Thanks for the advise. I did go back to the dealership and I told them I was unhappy with my last visit because I did not think anything was done since I did not get any paperwork or receipts of an alignment and I KNOW something is wrong with the truck. I made the Service Manager drive it and witness the pull himself. After he drove it, he did notice the pull, and he asked me to bring it in this Fri. so they will check it out and hopefully fix the problem. He even said it would be done the same day.
Well, I guess I will just have to wait till Fri. to see what these characters do about it.
Just called my dealer today to get an update on when I can expect to see my 2000 qc diesel. He said it was two stages before delivery, and that the arrival date was a-13, but he did not know whats that ment. Does anyone hear know what A-13 means?
I ordered mine the day before you (9/14) and mine still showed order status code BX (available for schedule) yesterday. I was told the next code I should see is "C" (sub firm), then "D" (dealer has allocation and all parts available). What Order Status Code is yours? .. Rich
My dealer said it's stages away from being deliverd. He said something about "xy, or xz"stage then delivery. Im presuming it' will be a least another 3-4 weeks, before I see the truck, but the dealer going to phone me as soon as finds out what a-13 is or when he knows for sure when the shipping date is going to be. The shippin will probably take the longest cause Im up here in ontario Canada, But he did say I'll have it before the snow fly's. I hope so, I got a 9ft arctic plow on order, and would like to get the truck break it in before I put the plow on it and start plowing. Do you think i'll have any problems plowing with the auto trans? Any precautions?
My dealer said it's 2 stages away from being deliverd. He said something about "xy, or xz"stage then delivery. Im presuming it' will be a least another 3-4 weeks, before I see the truck, but the dealer going to phone me as soon as finds out what a-13 is or when he knows for sure when the shipping date is going to be. The shippin will probably take the longest cause Im up here in ontario Canada, But he did say I'll have it before the snow fly's. I hope so, I got a 9ft arctic plow on order, and would like to get the truck break it in before I put the plow on it and start plowing. Do you think i'll have any problems plowing with the auto trans? Any precautions?
These are the official codes from DaimlerChrysler:
BB review by fleet department BD special equipment processing BE edit error BG passed edit n/a for schedule BGL edit ok parts unavailable BX passed edit available for schedule C sub firm D firm schedule - dealer has allocation and all parts available D1 gateline schedule - scheduled to be built E frame F paint G trim I built not ok'd J built ok'd JB shipped to body vendor JE emission check JS shipped to storage KZ released by plant , invoiced KZL released - not shipped KZM first rail departure KZN first rail arrival KZO delayed/recieved KZOA plant holds KZOB zone/distribution holds KZOC carrier delays KZOD carrier holds KZOE mis-shipped vehicle KZOF show/test vehicle KZOG damaged vehicle KZOH all other reasons KZT second rail departure KZU second rail arrival KZX delivered to dealer ZA canceled
I can only guess that any "A" codes mean that it is still waiting to be looked at by DC.
"Assuming that DC was just testing the waters and a new V10 is in the works, I've got to wonder what the mill will displace. 6.5 liters (basically the per-cylinder displacement of the 3.7 factored out to 10) seems too small. 7.7 liters seems more likely, which is basically the per-cylinder displacement of the of the 6.1 factored out to 10. As KC, one of my Ace Buzz Patrollers, pointed out, "it would slide off the tongue better with the 3.7, 4.7, and 5.7 engines." I'll keep you posted."
How can I find the spring ratings of my 1500? The book says 750 lbs but 500 makes the back end sag. What will an extra leaf in the rear do to the efficiency of the fronts? Springs must be rated in pounds or some such unit. Why is this information unknown to my Dealer? Can I stop butt sag with fancy shock absorbers? Is my Dealer's lack of information related to the law suits relating to the Dakota advertsing? C'mon back good buddies.
Just as you left for vacation I posted a question for you. It is #314. It has to do with choice of differentials with the new 265 tires. I probably don't "need" a Dodge Cummins truck, certainly not for serious pulling, although I think I would like one for very long trips around the U.S., and the longevity that it offers.
If I read your previous posts correctly, it seemed that you were concerned that the 3.54 or 3.55 in combination with the 265 tires would be too high for efficiency of the diesel engine. I do know a number of people who pull heavy loads (12,000 lb. 5th wheels, cattle trailers) with the 3.55 and 5 spd., although the 4.10 might be a better choice.
If I purchase one of these trucks, I would like to have the engine upgrade and the 6spd. transmission. Do you think for light to moderate pulling the 3.55 will now be too high with the 265 tires? If so shouldn't Dodge correct the problem with another choice like 3.73?
And one more question. How long does it take for the Cummins to warm to operating temperature in a temperate climate? I live in central Texas, where it is hot much of the year, and in the winter it is often not colder than 40's on many mornings. To go to work, I drive about 7 miles on the hiway immediately after leaving home and then about another 3 miles with stop lights. Is that a reasonable distance to run this engine back and forth every day, with a lot of hiway on the weekends, or is it more like "stop and go" for the cummins?
In my last post I said I knew people pulling heavy loads with the 3.54 5spd., but I meant to add that these were with the 245 tires, not the 265's. Also, the truck I am considering would be a four wheel drive, single cab 2500. Thanks again.
You hit on something that Dodge should have addressed that Ford did. Ford uses 3.73, 4.10, and 4.30 in the Super Duty trucks with the 265 tires, while Dodge uses 3.54 and 4.10. A 3.73 in the Dodge with the new larger tires would be terrific. But as I pointed out, a 4.10 with 265s is equal to a 3.73 with 2.45s, so the 4.10s with the larger tires are now actually the halfway compromise that Dodge never offered before.
As for your commute, it's similar to and slightly longer than mine. But I also do plenty of running around off-hours and on weekends to make up for it.
At 40 degrees, you won't need the engine block heater. The Wait-To-Start light will be on for about 30-60 seconds, then you can crank it. The heater grid will cycle for 3 minutes while you idle; although you can drive during the cycling, I always wait for it to stop before leaving the parking space.
dcarpenter, I apologize for the delay in responding.
I love the 6 speed and think it is worth the wait, especially if you will be towing. I have the 3.55 gears and when towing the boat (4ooolb) have no trouble pulling on grades in 5th. Have 10k miles
Re: #401 I will be ordering a new 2000 Ram 2500 4X4 Cummins w/auto, and the larger 265's tires. I plan on pulling a 5500# boat short distances (10 miles) about 20 times a year plus an occasional 500 -900 mile trip. Other than that I'll be driving it to and from work which is about 10 miles highway 10 miles stop and go. What would be best axel ratio 3.55 or the 4.10 and what kinda of problems would I encounter with the 3.55? Any help appreciated.
Has anybody received a 2000 Ram with the folding flip mirrors yet? They were on restriction earlier in the year. My dually was built this week and the dealer said that the mirrors were off restriction. I haven't seen any, and the dually that just showed up at my dealer has those awful looking stainless mirrors! Mine is a quad-cab, cummins, 6-speed, black sport, 4.10 sure-grip, and hopefully the folding flip mirrors!
@ and around 1800-2000 rpm disengages. I had my "99" order cancelled due to the test mule vehicle experiencing problems. Is this problem I am having relate to the original "99" 6-speed problem? Can service shops fix this sort of situation? I have no problems in any other gear, and the dealer will get the truck back ASAP.
Those fiqures where 11.5 bed empty on interstate 70-75mph. No cap so i wonder if that reduced 050 to 1.0 mpg? Cruise on always. Not much heavy traffic or stop and go. City mileage is that, pure urban stop and go. Usually light on the pedal but if situation calls for power I use it.But not off to the races from every red light. Im am curious as to other v10 owners out there.3.54 gear. I dont know if i mentioned that.So far 2250 miles going for first oil change. Am changing to Mobil one. Like using synthetics for cold starts.Also prolong additive.Wondering if side benifit may be extra mileage as well will keep you posted
Okay, boys, here's the skinny after a week of driving the six speed ISB......
Observed speeds with the six speed gearbox in 6th: 1500 RPM: 54 mph 1800 RPM: 63 mph 2000 RPM: 70.5 mph 2200 RPM: 80 mph 2400 RPM: sorry, too many cops, but extrapolated, probably 88 or so.
These numbers obtained in hilly conditions, 60 degree day, 3.54 rear end. Truck as equipped: 2500 HD Quad Cab LWB Cummins ISB 5.9L Turbo Diesel 6 Speed manual Anti spin rear end 4 wheel ABS SLT package Trailer package Camper Group Fog lights Sliding rear window AM/FM in dash CD, Infinity 6 speaker system
And the kicker: at 558 miles, filled up with 25.7 gallons which equates to 21.7 mpg off the lot! Mixed hwy/town driving, about 20%/80%. Couldn't be happier. Fit and finish are good as any vehicle I've ever purchased, with the exception of the paint, which has some minor trash under the clear in two spots, but that's alot of surface area to cover, too. The 2000 SLT is equipped with forged aluminum rims instead of steel, 16x8 with Michelin LTX radials, 265/16s. The trailer rating on my sticker is still 13,700 and 20,000 CVWR, so I don't know where the rumored decrease in capacity came from, unless its something related to 4x4 and the snow plow prep packages which I don't have. Any more questions? I'll be happy to share.
I would like some advice on the Dodge Cummins for heavy duty fifthwheel towing? I have read most of the past postings, and it clearly indicates that the 6-speed would be best. I would like a 6-speed, but it has to be an automatic. Am I asking for transmission overheating in the western mountains and transmission problems?
Which transmission and tire size would be best? I was thinking that the 4.10 with 265 tires would be about the right combination.
Where can I get the Dodge towing chart for the different engine/transmissions combinations?
I have a 2000 V10 4x4 auto with 3.54's. It only has about 925 miles but gets 9.8 in city (lots of stop & go) and it was getting 14-15 on highway at 65-70 mph. I expect these numbers to improve with break in but if not I'm still satisfied. I plan on switching to Mobil 1 also but no way will I dump any additives into it. Truck has no cap btw.
Before you purchase ANY truck with the Auto Trans that will be used for heavy towing, test drive it with the O/D OFF first! Know what you're getting before you buy it!!! I'm serious...
The numbers I listed were for the 5 and 6 speed manuals with the 4.10, not the automatic. I get them directly from DaimlerChrysler's media site, where they are broken down MUCH further than the catalog. Again, they only list the 20,000 GCWR for the 2 wheel drive Rams, and that's the only truck that has ever had that rating.
Hi , new to the board , test drove a diesel again last night and finally got the wife to let me buy it ,trading in my 98 1500 quad cab with the 360 and auto. its going in for intake gasket #2 in 5000 miles , combined with the lockup converter surge I've had it!!! .... what should I expect for fuel economy ? its a 99 2500 quad cab 4x4 Isb Cummins with auto and 3.54 gearing , has lt 245's I was thinking of popping on a set of 265's but have read some posts about towing issues , I will occassionly tow about 5500 - 6000 pound trailer about 500 miles a few times a year , should I change it to a 4.10 rear when I add the limited slip or will it be ok , also is there a 3.73 available , I know I can get that ratio for the older dana 60 but I don't know what the rear in the new trucks is and if it is a 60 is it compatible with the design of the old gearsets ? Also a dealer service writer has told me that the lockup converter surge is present in the diesels at 60 - 65 mph , is this true , didn't notice it last night , thanks all ... johnrr1
Just remembered one more , my ram was built south of the border , my 98 also was , other than the latch for the cup holder breaking on day # 2 all was well , no tacos found under the seat ... sorry I couldn't resist , and except for the intake gasket problem , the motors are built here , anyone have a mexico built 2500 diesel and have anything good bad or otherwise to say ? thanks again johnrr1
Kcram: You mean none of the 2500 or 3500 4x4's have ever been rated 20,000# GCWR? If that's the case, then these two brochures I have here for 1999, and 2000 contain very misleading information. In fact ALL of the 4x4 2500's and 3500's for both years have listed GCWR's of 20,000# (with manual trannies) except the Y2K 2500 4x4 which is what began my quest for truth in the first place.
Soooo.. I finally got through to someone at DC who assured me she was reading from the most current spec sheet (she said it had a revision date of 30 Sept '99) and that the 2500 was now indicating max trailer weight of 13,300 (4.10 axle/6spd) and 20,000 GCWR.
This makes sense since all of the Furd 4x4's have 20,000# ratings and I can't believe that DC would give away a ton to the competition.
Buddy of mine has the 4:10 gears and runs 285 tires. When towing in third gear he's around 2800 rpm at 65mph. With your 265's you'll be around 2900 rpms. Thats the main reason I went with the 3:54's on my new truck. When towing in third, I'm turning 2500 rpm at 65mph. That's with 3:54 gears and BFG 285's. Here's a formula you can use to figure rpm's at different speeds. ratio=rpm X tire diam./mph X 336 This is for non-overdrive use.
I have the exact truck as you with the exception of posi rear end. My truck has a build date of April,99 and was built in Mexico. Have never experienced the torque converter surge, but I did have the TSB for it done (Just to see if there was a change). Have 5K miles on it now and have had two problems. Both have been fixed and haven't re-occurred. One of the fuel injectors went bad and was causing a very slight loss of compression. Caused the engines rpm's to surge up and down at idle. I was still able to drive the truck until part was delivered. The second was a "Chatter" from the brakes. Turns out one of the brake drums had a "Spiral groove" in it and caused the brake shoes to make the noise. Replaced brake drum and shoes... no more noise and they work fine.
If I had a choice of gear ratios, I would DEFINITELY go with the 4.10:1! You will be towing in O/D and the lower gear ratio will keep you in a better rpm range. Just curious, but you plan to replace the rear end no matter what... and it's a new truck? Why not just get a 2K truck set up the way you want?
thanks for the input. I think I'll be real happy with the 4.10 . After the 3.42 I have now with my 350 chevy, I'm ready for a little more get up and go. Fitz's Ram Tech web site has some charts I had looked at but cann't access today. What size tires do you have running 2500 in third at 65 with the 3.54? I run about that (2550) with my P265's on my Chevy. Interesting that It tows much better at 65 than 60. Even though I have less wind resistance on my tall 5th wheel at 60 the higher torque at 65 must make the difference. .... Rich
Does the heavy duty service group no longer come as standard equip with Cummins engine for 2000? Reason I ask is the dealer shot me a price that listed the service group separate.
The Cummins is delivered with Valvoline Premium Blue 15W40. It was made specifically for Cummins by Valvoline, and is also marketed as Mopar Diesel Motor Oil at your Dodge dealer.
eric16
The HD Service Group is still included with both the Cummins and the V10. It's an option when you order the 5.9L V8 - the sales rep is coming up with a price from that. Make sure he reads the exception codes for that option.
Its been about 5 weeks since placing my order (9/14). Up to now I have be Order Code "BX" Passed Edit availible for Scheduling. Today I am told "BG" Passed Edit N/A for Schedule. That sounds to me like I'm going backwards but the person I talked to said I am moving forward. Next I should See is "D" where I should get a VIN assigned and 3-4 days later a build date. I guess I'm a little anxious and will feel a little better when a build date is assigned. ........ Rich
Thanks for the input Brett , if I had a choice I would buy a 2k , but the $5000 off the sticker makes the 99 look better to the wife , I should have bought the Cummins when I bought my 98 , dumb move on my part , as far as rear rear gearing , its doesn't have a limited slip , and I have the case spreader so its not a hassle to swap it. But if the 4.10 is a better gear I would swap to that , even though it's a ton of work being that I'd be putting in 2 gearsets. I'll be looking to find a rollover in the salvage yards to swap axles. Also if I got a 2k I would end up spending more ordering it the way I want it , this one is pretty close , not to many things I wouldn't get but I wish it had leather , sat in one over the weekend and liked the feel better than the cloth, since this is my commuter vehicle comfort is a plus , I put 42k plus miles in 17 months on my 98.
The truck is equipped with 245's presently and I will probably leave them on till its time for a new set. Personally I think the trucks looks a little out of place with those huge wheelwells and those smallish tires. I didn't realize the gear reduction already there with the 245's hence my question about upping the gear ratio .
Brett (and anyone with the ISB and automatic w/ 3.54 gearing) one more question , what have you been you getting for mileage with your truck ? Mileage is a big concern for me, its been my selling point to the wife , she's an accountant and doesn't think the added expense of the Cummins will pay itself back in fuel savings. My 360 is getting about 10 -12 city and maybe 16 highway and I put somewhere in the neighborhood of 60 bucks a week in this thing , even cutting my fuel cost by a third to an optimistic half will be a benefit and help pay the increase in my monthly payment .
Just in....got a call from a dealer that I talked to over the weekend ,he is getting a 98 trade in , has 10,500 miles , he is checking options , if the price is even better I may go used , which will make the boss happier , thanks for everyone patience with my flip flopping ... john
My neighbor's 2500 Ram 4x4 diesel with A/T just entered the shop with 1300 miles on it and a malfunctioning torque converter - wouldn't shift into overdrive. It will be laid up for a week. What is the frequency of this problem? I have a 2000 on order! j dunlop
My truck only has +/-5k miles on it. I wouldn't quite consider it broke in yet. I'm getting around 16mpg with about 70% city and 30% hwy. I think 'kcram' has the same truck and just did a long trip of about 3K miles. Somewhere in one of these topics he listed specs on his trip, but wasn't able to find it. He's a very good source of info concerning the Dodge Cummins.
One more thing concerning the gear ratio question. You mentioned that you planned to put 265 tires on in the future. 'kcram' mentioned in another posting that with the 3.54:1 ratio with 265 tires would change the overall ratio to 3.27:1. That seems a little high to me! 'kcram' only recommends the 4.10:1 ratio with the Cummins / Auto configuration.
I personally wish I had gone with the 4.10:1's. Let me know how things go if you switch them. I'm interested in cost of parts, time involved, special tools needed, problems encountered, etc. I would definitely like to switch mine too!!! I've done a lot of work on cars/trucks in my past, but never switched axle ratios before.
thanks again brett , since i am not getting this for towing a salesman told me not to get the 4.10's so i'm looking into the posibility of a 3.73 gear , since it is available for the dana 60 , but i don't know what my truck will have , i can probably get it , was thinking of waiting till the allision becomes available but that is still a year and a half away ... decisions decisions , going down with the boos to get the final ok on the new truck , may have it by the weekend
changing the gears is not hard if you are mechnically inclined but it does require special tools , one of which is a case spreader , which is expensive unless you are in the right place at the right time , i just got an army surplus unit in the box unopened for 100 , otc sells it but its almost 400 ... ouch ... i'm in new hampshire , planning a vacation out here we can have a gear change party ...
and to ISB owners , what are you getting for mileage , i know i'm beating this subject but i nned to know to make the final decision , thanks
brett , i just got off the phone with a ring and pinion supply house , there is a 3.73 available for the dana 60 ,and 70 , this may be my upgrade , they are about 250 each , now i need to find out how they factor gear and tire , is it an a , b , c , or is it by an actual factor that can be figured out by actaul gear and tire , worst case is adding an external device that fools the computer into thinking its got something else ...
anyone out there have an answer on pinion ratio factoring , this is aimed at guys that put on larger than stock/optional from the factory tire size ... thanks
i guess that depends on what you tow , where you live and how much driving you do not towing , if its an everyday driving vehicle and your not towing to capacity then the 3.54 will be fine , just remember to pop it out of od when climbing that long hill or turn off the overdrive when it down shifts , if your towing a fifth wheel to max towing rating then 4.10's have to be the gear and i'm sure the fuel economy will be better than that ford on its best day ... if you find the 3.54's aren't cutting it you can always have the ratio swapped , if you haven't ordered yet don't get the 3.54 with the 265's it cuts down the gear a little to much , if you must have the bigger tires get the 4.10 , and the 265's , if the 4.10 turns out to be a little to much you can always up your tire size , to say a 285 and cut down the ratio but your mileage may suffer some turning that tire , the tire thing i'm new to so someone else may have a better answer
Well I've had my truck for two days now, 2500 QC Cummins 4.10 limited slip auto 4X4, I'm getting about 13 mpg. I am doing about 50% city 50% hwy with no load. Will my mpg's get any better with time? I have only gone about 200 miles. Everything else is great but I was hoping for a couple of more MPGs.
I don't think you can keep the 4.10 under 2k rpm. I get 12.5 when I drive under 55 mph and 13.5 is my best when I ran at about 80 mph. I'll see if I can keep it under 2k rpm today and post again...
I have a V10 4X4 Quad with 5 speed on order. Have had a 95 reg cab V10 auto 4X4 and have a 97 V10 club auto 4X4 now. On both V10s I got 9mpg pulling a 22'cuddy cabin or a heavy pickup camber. 10-12mpg local gravel road driving and 13-15 interstate driving. I use the power from time to time and tend to drive on the fast side. I think I need the power since I use the truck to tow 36,000 lb grain wagons in low range from the field to the bin. I have not had any problem with the V10 or transmission but decided to try a five speed this time. We have a 93 Heavy Duty Ford 250 also on the farm. It is a nice truck but not comparable to the Dodges. I hope to get a 2mpg average fuel economy boost with the manual and better service life if I decide to keep this truck longer. Hope the I am happy with the 2.65 tires and the 3.54. My dealer strongly suggested that 4.10 would be detrimental to the V10 fuel economy from experience of a couple customers who were unhappy. Just my comments-interested in what others think about my choice of a 5 speed and V10.
All this talk about changing out ring and pinion gears ? Is it worth the expense ? I cant believe that Dodge engineers cant pick final gear ratios that are near being useable for most situations we encounter and be within the limits of the truck. Trucks have been around for a while . Unless you are on the salt flats , drag racing or tractor pulling the ring and pinion ratio should be ok. Plus if you cant find someone who is good at setup your speedo will be off and gear noise or mechanical problems maybe on your horizon
My previous posting stated a problem with 4th gear. I can not keep the gearbox in gear in 4th. It simply pops out, amid a bunch of 6 to 12 o'clock vibration. We also noticed that 5th was not very quiet either, it chatters a lot. Gears 1-2-3-6 are all sound. The dealer was ordered to ship the gearbox back to the mfg. A new gearbox is in the mail. My dealer is hopeful that it will be only a week. I am more realistic, and thinking a month.
MADMACK:
Regarding your mpg posting. I checked your profile and it says you are from Nevada. Whether it is the high desert at 4400 feet (Reno) or low desert 2100 feet (Las Vegas) altitude will have an effect. Fuel, heat, and air are all factors. My father in law gets much worse milage in Utah (4500 feet) then I do here in Ft Worth (620 feet).
Well i kept it under 2k and things are getting better. I got about 14mpgs in the city and about 18 on the hwy. The truck seems to keep running better. How much damage does the AC do to the mpgs? When I open the vent and come to a stop the cab gets a gas smell...is this the norm for the cummins ? My wife even likes the beast even though she fell out trying to get out. (Las Vegas)
Comments
Well, I guess I will just have to wait till Fri. to see what these characters do about it.
Chris
P.S I ordered the truck sept. 15/99
BB review by fleet department
BD special equipment processing
BE edit error
BG passed edit n/a for schedule
BGL edit ok parts unavailable
BX passed edit available for schedule
C sub firm
D firm schedule - dealer has allocation and all parts available
D1 gateline schedule - scheduled to be built
E frame
F paint
G trim
I built not ok'd
J built ok'd
JB shipped to body vendor
JE emission check
JS shipped to storage
KZ released by plant , invoiced
KZL released - not shipped
KZM first rail departure
KZN first rail arrival
KZO delayed/recieved
KZOA plant holds
KZOB zone/distribution holds
KZOC carrier delays
KZOD carrier holds
KZOE mis-shipped vehicle
KZOF show/test vehicle
KZOG damaged vehicle
KZOH all other reasons
KZT second rail departure
KZU second rail arrival
KZX delivered to dealer
ZA canceled
I can only guess that any "A" codes mean that it is still waiting to be looked at by DC.
kcram
Community Leader/Smart Shopper Conference
How was the long trip?
Mike in Louisville
"Assuming that DC was just testing the waters and a new V10 is in the works, I've got to wonder what
the mill will displace. 6.5 liters (basically the
per-cylinder displacement of the 3.7 factored out to 10) seems too small. 7.7 liters seems more likely, which is basically the per-cylinder displacement of the of the 6.1 factored out to 10. As KC, one of my Ace Buzz Patrollers, pointed out, "it would slide off the tongue better with the 3.7, 4.7, and 5.7 engines." I'll keep you posted."
and yes, that is me in that Buzz report too
You can read about the road trip here
kcram
Community Leader/Smart Shopper Conference
C'mon back good buddies.
Just as you left for vacation I posted a question for you. It is #314. It has to do with choice of differentials with the new 265 tires. I probably don't "need" a Dodge Cummins truck, certainly not for serious pulling, although I think I would like one for very long trips around the U.S., and the longevity that it offers.
If I read your previous posts correctly, it seemed that you were concerned that the 3.54 or 3.55 in combination with the 265 tires would be too high for efficiency of the diesel engine. I do know a number of people who pull heavy loads (12,000 lb. 5th wheels, cattle trailers) with the 3.55 and 5 spd., although the 4.10 might be a better choice.
If I purchase one of these trucks, I would like to have the engine upgrade and the 6spd. transmission. Do you think for light to moderate pulling the 3.55 will now be too high with the 265 tires? If so shouldn't Dodge correct the problem with another choice like 3.73?
And one more question. How long does it take for the Cummins to warm to operating temperature in a temperate climate? I live in central Texas, where it is hot much of the year, and in the winter it is often not colder than 40's on many mornings. To go to work, I drive about 7 miles on the hiway immediately after leaving home and then about another 3 miles with stop lights. Is that a reasonable distance to run this engine back and forth every day, with a lot of hiway on the weekends, or is it more like "stop and go" for the cummins?
I would really appreciate your input. Thanks.
You hit on something that Dodge should have addressed that Ford did. Ford uses 3.73, 4.10, and 4.30 in the Super Duty trucks with the 265 tires, while Dodge uses 3.54 and 4.10. A 3.73 in the Dodge with the new larger tires would be terrific. But as I pointed out, a 4.10 with 265s is equal to a 3.73 with 2.45s, so the 4.10s with the larger tires are now actually the halfway compromise that Dodge never offered before.
As for your commute, it's similar to and slightly longer than mine. But I also do plenty of running around off-hours and on weekends to make up for it.
At 40 degrees, you won't need the engine block heater. The Wait-To-Start light will be on for about 30-60 seconds, then you can crank it. The heater grid will cycle for 3 minutes while you idle; although you can drive during the cycling, I always wait for it to stop before leaving the parking space.
kcram
Community Leader/Smart Shopper Conference
I apologize for the delay in responding.
I love the 6 speed and think it is worth the wait, especially if you will be towing. I have the 3.55 gears and when towing the boat (4ooolb) have no trouble pulling on grades in 5th. Have 10k miles
Re: #401 I will be ordering a new 2000 Ram 2500 4X4 Cummins w/auto, and the larger 265's tires.
I plan on pulling a 5500# boat short distances (10 miles) about 20 times a year plus an occasional 500 -900 mile trip. Other than that I'll be driving it to and from work which is about 10 miles highway 10 miles stop and go.
What would be best axel ratio 3.55 or the 4.10 and what kinda of problems would I encounter with the 3.55?
Any help appreciated.
Nick.
Observed speeds with the six speed gearbox in 6th:
1500 RPM: 54 mph
1800 RPM: 63 mph
2000 RPM: 70.5 mph
2200 RPM: 80 mph
2400 RPM: sorry, too many cops, but extrapolated, probably 88 or so.
Observed speeds at 2000 RPM (arbitrary) shift points:
1st gear: 8 mph
2d gear: 16 mph
3d gear: 25 mph
4th gear: 37 mph
5th gear: 52 mph
6th gear: 70.5 mph
These numbers obtained in hilly conditions, 60 degree day, 3.54 rear end. Truck as equipped:
2500 HD Quad Cab LWB
Cummins ISB 5.9L Turbo Diesel
6 Speed manual
Anti spin rear end
4 wheel ABS
SLT package
Trailer package
Camper Group
Fog lights
Sliding rear window
AM/FM in dash CD, Infinity 6 speaker system
And the kicker: at 558 miles, filled up with 25.7 gallons which equates to 21.7 mpg off the lot! Mixed hwy/town driving, about 20%/80%. Couldn't be happier. Fit and finish are good as any vehicle I've ever purchased, with the exception of the paint, which has some minor trash under the clear in two spots, but that's alot of surface area to cover, too. The 2000 SLT is equipped with forged aluminum rims instead of steel, 16x8 with Michelin LTX radials, 265/16s. The trailer rating on my sticker is still 13,700 and 20,000 CVWR, so I don't know where the rumored decrease in capacity came from, unless its something related to 4x4 and the snow plow prep packages which I don't have. Any more questions? I'll be happy to share.
Which transmission and tire size would be best? I was thinking that the 4.10 with 265 tires would be about the right combination.
Where can I get the Dodge towing chart for the different engine/transmissions combinations?
Thanks in advance,
Before you purchase ANY truck with the Auto Trans that will be used for heavy towing, test drive it with the O/D OFF first! Know what you're getting before you buy it!!! I'm serious...
The numbers I listed were for the 5 and 6 speed manuals with the 4.10, not the automatic. I get them directly from DaimlerChrysler's media site, where they are broken down MUCH further than the catalog. Again, they only list the 20,000 GCWR for the 2 wheel drive Rams, and that's the only truck that has ever had that rating.
kcram
Community Leader/Smart Shopper Conference
You mean none of the 2500 or 3500 4x4's have ever been rated 20,000# GCWR? If that's the case, then these two brochures I have here for 1999, and 2000 contain very misleading information. In fact ALL of the 4x4 2500's and 3500's for both years have listed GCWR's of 20,000# (with manual trannies) except the Y2K 2500 4x4 which is what began my quest for truth in the first place.
Soooo.. I finally got through to someone at DC who assured me she was reading from the most current spec sheet (she said it had a revision date of 30 Sept '99) and that the 2500 was now indicating max trailer weight of 13,300 (4.10 axle/6spd) and 20,000 GCWR.
This makes sense since all of the Furd 4x4's have 20,000# ratings and I can't believe that DC would give away a ton to the competition.
ratio=rpm X tire diam./mph X 336
This is for non-overdrive use.
I have the exact truck as you with the exception of posi rear end. My truck has a build date of April,99 and was built in Mexico. Have never experienced the torque converter surge, but I did have the TSB for it done (Just to see if there was a change). Have 5K miles on it now and have had two problems. Both have been fixed and haven't re-occurred. One of the fuel injectors went bad and was causing a very slight loss of compression. Caused the engines rpm's to surge up and down at idle. I was still able to drive the truck until part was delivered. The second was a "Chatter" from the brakes. Turns out one of the brake drums had a "Spiral groove" in it and caused the brake shoes to make the noise. Replaced brake drum and shoes... no more noise and they work fine.
If I had a choice of gear ratios, I would DEFINITELY go with the 4.10:1! You will be towing in O/D and the lower gear ratio will keep you in a better rpm range. Just curious, but you plan to replace the rear end no matter what... and it's a new truck? Why not just get a 2K truck set up the way you want?
Good luck,
Brett
Eric16
The Cummins is delivered with Valvoline Premium Blue 15W40. It was made specifically for Cummins by Valvoline, and is also marketed as Mopar Diesel Motor Oil at your Dodge dealer.
eric16
The HD Service Group is still included with both the Cummins and the V10. It's an option when you order the 5.9L V8 - the sales rep is coming up with a price from that. Make sure he reads the exception codes for that option.
kcram
Community Leader/Smart Shopper Conference
The truck is equipped with 245's presently and I will probably leave them on till its time for a new set. Personally I think the trucks looks a little out of place with those huge wheelwells and those smallish tires. I didn't realize the gear reduction already there with the 245's hence my question about upping the gear ratio .
Brett (and anyone with the ISB and automatic w/ 3.54 gearing) one more question , what have you been you getting for mileage with your truck ? Mileage is a big concern for me, its been my selling point to the wife , she's an accountant and doesn't think the added expense of the Cummins will pay itself back in fuel savings. My 360 is getting about 10 -12 city and maybe 16 highway and I put somewhere in the neighborhood of 60 bucks a week in this thing , even cutting my fuel cost by a third to an optimistic half will be a benefit and help pay the increase in my monthly payment .
Just in....got a call from a dealer that I talked to over the weekend ,he is getting a 98 trade in , has 10,500 miles , he is checking options , if the price is even better I may go used , which will make the boss happier , thanks for everyone patience with my flip flopping ... john
What is the frequency of this problem? I have a 2000 on order! j dunlop
My truck only has +/-5k miles on it. I wouldn't quite consider it broke in yet. I'm getting around 16mpg with about 70% city and 30% hwy. I think 'kcram' has the same truck and just did a long trip of about 3K miles. Somewhere in one of these topics he listed specs on his trip, but wasn't able to find it. He's a very good source of info concerning the Dodge Cummins.
One more thing concerning the gear ratio question. You mentioned that you planned to put 265 tires on in the future. 'kcram' mentioned in another posting that with the 3.54:1 ratio with 265 tires would change the overall ratio to 3.27:1. That seems a little high to me! 'kcram' only recommends the 4.10:1 ratio with the Cummins / Auto configuration.
I personally wish I had gone with the 4.10:1's. Let me know how things go if you switch them. I'm interested in cost of parts, time involved, special tools needed, problems encountered, etc. I would definitely like to switch mine too!!! I've done a lot of work on cars/trucks in my past, but never switched axle ratios before.
Good luck!
Brett
BTW... I'm in Ohio, what about you?
changing the gears is not hard if you are mechnically inclined but it does require special tools , one of which is a case spreader , which is expensive unless you are in the right place at the right time , i just got an army surplus unit in the box unopened for 100 , otc sells it but its almost 400 ... ouch ... i'm in new hampshire , planning a vacation out here we can have a gear change party ...
and to ISB owners , what are you getting for mileage , i know i'm beating this subject but i nned to know to make the final decision , thanks
john
anyone out there have an answer on pinion ratio factoring , this is aimed at guys that put on larger than stock/optional from the factory tire size ... thanks
BTW he loves driving through Nashville!
http://wellengaged.com/engaged/edmund.cgi?c=News_and_Views&t=376&q=45&A=y&f=1
JerryP
MADMACK:
Regarding your mpg posting. I checked your profile and it says you are from Nevada. Whether it is the high desert at 4400 feet (Reno) or low desert 2100 feet (Las Vegas) altitude will have an effect. Fuel, heat, and air are all factors. My father in law gets much worse milage in Utah (4500 feet) then I do here in Ft Worth (620 feet).