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Now another question. Since I dont have limited slip rear end, how costly would it be to add that feature? Would it be worth while or can it even be done. Would Dodge dealer do it or an after market place. Appreciate ur suggestions.
Jack
I was just talking to the father of one of my daughter's horse riding companions and his '94 Cummins is still running fine with the original 47RE transmission at 181,000 miles. He has maintained it to the book and has only had one repair, the solenoid upgrade.
Best regards,
Dusty
Thanks
Jack
I forgot to mention this could be expensive for you after the fact. You might consider one out of a bone yard where a newer Dodge RAM has been wrecked.
By the way, I forgot where I got this chart from but it claims the life of conventional automatic transmission fluid based on the oxidation rate -- which, is generally determined by operating temperature.
175°F 100,000 miles
195°F 50,000 miles
212°F 25,000 miles
235°F 12,000 miles
255°F 6,000 miles
275°F 3,000 miles
295°F 1,500 miles
315°F 750 miles
335°F 375 miles
355°F 187 miles
375°F 94 miles
390°F 47 miles
415°F Catastrophic failure
Since most ATF temperatures are very close to the engine operating temperature (195°F), you can see that 50,000 miles would be the limit for any automobile. I believe that this chart would not be valid for ATF+4, since it is synthetic and was designed to be a 150,000 mile fluid under "normal" operating conditions.
Of course in reality the operating temperature is not determined by the engine coolant temperature, but the reverse since friction in its numerous forms in the transmission itself are generally higher than 195°F.
Best regards,
Dusty
The Hemi version of the 545RFE is different in some aspects, but mostly simple mechanical variations. It is possible that the Hemi version PCM computer does in fact alter the shift points. It most certainly would be very easy since shifting is all computer controlled on the 545RFE.
I'll see what I can find out, but my first guess is that the button circuit isn't working on your brother's truck. His dealer should be able to test for this easily with the DRB tool.
Best regards,
Dusty
Spadafm
Since this is the Ram discussion...
Depending on your family size, you're looking at a Ram 3500 Quad 4x4 dually with the Cummins diesel. If the slide-in will be a permanent mount, get the 4.10 axle ratio; otherwise, the 3.73s will net you better mpg on that long commute. LSD is a no brainer. Both the NVG5600 manual and 48RE automatic will do the job behind the Cummins, so that will be personal preference. Even though it's a slide-in, always order the trailer package for more heavy duty components.
Your other alternatives are the Ford F350 Crew 4x4 dually and the Chevy Silverado/GMC Sierra K3500 dually. Wait for the 05 if you want the Ford - the F350 will use the F550's stronger frame. If you decide GM, get the Allison automatic with the Duramax - 590 lb-ft of torque compared to just 520 with the ZF 6-speed manual.
By the way, best rearview mirrors are Ford trailer mirrors, then Dodge trailer mirrors. GM mirrors are annoyingly small.
kcram
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Best regards,
Dusty
If I'm reading the RAM specification charts correctly, it looks like a RAM 2500 with the optional GVW package will take you to 8800 lbs. in a RAM ST, 4x4 long wheel base. The listed vehicle weight is 6080 pounds.
Best regards,
Dusty
But..
The Cummins takes away a lot of payload.
Here's a quick table of weights:
--------------------------------
2500 Reg Cab 4x4 Cummins
curb weight 6830, payload 2170
2500 Quad Cab 4x4 Cummins
short box - curb weight 7010, payload 1990
long box - 7190/1810
3500SRW Quad Cab 4x4 Cummins
short box - curb weight 7070, payload 2830
long box - 7200/2700
3500DRW Reg Cab 4x4 Cummins
curb weight 7190, payload 4810
3500DRW Quad Cab 4x4 Cummins
curb weight 7550, payload 4550
What a lot of people forget to do is subtract the weight of people when computing available payload. The SAE standard is to allow 150 pounds per person. So a family of 4 knocks 600 pounds off the payload. Add the water tanks of the slide-in and some camping gear (luggage, food, etc), and that easily knocks off another few hundred pounds. The SLT package itself adds 100 pounds. So drop 900 pounds from all the payloads I have listed above and see what's left for the slide-in itself, dry weight. Baseline slide-ins are in the neighborhood of 1600-1800 pounds. The only truck that gives you any margin for error is the dually (DRW).
kcram
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Off the top of my head I cannot think of anything in the newest Dodge RAM design that has a propensity to malfunction. What problems I've seen or heard of, including here in Edmunds, seems to be one-offs. There were a couple of folks that had problems with the instrument cluster on 2002s. Since then I haven't heard of a report.
Best regards,
Dusty
jcasper, don't wait too long. Dealers have already begun placing 2005 orders for August delivery, so 2004s are limited to dealer stock. If you see something you like, pounce on it or someone else will, and you'll be waiting for an 05 this fall.
kcram
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Well, that's a disappointment. Although I own one and I have had no problems yet, I'm not very positive on American Axle.
I thought that with the new design in 2002 the RAM would have somebody else's axles.
Thanks for the info.
Best regards,
Dusty
Mine pretty much has every option that was available at the time (SLT Laramie) plus I've added a DVD system, Rhinoliner, B&W Hidden Gooseneck, Prodigy brake controller, stainless step-bars, and stainless bed rails caps. Most passengers agree the heated leather seats are a great option as they clean up nicely and provide quick heat when it's cold. I have the six-speed and the adjustable pedals are probably my favorite option.
Glow plug light is in the guage cluster, right in the middle. Sort of a couple squiggly lines. I don't pay much attention to it unless the temps are below about 50F.
My husband has a drawtite controller in his Ram and he hates it. Makes it pretty miserable towing his 18' flatbed trailer, very jerky braking, he is always adjusting it.
We just bought a Nissan Titan and need to get a brake controller for it. I've heard good things about the Prodigy, just curious about your opinion.
Very happy with it, have one on each of my pulling trucks. Wouldn't consider anything else.
Bests,
Dusty
Dusty
Any idea how the 5.9 will do?
I've got a 7000lb trailer.
comments please.
thank you,
Lutey
It could very well be normal for the HEMI/Auto configuration, but I want to be sure by asking and comparing to other Rams with the HEMI and auto.
Does anyone here have any thoughts on what I am hearing (if you can even figure out what I am trying to explain <G> as a shade tree mechanic.)
Thanks, and I will ask the dealer this week when I go for a minor loose door handle fix.
Regards,
Bill
I put it out of park and made the transition to all gears, and barring the solenoids clicking, no change. I did stop by the dealer today and asked the head service rep.. nice guy. He told me it was normal for the HEMI, and in fact they tried to work on a couple previously annd was told by DC it wsas a characteristic of the engine.
I have to admit, she shifs smoothly, up and down during speed changes; I have no complains at all, I just wanted clarification on something I didnt recognize. It's a minor issue and not even loud or distracting so so far I have no reason to be concerened.
Thanks for the reply..any thoughts on this are appreciated
Bill
I have a 2002 Dodge Ram 1500 SLT Sport with the 5.9 ltr engine, auto tranny, 3.96 ltd slip differential. Bought it new to pull a 4600lb travel trailer. The Ram now has 45k miles on it, of which probably 7k miles has been pulling the trailer, mostly around north Texas, but one trip last summer to Colorado. Just left last Monday, 6-21, for another trip to Colorado with the tt in tow, but didn't make it more than 200 miles before we fried the differential, which I had had serviced by my dealer before we left (they replaced pinion gear and bearings because of a whining sound we were hearing at 40mph). Dealer in Oklahoma replaced the guts of the fried differential--pinion gear, all bearings, carrier unit, etc. in less than 24 hours. So we left the next day and didn't make it 50 miles further before we fried that one. Made it back to the dealer (minus the tt), and they, along with Chrysler, determined that we had warped the original differential casing, which caused the pinion bearing to fail prematurely. So, with Chrysler's permission since this is a warranty deal, they built a new differential from scratch using new parts scrounged up all around the city (Chrysler is currently on backorder 50 units nationwide with expected delivery date of 7-12 for a new factory differential). The only things they used from the original differential were the axles. Everything else new. Left the dealer yesterday (Friday, 6-25), drove 50 miles to pick up the tt, no problems. Drove another 50 miles with the tt and fried it the third time. Having had five days to sit at a hotel trying to figure out what's causing this, we naturally ran through all of the logical things -- weight of the trailer, extra things loaded on it, what was loaded in the back of the pickup, locked brakes or bearings on the trailer, etc. Couldn't come up with anywhere near the 7500lb towing capacity of the vehicle (1000lb less than the standard Ram 1500 because of the 20inch wheels). I had had the trailer serviced before leaving, too, so I know it isn't the problem. So now we're back in Dallas, the truck and trailer are sitting at the OK dealership, and we're waiting for a Chrysler engineer to arrive on Tuesday to look into it. This is a long way to get to my question: Have you guys ever heard of any problems with these rear-ends? That there are 50 on back order across the US seems odd. At the same time, why would it wait 45k miles to let loose, and why wouldn't the replacements last that long? We're stumped (not to mention hosed in terms of our vacation being ruined). Any thoughts?
Thanks!
alk
Since you have the (I assume) factory installed towing package you should have the larger ring and pinion set. Beginning in 2002 with the current generation RAM I was under the impression that Dodge dumped their past supplier, American Axle, for either a Chrysler-made rear axle assembly or somebody elses (Borg,TRW?). However, someone in the past few weeks commented to me here that they are still the current supplier to Dodge.
Anyway, if you have talked to enough Chevy-GMC people you'll know that rear axle failures of this type seem to be more common with American Axle (division of General Motors, Buffalo, NY).
There is nothing in an automobile that requires more diligence and very particular skill and care than differential reassembly. Yet in my past visits to dealerships (not just Dodge) I do not remember ever seeing a can of Prussian Blue in possession by their axle technician. Special tools are required, which I'm sure they all have in order to get shop certification, but technicians certified on differential repairs is another story. In my observations getting a competent repair on an axle at a dealership is problematic at best.
There is a baseline dimension that is extremely critical in differential assemblies, and that is the pinion-to-ring gear center line reference. This dimension is determined by the machining process on the housing itself. If this is off at all the pinion height will probably never be set correctly.
Overloading the vehicle is a possible cause, that is exceeding the downward force rating (weight in the bed) of the axle. Towing, per se, even exceeding the tow limit in my opinion shouldn't have caused your problem. It is obvious that the original axle went 45,000 miles before failure. The only element involved since then is the quality of the repairs, so I strongly believe that either the root cause of the problem was not determined correctly prior to repairs beginning, the differential set-up was not performed adequately, or both.
If I read your report correctly, the carrier unit you refer to is really the limited slip differential case. The "carrier" is usually the term used for the complete rear axle housing, or the "third member" for those my age. I suspect that the differential was not set-up correctly at the factory causing a premature failure at 45,000 miles, or a bad part was included in the assembly. If you never performed the differential maintenance you exceeded both schedule "A" and "B." Whether this is the cause or a contributing factor is arguable, in my opinion. Since towing 4500 lbs. approximately 6 percent of your driving, the heavier weight axle lubricant should have been used, especially since you are in a warmer climate.
My recommendation is to plead for a complete rear housing assembly, sans the axles, backing plates and brake components. Generally the factory does the best job in setting these up, even American Axle.
As to your question about differential failures on RAMs specifically, yes I have heard of and seen some failures. In my opinion the failures appear to be about the same as the GM counterparts and slightly higher than Ford. But I hear of them, too.
Sorry to hear of your troubles. Best of luck.
Regards,
Dusty
Thanks so much for your thoughtful response. I've spent part of today revisiting the weight issue, both the payload and the towed weight, and we're well within rating on both -- less than 900 payload including wife, kids, Happy Meals and everything in the bed, and well under 6,000lbs on the trailer (4600 for the trailer itself, plus accessories, onboard water, LP gas and everything we had inside it). I also have all service records -- I've had the dealer do everything except oil changes, so they know it well, and we've had many discussions about what and how I tow. So, as you pointed out, it keeps coming back to the work performed. I especially appreciate your suggestion that I accept nothing less than a complete rear housing assembly. Sadly, unless Chrysler intervenes, that means I'll probably have to leave the truck sitting in OKC until July 12, which is the estimated date that the backordered assemblies will be available.
Again, thanks for your thoughts. Helps me going into discussions with them this week.
Best,
alk
What dealer in OKC is it at?
This leaves only 770lbs for people and cargo in the truck, extra options over base and the weight of the gooseneck itself, which would suggest that the RAM 2500 is marginal for the task. Am I reading something wrong? (I can't believe the RAM payload is so much less than the GMC equivalent vehicle).
Do I need to consider the RAM 3500 whereas a GMC 2500HD would apparently do the job?
Without looking at the Dodge & GM specs, my first guess is the weight of that Cummins diesel is the factor.
Most people that I know with a RAM 2500 and the Cummins are hitch towing. When I see a fifth wheel my memory says they've always been 3500s.
Bests,
Dusty
Well, I went to the Dodge and Chevy sites and looked at the specs. The way I read them the RAM 2500 is not available with the Cummins. So this would lock you into the RAM 3500 anyway.
With the diesel options, this is what the specifications are (in pounds) based on optional maximum weight ratings, quad cab, 2WD, and manual transmission in a 3500 version:
..............Chevrolet........Dodge
Curb weight......5982...........6463
GVWR...........11,400...........9900
GCWR............. n/a.........19,000
payload..........5431...........3480
tow............12,000.........16,250
As you can see the RAM with a Cummins takes a nearly 500 pound hit off its GVWR because of it. The Chevrolet/GMC has the advantage in payload and, comensurately, GVWR. But with your requirements, as long as you keep the GCWR under 19,000 and the weight on the box less than 3480 pounds, the RAM should be fine. As you can see, the RAM has a significant advantage in towing weight.
I really don't know why the RAM's payload rating is that low. The 3500 version gets a large 11.5 inch rear axle assembly. It could be that Dodge is not using as much spring in the suspension, or, the RAM is rated conservatively and the GM is rated liberally.
Best regards,
Dusty
I can't thank you enough for the time you have taken to help me with my decision. There may be a difference in vehicle offerings between Canada and the USA, but I actually drove a RAM QUAD 4X4 2500 with the Cummins in Toronto last week, so it is available here.
I have more analysis to do and probably should meet with both my RAM sales guy and my GMC guy, maybe tomorrow. It starts to look like the GMC 2500HD would do the job: It's a GMC category with a little more payload than their 2500, but less than their 3500) whereas there is no such mid-category in the RAM line. That means a jump (as you suggested)to the 3500 if I want to stick with the RAM. I'll get the price difference tomorrow. I prefer the styling of the RAM, and I really prefer the Cummins power plant. The other factor at play is that we have about $3000 in GM points we could use with the GMC product. Lots to think about, will let you know and hope I can bounce ideas off you over the next few days/weeks.
Do you know if the weight of the fuel aboard needs to be subtracted from the payload available, or is it part of the 'empty weight' of the vehicle?
I note your comparison was for the 2WD option only. Could I also get your thoughts on the 4X4 versus the 2WD option.
I could have sworn that I've seen RAM 2500s in diesel form, too, but according to the Dodge website -- using my zip code -- it's not available.
Of course, you are comparing the GM 2500 heavy duty. With suspension adjustments, GM purposely markets this platform for competive advantage over Dodge and Ford 3/4 tons. Keep in mind, however, that the GM platform also sports a smaller axle and brakes. If you need payload then the GM Heavy Duty in 3/4 ton is an attractive package. Apparently Dodge believes that if you really want that kind of payload they'd perferred to see you in a one-ton chassis.
I did not do a price comparison when I was in their sites. Since Chevrolet/GMC generally are higher priced, you might want to compare them that way, too.
As to your four-wheel drive question, whether it be a Dodge, Ford, or GM, I think you'll find that you will lose both payload, GCVW, and towing by a few pounds (500-1000?). And it gets a little worse as you go up in chassis weight. Those 3/4 and one-ton transfer cases are heavier.
Curb weights used to be specified without fuel, coolant, and oil. I'm pretty sure you must add the weight of fuel even today.
Good luck with your quest.
Best regards,
Dusty
First, how many miles did you get on the factory original brake pads?
Best regards,
Dusty
That being said, a dually is a big pain if you don't need it. Irregular towing or not for really long distances, try to avoid the dually. You'll just want to drive a bit slower to keep things in check.
I have two ram diesels, a '01 2500 Cummins and a '03 3500 Dually Cummin HO six-speed. The '01 typically pulls between 8,000-11,000# and the dually 12,000-15,000#. The dually is more stable with 15,000# than the 3/4 ton is with 10,000#. I rarely exceed 65mph in the 3/4 ton. I'll run 75-80mph all day in the 3500.
Yes, I could swear I've seen RAM 2500s in Cummins, too, but check out the Dodge website. Maybe I don't know how to navigate in there very well, but I just couldn't find the Cummins option in the 2500 category.
I think Stann is concerned about the payload specs in the RAM series. My 2003 RAM sale brochure says that RAM is available up to 5500 payload, but again the website indicates it under 4000.
Regards,
Dusty
Bests,
Dusty
As for payloads, the website doesn't really make much sense. I see 2500 trucks with higher payload ratings than the 3500's. Range anywhere from 2550#-5130#. I think Dodge's website is screwed up.
That said, I agree that the Dodge website is indeed screwed up.