I was trying to find what the ratios were on the older A704s and 727s, just for comparison.
That's interesting that the 545RFE transmission is a FWD derivative. I've had a chance to look closely at the transmission in mine and compared to a friends older RAM 360. The "RFE" looks physically larger. It does have a different pan configuration. I wouldn't think they'd need a 435 lb. ft. capable transmission in a FWD platform, unless they intend on a north-south engine arrangement. The "RFE" case is definitely designed for RWD.
I think the ATF that's specified for the 545RFE is ATF+4. Does anybody know if someone makes a synthetic replacement for this fluid? The local auto parts stores here only carry a Chrysler 7176 fluid, and I don't think they're the same.
Anyone who sees / drives the 1500 Hemi please comment on any new features with the truck. Have they added anything in the cockpit, sheetmetal, engine bay, etc. Course we are all interested in how it drives too. Talk to you all next year!!!
as for the RFE series...i used to "converse" regularly with a jeep tech and he said to me that the internal parts of the RFE series have quite a bit in common with the 42LE tranny in the LH cars. the tranny in the LH cars is a slightly different design vs most front drivers given the engine layout being logitudinal. but overall the basic design is quite similar. anyway, given chryslers history with the fwd automatics, it is a bit scarey to think they've adopted this design to the rwd trucks...hopefully they have indeed worked out all the kinks!
I believe you're refering to the Chrysler "Ultradrive" transmission, which was the first use of adaptive controls in a production vehicle. Chrysler's nomenclature was A604 and it was a 4-speed. The forward ratios were 2.84, 1.57, 1.00, 0.69, utilized a locking torque converter and was installed in cars and minivans. This transmission was troubleprone, especially in the first years. The biggest problem was a seal failure that dropped internal pressures and correspondingly put the transmission into the "limp in" mode. When this happened, you only had 2nd gear. Chrysler's fix (for awhile) was to use a double seal. This was an improvement, but still was a failure problem after it was realized that the machining in this important area was the cause. A very large portion of other problems were directly associated with the shift solenoids and associated wiring. The solenoids would stick often and poor wiring connections caused a multitude of problems as these vehicles became exposed to the elements over time.
What was not common problems were those related to the durability of the pump, planetary gear sets, clutches, and output/overdrive mechanicals. Basically, these are very strong units plaqued by component quality related specifically to the solenoid shift assembly, and inadequate machining processes. In addition, this was technically a transaxle. As common with transaxles, the transmission fluid and differential mechanicals shared the same lubricant. This is not the best situation for any transmission since transaxle lubricants become contaminated and oxidize sooner, and are exposed to heat and shearing conditions not normally realized in a rwd transmission design.
Chrysler has made numerous changes since the A604 was first introduced and fleets are seeing far less trouble than years ago. Chrysler has introduced several upgrades that are downward compatible with the older units. In 1992, the nomenclature for Ultradrive was changed to 41TE.
One should be careful not to use a broad brush about Chrysler ATs. The 3-speed A412, 413 and variant FWD transmission series, however, was an extremely durable unit. In fact, they used the entire centerline mechanical power train design from the RWD A704 TorqueFlite series. Shift control was mechanical with electronic converter lock-up control. My company had these in various Chrysler FWD cars during the late '80 and '90s. These proved much more reliable than the Ford, and especially the GM 3-speed counterparts of the era. When these transaxles did develop a problem, it was usually output axle shaft seal failures or internal axle bearings at high mileage. The transmissions themselves were rarely a problem.
so I thought I'd give a few notes. Just for info, I got the Laramie package, plus the extra airbags and anti-spin differential, heated seats, and a few "pretty things" like the bug shield, sport grill, tinted windows, bed rails, bedliner and nerf bars.
This trucks is very pleasant to drive and ride in. Actually, I've put over 3000 miles in these two weeks for holiday driving, so I'm pretty comfortable with what I'm reporting. I traded a 2000 Silverado 2500 LT, so the packages are very similar. The leather seats are much more pleasing than the Chevy. They are more of a matte finish, versus the glossy on the Chevy. Oddly, the same goes for the dash, which I find much more appealing on the Dodge.
I love the features they've added for storage (under the front middle seat and under the rear seats). Also, the flat storage area when folding up the rear seats is fantastic. My dog loved traveling on that much better
As for the motor. The acceleration is exactly what other people have reported. The shifting is ultra-smooth, and it's hard to tell how fast you're really moving. However, when you step on the gas a bit and allow it to downshift and get into higher RPMs, and it is quite impressive. I mean VERY impressive. It really pulls hard when you ask it to. It cruises at 70mph at about 1900 RPMs, which is very nice for noise and I suspect fuel comsumption.
I have been running 89 octane as recommended, and am getting 13 in the city, and got as much as 15.1 on the road, and supposedly this will improve after about 4 or 5 thousand miles. My Chevy was extrememly difficult to get 13 on the road, and rarely got over 11 in town. I'm sure the octane difference (I ran 87 in the Chevy) will account for some of the difference in mileage, but I don't know how significant it will be.
The interior is much tighter and doesn't have any rattles and squeaks yet, which all my Chevy's have had in the past. I'm not intending to diss Chevy, because they build a great truck, but Dodge has gotten a lot of things right with this one.
i should have specified that i meant fwd "electronic" automatics when i was referrring to the multitude of tranny problems chrysler had from about late '88 to the early '90s.
one other problem with the 41te (a604) in particular was that the differential spider gears (i think i got that right) were rather weak and it didn't take much abuse to send them flying through the tranny case. supposedly this was a problem mainly with the minivans and really wasn't fixed until about '99 when the diff in the 41te was substantially upgraded. the 42le didn't share that problem because its diff was much stronger and setup differently. but, nonetheless the 41te and 42le have many similar components, diffs aside.
btw, the limp home mode software is still inherent with the 5-45rfe, isn't it??
>>btw, the limp home mode software is still inherent with the 5-45rfe, isn't it??<<
I'm not sure. I think so. I know if the IOD fuse opens the transmission defaults to 2nd gear if in the "drive' selection. However manually shifting the transmission selector from 1st, 2nd, 3rd will shift the transmission through those gears. You will not have 4th or 5th, though.
I know that some older Chrysler cars with the UltraDrive transmission had a "Limp" mode light on the instrument cluster. According to the owners manual with my 2003 Dakota, no such lamp exists. However, I've been told that you can tell when a Dodge truck transmission is in the default or limp-in mode when the transmission gear position lamp does not illuminate (this is the yellow box that surrounds the P R N D 2 1 characters when in those positions).
I managed to bend a couple of ears at my dealer's this morning. The parts counter guys and the transmission tech said that the 545RFE transmission is only similar in design to the FWD 4-speed electronic versions in the basic power transfer, or centerline, architecture. It sounds to me like Chrysler basically still uses the TorqueFlite main power centerline architecture in all of their transmissions. (This makes sense when you think about it.) Of course, older hydraulic TorqueFlites used bands, drums and servos. The newer electronic versions do not use bands, but instead use shift solenoids to operate the clutches.
I was told that the clutches are much larger and there are more of them in the 545RFE. The valve body and pan configuration is also much different. The parts counter guy pulled the 545RFE and the 42LE parts drawings up on his computer. We couldn't find anything that was remotely similar, at least by my eye. There were no part numbers that appeared to be the same of the 15 or so that we checked. The shift solenoids are completely different. The valve bodies are much larger and completely different as well.
As I've been told by others, problems with the mechanicals in the RFE are extremely rare, and I was told that since Dodge has been using them in trucks there have been no complete failures experienced at this dealership. In fact, they said they've never had to "unscrew one from an engine." The transmission tech here has 14 years experience on Chrylser alone, and he stated that -- so far -- its been the most "bulletproof" transmission he's ever seen. What few problems they've had apparently were related to shift pattern software and were fixed by PCM flashes.
FWIW, I was also told that ATF+4 has replaced the +2, +3, and the 7176 and that the newer fluid is "more synthetic" and "flows better at lower temperatures."
For the longest time bad memories kept me from considering Mopar. With the 5.7 Hemi, I'm starting to warm up to them again. I was quite impressed with the acceleration and handling. But there are a few dislikes. First, I do not like the instrument cluster. Neither the white color, nor the instrument placement. My GMC has the speedometer centered, with the tach on the left and the other instruments clustered on the right for easy scanning. I also like the way the instruments have numerical values assigned to them, so I know what my temp or oil pressure is. The other thing DC needs to do is to offer a full-time 4WD option similar to AutoTrac. For those not familiar with the system, you still have 2HI, 4HI and 4LO, but additionally there is the AutoTrac mode, which leaves you running in 2HI but automatically engages the front wheels when slippage in the rear tires is sensed. It's a really neat system, perfect for our long winters, and has worked flawlessly for the past three winters. I won't buy another 4WD without it, it's that great. Put that in a 5.7 1500 and I'll live with the instrument cluster.
thanks for the info...i've never seen the internals of the trannies we've been talking about...just going on what a jeep tech once told me about the particular units...he is a guy who knows his stuff and i had no reason to doubt him.
erikheiker,
it has been reported that dodge will offer a full time transfer case option in the '04 trucks...
Does the 4WD system used by Jeep operate the same as the AutoTrac? I seem to recall that Jeep's system allows the operator to select part-time or full-time, unless I'm mistaken.
One thing I could never understand is why Dodge has been so reluctant to go to an electronically switched transfer case. I have talked to a couple of people who actually prefer the manual shift lever on the floor, but it just seems cumbersome and inconvenient. I like the way the 4WD system operates in my daughter's Explorer, or for that matter on the newer Dakota's. Just a twist of a switch.
>>i've never seen the internals of the trannies we've been talking about...just going on what a jeep tech once told me about the particular units...he is a guy who knows his stuff and i had no reason to doubt him.<<
He may have been talking in generalities since the way the power transfer system operates in the two different transmissions does look to be the same basic architecture. The 545RFE uses a different and much larger componentry. Heck, when I looked at the parts drawings from a '70s vintage A904 and the 34RH, they looked almost identical to me, although I'm sure there were minor differences.
I don't know if this is already old news, but the 2003 Dodge Ram HD was chosen as Motor Trend Truck of the Year for 2003. If everyone already knows this, sorry, just disregard the post!
There is a graph for the 3.7 (226 cid), 4.7 (287 cid) and the older 5.9 (360 cid) in the current 2003 RAM 1500 brochure from Dodge. A local dealer SHOULD have one, but none around here do. I haven't seen a graph for the 5.7 (345 cid) engine.
There's been some information on the web and at least one fairly in-depth article on the 5.7 in a auto magazine (sorry, can't remember which one. It's at the barbershop!). One thing that I do remember is that the 5.7 hemi produces just over 300 lb. ft. of torque at idle speed and max's at 375 at rated speed.
I just received my 2003 Dodge Ram 1500 Reg Cab 4x4 with the following options: Trailer Tow Package Hemi 5.7 Yahoooo Automatic Transmission 45RFE Off Rode Package Security Package Infinity Sound Package w/steering wheel controls Sliding Rear Window I pulled off the lot and the looks were incredible the engine is excellent and sounds great. Pulled up next to a Ford 1/2 ton 4x4 off rode package and was looking down on the driver same for the Chevy. I found both drivers looking at the HEMI tag on the front panel. This is by far the best handling vehicle I have ever driven. Smooth throaty acceleration. Staunch and bold looks. Dodge didn't pass the competition it blew right past them. Just like back in the 60's when the Hemi was banned from competition because nothing could touch it. I'm looking forward to placing a header package and other goodies on this truck to put it over well over 400hp. See you on the rode and hats off to the men and women in St. Louis who built this truck, albiet my home town of Warren Michigan get's to build the quad cab. Also for you Dakota fans the Hemi will be available in 2004 news from my best friend in the Dodge test plant. But for room, comfort, and reliability I'll take the 1500 anyday.
I just bought a new 2500 hemi with everything but leather and love the truck, except the mileage. I know it is supposed to get better with miles, but it now has 500 miles on it and I have been getting 11.3 to 12.8 mpg on a 300 mile trip. I was set on a diesel but the dealer turned me onto this truck. It was less expensive, but that is poor mileage...Any advice out there? If the truck got 15 to 16 I would be happy, otherwise I may have to go back to diesel. The hemi has tons of low end power, cool features and sounds like a muscle car. Thanks
Well, I think you'll need a little more than 500 miles on the truck before it's broken in. And I don't just mean the engine, but the transmission and differentials, too.
The more aggressive, or impatient a driver you are, the more fuel your vehicle is going to use. This is non-linearally compounded as you increase available horsepower. The laws of physics will prevail.
I'm not sure what you were expecting, but some of the people I know with F250s and C-K2500 series trucks are not getting any better than you are right now. In fact, I know someone with a Silverado HD 6.0 that wishes he could get 12.8 MPG!
The hemi, or any other gas power plant, isn't going to get terrific fuel economy dragging around a 6K# pickup. Heavy weight and wind resistance aren't conducive to good fuel economy. Anyone that told you that it would was either misinformed or just flat out lying. There's a reason folks that haul heavy loads for a living do it with diesels. You need to do a cost/benefit analysis on the various options. May be a little late to do that now.
Mine has around 3500 miles already, and I'm getting 12-14 in town, and on a recent trip, I got as much as 15.1 on the interstate. I expect this to improve a little more.
Also, Dusty is right on the money. I could rarely get better than 11 in my Silverado 6.0 that I traded for this Hemi.
I'm sure it will get better, but it won't be the same as a 1/2 ton, I'm sure.
Thanks for your imput on mileage guys. I have been driving a duramax for the last year which got 17-18 mpg and had great power, so it is an adjustment going to gas. I have the option to trade for a cummmins today, I'll probably do it for the extra $3000 it will cost me. At 2200 miles a month that is $50 a month more in financing, but $100 more if I kept the hemi in fuel costs at 13mpg. Plus, I think the diesel will hold its value. Just not that excited about the 6 speed, we'll see. Thanks again I Appreciate it!
So far, I'm much happier with the overall powertrain package. The shifting is significantly smoother on the Hemi than the Chevy. I'll admit that I had a bad problem at times with my Chevy where the tranny would made bad clunking noises/hard shifts. It wasn't consistent, but it was prominent most of the time after 10k (or so) miles. It seemed to be more prevalent when going from 2nd-3rd when I was trying to build up speed, and also anytime I had to step on the gas a bit to get up to speed, then let off the gas - then clunk. The dealer blew me off when I took it in about 4 times for the problem, so I just accepted it. Someone on one of this site's Chevy forums told me the throttle position sensor may have been bad. Regardless, the Dodge shifting is very smooth all around, and I'm extremely pleased with it. I had owned 3 Dodges in the 94-96 range (318 and 360, and this is quite an improvement.
I almost hate to say this without fear of retribution, but my wife drives a BMW X-5 (and previously drove a 323i), and this Dodge tranny shifts about as smooth as the BMW does.
I find that regular take-offs (not stepping on it) are actually quite similar - neither will blow your socks off. The difference between the two can really be felt when you step on the gas a little harder, especially getting into "passing" gears. The Hemi hits very hard when you get it above, say, 27/2800 RPMs, and then another level in the mid-3000 range. I've only had it above 4000 a couple of times, and oh my, it hauls balls. I accidently made the tires squeal on dry pavement during my test drive when I put the pedal to the floor (that was fun)
I would also add that the Dodge steers smoother and easier, and rides better than the Chevy did. I live in the Dallas area, and I have to encounter a fair number of bad roads and potholes. The Chevy was very stiff and I always felt like I was tearing the hell out of my truck, but the Dodge does a very good job of soaking up the bad stuff. Not as good as a car, or a 2wd truck, mind you, but for a tall-standing, heavy 4wd truck, it does quite well.
The Hemi is louder than the Chevy was (I had no aftermarket pipes on it), both idling and on the road, but I like the exhaust on the Hemi, so it really doesn't bother me at all. Nice throaty sound.
The Chevy also had a fair number of rattles and squeaks, but the Dodge seems to be very nice and tight at this point. I'm sure it will develop something, but I've already got 3500 miles on it, and nothing to speak of yet.
Sorry for the long note. I'm very happy at this point and have no buyer's remorse.
Hi scott, I also live in the DFW Metroplex and have been looking at the 4wd Hemi 2500. Which dealer did you choose, and what kind of deal did you get, if you don't mind my asking. I looked at one with a sticker of 37,010 and they priced it to me for 32,700. It was also the color I like, the light almond pearl. It was a Larime pkg with everything except heated seats...sound fair?
That is a really good price, especially for one already in stock. I had to order mine (same package you're looking at), so I got a deal for just a little over invoice (which sounds around where yours is). I got mine from Frisco Dodge. If you have any interest in visiting them, I'll give you the saleman's name. I have bought a lot of vehicles in the past 10 years, and this was my best buying experience.
I added a few things (at the dealer and at cost) to mine which really make the truck standout. The sports grill and bug guard, bed rails, nerf bars, tinted front windows (the rear are already tinted), and bedliner. If you can't tell already, I highly recommend this truck
Thanks for the info Scott. All I'm waiting for is to see what they offer on my 99 GMC AWD Suburban SLT. It's been a great truck for 52,000 miles, but I need a real truck to pull my enclosed 24 foot Pace trailer... OfficeOz
of your trailer I hope to get an enclosed trailer sometime this year. I race ATVs and want to get a nice enclosed trailer to hold all my gear, tools, parts, and quad of course. 24 foot is pretty good size. The Hemi will work nicely Good luck and report back.
Okay. I finally received my 2003 Dakota service manual and have been comparing the 545RFE internals to the "RE" and FWD units.
Chrysler does use a similar design philosophy in all three, that being those components that transfer power from the input to the output. This is what Chrysler refers to as the "centerline." However, there are numerous differences between all three, and the 545RFE is significantly different in centerline architecture from the other two.
Besides the fact that the FWD and RE series use bands, drums, and planetary gears sets, they contain front, rear, overrunning, and overdrive clutch packs. On the 46RE, there are three front clutches, four rear clutches, and two overdrive clutches.
The 545RFE does not use bands or drums. It has seven separate clutch systems: Low/reverse, input (underdrive), 2C, 4C, overrunning, overdrive, and torque converter. There are six low/reverse clutches, four input clutches, two 2C clutches, and three 4C clutches. The valve body is completely different. It utilizes a "Transmission Solenoid/TRS Assembly" that contains six solenoids that control fluid pressures to the 7 clutch systems. The valve body has 6 accumulators, compared to two on the FWD and three on the RE series.
The pump systems are completely different. The RE series pump is a constant-flow gerator style while the RFE uses a multiple gear-type pump. The RFE is a two-stage design with electronic pressure control that has twice the margin to provide increased flow and pressures when the transmission requires it. This ensures adequate flow and pressures at very low temperatures or other conditions, such as highly sheared, oxidized, or expended fluid or an internal leak. The RFE also has a dual filter element, one on the pick-up side and another for the pump return. The RFE utilizes more parallel feeds for independent lubrication of various hydraulic circuits. The cooler circuits are also independent which ensure ample fluid flow even if the transmission cooler is partially obstructed.
The RFE incorporates a damper on the "high travel" torque converter that allows earlier engagement and reduces slippage. High-force needle bearings, instead of ball or rollers, are used extensively to reduce internal friction and load forces. The case itself is thicker and incorporates stiffening ribs to reduce noise transmission and torsional twisting under peak load situations.
thanks for the info...but are you sure the 41te and 42le fwd electronic automatics have "bands". i was under the impression they did not. i always suspected the 3 speed fwd hydraulic units did, but not the 4speed electronic trannies.
Boy, that was poorly written, wasn't it! That's the problem with word processing.
You are correct, the UltraDrive series does not utilize bands. The basic design philosophy is the same with the 545RFE, although the piece-parts are totally different. There are things in the UltraDrive that I don't see in the RFE, like a "transfer shaft" and a "rear carrier assembly," and as mentioned before the valve body and pressure control systems are totally different as well. So one needs to qualify the kinship between the two.
Comparatively, the 545RFE is a much larger, heartier execution of a similar design. The better way, in my opinion, would be to say that the 545RFE uses a modified TorqueFlite centerline design with completely new and different adaptive and pressure control systems.
I finally got to drive a 1500 2wd QC with the hemi. I had driven a 2500 2wd QC and was not overly impressed (had to test the new hemi before they were in half tons). My second drive was in a 1500 4x4 QC. That drive was impressive. It had the 20" tires and anti-spin but would still chirp the tires and launch hard. My day finally came to test drive the 1500 2wd QC. It was a basic SLT with 17" tires. After it warmed up I punched it from a standstill. This truck, unlike the others, had no lag in the throttle. Within a second the speedo was reading 45 and smoke was billowing from the right rear tire. I let off the accelerator immediately and realized the truck had gone nowhere! In another test at 30 mph it was punched and again it broke the tires loose and did not regain traction until 45mph! The last test was to merge onto the interstate. With a slightly winding onramp it was eased into until 45mph then floored. It was quick, and then a small bump at 60mph caused the rear end to "chirp" the tires. I kept it in the floor and the next thing I know its at 90mph! Upon returning to the dealer I let him know it was takin thru the paces. I was pretty much sold on the Hemi after that. But I would only buy one on two conditions. 1. needs anti-spin rear end 2. opted for the 20" tires. I am now the new owner of an 03 Hemi 1500 QC 2wd. And yes the tires and anti-spin calm this truck down. It now just hooks up and goes with a little chirp. This truck also has the "throttle lag" that has been talked about before. I don't know if the one I drove had a defect, but the throttle on it never lagged. The only difference was it had 50 miles and all the others that I've driven had 10-20. On the last note going out to roast the tires was not the points I was looking for. I was wanting a little more get up and go than my 4.7 had and NONE of the Hemi's I previously drove had done that. I went with the anti-spin and 20" tires to quell the beast!
I had possted earlier that I was looking at the 2500 Hemi QC pickup, and had driven a 4wd Laramie version. I had put off purchasing until I could get more info, and also to get the spouse a new vehicle. Since she works, and I'm retired, I kinda felt I needed to take care of her needs first, since her 99 Buick Regal GS had reached 66,000 miles, and she wanted a small SUV. Fixed that over the weekend by trading in on a Mazda Tribute ES with lux pkg and cold pkg, and a few other minor options. So now I am seriously looking. Does anyone have enough miles on their two or 4 wd, 1500 or 2500 to get an idea of what to expect in fuel mileage? I know it is silly toworry about such things on these kinds of vehicles, but the Suburban has been pretty good, averagiing 14/15 city, 19/21 highway, and that's with the electronic 4wd option. If the Hemi will get close to that, I'm pretty much convinced that a Dodge will be parked in my garage within the next few weeks... To Scotthemi: I use the Pace enclosed trailer to haul a Neon race car to and from SCCA events. Originally purchased it to haul a 65 Mustang GT 350 look-a-like race car, but sold it a few months ago... officeroz..
So far, the mileage I'm getting on my 2500 4x4 hemi would not cause you great excitement. I'm getting 12 city and up to 15 highway. I've already got 4k miles, so I don't know that I'll see much more improvement, but I do drive a lot of heavy Dallas traffic, and I'm being somewhat heavy-footed to try and "train" my transmission to be a little on the sporty side.
I would be willing to bet that the 1500 hemi will get a lot better mileage just due to the weight, but I'm just guessing.
Re: your trailer. Were you happy with the Pace brand? That's certainly a brand I'm looking at, although a much shorter one that what you had Probably 14-16 feet or so.
Scotthemi, thanks for the update on fuel mileage. I may revise my specs to just two wheel drive, with a limited slip rear... Yeah, I have been happy with the Pace, purchased new in 99. It has required little maintenance, and has hauled cross country a couple of times. I take it to Topeka every year in September to the SCCA Solo 11 Nationals where it serves as a trailer to get the car up there, and a command post for paddock chief. Purchased in Ft.Worth at C&S. They have them in several sizes... officeroz
As a previous owner of a '70 Hemi Challenger, I was excited to hear that Dodge was putting the 5.7 in the 1500. I'm hoping to order one soon.
Since I will be servicing the truck myself...has anyone out there been under the hood yet to check things out? It looks like the air filter set-up will be easier to service than on earlier models. The spark plugs on the left side of the motor and to the back look like they will be difficult to get to, considering that the dual plugs are set down into the valve cover/heads. How about changing the oil? The filter appears to be at the front of the motor and should be easy to aces s. It surely won't be as bad as the '91 Dakota w/318 motor...the oil filter was difficult to get to and even more difficult to remove and install.
I will be using my truck for work. Does anyone know if the SLT package can be orderd without carpeting? Vinyl flooring is available on the ST and it's the way to go when you're in and out of the truck in muddy conditions.
You could order a ST with the Hemi, but I don't think you can delete the carpeting from a SLT. You's have to either pull it out or just get one of those big rubber catch all mats they sell. Dodge even sells rubber slush mats from the accessory catalog for a retail of $83 for the front. I don't know about any the maintenance items, I'm still waiting on my Ram to arrive!
over the weekend to let me know he bought a Hemi! He had been looking at new Chevy's and I mentioned the Hemi being available in a 1/2 ton so he went looking. (IL., west of Chicago) He bought a "Sleeper". Not sure if it's an SL, but he said it was a pretty basic SWB Reg. cab 2wd.....with the HEMI! Yowza...wish he lived closer.
Well I finally got my new Hemi Ram. It is a 2wd, 1500, Quad cab. It is a pretty loaded out black SLT with the sport package, tow package, permimum power seat with fold flat storage, SXT group, 4 wheel abs, 3.92 gears and limited slip, tonneau cover, leather wheel, rear slider, and power adjustable pedals. The MSRP was $31,360 but after all discounts and rebates it ended up being $25,492 total, out the door, price. It's much better then I hoped it would be. I thought the 2wd would sit a little lower, but it's still quite a big step up to get in for my wife. I think we'll have to get some side steps of some kind. The power is great. This things weighs 1000 pounds more then our Dakota R/T did. Over the same distance on the same stretch of road, the R/T acheived about 82 MPH from a stop, the Ram equaled that. And that was on a fresh motor with only the crappy 87 octain the dealer fills new trucks up with. It is supposed to run 89 octain or the computer will cut back on the power. The brakes are amazing as well. I used to think pretty much brakes are brakes, but not anymore.
I purchased a 2500 SLT 4x4 Hemi on Tuesday and by Thursday I had 193 miles on it and a blown transmission. I was stopping at a stop light and I heard a big bang from the engine compartment and the truck stalled. I said "what the f#ck was that". After a few times trying to start the truck it was driveable but the engine stayed on.
I took it to the dealer and they don't know too much about the new hemi design and the tranny so they called Detroit for some help. Detroit gave them some things to try but it didn't work so they called Detroit AGAIN and they told them something else to try. No luck yet.
My service mgr. said Detroit was "excited" about the problem because it would give them a chance to troubleshoot different ideas...lucky me.
I told the service mgr. to just get the truck fixed that i didn't want to be a test case. And, to top things off the dealership is giving me a hard time about a loaner vehicle.
I have a black 4door 2500 miles, washed it recently and noticed alot of chips in the paint under both doors, hood, sides I feel more than normal. I had the dealer put flaps on it but is not helping. Also seeing rust dots on front bumper and chrome around grill is lifting. It just came out of the shop for heating problem, blend door broke in dash was down for aweek, no parts. Going to call dealer tomorrow, see what they say. Anyone else having paint problems? Other than all this, love the truck.
>>My service mgr. said Detroit was "excited" about the problem because it would give them a chance to troubleshoot different ideas...lucky me. I told the service mgr. to just get the truck fixed that i didn't want to be a test case. And, to top things off the dealership is giving me a hard time about a loaner vehicle.<<
Fireman,
The 545RFE transmission in your vehicle was first introduced in 1998. There have been so few problems or failures that I'm not surprised that some shops have never had a chance to do any serious troubleshooting or repair on one. That's the case with my dealer. The tranny guy told me that they had a failure on a used Grand Cherokee. when the transmission developed a problem, Chrysler told them to just replace it. So he's yet to take one apart for repair.
Comments
That's interesting that the 545RFE transmission is a FWD derivative. I've had a chance to look closely at the transmission in mine and compared to a friends older RAM 360. The "RFE" looks physically larger. It does have a different pan configuration. I wouldn't think they'd need a 435 lb. ft. capable transmission in a FWD platform, unless they intend on a north-south engine arrangement. The "RFE" case is definitely designed for RWD.
I think the ATF that's specified for the 545RFE is ATF+4. Does anybody know if someone makes a synthetic replacement for this fluid? The local auto parts stores here only carry a Chrysler 7176 fluid, and I don't think they're the same.
Dusty
i think atf+4 is fully synthetic.
as for the RFE series...i used to "converse" regularly with a jeep tech and he said to me that the internal parts of the RFE series have quite a bit in common with the 42LE tranny in the LH cars. the tranny in the LH cars is a slightly different design vs most front drivers given the engine layout being logitudinal. but overall the basic design is quite similar. anyway, given chryslers history with the fwd automatics, it is a bit scarey to think they've adopted this design to the rwd trucks...hopefully they have indeed worked out all the kinks!
What was not common problems were those related to the durability of the pump, planetary gear sets, clutches, and output/overdrive mechanicals. Basically, these are very strong units plaqued by component quality related specifically to the solenoid shift assembly, and inadequate machining processes. In addition, this was technically a transaxle. As common with transaxles, the transmission fluid and differential mechanicals shared the same lubricant. This is not the best situation for any transmission since transaxle lubricants become contaminated and oxidize sooner, and are exposed to heat and shearing conditions not normally realized in a rwd transmission design.
Chrysler has made numerous changes since the A604 was first introduced and fleets are seeing far less trouble than years ago. Chrysler has introduced several upgrades that are downward compatible with the older units. In 1992, the nomenclature for Ultradrive was changed to 41TE.
One should be careful not to use a broad brush about Chrysler ATs. The 3-speed A412, 413 and variant FWD transmission series, however, was an extremely durable unit. In fact, they used the entire centerline mechanical power train design from the RWD A704 TorqueFlite series. Shift control was mechanical with electronic converter lock-up control. My company had these in various Chrysler FWD cars during the late '80 and '90s. These proved much more reliable than the Ford, and especially the GM 3-speed counterparts of the era. When these transaxles did develop a problem, it was usually output axle shaft seal failures or internal axle bearings at high mileage. The transmissions themselves were rarely a problem.
Regards,
Dusty
This trucks is very pleasant to drive and ride in. Actually, I've put over 3000 miles in these two weeks for holiday driving, so I'm pretty comfortable with what I'm reporting. I traded a 2000 Silverado 2500 LT, so the packages are very similar. The leather seats are much more pleasing than the Chevy. They are more of a matte finish, versus the glossy on the Chevy. Oddly, the same goes for the dash, which I find much more appealing on the Dodge.
I love the features they've added for storage (under the front middle seat and under the rear seats). Also, the flat storage area when folding up the rear seats is fantastic. My dog loved traveling on that much better
As for the motor. The acceleration is exactly what other people have reported. The shifting is ultra-smooth, and it's hard to tell how fast you're really moving. However, when you step on the gas a bit and allow it to downshift and get into higher RPMs, and it is quite impressive. I mean VERY impressive. It really pulls hard when you ask it to. It cruises at 70mph at about 1900 RPMs, which is very nice for noise and I suspect fuel comsumption.
I have been running 89 octane as recommended, and am getting 13 in the city, and got as much as 15.1 on the road, and supposedly this will improve after about 4 or 5 thousand miles. My Chevy was extrememly difficult to get 13 on the road, and rarely got over 11 in town. I'm sure the octane difference (I ran 87 in the Chevy) will account for some of the difference in mileage, but I don't know how significant it will be.
The interior is much tighter and doesn't have any rattles and squeaks yet, which all my Chevy's have had in the past. I'm not intending to diss Chevy, because they build a great truck, but Dodge has gotten a lot of things right with this one.
Scott
i should have specified that i meant fwd "electronic" automatics when i was referrring to the multitude of tranny problems chrysler had from about late '88 to the early '90s.
one other problem with the 41te (a604) in particular was that the differential spider gears (i think i got that right) were rather weak and it didn't take much abuse to send them flying through the tranny case. supposedly this was a problem mainly with the minivans and really wasn't fixed until about '99 when the diff in the 41te was substantially upgraded. the 42le didn't share that problem because its diff was much stronger and setup differently. but, nonetheless the 41te and 42le have many similar components, diffs aside.
btw, the limp home mode software is still inherent with the 5-45rfe, isn't it??
I'm not sure. I think so. I know if the IOD fuse opens the transmission defaults to 2nd gear if in the "drive' selection. However manually shifting the transmission selector from 1st, 2nd, 3rd will shift the transmission through those gears. You will not have 4th or 5th, though.
I know that some older Chrysler cars with the UltraDrive transmission had a "Limp" mode light on the instrument cluster. According to the owners manual with my 2003 Dakota, no such lamp exists. However, I've been told that you can tell when a Dodge truck transmission is in the default or limp-in mode when the transmission gear position lamp does not illuminate (this is the yellow box that surrounds the P R N D 2 1 characters when in those positions).
I managed to bend a couple of ears at my dealer's this morning. The parts counter guys and the transmission tech said that the 545RFE transmission is only similar in design to the FWD 4-speed electronic versions in the basic power transfer, or centerline, architecture. It sounds to me like Chrysler basically still uses the TorqueFlite main power centerline architecture in all of their transmissions. (This makes sense when you think about it.) Of course, older hydraulic TorqueFlites used bands, drums and servos. The newer electronic versions do not use bands, but instead use shift solenoids to operate the clutches.
I was told that the clutches are much larger and there are more of them in the 545RFE. The valve body and pan configuration is also much different. The parts counter guy pulled the 545RFE and the 42LE parts drawings up on his computer. We couldn't find anything that was remotely similar, at least by my eye. There were no part numbers that appeared to be the same of the 15 or so that we checked. The shift solenoids are completely different. The valve bodies are much larger and completely different as well.
As I've been told by others, problems with the mechanicals in the RFE are extremely rare, and I was told that since Dodge has been using them in trucks there have been no complete failures experienced at this dealership. In fact, they said they've never had to "unscrew one from an engine." The transmission tech here has 14 years experience on Chrylser alone, and he stated that -- so far -- its been the most "bulletproof" transmission he's ever seen. What few problems they've had apparently were related to shift pattern software and were fixed by PCM flashes.
FWIW, I was also told that ATF+4 has replaced the +2, +3, and the 7176 and that the newer fluid is "more synthetic" and "flows better at lower temperatures."
Dusty
thanks for the info...i've never seen the internals of the trannies we've been talking about...just going on what a jeep tech once told me about the particular units...he is a guy who knows his stuff and i had no reason to doubt him.
erikheiker,
it has been reported that dodge will offer a full time transfer case option in the '04 trucks...
One thing I could never understand is why Dodge has been so reluctant to go to an electronically switched transfer case. I have talked to a couple of people who actually prefer the manual shift lever on the floor, but it just seems cumbersome and inconvenient. I like the way the 4WD system operates in my daughter's Explorer, or for that matter on the newer Dakota's. Just a twist of a switch.
Dusty
He may have been talking in generalities since the way the power transfer system operates in the two different transmissions does look to be the same basic architecture. The 545RFE uses a different and much larger componentry. Heck, when I looked at the parts drawings from a '70s vintage A904 and the 34RH, they looked almost identical to me, although I'm sure there were minor differences.
Dusty
There's been some information on the web and at least one fairly in-depth article on the 5.7 in a auto magazine (sorry, can't remember which one. It's at the barbershop!). One thing that I do remember is that the 5.7 hemi produces just over 300 lb. ft. of torque at idle speed and max's at 375 at rated speed.
Dusty
Dusty
Trailer Tow Package
Hemi 5.7 Yahoooo
Automatic Transmission 45RFE
Off Rode Package
Security Package
Infinity Sound Package w/steering wheel controls
Sliding Rear Window
I pulled off the lot and the looks were incredible the engine is excellent and sounds great. Pulled up next to a Ford 1/2 ton 4x4 off rode package and was looking down on the driver same for the Chevy. I found both drivers looking at the HEMI tag on the front panel. This is by far the best handling vehicle I have ever driven.
Smooth throaty acceleration. Staunch and bold looks. Dodge didn't pass the competition it blew right past them. Just like back in the 60's when the Hemi was banned from competition because nothing could touch it. I'm looking forward to placing a header package and other goodies on this truck to put it over well over 400hp. See you on the rode and hats off to the men and women in St. Louis who built this truck, albiet my home town of Warren Michigan get's to build the quad cab.
Also for you Dakota fans the Hemi will be available in 2004 news from my best friend in the Dodge test plant.
But for room, comfort, and reliability I'll take the 1500 anyday.
Thanks
The more aggressive, or impatient a driver you are, the more fuel your vehicle is going to use. This is non-linearally compounded as you increase available horsepower. The laws of physics will prevail.
I'm not sure what you were expecting, but some of the people I know with F250s and C-K2500 series trucks are not getting any better than you are right now. In fact, I know someone with a Silverado HD 6.0 that wishes he could get 12.8 MPG!
Good luck with your new truck.
Dusty
Also, Dusty is right on the money. I could rarely get better than 11 in my Silverado 6.0 that I traded for this Hemi.
I'm sure it will get better, but it won't be the same as a 1/2 ton, I'm sure.
Thanks again I Appreciate it!
would be interested in hearing your opinions on the hemi powertrain vs the 6.0 gm engine/powertrain. got any input to throw out there? thanks...
I almost hate to say this without fear of retribution, but my wife drives a BMW X-5 (and previously drove a 323i), and this Dodge tranny shifts about as smooth as the BMW does.
I find that regular take-offs (not stepping on it) are actually quite similar - neither will blow your socks off. The difference between the two can really be felt when you step on the gas a little harder, especially getting into "passing" gears. The Hemi hits very hard when you get it above, say, 27/2800 RPMs, and then another level in the mid-3000 range. I've only had it above 4000 a couple of times, and oh my, it hauls balls. I accidently made the tires squeal on dry pavement during my test drive when I put the pedal to the floor
I would also add that the Dodge steers smoother and easier, and rides better than the Chevy did. I live in the Dallas area, and I have to encounter a fair number of bad roads and potholes. The Chevy was very stiff and I always felt like I was tearing the hell out of my truck, but the Dodge does a very good job of soaking up the bad stuff. Not as good as a car, or a 2wd truck, mind you, but for a tall-standing, heavy 4wd truck, it does quite well.
The Hemi is louder than the Chevy was (I had no aftermarket pipes on it), both idling and on the road, but I like the exhaust on the Hemi, so it really doesn't bother me at all. Nice throaty sound.
The Chevy also had a fair number of rattles and squeaks, but the Dodge seems to be very nice and tight at this point. I'm sure it will develop something, but I've already got 3500 miles on it, and nothing to speak of yet.
Sorry for the long note. I'm very happy at this point and have no buyer's remorse.
I added a few things (at the dealer and at cost) to mine which really make the truck standout. The sports grill and bug guard, bed rails, nerf bars, tinted front windows (the rear are already tinted), and bedliner. If you can't tell already, I highly recommend this truck
OfficeOz
Chrysler does use a similar design philosophy in all three, that being those components that transfer power from the input to the output. This is what Chrysler refers to as the "centerline." However, there are numerous differences between all three, and the 545RFE is significantly different in centerline architecture from the other two.
Besides the fact that the FWD and RE series use bands, drums, and planetary gears sets, they contain front, rear, overrunning, and overdrive clutch packs. On the 46RE, there are three front clutches, four rear clutches, and two overdrive clutches.
The 545RFE does not use bands or drums. It has seven separate clutch systems: Low/reverse, input (underdrive), 2C, 4C, overrunning, overdrive, and torque converter. There are six low/reverse clutches, four input clutches, two 2C clutches, and three 4C clutches. The valve body is completely different. It utilizes a "Transmission Solenoid/TRS Assembly" that contains six solenoids that control fluid pressures to the 7 clutch systems. The valve body has 6 accumulators, compared to two on the FWD and three on the RE series.
The pump systems are completely different. The RE series pump is a constant-flow gerator style while the RFE uses a multiple gear-type pump. The RFE is a two-stage design with electronic pressure control that has twice the margin to provide increased flow and pressures when the transmission requires it. This ensures adequate flow and pressures at very low temperatures or other conditions, such as highly sheared, oxidized, or expended fluid or an internal leak. The RFE also has a dual filter element, one on the pick-up side and another for the pump return. The RFE utilizes more parallel feeds for independent lubrication of various hydraulic circuits. The cooler circuits are also independent which ensure ample fluid flow even if the transmission cooler is partially obstructed.
The RFE incorporates a damper on the "high travel" torque converter that allows earlier engagement and reduces slippage. High-force needle bearings, instead of ball or rollers, are used extensively to reduce internal friction and load forces. The case itself is thicker and incorporates stiffening ribs to reduce noise transmission and torsional twisting under peak load situations.
Regards,
Dusty
thanks for the info...but are you sure the 41te and 42le fwd electronic automatics have "bands". i was under the impression they did not. i always suspected the 3 speed fwd hydraulic units did, but not the 4speed electronic trannies.
You are correct, the UltraDrive series does not utilize bands. The basic design philosophy is the same with the 545RFE, although the piece-parts are totally different. There are things in the UltraDrive that I don't see in the RFE, like a "transfer shaft" and a "rear carrier assembly," and as mentioned before the valve body and pressure control systems are totally different as well. So one needs to qualify the kinship between the two.
Comparatively, the 545RFE is a much larger, heartier execution of a similar design. The better way, in my opinion, would be to say that the 545RFE uses a modified TorqueFlite centerline design with completely new and different adaptive and pressure control systems.
Dusty
My day finally came to test drive the 1500 2wd QC. It was a basic SLT with 17" tires. After it warmed up I punched it from a standstill. This truck, unlike the others, had no lag in the throttle. Within a second the speedo was reading 45 and smoke was billowing from the right rear tire. I let off the accelerator immediately and realized the truck had gone nowhere!
In another test at 30 mph it was punched and again it broke the tires loose and did not regain traction until 45mph!
The last test was to merge onto the interstate. With a slightly winding onramp it was eased into until 45mph then floored. It was quick, and then a small bump at 60mph caused the rear end to "chirp" the tires. I kept it in the floor and the next thing I know its at 90mph!
Upon returning to the dealer I let him know it was takin thru the paces. I was pretty much sold on the Hemi after that. But I would only buy one on two conditions. 1. needs anti-spin rear end 2. opted for the 20" tires.
I am now the new owner of an 03 Hemi 1500 QC 2wd. And yes the tires and anti-spin calm this truck down. It now just hooks up and goes with a little chirp. This truck also has the "throttle lag" that has been talked about before. I don't know if the one I drove had a defect, but the throttle on it never lagged. The only difference was it had 50 miles and all the others that I've driven had 10-20.
On the last note going out to roast the tires was not the points I was looking for. I was wanting a little more get up and go than my 4.7 had and NONE of the Hemi's I previously drove had done that. I went with the anti-spin and 20" tires to quell the beast!
Tribute ES with lux pkg and cold pkg, and a few other minor options. So now I am seriously looking. Does anyone have enough miles on their two or 4 wd, 1500 or 2500 to get an idea of what to expect in fuel mileage? I know it is silly toworry about such things on these kinds of vehicles, but the Suburban has been pretty good, averagiing 14/15 city, 19/21 highway, and that's with the electronic 4wd option. If the Hemi will get close to that, I'm pretty much convinced that a Dodge will be parked in my garage within the next few weeks...
To Scotthemi: I use the Pace enclosed trailer to haul a Neon race car to and from SCCA events. Originally purchased it to haul a 65 Mustang GT 350 look-a-like race car, but sold it a few months ago...
officeroz..
I would be willing to bet that the 1500 hemi will get a lot better mileage just due to the weight, but I'm just guessing.
Re: your trailer. Were you happy with the Pace brand? That's certainly a brand I'm looking at, although a much shorter one that what you had
Yeah, I have been happy with the Pace, purchased new in 99. It has required little maintenance, and has hauled cross country a couple of times. I take it to Topeka every year in September to the SCCA Solo 11 Nationals where it serves as a trailer to get the car up there, and a command post for paddock chief. Purchased in Ft.Worth at C&S. They have them in several sizes...
officeroz
Since I will be servicing the truck myself...has anyone out there been under the hood yet to check things out? It looks like the air filter set-up will be easier to service than on earlier models. The spark plugs on the left side of the motor and to the back look like they will be difficult to get to, considering that the dual plugs are set down into the valve cover/heads. How about changing the oil? The filter appears to be at the front of the motor and should be easy to aces s. It surely won't be as bad as the '91 Dakota w/318 motor...the oil filter was difficult to get to and even more difficult to remove and install.
I will be using my truck for work. Does anyone know if the SLT package can be orderd without carpeting? Vinyl flooring is available on the ST and it's the way to go when you're in and out of the truck in muddy conditions.
Also, don't know if it's been posted yet, but here's some engineering info on the 5.7 Hemi from Ward's AutoWorld...
http://waw.wardsauto.com/ar/auto_hemis_back_dcs/index.htm
I took it to the dealer and they don't know too much about the new hemi design and the tranny so they called Detroit for some help. Detroit gave them some things to try but it didn't work so they called Detroit AGAIN and they told them something else to try. No luck yet.
My service mgr. said Detroit was "excited" about the problem because it would give them a chance to troubleshoot different ideas...lucky me.
I told the service mgr. to just get the truck fixed that i didn't want to be a test case. And, to top things off the dealership is giving me a hard time about a loaner vehicle.
I told the service mgr. to just get the truck fixed that i didn't want to be a test case. And, to top things off the dealership is giving me a hard time about a loaner vehicle.<<
Fireman,
The 545RFE transmission in your vehicle was first introduced in 1998. There have been so few problems or failures that I'm not surprised that some shops have never had a chance to do any serious troubleshooting or repair on one. That's the case with my dealer. The tranny guy told me that they had a failure on a used Grand Cherokee. when the transmission developed a problem, Chrysler told them to just replace it. So he's yet to take one apart for repair.
Regards,
Dusty