nothing about a Laramie on 22s. Rim width, offset, where the suspension sits and the tire's own measured dimensions all get a vote.

35-inch tires

The RHO and the previous TRX run 325/65R18 at about 34.6 inches, close enough that people call it a 35. Those trucks were engineered around it: wider track, more suspension travel, more body clearance, different gearing. A Tradesman starts from somewhere else entirely.

Getting a mainstream Ram onto 35s usually means suspension height, a carefully chosen wheel offset, alignment work and often trimming. Differential gearing becomes worth pricing on any build that still has to tow. Plan a 35-inch Ram as a whole vehicle. The tire is one component of that project, not the project itself.

Load Range, Pressure, Towing and Winter

1

Reading 275/65R18

The first number is section width in millimeters. The second is the aspect ratio, meaning the sidewall stands at 65 percent of that width. R marks radial construction. The last number is the wheel it fits, in inches. Every one of those figures does something, and none of them is decoration.

2

Flotation sizes are measured in inches

Written 35X12.50R20, the numbers run diameter, then width, then wheel. Ram builds use both notations for what is otherwise the same product, which trips people up the moment they try to compare a 33X12.50R20 against a 275/70R18. Both sets of figures are nominal, and the mounted result shifts with the approved rim width.

3

P-metric, XL and LT are not interchangeable

An XL marking identifies a passenger-type tire rated for a higher load than its standard-load counterpart. The LT prefix identifies light-truck construction: a stiffer carcass, higher load capability and its own load-and-pressure relationship. Ram uses both approaches from the factory, which is exactly why two tires of the same nominal size can behave nothing alike.

4

Load Range E is not automatically an upgrade

A tire that can carry more weight does not raise the truck’s GVWR, its axle ratings or its certified payload. Those belong to the vehicle. Replacement tires should not fall below the original load-carrying capacity, and going far above it buys a heavier, firmer-riding tire for a truck that had no shortfall. The complete service description is the useful specification, not an E molded into the sidewall.

5

The door placard sets the pressure

Ram prints the specified cold inflation figure on the placard in the driver’s door area, matched to the original configuration. The number stamped on the sidewall answers something else entirely: how much that tire can hold at maximum load. A truck tire looks fine at 10 psi under spec, so a gauge settles it. TPMS reports a problem after it exists.

6

Changing construction changes the pressure math

An LT tire and a passenger-type tire can need different pressures to carry the same load. After a conversion from one to the other, the correct figure comes from the actual load on each axle and the tire manufacturer’s load-and-inflation table for that exact size. Guessing from the sidewall maximum puts a lightly loaded Ram on a tire far harder than it needs.

7

Towing math starts with the loaded truck

Trailer tongue weight lands on the Ram, not on the trailer. Passengers, tools and whatever is in the bed stack on top of it, and the sum has to stay inside the truck’s vehicle and axle limits. An LT casing pays for itself when the application genuinely needs the strength and charges weight and stiffness when it does not. Plenty of trucks tow their rated load on a properly specified all-terrain.

8

Winter traction is a tire question, not a 4x4 question

Four-wheel drive spreads engine torque across more driven wheels. It adds nothing to braking or cornering, both of which come entirely from four contact patches. The Three-Peak Mountain Snowflake symbol marks a tire that passed a standardized snow-traction test. An M+S marking on its own does not. Dedicated winter tires still lead on packed snow and ice.

A four-wheel-drive Ram also wants reasonably consistent rolling circumference across the set. Replacing all four at once is cleanest when the old tires are well worn, because tread depth changes circumference: matching a printed size is not enough when one tire is new and the other three sit near the wear bars.

Ram 1500 Tire Owner Reviews

4.7 out of 5 · based on 400+ reviews

I drive highway and put just over 100,000 miles on my first set of these. The ones I took off still had life but winter was coming and wanted good tread again. They work pretty well in rain and summer driving a...

christain herbert

Great traction. Tire noise is acceptable for this tread type.

bill

Fast shipping: I ordered a set of Goodyear duratrac rt Excellent looking tire

Amazon Customer

The new style tread design is a lot quieter and ride a lot better. All my trucks have these tires. A little pricey. But worth the money.

Jessica R

They ride smooth and no noise on the freeway they look good and the price is good

Elias

Great tires. Decently quiet for as an aggressive thread. Balanced extremely well.

Dennis Wallace

Shop Ram 1500 tires

Built Around One Truck Family

The Ram 1500 name covers more ground than most nameplates. An older DS truck on 17-inch wheels, a current Limited on 22s and an RHO on 325/65R18 are all Ram 1500s. Their factory tires range from 31.6 to 34.6 inches and from passenger-type construction to Load Range E. Nothing about that is interchangeable.

So the range here is organized around one truck instead of a general catalog. Stock replacements that keep factory dimensions and road behavior intact. All-terrain tires for the trucks that leave pavement. LT constructions for the ones that tow near their limit. Larger fitments treated as complete setups, because clearance, weight and gearing all move together.

An aggressive tread is not automatically an upgrade, and a heavier load range is not automatically better. Both cost something on a truck that did not need them. The point of a specialist site is to make that trade visible before the order goes in.

Find the year, trim and factory size first. Then decide where the truck actually spends its miles. That order prevents the three common mistakes: too much tire for highway use, too little tire for the load, or the wrong dimensions because another Ram 1500 happened to wear them.

An independent retailer, not a Ram program

Ram 1500 Tires sells tires and covers fitment for one truck family, independently. There is no connection to Stellantis or to the Ram brand, no dealership behind it and no factory-backed program. Dodge and Ram appear here to state which vehicle a tire fits. Every tire brand and model name on this page is the trademark of whoever owns it.

Check the sidewalls after a hard trip

Plenty of tires come off a truck with tread left on them. Same-day attention is warranted by a cut, by any exposed cord, by a swelling anywhere on the sidewall and by a hard hit against a curb or a rock. A tire that keeps going soft needs somebody to find out why, not another stop at the air pump.

Industry guidelines allow repairing a puncture inside the central tread area. Damage to the sidewall structure is a separate matter and does not get patched like a nail hole. Wear that is heavier on one edge points at alignment or a worn suspension component. Bolting on four new tires without finding that fault simply starts the same pattern over on fresh rubber.

Frequently Asked Questions

Ram 1500 tire size depends on model year, trim and wheel package. Common current-generation sizes include 275/65R18, 275/55R20 and 285/45R22. Rebel and Warlock configurations use 275/70R18, and the Ram 1500 RHO uses a much larger 325/65R18 fitment. Older Ram 1500 and Ram 1500 Classic trucks commonly use sizes such as 265/70R17 and 275/60R20. Check the driver's door placard and the sidewall of the installed tire before ordering.

The best Ram 1500 tire depends on how the truck is used. Highway all-season tires suit trucks that spend nearly all of their mileage on pavement. All-terrain tires make more sense for gravel roads, trails and mixed driving. Dedicated winter tires are the stronger choice for prolonged snow, ice and freezing temperatures. Towing frequency, expected load, annual mileage and factory tire size should be considered before tread appearance or brand preference.

Yes, some Ram 1500 configurations effectively use 33-inch tires from the factory. A 275/70R18 tire, used on current Rebel and Warlock applications, has a nominal diameter of about 33.2 inches. Older 275/60R20 fitments are also approximately 33 inches tall. That does not make every 33-inch tire a direct fit for every Ram 1500. Width, wheel offset, suspension setup and the exact tire dimensions can affect clearance.

Thirty-five-inch tires can fit some Ram 1500 builds, but they should not be treated as a universal stock replacement. The RHO and previous TRX use factory tires measuring close to 35 inches because those trucks were designed around additional suspension travel and body clearance. A regular Tradesman, Big Horn, Laramie or Limited may require suspension changes, carefully selected wheel offset or other modifications. Clearance should be checked through full steering and suspension travel before driving.

Neither wheel size is universally better. An 18-inch setup normally leaves more sidewall around a tire of similar overall diameter, which can help on rough roads and off pavement. A 20-inch wheel uses a shorter sidewall and is common on road-focused Ram 1500 configurations. For example, 275/65R18 and 275/55R20 are both close to 32 inches in total diameter. Most of the difference is the amount of wheel versus sidewall.

Factory 22-inch Ram 1500 wheels work well for pavement-focused trucks and are commonly paired with 285/45R22 tires. The overall tire diameter remains close to many factory 18-inch and 20-inch setups, but the sidewall becomes considerably shorter. That leaves less tire available to absorb sharp impacts. Drivers who regularly travel over broken roads, rocks or deep ruts may prefer an 18-inch or 20-inch setup with more sidewall.

LT tires make sense when the truck needs the stronger casing, load capability or durability associated with light-truck construction. Frequent towing, heavy cargo and demanding off-road use are common reasons to consider them. They are not automatically an upgrade for every Ram 1500. LT tires can weigh more and ride firmer than comparable passenger-type tires. A lightly loaded daily driver may gain little from switching to a heavier construction.

Not necessarily. Load Range E tires are appropriate on certain Ram 1500 applications, including specific factory Rebel configurations, but most half-ton trucks do not need Load Range E simply because a higher load range sounds stronger. The replacement tire must meet the truck's required load capacity. Installing tires capable of carrying more weight does not increase the vehicle's certified payload, GVWR or axle ratings.

Use the cold tire pressure listed on the vehicle placard, usually located inside the driver's door area. Do not inflate the tires to the maximum pressure molded into the sidewall unless that pressure is specifically required for the application. Modified tire setups can require different pressure calculations, particularly when changing between passenger-type and LT tires. In those cases, pressure should be based on actual load requirements and tire manufacturer load-inflation data.

All-terrain tires are worth considering when the truck regularly leaves pavement. Their more open tread patterns provide additional traction on gravel, dirt and loose ground without moving as far toward off-road specialization as a mud-terrain tire. A Ram 1500 used almost exclusively for commuting and highway travel usually benefits more from a quieter, lighter highway tire. Off-road capability has value only when the truck actually uses it.

Four-wheel drive improves the truck's ability to apply power on slippery surfaces, but it does not create additional braking or cornering grip. Those forces still depend on the tires. A 3PMSF-rated all-terrain tire can work well for mixed winter conditions. Dedicated winter tires provide a more specialized compound and tread design for prolonged cold, packed snow and ice.

No. The Ram 1500 Classic uses the previous-generation platform and often has different factory tire sizes from the newer Ram 1500 sold during the same model year. For example, Classic trucks commonly use sizes such as 265/70R17 and 275/60R20. Fifth-generation Ram 1500 models commonly use 275/65R18, 275/55R20 or 285/45R22. Always select the correct vehicle generation before choosing tires.

Yes. The speedometer and vehicle systems calculate road speed partly from wheel rotation. Changing overall tire diameter changes the distance traveled with each revolution. A small difference may produce only a minor speedometer error. A substantial increase, such as moving from a roughly 32-inch factory tire to an aftermarket 35-inch setup, can create a more noticeable difference and may require recalibration.

Ram1500Tires.com focuses specifically on tires and fitment for the Ram 1500 family. The selection covers stock replacements, highway tires, all-terrain options and more specialized light-truck configurations across different generations and trims. That includes standard Ram 1500 models, Ram 1500 Classic, Rebel, Warlock, RHO and other applications with distinct factory tire requirements.

Start with the exact truck: model year, trim, wheel diameter and current tire size. Then match the tire to actual use, including highway mileage, towing, off-road driving and winter conditions. Do not select a tire only because it is larger, heavier or more aggressive. The strongest setup is the one that preserves correct fitment and load capacity while adding only the capability the truck actually needs.

Three Other Places Worth Looking

Milestar Patagonia A/T all-terrain tire, staggered shoulder lugs and a blocky tread pattern for trucks and SUVs

All terrain, value end

Patagonia

Milestar builds the Patagonia line for half-ton trucks in the sizes a Rebel or a lifted Big Horn already wears. Sensible stop when four tires have to happen this month and the premium A/Ts on this page are a stretch.

Visit website
Nitto Mud Grappler extreme terrain tire on a gunmetal alloy wheel, deep tread blocks wrapping onto the sidewall

The whole Grappler range

Grapps

Two Grapplers appear on this page and Nitto makes six. If the question has narrowed from which brand to which Grappler, the Terra, Recon, Ridge, Trail and Mud versions sit next to each other there.

Visit website
Kelly Edge Touring A/S tire on a silver multi-spoke wheel, all-season touring tread with four wide grooves

Touring and light truck

Kelly

Goodyear has run Kelly as its value badge since 1935, covering touring cars and light trucks. Most Ram driveways hold a second vehicle that never leaves pavement, and that vehicle does not need anything on this page.

Visit website

Fit the Truck First

Read the full size off the tire that is on the truck now, confirm it against the placard in the door jamb, and check whether the badge says Ram 1500 or Ram 1500 Classic. Keep the load capacity the truck was built around. Then choose the tread for the miles ahead.

Shop Dodge Ram 1500 Tires