The Ram 1500 recall affects more than 239,000 trucks from the 2025 and 2026 model years after a software problem may prevent the rearview camera image from appearing.

The affected trucks were built between October 6, 2023, and February 23, 2026. FCA US estimates that all vehicles within the recalled population contain the suspect software.

The problem can occur when the driver shifts the transmission into reverse. In that situation, the rearview image may fail to appear on the display.

That creates an important visibility problem. Without the camera image, the driver has less information about the area directly behind the truck.

The recall is registered with the National Highway Traffic Safety Administration under campaign number 26V560000.

The 2025 and 2026 Ram 1500 trucks included in the campaign cover a specific production period.

The production range starts with vehicles built on October 6, 2023. It ends with vehicles produced on February 23, 2026.

Not every Ram 1500 outside that range is included. Trucks produced after the end date may use different radio or camera configurations.

That means owners should not assume that every truck from these model years is affected.

Instead, the recall status should be checked using the vehicle’s 17-character VIN. NHTSA provides a VIN search for this purpose.

Why the missing camera image matters

A backup camera is more than a convenience feature.

When the system does not display the rearview image, the driver’s rearward visibility is reduced. That can increase the risk of hitting another vehicle, object or person while reversing.

The issue also involves Federal Motor Vehicle Safety Standard No. 111, which covers rear visibility requirements for new vehicles.

For the recalled Ram 1500 trucks, the software problem can cause the display failure without warning.

That makes the issue particularly important during low-speed manoeuvres. A driver may shift into reverse and expect the camera image to appear, only to find that the screen does not provide the expected view.

The Ram 1500 uses a large central touchscreen to manage several vehicle functions. The rearview camera feed is shown through that system when reverse is selected.

The current recall centres on the radio software, rather than a mechanical failure of the truck’s transmission.

The software is supplied by Harman Becker Automotive Systems. FCA US determined that the issue affected the radio system used in the recalled trucks.

The company began investigating the problem after field information started pointing to rearview camera display failures.

Between March and June, investigators reviewed field reports, warranty claims and customer assistance records. Engineering and production records were then examined to determine which vehicles were included.

On August 26, FCA US’ Vehicle Regulations Committee approved the recall.

That process resulted in the current campaign covering the affected 2025-2026 Ram 1500 trucks.

How Ram will fix the problem

There is no need for a mechanical replacement under this campaign.

Instead, the radio software will be updated.

The repair can be completed in two ways. Owners can visit a dealer for the software update. The update can also be delivered over the air, depending on the vehicle.

The repair is provided free of charge.

Owner notification letters are scheduled to begin mailing on September 24.

Owners who receive a notice should check the campaign information and arrange the software update as instructed.

The current campaign is separate from another large FCA US recall involving a similar rearview camera issue.

Earlier this year, the automaker recalled nearly 850,000 vehicles across its Chrysler, Dodge, Jeep and Ram brands because radio software could also prevent the rearview image from appearing when reverse was selected.

That earlier action included more than 211,000 2026 Ram 1500 pickups. However, the two recalls do not represent the same vehicle population.

The latest Ram 1500 recall also includes 2025 models and covers the specific production range identified in the current campaign.

Both campaigns involve radio software supplied by Harman Becker Automotive Systems.

For owners, the most important step is to verify the VIN rather than relying only on the model year. NHTSA notes that recall information can be checked by VIN, and recently announced campaigns may take time to appear fully in search results.

The repair itself is straightforward because the remedy is a software update. However, the safety issue should still be taken seriously because a missing rearview image reduces the driver’s view while reversing.

The Ram 1500 recall affects 239,131 vehicles according to the campaign data. Owners of affected trucks should look for the notification and confirm their vehicle’s status through the official VIN recall system.

Yuki Tsunoda has identified the setup choice that he believes hurt his difficult Red Bull season, admitting he tried too hard to replicate Max Verstappen’s car.

The Japanese driver admits that trying to copy Max Verstappen’s setup was probably his biggest mistake during his time with the team.

Tsunoda arrived at Red Bull for the Japanese Grand Prix after the team changed its driver line-up. He immediately found himself sharing a garage with Verstappen and facing the challenge of understanding the demanding RB21.

At first, following Verstappen’s direction seemed logical.

The four-time world champion had already shown that he could extract performance from the car. Tsunoda therefore looked closely at the setup used on the other side of the garage.

Over time, however, he realised that a setup that worked for Verstappen did not necessarily suit his own driving style.

The problem was not simply that Tsunoda was trying to drive like Verstappen.

He says he still had confidence in his own abilities. In fact, he did not want to completely change his driving style for another driver.

The real issue was the direction he took with the car’s setup.

When Tsunoda felt oversteer, he sometimes moved toward settings that created even more of that behaviour because those characteristics appeared to work for Verstappen.

The same happened in the opposite direction.

When Tsunoda felt understeer, he could still choose a setup that moved the car further toward the balance Verstappen preferred.

That approach made the RB21 harder for him to understand.

Tsunoda now believes he should have focused more closely on what his own car was telling him, rather than trying to reproduce the configuration of his teammate.

Verstappen could exploit behaviour Tsunoda struggled with

Tsunoda’s explanation also highlights an important difference between the two drivers.

According to the Japanese racer, Verstappen has an exceptional ability to recognise how the car behaves during each part of a corner.

That includes small changes in rotation, front-end movement and sliding.

Verstappen can detect those reactions quickly and use them to his advantage.

Tsunoda says he approached the same situations differently.

When the RB21 produced a reaction that did not match what he expected, he often tried to force the car toward the behaviour he preferred.

That created another problem.

Instead of adapting completely to the car, he was trying to make the car adapt to him.

The contrast became especially important because the RB21 had a very narrow operating window.

Tsunoda discovered that while he could make the car feel reasonably manageable, extracting its maximum performance was much harder.

That distinction became clear from his first weekends with Red Bull.

The Japanese driver had a promising start in practice at Suzuka. He was close to Verstappen and showed that he could adapt quickly. However, qualifying and the race exposed how difficult it was to extract consistent performance from the car.

As the season progressed, Tsunoda continued searching for confidence.

He eventually realised that his biggest problem was not necessarily a lack of speed. Instead, he had not fully understood how to work with the behaviour of the RB21.

That realisation came with hindsight.

Tsunoda had spent four seasons developing his own understanding of how to work with a Formula 1 car. At Red Bull, he moved away from that process by placing too much emphasis on what Verstappen was doing.

The Red Bull RB21 remained difficult to understand

The Japanese driver has described the RB21 as a completely different challenge from the car he had driven previously.

His promotion to the senior Red Bull team came suddenly. He had already been familiar with the Racing Bulls environment. Then, from Suzuka onward, he had to adapt to a far more demanding machine.

The pressure was also different.

Tsunoda was now competing alongside Verstappen. That made every comparison more visible.

Instead of only focusing on his own progress, he found himself looking at the setup and driving approach used by the benchmark on the other side of the garage.

That comparison became counterproductive.

Tsunoda now believes that confidence should have come from understanding his own relationship with the car.

The more he tried to reproduce Verstappen’s configuration, the harder that process became.

The most striking part of Tsunoda’s reflection is how long the problem lasted.

He says that even after the 2025 season ended in Abu Dhabi, he still did not completely understand the RB21.

That was unusual for him.

Tsunoda had previously been able to develop a relationship with his cars over time. With Red Bull, that process never reached the same level.

The experience left him with a clear lesson.

A Formula 1 setup is not a universal formula. A configuration that allows one driver to extract the strengths of a car can create problems for another.

That lesson is especially relevant when the reference point is Verstappen.

Tsunoda did not need to make his Red Bull behave exactly like Verstappen’s Red Bull. He needed to find the configuration that allowed him to exploit the car in his own way.

That is the conclusion he has reached after looking back on the season.

His time with Red Bull therefore became more than a difficult chapter. It also showed him how important it is for a driver to trust his own feedback and understand the characteristics of the machine underneath him.

The key lesson from Tsunoda’s experience is clear: copying the fastest driver’s setup does not automatically make another driver faster.

For Tsunoda, understanding that difference came only after a full season of trying to make the RB21 work.

George Russell is waiting for Mercedes’ upgraded power unit before taking his 2026 engine penalty, with the change expected around Austin or Mexico City.

Both Mercedes drivers have already reached, or are expected to exceed, their permitted power-unit allocation. Kimi Antonelli already took a penalty at Monza after using additional components.

Antonelli started the Italian Grand Prix from 19th place. He then recovered through the field and won the race.

Russell was also expected to take a penalty in Baku. However, Mercedes chose a different approach.

The team is now waiting for its new power unit. The upgrade should arrive in late October, with Austin or Mexico City currently expected to be the key opportunities.

Russell explained why Mercedes decided to wait.

The driver does not want to take a penalty with one engine and then face another penalty when the upgraded unit arrives.

The plan is to make the change once and combine it with the new specification.

That gives Mercedes a more efficient way to manage its power-unit allocation during the final part of the season.

It also means Russell can introduce the upgraded hardware at the same time as the required penalty.

Why Mercedes can introduce another engine upgrade

Mercedes has been allowed an additional development opportunity under the ADUO system. The system is linked to the performance of the internal-combustion engine.

That opportunity allows Mercedes to introduce another power-unit development during the season.

The team is expected to use that opportunity later in 2026. According to the information provided, the new specification could arrive at Austin or Mexico City.

Mercedes therefore has to decide when the timing is most suitable.

Russell believes waiting makes more sense than taking the penalty earlier.

He explained that an earlier engine change could create another problem. If Mercedes later fitted the upgraded power unit, Russell could have been forced to take another penalty.

Waiting allows the team to align the penalty with the new engine specification.

That decision also gives Mercedes more flexibility when planning the final races.

The 2026 regulations have created a new technical environment for Formula 1. Power units now have a much closer balance between combustion and electrical power.

Mercedes’ W17 was designed for those new regulations. The car uses a new power unit, new chassis and active aerodynamic technology.

Antonelli will face a similar situation

Russell is not the only Mercedes driver affected by the power-unit allocation.

Antonelli will also receive a penalty when Mercedes introduces its new power unit. However, his situation is different because he has already exceeded his allocation.

As a result, his penalty will be five grid places for each new component, rather than ten places.

Antonelli already faced a major penalty at Monza. Mercedes therefore knows how important the timing of these changes can be.

The decision also affects Mercedes’ strategy for the rest of the season.

Ferrari has already introduced two upgrades during the campaign, while Mercedes has one additional opportunity under the ADUO system.

Russell expects the competitive picture to change when Mercedes finally introduces its update.

For now, however, the team is focused on choosing the right moment.

Austin and Mexico City are the two locations identified as possible debut points for the upgraded power unit. The final decision will depend on Mercedes’ preparation and the timing of the new components.

Russell’s penalty is therefore being delayed rather than avoided.

Mercedes wants to fit the upgraded power unit and accept the associated grid penalty at the same time.

That approach could prevent Russell from having to repeat the process later in the season.

The same principle applies to Antonelli, although his grid penalty will be calculated differently because of his current allocation.

The next major step will come when Mercedes confirms exactly when its upgraded power unit will enter competition.

Until then, George Russell F1 2026 plans remain focused on waiting for the new engine before serving his penalty.