Absolutely NOT true, go to www.cummins.com and read the FAQ. Ford owns NO part of cummins, nor do they own any part of Navistar (Who builds the powerstroke) but they do have a contract with Navistar until 2012.
starting some time in january dodge is offering another version of the 5.9l cummins. it has 325hp and 600 lb/ft of torque and will be called the cummins 600. what is currently now the HO cummins will remain at the same output levels. and the now standard cummins is going bye bye.
the 48RE is the only automatic tranny available with the 600 and HO cummins. and it is a dodge tranny.
What is the general thoughts on the 48RE Tranny for the HO engines. I see that it is a 4 spd vs Ford and Chevy 5 spd trannys. Isnt the 48 RE the same tranny that they have been using? So what did they do, just beef it us to handle the HO engine?? Has anyone driven the trucks with then new tranny? Thanks
Unfortunately I cannot give you a lot of information relating directly to how this transmission operates behind the current diesel. But I can give you some details on construction.
The current "RE" series is based on the original A904 or A727 automatics that Chrysler has been building since the 1960s. The A904 is the predecessor to the 41RE, 42RE, 43RE, and 44RE. These are slightly smaller versions of the older A727. The A727 is the predecessor to the 45RE, 46RE, 47RE, and 48RE.
As in all of the current rear-wheel drive transmissions of this lineage, the basic archetechure of the transmission power systems are the same, but indivual components are tailored to meet the requirements of the engine it is mated to. From model variant to other, things like torque converter diameter and vane design will vary, as well as the size and rating of various power transfer components and individual speed ratios. For example, on the 48RE, the input and output drive components are larger, clutch circumference is larger and the materials are different. These and other minute changes increase the torque handling capability to just over 800 pounds feet.
GUIDE TO CHRYSLER-BUILT AUTOMATIC TRANSMISSIONS
1st digit = number of forward speeds 2nd digit = approximate torque rating in lbs. ft. x100 1st letter = Only "R" in this series, meaning "rear-wheel drive" 2nd letter = "E" is electronic, "FE" is fully electronic
The exception is the newer 545RFE, where the first digit stands for the number of alternate forward speeds.
Thanks Dustyk. How do u feel about the 48re being only a 4 spd vs 5 spd of their competitors. I am going to buy a new truck before the end of the year and really like the Dodge but worry somewhat about that new tranny. I think Ford and Chevy put a lot of thought into theirs and looks like have really good trannys. I just hope that this isnt and interim tranny until they can get their good one on the market. Thanks
it'll be interesting to see dusty's repsonse to your questions about the 48RE.
anyway, my opinion and a wee bit of personal experience is that the RE series trannys have had some problems. whether or not those have been fixed i'm not sure. anyway, my leased '97 ram with 46RE tranny started eliciting a shrill sound upon backing up right before it went back off lease. don't know what the problem was as i didn't have time to check into it. my cousin's '00 cummins equipped ram with the 47RE tranny had a complete failure at just over 30k miles. it seems to me that something got lost in the translation from venerable 727 torqueflite to the RE series...? and, like you i'm a bit disappointed that dodge doesn't have a 5 speed automatic to compete with the allison and torqueshift trannies... however, word has it that new trannies are on the way...but prolly not to at least '05 ...
dusty,
the way dodged named the 5-45RFE is odd. the tranny actually has 6 forward ratios if you count the alternate second gear. i think the leading 5 stands for the 5th gear which is a second overdrive ratio. they should have just called it the 55RFE and been done with it!
Thanks emale, for ur inputs. I have a '99 cummins right now with 67K miles and no tranny problems, but I hear lots of them at the campgrounds i visit. I pull a 9500 5th wheel. I want to buy new truck to get the quiter ones with lots more torque/Hp. am looking at all three. Lots of pros and cons to ea. tough making decisions. I really like the looks of the Dodge. Does Dustyk have some inside info on Dodges? Thanks.
interesting you should mention campgrounds. the relative who had the trouble tows around a fifth wheel trailer. after her tranny blew up she started asking around and was surprised to hear how many folks in the campground have had or heard of trans troubles on dodge pickups. of course you have to take the "hearing" part with a grain of salt. but it sure does seem dodge has had some issues with the RE series automatics...
Son has a 2001 Ram 1500 4X4 with 108,000 miles. Recently noticed a loud hum under the floorboard. Mechanic said transfer case is cracked. Found 1 in a boneyard for $600. Anyone else had this problem? What could cause it? Not sure son has had gear boxes checked or refilled regularly - could that have caused it? What about tranny problems on these trucks? Heard they were a problem in earlier years - still a problem with 2001 model? Thanks
First, let's define "failure." For me the word failure means that some defect in the transmission inhibits the vehicle from moving either forward or reverse. I am not trying to make a quibble, but attempting to explain what I am about to say.
As previously noted, the current "RE" series are direct descendents from the A904 (smaller) and A727 (larger) 3-speed automatics. Those transmissions, if nothing else, were noted for their extreme robustness and reliability. The ratios were: A904 - 2.74, 1.54, 1.00; A727 - 2.45, 1.45, 1.00. Reverse was 2.21 in both. The A904 used a full-flowing 10.75 inch torque converter, the A727 a 12.250.
In the 1980s Chrysler updated the the A904 and A727 to incorporate an overdrive ratio. When this design was adopted Chrysler changed the nomenclature to (truck) A518 (A904) and A618 (A727). The design architechure essentially remained the same except for the addition of the overdrive, which was a 0.69 ratio. The A518 was used on sixes, the A618 on eights. The 1-3 ratios remained the same from A904-A727.
The overdrive system became a problem almost immediately, the primary reason being insufficient fluid flow to the overdrive output section. This was exacerbated by cold weather where fluid flow dropped as temperature dropped. This resulted in overheating of the overdrive components leading to burnt fluid, and if not detected in time, filter clogging, eventual cut-off of fluid flow disabling drive (loss of pump pressure), and/or clutch destruction.
Chrysler addressed the fluid flow problem by making a number of porting changes, although in extremely cold climate operation the A618, used on the V8 trucks, continued to have a higher than average transmission repair rate. The main problem was the fact that Chrysler did not provide for disabling the cut-in of the overdrive unit until the transmission reached a high enough temperature to permit sufficient oil flow. This was especially critical for vehicles operated in hilly country or pulling increased loads.
Chrysler later adopted electronic shift control to the A618. This basically uses a engine control computer and/or a transmission control computer to regulate shifts. The advantage was the elimination of hydraulic control circuits that were very susceptible to fluid condition (dirt, oxidation). At this time the nomenclature was changed and all rear-wheel drive transmissions were designated as the "R" series with the "E" added after the "R" designating the transmission control as electronic. Meanwhile, the A518 was given the "RH" designation, the "H" stood for hydraulic control.
With the advent of electronic controls the new "RE" series experienced a new set of problems, which I might add, also proving to be a problem for Ford and GM (more so GM). The electronic shift components are basically a bank of solenoids that open and close various valve-body circuits to energize various clutches for controlling shifts. These had a number of component quality issues mostly at long term. As the solenoids aged the constant exposure to changing magnetic flux at the plungers caused the solenoids to become magnetized and become intermittent, or fail completely. In addition, corroded terminals proved to be a problem as vehicles aged, causing similar problems. The "RH" versions continued in six cylinder models as very reliable units.
In 1998 all Chrysler "R" series transmissions received a major redesign. The overdrive components benefitted from increased oil flow again, as well as increased capacity of the front and rear pumps. Seals were upgraded, and gaskets eliminated replaced by liquid sealant materials. The solenoid components were upgraded and the transmission received a completely new valve-body design.
Most of the problems after 1998 have been attributed to use of the wrong ATF. Since the 1970s Chrysler has always stipulated its own own ATF for Chrysler-built transmissions, but allowed use of Dexron, and later Dexron/Mercon. If you look at early Dodge service manuals, you will note that except for extreme duty, the A727 was a "fill-for-life" transmission, meaning you never had to drain or change the ATF. The caveat was, however, that once the original fluid was drained, regular interval changes were required.
Today I don't believe that the Dodge transmission is any more failure prone than those from Ford or GM. In fact, the 4LE60 and 4LE80 GM transmissions have a worse record, in my opinion, and are especially noted for input shaft and sun gears breaking, something that you'll almost never hear about on a Dodge. And, they still have shift solenoid problems, too. Fords seem to have a plethera of seal-related issues, especially the input shaft seal and front pump seals. And the much bally-hooed Allison seems to have reoccuring noise and shift problems.
On the "RE" series the most common problems are attributable to transmission fluid. All Dodge transmissions now require ATF+4, a partially synthetic fluid which contains a friction modifier and high pour-point depressants (to lower the low temperature flowability). Yes, I'm sure you will see some sticky solenoids still, and the terminals -- now with improved weather sealing design -- might still be a problem. Chrysler now provides electronic engagement of the overdrive unit, which is disabled until a certain operating temperature is reached.
What you typically don't see, from what I have gleaned from AT technicians, is clutch wear or other heavy components requiring a serious or expensive rebuild. Now, when a person starts to have a shift problem the most likely cause is solenoids, but you will find a lot of people that have had a "failure" on Dodge trucks -- especially those prior to 1999 -- that probably paid for a rebuild that wasn't necessary, or worse, even executed.
The 545RFE is a completely new design and so far has a stellar record.
Thanks Dustyk for this valuable tranny info. Do you work for Dodge or how do you come about all this great data? If I can get past this question of the Dodge tranny quality, I probably will buy Dodge. It has some nice attributs that I dont see on the Chevy or Ford. I know Ford has had a world of engine problems on their new 6.0. They may have them worked out by now but not sure. And, yes I've heard of the highly touted Allison tranny having lots of little problems. So what's a fellow to do, ha. Thanks to all for providing all this valuable info.
I have an '01 Cummins with this tranny and have zero problems at 130k miles. Fluid has never been changed (long story) and I don't intend to bother at this point. About 75% of the miles are pulling 8,000#-11,000#. Bought an '03 HO back around May but really wanted the six-speed this time. The 47RE seems to have held-up well for me, but I still prefer picking my own gears. I drove the Ford and GM automatics (as well as manuals) before buying this one. Even with the supposedley better five-speed autos, neither convinced me I wanted an automatic.
Very well written, and so factual. Cannot stress enough the importance of using Mopar ATF fluid only. I had a Plymouth Acclaim with the infamous "ultradrive". Bought it used and only had it for a couple months before the dreaded bumpshift. After having the plymouth dealer tell me $2,500 to fix, without looking at it (cause they were junk), I changed the tranny fluid with ATF3. Problem went away for a few months. I'm sure if I could have drained ALL the fluid it would have fixed it for good. I was only able to drain about a third out since I could not get to the torque converter drain plug. The interesting thing about this is how chrysler recommended service. In the owners manual it stated that Dexron could be used as a TEMPORARY replacement, but on the dipstick it said to use Dexron. Allpar.com has some good info on tranny "failures".
Anyway moral to this story is... do the scheduled maintenance on the trannys and ALWAYS use Mopar ATF.
No. I've never worked for Chrysler or any affiliate. What I have passed on to the forum is nothing more than knowledge gained through independent interest, although I was involved in a local research project dealing with automobile transmission reliability issues.
The automatic transmission you would get on a Cummins engine in the Dodge is either going to be the 47RE or the 48RE (new). The 545RFE is only used with the 4.7 (287) and Hemi motor.
I understand your hesitation, but let me offer this for you to think about. There is really no reliable or available data that's going to be able to put your mind completely at ease. The most often quoted source for reliablity data is Consumer Reports, and I will tell you that it is pitifully unreliable for reasons I'd be glad to discuss in another note.
There most certainly is no shame in trying to avoid design, assembly, or component quality issues. If you knew what the failure rate was, the type of failure, and the average cost, then you'd have the correct data to make an intelligent decision. The problem is you and I don't know how a vehicle was treated or maintained when anyone -- with any make -- tells you they had a transmission problem. Neither do we know exactly what failed or why. And the rate and cost data is practically non-existent.
We do know a few things. We know that not all Dodge automatic transmissions have hard failures and we know that not all Tundra transmissions are failure-free. Now think about those people that bought a Ford, a GM, or a Tundra because they wanted to avoid an issue with a Dodge and had a transmission problem anyway.
While one manufacturer may have an actual higher "failure' rate than another, that statistic only means something to someone thats going to buy a fleet of vehicles. One might say that, "Well, such-a-such make has more trouble." One make might have a 5% failure rate, another 10%. But when you go to the dealer's lot and find the truck you want with all of the equipment you want, you are going to buy that one specimen and you won't know if it one of those in that defect population, regardless what the defect rate is.
What I'm trying say is, its like rolling dice.
I think you will find that in the last five years the number of people reporting a transmission "failure" on a Dodge is much, much less than ten years ago. Consider, too, that you are always going to hear the most negative reports. And I know how this works. One Dodge guy has a transmission problem and ten Chevy and ten Ford lovers are going to exagerate it until the number is 100. Cutting down the other guys' metal is an unfortunate artifact of testosterone.
I think if you properly maintain a Cummins Dodge transmission and don't exceed the tow ratings your mathematical chances of having a problem out of warranty is no more higher than anything other make equally treated.
Perhaps I didn't help you, and if not I apologize. I know plunking down $30K+ is not like buying movie tickets, believe me.
Yep. Agree completely. The unfortunate A604 Ultra transmission, used in the minivans as well, is also part of the Dodge truck story. During the period when most everyone was having transmission problems -- and I mean Honda, too -- people were so sensitized by the reports of others that the belief that all Chrysler transmissions were bad became a self-fulfilling thing.
The 3-speed FWD units were as solid as a rock. And the "RH" series were too. Yet in typical human fashion, like we treat people of different genders, races, and religions based on the actions of a few, everything Chrysler was bad.
Funny you should mention that. I had a relative that was a regional chysler rep. Obviously he regularly saw the worst of everything, but also had a good observation on what he DIDN'T see in the repair garages. With his recommendation, my mother bought a '96 Caravan with the 4cyl and 3-speed auto. By 70k miles the top half of the engine was replaced, and around 80k miles the transmission internals crapped themselves. Luckily we had a little help and Chrysler picked up the tab on both components. Van now has around 150k miles and running like a top. But like you said above, it's like rolling dice. I know folks from about every make model that have had both perfect examples and what most would consider a lemon.
Some folks are also just lucky/unlucky about vehicles. I've owned and put a lot of miles on a lot of vehicles, and really have had very few problems. I know a girl that I don't think it would matter what she bought, it would break down regularly.
I really don't spend too much time thinking about reliability anymore. I think they're all pretty good and I just buy what I like the best these days. The Ram Cummins with the six-speed was my hands-down favorite for many reasons. If i HAD to have an auto for some reason, I might need to drive them all for a longer period and preferabley with a load on. I'd be more concerned about how well they shifted and moved the load compared to possible reliability. Regardless of the brand, it would only break-down on my once because I'd have one of the after-market upgrade kits put in the tranny and be done with it.
Bought a 2003 ram 2500HD with hemi and 5 speed auto. With 1900 miles on it it blew while towing my trailer (9000lbs). Trans tech said two gears shattered and that they have never seen such a problem before. Obviously I was not a happy camper and the dealership I bought it from bought it back and I traded for a 2500HD diesel HO.
There is no comparison for towing. The new one has been trouble free so far but, only has 5000 miles on it. Dustyk, thanks for all the trans info but one more question. I would like to add a trans temp gauge, any input on sender placement or if there is a way to tap into the computer temp signal?
Hmmm. You could simply sample the input signal from the current transmission temperature sensor, but you would need a circuit with an Op amp or other buffer. This would give you nothing more than a variable signal, meaning you wouldn't know what the actual temperature was.
The simplest way, I think, is to add a sensor at the ATF coolant line (probably the output side, or return) and an associated gauge. You probably could tap right into the tank in the radiator. With this method you would at least have a direct reading of temperature.
Maybe somebody's already done this in an easier manner.
Thanks to all for the valuable advise you've given me, I appreciate it. I spent most of yesterday and some of today in GM, Ford and Dodge dealers facilities talking with them. Between my wife and I, we have decided on the Dodge Cummins. One thing, the seats seemed to fit my wife's back better so that put us over the hump on decision making. I've always liked the looks. One thing I found, there's very little difference between the makes on price with comparable equipment. Now I'll just keep my fingers crossed that they did their home work on the trannys. Thanks again guys.
............I don't want to put a hex on you, but I think you'll find there are more Ford and GM transmissions failures than are normally mentioned. Let's face it, there are just more Chevy and Ford people out there that will naturally be very willing to repeat a sad Dodge transmission problem.
When I was screening the transmission shops I found that NONE of the manufacturers make perfect transmissions that are 100% reliable.
Best of luck with your decision and I hope you enjoy the new ride.
Tonight coming home from dinner my interior lights came on the door ajar light on the dash came on and the bonger was going off. Pulled to the side of the road turned off every thing and then things were OK until a few miles later things happen again , got home and turned every thing off but the interior lights would not turn off. Wiggled the steering wheel and open and closed the door and all was OK again.
Started the truck and just sat in the driveway lights off and all of a sudden the interior lights came on and the door ajar light flickered and came on. I could not get them to go out then all of a sudden things went out so I locked it up and came inside. Will take it to the dealer tomorrow..
Any Ideas as to the cause... other than the obvious a short . LOL
Thanks Tom
02 QC 2wd 4.7L SLT everything but leather with 32600 miles on her.
Just a guess, but it sure sounds like the switch that would let things know that the door is closed has gone haywire. I had kind of the opposite thing once. When the door opend the interior light would NOT come on, the door ajar light stayed dark, and the bonger definitely did not bong
Mine was simple, the switch wasn't bad, just had a bunch of crud that was keeping the button from opening up the switch when the door opened...
Well, it might be the switch, but I would suspect either a loose connection or a problem with the Central Timer Module (CTM).
Actually, the intregal door ajar switches are much more reliable than the older method of pin-actuated switch through the door frame. The intregal design is less susceptible to the effects of rust and water unless water is unusually forced into the latch mechanism.
Preformed the instrument cluster actuator test and got the code 66 00 which means that the door switches are either grounded or at voltage. This test is preformed by pushing the trip reset and holding it and turning the key to the on position . however after doing this it did not happen again today but when I got home I did the test again and got the same c-code 66 00 .
There is no mention of a BCM in the service manual. There is a FCM (front control module) which is connected to the PDC(Power Distribution center), a PCM ,TCM ,IPM But no BCM..
The door switches basically grounds a logic-level line when the door is open. This signal is fed to the Central Timer Module (CTM) and operates the Door Ajar LED.
When you have a door open does the "Door Ajar" LED illuminate?
You could have a problem on the instrument cluster, but because you hear the chimes I think you might have a door circuit or CTM problem.
Yes the door ajar led lights when a door is open. The goofy senerio goes like this: When all the doors are closed, truck running, head lights and fog lights on the door ajar led lights, the dome lights come on and the audio warning chime bongs, then the door locks re lock and some times this process is nonstop or just once. So the system acts like a door was opened with key left in the acc. position. No problem just don't want them tearing up the dash if they don't have to.
On my '95 5.2l it cranks much longer to start then it used to. It seems to be when the temperatures go down (when the engine is cold). If I crank it for a second, wait a second and crank again it starts right up. It has about 79k miles on it, and has new plugs. Haven't done the cap/rotor yet (mainly because it's in such a tight spot!). Everything else seems ok. It did this last winter, but stopped as soon as the temps stayed over 50. Any ideas?
There should be two circuits to the Central Timer Module, one for the drivers door, and the other for the passenger and rear doors (if you have a quad). Maybe the instrument panel fault code is telling you something specific that the service manual isn't.
This could be a faulty door sensor or a intermittent short to ground on any one of the door ajar sensor lines. It could be the CTM, too.
Since your RAM is very new I think its time for a dealer visit.
I think your '95 has single-point fuel injection. Is that correct?
Assuming so, there are a number of things that could cause this symptom:
1. The ignition components. You've already changed the plugs, but plugs wires, cap, and rotor should be replaced at your mileage.
2. The Idle Speed Motor in the throttlebody may be lazy or inoperative. This raises the idle speed for initial and cold starts.
3. The Idle Enrichment port in the throttlebody may be dirty or the solenoid may be inoperative. This supplies increased fuel ratio for cold weather starting and running.
My last two Rams were built in Mexico. The '01 has gone 130k miles of nearly all towing and it's still tight. Had bearings replaced at 80k miles but Dodge paid for them. That's been the only repair. My '03 was also made in Mexico and it's very tight as well with 30k miles of towing 12,000#-15,000#. Personally doesn't concern me as far as reliability/build goes. I'd assume they build them here just as a personal preference, but whataya going to do? They do have a plant in MO I believe, but I've not seen any 3/4 or larger from there. I think they only build 1/2 tons in the states.
The left rear door actuator bad had to order a new one hope this solves the problem will know in a week. Also had them order the drivers seat tracks will be in at the same time.
I have bought an 04 SLT2500 hemi 4:10 ratio As someone else hasmentioned I to can smell the window washer (strong) when I use it - windows are closed . It took a bit to figure out what it was . why ???/ the factory fill of solution isnt the cheap blue stuff My carpet is really wet . I hope it is from all the snow we have got melting off my shoes . Seems to wet though. Claims of bad mileage !! listen to this . While snowplowing the overhead computer reads 3.8 to 4.5 MPG . OUCH .I carry an 8' Fisher X blade and a 7' snowman backplow He truck is new 300 miles and I have yet to put any good amount of highway miles on it . I like the truck so far
I just replaced the shocks on my ram at 38000.I was hearing a knocking sound in the front end on washboard or rough roads .I bought the new Monroe HD reflex shocks and they work really well.Thought I would pass this on.
My 96 3500 Club dually 4x4 was a Lago Alberto product, and is the best-assembled truck I've ever owned. 7-1/2 years old, 103K on the Cummins/47RE combo, and it's only required regular maintenance unless I specifically broke something.
My company has recently bought RAM 1500s ('02s - '03s) to replace our turn-over F150 fleet. They have all been built in Mexico and I am glad to report our repair incident rate and incident cost have been the lowest of ANY vehicle we have had since the mid-seventies. That includes our non-truck fleet vehicles as well.
I also have information that the in-warrantee repair rate for Dodge RAMs have dropped 86% since the new generation RAM was introduced. In all fairness that came from a Dodge source and may be considered suspect, I guess, but our data indicates that we are actually doing even better than that. So it I think its plausible.
We also started buying Intrepids and Caravans. The Intrepids have been pretty good, only minor things considered to be "dealer adjustment." With respect to repair incident, the first 60 day rate is about the same as our past Victoria fleet, but after 15 months in service the repair incident rate has been far less than of the Vics.
The Caravan fleet is doing well, too. Sixty day incident rate is better than the Windstars we are replacing, but just slightly higher than past GM versions. The often repeated "transmission problems" have been related to re-flashes or other performance related adjustments. We've had no "failures" of any kind so far. This, I might add, is already a far better record (15 months) that our Windstars, which have proven to be one of our worst vehicles for repair incidence rate, repair cost, and days out of service.
Most of Chrysler's past reliability issues have been component quality related, not so much assembly. All-in-all we have seen a significant improvement in that area.
The warranty repair rate has nothing to do with the success or compeletion of repairs, but is the reported incidence rate.
>>>...I don't judge a manufacturer by breakdowns or recalls... I judge by repair being made the first time. As the D takes over the C, we're getting higher tech, better performing vehicles... but when they act up, good night. It's like D designs and builds, but C fixes. Apparently not a great combo.<<
I'm not sure what you are trying to convey. There's nothing wrong with the judgement based on the first time repair, but then tell me who you think is doing a better job?
As to the "D" and "C," is this for Daimler-Chrysler? If so, you are categorically incorrect if you think "Daimler" designed the RAM truck. The stalling problem you seem to be referring to is most certainly not a universal problem. I'm sorry to hear that your truck has had this problem. So far our RAMs have excelled in reliability compared to the Ford and GM versions we've had in the past.
As to complexity, I agree. But Chrysler most certainly does not have a lock on this as a problem. Our sainted Avalon has had a problem with the power windows not working for four years, and that's not rocket science. But Toyota can't find the problem.
It's also too bad you have a bias against Mexican products. What kind of home electronics do you own?
KCram, do you have any insight into why some are U.S., and some Mexico? Is it purely a distribution of production issue, and a crapshoot? Or is it segregated by a particular model, or option, or trim level, or just 3500's. My 02RAM 1500 SLT standard cab long box is Missouri, and right or wrong, I think I would have refused it, if it was Mexican (I factory ordered).
It is essentially "next available plant that builds your configuration" - 1500 and 2500 regular cabs are made in Dodge City, 1500 and 2500 Quads are made in St Louis North (with limited reg cab production), and Saltillo can make everything.
The Mexican Rams earned their reputation pre-1994 - the old D/W series. The Mexican-built units were assembled like tanks; you couldn't break them unless you sent it off a cliff. My dad's job had a mid 80s W350 that outlasted Chevys and Fords purchased years after it. I drove that thing up and down curbs with no ill effects. After leaving two Fords in bad shape, I remembered that old W350 and ordered my Ram in 1996 - needless to say I was pleased when the VIN started with 3.
As far as warranty work, Chrysler is offering the 7/70 because of their reduced incident rate. GM can't do it because of the piston slap issues with the new V8s, and Ford has had all kinds of problems with the original 4.6/5.4 engines as well as the new Powerstroke. It's the powertrain warranty repairs that cost the most, and Chrysler is confident enough in their drivelines to say "hey, our engines and transmissions are good for the long haul, and we'll back em up to prove it."
I take it if the VIN# begins with 3 its Mexican built?? Our 99 Ram starts with 3 and in my opinion its a booger. Its had steering problems all its life and shows no signs of letting up. Its getting ready to go in for gearbox number 3 in 13k. Our 02 also started with a 3 and it was a great truck. Guess its just luck of the draw, we bought our 02 new and the 99 used, maybe that's the difference.
I just purchased an '04 Cummins short bed. Man what a truck so far. You all are scaring me about the Mex thing. I just hope this one is a good one. I just turned 100 miles so dont know much yet but it is sure a nice driving truck and maybe the quitest of the three.
Despite your claim that stalling is common, I know of no one with a '02 or '03 RAM that has experienced this problem. Our company has six of them and I know at least five others with them and they haven't had this problem. This is not a denial that the problem exists, just that I think your belief that it's "common" is an exageration.
>>>I don't know who's doing a better job, I'm stuck with 3 DC's right now. Based on the experience of friends, I'd rather have a Focus with 22 recalls, than a Jeep with 1. <<<
The above statement is compounded illogic. Having troubles with a Chrysler product has gotten you to this state, yet you're willing to accept something else that would cause more problems. There is no doubt in my mind that you are on a campaign of hatred for anything Chrysler. That most certainly is your right, but it is so obvious that you have completely lost any objectivity. It's too bad that you've experienced dissatisfaction with their products, but at your current state I guess I could understand your dealer's lack of enthusiasm in trying to help you. They and Chrysler have nothing to lose with you at this point.
Hey dustyk, do u change ur own oil filters? If so, is there any tricks to doing this on the '04. They look like a bugger to get to and change. Fuel filter dont look all that easy either. My '99 wasnt as bad to change the oil filter on. Thanks
Funny you guys mentioning the Focus. Anyone else notice that it has showed up on the most reliable list at consumer reports? I can't figure that out considering all the problems they've had, TSB's, recalls, etc. I thought maybe they had worked out the problem, but a lady-friend of my wife traded her '93 Escort with 200k miles in on an '03 Focus. As of a few weeks ago, she said the Focus had been in the shop more times so far than her old escort. Disappointed wouldn't quite describe her opinion.
As for assuring us that the stalling problem will result in a TSB, well I certainly wouldn't argue that bet. I've seen TSB's that effect less than 100 vehicles and are for screws not tightened all the way. The fact that they can't figure out the problem is most likely a guarantee that it's a rare issue. And five or ten folks complaining on a forum is by-far-and-away and extreme rarity. They've sold around 400,000 Rams through November.
Yes, I do most of my own maintenance, including changing the oil filter. But unfortunately I don't own a RAM or a Cummins. My Mopar is a Dakota. I'm sorry I can't help you with info on the diesel. I'm sure somebody in here has that kind of experience, though.
The latest Consumer reports Buying Guide - 2004, lists the Focus "predicted reliability" as "much worse than average" (page 177).
With regards to the stalling problem on new RAMs, the only source for the reports I've read have been here. I've probably talked to another ten or so RAM owners and that is not a problem they related to me, anyways. In fact they all seem pleased with the way the engines ran.
I agree that this problem appears to affect a very small population.
The latest Consumer reports Buying Guide - 2004, lists the Focus "predicted reliability" as "much worse than average" (page 177).
That's what I thought as well, but according to USA Today (i don't subscribe to CR) they claim the Focus has made the recommended list in the new car guide. Somethings fishy, not that I've ever thought that of CR.
At least I don't see the Ram on the least reliable list. The Tundra was the only truck on the most reliable list. (this was from USA Today, quoting CR).
Comments
starting some time in january dodge is offering another version of the 5.9l cummins. it has 325hp and 600 lb/ft of torque and will be called the cummins 600. what is currently now the HO cummins will remain at the same output levels. and the now standard cummins is going bye bye.
the 48RE is the only automatic tranny available with the 600 and HO cummins. and it is a dodge tranny.
Thanks
Unfortunately I cannot give you a lot of information relating directly to how this transmission operates behind the current diesel. But I can give you some details on construction.
The current "RE" series is based on the original A904 or A727 automatics that Chrysler has been building since the 1960s. The A904 is the predecessor to the 41RE, 42RE, 43RE, and 44RE. These are slightly smaller versions of the older A727. The A727 is the predecessor to the 45RE, 46RE, 47RE, and 48RE.
As in all of the current rear-wheel drive transmissions of this lineage, the basic archetechure of the transmission power systems are the same, but indivual components are tailored to meet the requirements of the engine it is mated to. From model variant to other, things like torque converter diameter and vane design will vary, as well as the size and rating of various power transfer components and individual speed ratios. For example, on the 48RE, the input and output drive components are larger, clutch circumference is larger and the materials are different. These and other minute changes increase the torque handling capability to just over 800 pounds feet.
GUIDE TO CHRYSLER-BUILT AUTOMATIC TRANSMISSIONS
1st digit = number of forward speeds
2nd digit = approximate torque rating in lbs. ft. x100
1st letter = Only "R" in this series, meaning "rear-wheel drive"
2nd letter = "E" is electronic, "FE" is fully electronic
The exception is the newer 545RFE, where the first digit stands for the number of alternate forward speeds.
Best regards,
Dusty
How do u feel about the 48re being only a 4 spd vs 5 spd of their competitors. I am going to buy a new truck before the end of the year and really like the Dodge but worry somewhat about that new tranny. I think Ford and Chevy put a lot of thought into theirs and looks like have really good trannys. I just hope that this isnt and interim tranny until they can get their good one on the market.
Thanks
it'll be interesting to see dusty's repsonse to your questions about the 48RE.
anyway, my opinion and a wee bit of personal experience is that the RE series trannys have had some problems. whether or not those have been fixed i'm not sure. anyway, my leased '97 ram with 46RE tranny started eliciting a shrill sound upon backing up right before it went back off lease. don't know what the problem was as i didn't have time to check into it. my cousin's '00 cummins equipped ram with the 47RE tranny had a complete failure at just over 30k miles. it seems to me that something got lost in the translation from venerable 727 torqueflite to the RE series...? and, like you i'm a bit disappointed that dodge doesn't have a 5 speed automatic to compete with the allison and torqueshift trannies... however, word has it that new trannies are on the way...but prolly not to at least '05 ...
dusty,
the way dodged named the 5-45RFE is odd. the tranny actually has 6 forward ratios if you count the alternate second gear. i think the leading 5 stands for the 5th gear which is a second overdrive ratio. they should have just called it the 55RFE and been done with it!
Thanks.
interesting you should mention campgrounds. the relative who had the trouble tows around a fifth wheel trailer. after her tranny blew up she started asking around and was surprised to hear how many folks in the campground have had or heard of trans troubles on dodge pickups. of course you have to take the "hearing" part with a grain of salt. but it sure does seem dodge has had some issues with the RE series automatics...
THANKS
As previously noted, the current "RE" series are direct descendents from the A904 (smaller) and A727 (larger) 3-speed automatics. Those transmissions, if nothing else, were noted for their extreme robustness and reliability. The ratios were: A904 - 2.74, 1.54, 1.00; A727 - 2.45, 1.45, 1.00. Reverse was 2.21 in both. The A904 used a full-flowing 10.75 inch torque converter, the A727 a 12.250.
In the 1980s Chrysler updated the the A904 and A727 to incorporate an overdrive ratio. When this design was adopted Chrysler changed the nomenclature to (truck) A518 (A904) and A618 (A727). The design architechure essentially remained the same except for the addition of the overdrive, which was a 0.69 ratio. The A518 was used on sixes, the A618 on eights. The 1-3 ratios remained the same from A904-A727.
The overdrive system became a problem almost immediately, the primary reason being insufficient fluid flow to the overdrive output section. This was exacerbated by cold weather where fluid flow dropped as temperature dropped. This resulted in overheating of the overdrive components leading to burnt fluid, and if not detected in time, filter clogging, eventual cut-off of fluid flow disabling drive (loss of pump pressure), and/or clutch destruction.
Chrysler addressed the fluid flow problem by making a number of porting changes, although in extremely cold climate operation the A618, used on the V8 trucks, continued to have a higher than average transmission repair rate. The main problem was the fact that Chrysler did not provide for disabling the cut-in of the overdrive unit until the transmission reached a high enough temperature to permit sufficient oil flow. This was especially critical for vehicles operated in hilly country or pulling increased loads.
Chrysler later adopted electronic shift control to the A618. This basically uses a engine control computer and/or a transmission control computer to regulate shifts. The advantage was the elimination of hydraulic control circuits that were very susceptible to fluid condition (dirt, oxidation). At this time the nomenclature was changed and all rear-wheel drive transmissions were designated as the "R" series with the "E" added after the "R" designating the transmission control as electronic. Meanwhile, the A518 was given the "RH" designation, the "H" stood for hydraulic control.
With the advent of electronic controls the new "RE" series experienced a new set of problems, which I might add, also proving to be a problem for Ford and GM (more so GM). The electronic shift components are basically a bank of solenoids that open and close various valve-body circuits to energize various clutches for controlling shifts. These had a number of component quality issues mostly at long term. As the solenoids aged the constant exposure to changing magnetic flux at the plungers caused the solenoids to become magnetized and become intermittent, or fail completely. In addition, corroded terminals proved to be a problem as vehicles aged, causing similar problems. The "RH" versions continued in six cylinder models as very reliable units.
In 1998 all Chrysler "R" series transmissions received a major redesign. The overdrive components benefitted from increased oil flow again, as well as increased capacity of the front and rear pumps. Seals were upgraded, and gaskets eliminated replaced by liquid sealant materials. The solenoid components were upgraded and the transmission received a completely new valve-body design.
Most of the problems after 1998 have been attributed to use of the wrong ATF. Since the 1970s Chrysler has always stipulated its own own ATF for Chrysler-built transmissions, but allowed use of Dexron, and later Dexron/Mercon. If you look at early Dodge service manuals, you will note that except for extreme duty, the A727 was a "fill-for-life" transmission, meaning you never had to drain or change the ATF. The caveat was, however, that once the original fluid was drained, regular interval changes were required.
Today I don't believe that the Dodge transmission is any more failure prone than those from Ford or GM. In fact, the 4LE60 and 4LE80 GM transmissions have a worse record, in my opinion, and are especially noted for input shaft and sun gears breaking, something that you'll almost never hear about on a Dodge. And, they still have shift solenoid problems, too. Fords seem to have a plethera of seal-related issues, especially the input shaft seal and front pump seals. And the much bally-hooed Allison seems to have reoccuring noise and shift problems.
On the "RE" series the most common problems are attributable to transmission fluid. All Dodge transmissions now require ATF+4, a partially synthetic fluid which contains a friction modifier and high pour-point depressants (to lower the low temperature flowability). Yes, I'm sure you will see some sticky solenoids still, and the terminals -- now with improved weather sealing design -- might still be a problem. Chrysler now provides electronic engagement of the overdrive unit, which is disabled until a certain operating temperature is reached.
What you typically don't see, from what I have gleaned from AT technicians, is clutch wear or other heavy components requiring a serious or expensive rebuild. Now, when a person starts to have a shift problem the most likely cause is solenoids, but you will find a lot of people that have had a "failure" on Dodge trucks -- especially those prior to 1999 -- that probably paid for a rebuild that wasn't necessary, or worse, even executed.
The 545RFE is a completely new design and so far has a stellar record.
Sorry for the long winded reply.
Best regards,
Dusty
If I can get past this question of the Dodge tranny quality, I probably will buy Dodge. It has some nice attributs that I dont see on the Chevy or Ford. I know Ford has had a world of engine problems on their new 6.0. They may have them worked out by now but not sure. And, yes I've heard of the highly touted Allison tranny having lots of little problems. So what's a fellow to do, ha.
Thanks to all for providing all this valuable info.
Anyway moral to this story is... do the scheduled maintenance on the trannys and ALWAYS use Mopar ATF.
Steve
The automatic transmission you would get on a Cummins engine in the Dodge is either going to be the 47RE or the 48RE (new). The 545RFE is only used with the 4.7 (287) and Hemi motor.
I understand your hesitation, but let me offer this for you to think about. There is really no reliable or available data that's going to be able to put your mind completely at ease. The most often quoted source for reliablity data is Consumer Reports, and I will tell you that it is pitifully unreliable for reasons I'd be glad to discuss in another note.
There most certainly is no shame in trying to avoid design, assembly, or component quality issues. If you knew what the failure rate was, the type of failure, and the average cost, then you'd have the correct data to make an intelligent decision. The problem is you and I don't know how a vehicle was treated or maintained when anyone -- with any make -- tells you they had a transmission problem. Neither do we know exactly what failed or why. And the rate and cost data is practically non-existent.
We do know a few things. We know that not all Dodge automatic transmissions have hard failures and we know that not all Tundra transmissions are failure-free. Now think about those people that bought a Ford, a GM, or a Tundra because they wanted to avoid an issue with a Dodge and had a transmission problem anyway.
While one manufacturer may have an actual higher "failure' rate than another, that statistic only means something to someone thats going to buy a fleet of vehicles. One might say that, "Well, such-a-such make has more trouble." One make might have a 5% failure rate, another 10%. But when you go to the dealer's lot and find the truck you want with all of the equipment you want, you are going to buy that one specimen and you won't know if it one of those in that defect population, regardless what the defect rate is.
What I'm trying say is, its like rolling dice.
I think you will find that in the last five years the number of people reporting a transmission "failure" on a Dodge is much, much less than ten years ago. Consider, too, that you are always going to hear the most negative reports. And I know how this works. One Dodge guy has a transmission problem and ten Chevy and ten Ford lovers are going to exagerate it until the number is 100. Cutting down the other guys' metal is an unfortunate artifact of testosterone.
I think if you properly maintain a Cummins Dodge transmission and don't exceed the tow ratings your mathematical chances of having a problem out of warranty is no more higher than anything other make equally treated.
Perhaps I didn't help you, and if not I apologize. I know plunking down $30K+ is not like buying movie tickets, believe me.
Whatever your decision I wish you the best.
Regards and good luck,
Dusty
The 3-speed FWD units were as solid as a rock. And the "RH" series were too. Yet in typical human fashion, like we treat people of different genders, races, and religions based on the actions of a few, everything Chrysler was bad.
My wife had a Plymouth Acclaim also.
Best regards,
Dusty
Funny you should mention that. I had a relative that was a regional chysler rep. Obviously he regularly saw the worst of everything, but also had a good observation on what he DIDN'T see in the repair garages. With his recommendation, my mother bought a '96 Caravan with the 4cyl and 3-speed auto. By 70k miles the top half of the engine was replaced, and around 80k miles the transmission internals crapped themselves. Luckily we had a little help and Chrysler picked up the tab on both components. Van now has around 150k miles and running like a top. But like you said above, it's like rolling dice. I know folks from about every make model that have had both perfect examples and what most would consider a lemon.
Some folks are also just lucky/unlucky about vehicles. I've owned and put a lot of miles on a lot of vehicles, and really have had very few problems. I know a girl that I don't think it would matter what she bought, it would break down regularly.
I really don't spend too much time thinking about reliability anymore. I think they're all pretty good and I just buy what I like the best these days. The Ram Cummins with the six-speed was my hands-down favorite for many reasons. If i HAD to have an auto for some reason, I might need to drive them all for a longer period and preferabley with a load on. I'd be more concerned about how well they shifted and moved the load compared to possible reliability. Regardless of the brand, it would only break-down on my once because I'd have one of the after-market upgrade kits put in the tranny and be done with it.
There is no comparison for towing. The new one has been trouble free so far but, only has 5000 miles on it. Dustyk, thanks for all the trans info but one more question. I would like to add a trans temp gauge, any input on sender placement or if there is a way to tap into the computer temp signal?
The simplest way, I think, is to add a sensor at the ATF coolant line (probably the output side, or return) and an associated gauge. You probably could tap right into the tank in the radiator. With this method you would at least have a direct reading of temperature.
Maybe somebody's already done this in an easier manner.
Best regards,
Dusty
Thanks again guys.
When I was screening the transmission shops I found that NONE of the manufacturers make perfect transmissions that are 100% reliable.
Best of luck with your decision and I hope you enjoy the new ride.
Regards,
Dusty
Started the truck and just sat in the driveway lights off and all of a sudden the interior lights came on and the door ajar light flickered and came on. I could not get them to go out then all of a sudden things went out so I locked it up and came inside.
Will take it to the dealer tomorrow..
Any Ideas as to the cause... other than the obvious a short . LOL
Thanks
Tom
02 QC 2wd 4.7L SLT everything but leather with 32600 miles on her.
Mine was simple, the switch wasn't bad, just had a bunch of crud that was keeping the button from opening up the switch when the door opened...
PF Flyer
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Actually, the intregal door ajar switches are much more reliable than the older method of pin-actuated switch through the door frame. The intregal design is less susceptible to the effects of rust and water unless water is unusually forced into the latch mechanism.
Regards,
Dusty
66 00 which means that the door switches are either grounded or at voltage. This test is preformed by pushing the trip reset and holding it and turning the key to the on position . however after doing this it did not happen again today but when I got home I did the test again and got the same c-code 66 00 .
There is no mention of a BCM in the service manual. There is a FCM (front control module) which is connected to the PDC(Power Distribution center), a PCM ,TCM ,IPM But no BCM..
When you have a door open does the "Door Ajar" LED illuminate?
You could have a problem on the instrument cluster, but because you hear the chimes I think you might have a door circuit or CTM problem.
The goofy senerio goes like this:
When all the doors are closed, truck running, head lights and fog lights on the door ajar led lights, the dome lights come on and the audio warning chime bongs, then the door locks re lock and some times this process is nonstop or just once. So the system acts like a door was opened with key left in the acc. position.
No problem just don't want them tearing up the dash if they don't have to.
There should be two circuits to the Central Timer Module, one for the drivers door, and the other for the passenger and rear doors (if you have a quad). Maybe the instrument panel fault code is telling you something specific that the service manual isn't.
This could be a faulty door sensor or a intermittent short to ground on any one of the door ajar sensor lines. It could be the CTM, too.
Since your RAM is very new I think its time for a dealer visit.
Let us know how the problem is resolved.
Best regards,
Dusty
I think your '95 has single-point fuel injection. Is that correct?
Assuming so, there are a number of things that could cause this symptom:
1. The ignition components. You've already changed the plugs, but plugs wires, cap, and rotor should be replaced at your mileage.
2. The Idle Speed Motor in the throttlebody may be lazy or inoperative. This raises the idle speed for initial and cold starts.
3. The Idle Enrichment port in the throttlebody may be dirty or the solenoid may be inoperative. This supplies increased fuel ratio for cold weather starting and running.
4. A combination of the above.
Best regards,
Dusty
Thanks
Dodge City (Warren, Michigan)
Saltitlo, Mexico
St. Louis Assembly (North), St. Louis, MO
They were also assembled in Lago Alberto, Mexico for a while. That plant is now closed.
I have seen this question come up before and I don't believe there's any difference in assembly quality.
Best regards,
Dusty
As someone else hasmentioned I to can smell the window washer (strong) when I use it - windows are closed . It took a bit to figure out what it was . why ???/ the factory fill of solution isnt the cheap blue stuff
My carpet is really wet . I hope it is from all the snow we have got melting off my shoes . Seems to wet though.
Claims of bad mileage !! listen to this . While snowplowing the overhead computer reads 3.8 to 4.5 MPG . OUCH .I carry an 8' Fisher X blade and a 7' snowman backplow He truck is new 300 miles and I have yet to put any good amount of highway miles on it .
I like the truck so far
All new 3500s come from Saltillo.
kcram
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I also have information that the in-warrantee repair rate for Dodge RAMs have dropped 86% since the new generation RAM was introduced. In all fairness that came from a Dodge source and may be considered suspect, I guess, but our data indicates that we are actually doing even better than that. So it I think its plausible.
We also started buying Intrepids and Caravans. The Intrepids have been pretty good, only minor things considered to be "dealer adjustment." With respect to repair incident, the first 60 day rate is about the same as our past Victoria fleet, but after 15 months in service the repair incident rate has been far less than of the Vics.
The Caravan fleet is doing well, too. Sixty day incident rate is better than the Windstars we are replacing, but just slightly higher than past GM versions. The often repeated "transmission problems" have been related to re-flashes or other performance related adjustments. We've had no "failures" of any kind so far. This, I might add, is already a far better record (15 months) that our Windstars, which have proven to be one of our worst vehicles for repair incidence rate, repair cost, and days out of service.
Most of Chrysler's past reliability issues have been component quality related, not so much assembly. All-in-all we have seen a significant improvement in that area.
Best regards,
Dusty
>>>...I don't judge a manufacturer by breakdowns or recalls... I judge by repair being made the first time. As the D takes over the C, we're getting higher tech, better performing vehicles... but when they act up, good night. It's like D designs and builds, but C fixes. Apparently not a great combo.<<
I'm not sure what you are trying to convey. There's nothing wrong with the judgement based on the first time repair, but then tell me who you think is doing a better job?
As to the "D" and "C," is this for Daimler-Chrysler? If so, you are categorically incorrect if you think "Daimler" designed the RAM truck. The stalling problem you seem to be referring to is most certainly not a universal problem. I'm sorry to hear that your truck has had this problem. So far our RAMs have excelled in reliability compared to the Ford and GM versions we've had in the past.
As to complexity, I agree. But Chrysler most certainly does not have a lock on this as a problem. Our sainted Avalon has had a problem with the power windows not working for four years, and that's not rocket science. But Toyota can't find the problem.
It's also too bad you have a bias against Mexican products. What kind of home electronics do you own?
Dusty
It is essentially "next available plant that builds your configuration" - 1500 and 2500 regular cabs are made in Dodge City, 1500 and 2500 Quads are made in St Louis North (with limited reg cab production), and Saltillo can make everything.
The Mexican Rams earned their reputation pre-1994 - the old D/W series. The Mexican-built units were assembled like tanks; you couldn't break them unless you sent it off a cliff. My dad's job had a mid 80s W350 that outlasted Chevys and Fords purchased years after it. I drove that thing up and down curbs with no ill effects. After leaving two Fords in bad shape, I remembered that old W350 and ordered my Ram in 1996 - needless to say I was pleased when the VIN started with 3.
As far as warranty work, Chrysler is offering the 7/70 because of their reduced incident rate. GM can't do it because of the piston slap issues with the new V8s, and Ford has had all kinds of problems with the original 4.6/5.4 engines as well as the new Powerstroke. It's the powertrain warranty repairs that cost the most, and Chrysler is confident enough in their drivelines to say "hey, our engines and transmissions are good for the long haul, and we'll back em up to prove it."
kcram
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>>>I don't know who's doing a better job, I'm stuck with 3 DC's right now. Based on the experience of friends, I'd rather have a Focus with 22 recalls, than a Jeep with 1.
<<<
The above statement is compounded illogic. Having troubles with a Chrysler product has gotten you to this state, yet you're willing to accept something else that would cause more problems. There is no doubt in my mind that you are on a campaign of hatred for anything Chrysler. That most certainly is your right, but it is so obvious that you have completely lost any objectivity. It's too bad that you've experienced dissatisfaction with their products, but at your current state I guess I could understand your dealer's lack of enthusiasm in trying to help you.
They and Chrysler have nothing to lose with you at this point.
Good luck with your Focus.
Thanks
As for assuring us that the stalling problem will result in a TSB, well I certainly wouldn't argue that bet. I've seen TSB's that effect less than 100 vehicles and are for screws not tightened all the way. The fact that they can't figure out the problem is most likely a guarantee that it's a rare issue. And five or ten folks complaining on a forum is by-far-and-away and extreme rarity. They've sold around 400,000 Rams through November.
Best regards,
Dusty
With regards to the stalling problem on new RAMs, the only source for the reports I've read have been here. I've probably talked to another ten or so RAM owners and that is not a problem they related to me, anyways. In fact they all seem pleased with the way the engines ran.
I agree that this problem appears to affect a very small population.
Best regards,
Dusty
Thanks
Appreciate it.
That's what I thought as well, but according to USA Today (i don't subscribe to CR) they claim the Focus has made the recommended list in the new car guide. Somethings fishy, not that I've ever thought that of CR.
At least I don't see the Ram on the least reliable list. The Tundra was the only truck on the most reliable list. (this was from USA Today, quoting CR).