mharde2, So how many miles do you have on your truck now? Did my first oil change this weekend @ 5k. Would like to rotate the tires this week. Pulled my 5th wheel for the first time for a long trip (150 miles). There's a big difference between this truck and my '90. I can accelerate going up hill no problem, neat feeling.
imatomboy, Why would you want a Cummins diesel in a 1500 truck?
Hi Ron, I have a little over 12,000 mi on it now. The miles will go on slower for a few months. I'm out of vacation. I hate it when that happens. My last trip was to Colorado a couple of weeks ago. This truck seems to have unlimited power..Going up the Raton Pass Pulling my 5th wheel it never shifted out of drive. (I locked it out of OD) It got out of 3rd gear lock up a couple of times but never shifted to 2nd. A friend of ours that was towing a 21' 5th wheel with a 90 Ford 7.3 diesel(non turbo)w/4.10 could not keep up even on the relatively flat stretches because of a 20mph head wind. I didn't even know there was a head wind until he complained about having to keep it to the floor. He's looking for a new truck now...
First, thanks to Edmunds for sponsoring this site. Second, thanks to cdean, kcram, mharde2, brutus, stanford, and many others for sharing your experiences and insights related to your trucking decisions on this site... they have been very useful.
I have been searching for a new truck to tow an 6500lb trailer on extended trips in the West. (Homebase is PHX.) This would be about 60% of the use of the truck. I entered the search with no bias.
Afer research and driving the various truck, my impressions are:
If I were to go gas, the new Chevy V-10 is very appealling. But I think I will go diesel so its a Ford or Dodge...
Drove the Ford 250SD...liked it... but concerned about the reported cavitation problems with this engine. Also did not like the instrumentation on the Ford... I like real gauges vs. ones that just report "low" and "high"...there is also at least a 3-5 month wait for 250SD's in my area.
Based on all the posts at several sites, I have concluded that I do not want to spend $30K+ to take a chance on the Dodge's automatic transmission. I believe the Cummins is the superior diesel engine however and I like the dash lay-out of the Dodge better. Milage also seems to be better than Ford's. I also believe that the brakes have been improved...
Drove a 5-speed 2500 turbo diesel and was very impressed. It also has a built-in exhaust brake. I believe that I will wait until January before ordering as I hear that a six-speed will be available for the Dodge then. Can anyone confirm that please? (My salesman can't...) I also think that Dodge/Cummins may have ironed out the electronic problems that are plaguing some of the new 24V Cummins by then.
Also, I note that according to 99 Dodge prices posted at www.autosite.com that the transmission auxiliary oil cooler and heavy duty engine cooling is available ONLY with the automatic transmission. Can anyone comment on that? I want both, but I don't want an automatic tranmission to get them...doesn't make sense to me...
So then...so far... a white 99 Dodge 2/4 2500 QUAD diesel, LB, 3.54 w/six speed seems to be the ticket for me...
Question to those of you towing with newer Dodges...did you get the extended mirrors or did you find the regular larger mirrors to be sufficient (or did you just add portable mirror extensions?). (The girlfriend can handle a standard no problem, but she thinks parking that beast is problem enough without having to worry about the extended mirrors as well...)
You really don't need a trans. cooler on manual trannies, thats probably why it isn't offered, although i can honestly say i've never researched the fact if it is an option. In an automatic transmission, 90% of the heat generated in the transmission is due to the torque converter. The heat generated from gear lubrication in a manual tranny is really rather minor.
The heavy duty engine cooling is available with the stickshift. In fact, it is standard with all diesels. It includes a 700 square inch radiator - my temp gauge has bever gone past 180, even in stop-and-go summer traffic. And as of right now, the 6 speed is scheduled for Job One the first week of January 1999. It's a New Venture box, model NVG5600, with granny 1st and reverse, and 6th is overdrive.
As for the mirrors, I don't tow, so I stayed with the standard 6x9s, but unlike the new towing mirrors on the Ford SD trucks, the old style x-frame mirrors on the Dodge still allow you to pivot the mirror head to a non-extended position, making the frame arms themselves the widest part of the body, approximately an inch or so difference from the regular mirror. Ford is really missing the boat by not making the towing mirrors retractable to a non-extended position.
...thanks guys...I must have been thinking of the new 6.0L Chevy engine... anyone heard if the reputed electronics problems with the new Cummins 24V have been solved...?
Supposedly those problems have been corrected. All Dodge dealers are supposed to have all the new diagnostic equipment in their shops (many received it, but took their time installing it, or they waited for either Chrysler or Cummins to come and set it up).
I've got a '95 1500 with 48900 miles on the clock. I love the truck, and it's been very dependable.. but... lately it's developed a rattle somewhere in the exhuast. It seems to be coming from the catalitic convertor. I've got an appointment with Dodge tomorrow, and I'd like to know if this is covered by the federal polution warrenty?
The Dodge 24v problems have not been resolved yet. Cummins says about 1% of the engines supplied are affected and at this point they nor Chrysler know why they are running bad. TST products and Banks are also checking into a resolution. My 98 3500 runs great and I know many happy owners of 24v Dodges. As far as the auto, we also have a 96 2500 Cummins 4x4 auto. It has run fine. Since I believe you said you were not towing I would not rule out that tranny. I'm sure many will disagree, but I know of one guy that has a 2500 4x2 auto that has 130k miles on it and the transmission is just now starting to show it's age. This guy doesn very little towing with his truck, but uses it hard in the construction business. Again, my 98 has the 5 speed because it was bought to pull and I wanted the 235hp. The 96 has the auto and pulls a 4 horse but as soon as the trans starts to hunt gears the OD is locked out. We've had no problems with the trans. I also have the power mirrors on my trucks and they work fine for pulling horse trailers. Sorry I got so winded....good luck
I am having some trouble with my 1996 dodge 1500 shifting into reverse ( 318 with automatic). Shifter moves but gear does not always engage on first try. Dealer can't find anything wrong. Truck is under warranty. Anybody else with this problem?
If it's a situation where you shift into "R", and your engine seems to rev in neutral before engaging, then you need a simple band adjustment. If the shifter goes to R and you don't hear/feel the usual "thunk" that it even moved, then your shift linkage needs adjustment.
Thanks kcram. Since mine does not do anything (no "thunk") I will have the dealer check for linkage adjustment. As luck would have it, it shifts correctly for the dealer. Should any problem be expected with only 35000 miles? Is this a common problem on these vehicles?
Chrysler automatics are extremely cranky. They need regular attention in order to stay functional. I do a full trans service every 12K or so, as recommended in the heay duty maintenance schedule. So far, no probs at 39K.
Chrysler hasn't quite mastered the art of automatic transmissions. It escapes me now, but there is a website dedicated to transmissions of all makes/models with reviews, tips, etc. you might find it by a little internet searching. anyway, it is documented there about Dodge's frequent tranny probs.
Have a new 98 RAM was wondering if Dodge makes a kit to add Driving/Fog lamps in their factory position. my Ram did not have this option but I would like to add them. Any ideas if they make a kit, cost and ease of installation?
I went to order a 99 Ram quad cab 2500, and just before the autobytel salesman was going to write the order up he said that he had just remembered from a past order that they are not building orders for the 2500 series with 3.54 ratio only the 4.10. I said why and he said that they gave no reason. All the trouble in research I went through in deciding upon either the 1500 or the 2500 and finally deciding on the 2500 because of it looking more heavy duty and just all around better I had to hear this. This would just eat up too much gas, and I don't haul horses or plow snow. So I had to order a 1500 series to get the gear ratio that I wanted. Does anyone know why Dodge is doing this? They can lose many sales on the 2500 with this dumb decision. The 99 brochure shows either ratio on the 2500 but they are only building 3/4 ton with the 4.10 This is assinnine on their part.
#1 of 1: One comment: (stanford) Mon 19 Oct '98 (07:14 AM)
As you just proved, they aren't losing sales. You still bought a Dodge, didn't you? It could just be that the higher ratio (3.54) in the stronger rear axle casing was very rare. Large assembly lines save money by reducing options. This sounds like one of those decisions.
I should have been I guess more specific and spelled it out so you can get a clear picture of what I meant. If someone really needs a 3/4 ton truck, and does not want a 4.10 rear because a 3.55 would do just fine they are going to look at Fords or Chevy's 3/4 ton options Dodge options are as follows if you want anti-spin differential in the 3/4 ton it states (Req's Axle Ration-DMF When in Combe w/EML 5.9 Engine. So this means that you can still get the 3.55 rear but only with a regular rear end. Anti spin should be a must for anyone that orders a 4x4. Chevy's call it locking rear diff. When I told this to a friend he said that is why there are more Ford trucks on the road. They give you what you want. You want anti spin with 3.55 you get it. Dodge you got to change this in the years to come.
As part of the settlement, 51,200 Dodge Ram pickup trucks equipped with optional diesel engines are to be recalled to have controls recalibrated.
Chrysler Corp. spokeswoman Sonja Bultynck said the recall is a consensual action between the EPA and Cummins Encore, which makes the diesels in the pickups. Cummins Encore is to provide software for reprogramming the engine controls, but the job will be done at Dodge dealerships, Bultynck said. The trucks in question were built between Nov. 1, 1997, and July 15, 1998.
Timezone: That would in no way induce me to look at another truck. When I ordered my Ford, I actually wanted the 3.73:1 gears. They weren't available with the anti-slip so I got the 4.30:1 gears. If I didn't like them (which I do), I would replace them with the 3.73s I originally wanted. Total cost? $200. Nowhere near enough to make me switch truck manufacturers. If it was a big enough deal, I'd get the dealership to replace the gears before I took delivery and work it into the deal as part of the price.
This is what dodge is doing. If you order anti-spin on a 3/4 ton you are going to get 4.11 rear end. I say if I want anti-spin in a 3/4 ton I should be able to have at least 2 options of the rear end not just one. I wanted 3.55 but for some god forsaken reason Dodge is only offering the 4.11 if you want anti-spin.
Now I don't own a farm, pull trailers,horses or plow snow, but I wanted a 3/4 ton ram because I like the word heavy duty. The snow prep group offered a HD transfer case and I like that word heavy duty transfer case sounds indestructable right? I drive 52 miles round trip for work and the 4.11 would not fit for that. I am just dissapointed that is all.
Timezone, Heavy duty means that it can handle more torque for a given application. It will still wear out at nearly the same rate as a standard transfer case. And since your application is light duty, save your money and buy a 1500 and get the rear end you want.
Or you can do what Stanford mentioned, and swap out the rear gears. The cost for the gears only it typically $200 with labor in the $300-800 range. Just remember that NO ONE would want your emasculated 3/4 ton truck when you go to sell it.
Can anyone tell me what to realistically expect the gas mileage to be for a 98' 2wd 5.2 Quad? EPA is supposed to be 13/18 but I have heard of stories of better and worse that the EPA fiqures. I was prepared to buy the new GMC but the price cuts on the Dodge now are making them look better. Any help would be appreciated.
Tempdgl, I just purchased a 5.9 quad slt with the 3.55 and have averaged 14 mpg for the first two tanks. Its too early to tell, but I expect it to come up 1 or 2 mpg after the engine breaks in.
I too was planning on buying a new silverado but due to lack of supply the dealers were just not dealing. I got an excellent deal on the dodge compared with what I could get with chevy right now, and I got an extra door. I also got a $1000 cash back on the 99 model.
Does anyone have any info on a rumor I keep hearing about a Dodge Crew Cab? Not their four door extended cab but a full on Crew Cab. I have heard that they exist, but I can't find any info on them.
No factory ones, but a few aftermarket firms build them. Supposedly there is one factory mule, and the rumors are conflicting as to whether a factory Crew will be 2000 on the current body style, or 2001 with the redesign.
Response to #598 Timezone: You can still get a 3.55 rear end in the Ram 2500. I just bought one on 27 October with the Cummins engine. You've been misinformed.
I am in the market for a Dodge truck and have pretty much decided on a Ram 2500 Quad 4x4 with the V10 engine. I would like to know if anyone has any info on gas mileage with this engine. I am also trying to decide on whether or not to get the short bed version. I really don't need the extra room in the larger bed but does the longer wheelbase make the ride any smoother. Thanks for all the good advice on this site.
I just got a '99 Ram 1500 Quad w/ 5.9L and really like everything about it so far. I am noticing a little squeaking coming from the seal b/n the front and back passenger side doors though. There is no noise on the driver's side. Should I have this checked out, or am I just being too picky?
Just got finished today specking out my new 2500 dodge quad cab, V-10. Not sure how the P/U's are doing but the C-class motorhomes are in the range of 9 - 11 mpg with the V-10. Not sure what rear end ratio that includes... Speaking of rear axle ratio's, No one at my dealership indicated the 2500 4X4 V-10 could not be ordered with a sure grip axle with the 3.54 ratio.......
You sure picked the wrong post to paste if you're down on Dodge. Read the response by Red. Stan doesn't know what he's talking about. First of all, steady torque does not cause your speed to drop. Just the opposite, it allows you to maintain your speed! Second, the horsepower is steadily increasing during that torque plateau. How does steady torque and increasing horsepower cause you to LOSE speed? Stan needs a lesson in diesel engines, because he just shot a load of nothing out of his mouth.
fasteddie, if you want the Dodge with the Cummins engine, go get it. There is nothing wrong with it.
you guys missed a point in Stan's letter. "Once you hit max torque and start up an incline..." I'm not sure exactly what he means by it, but i think he means you have no torque left to accelerate with because you are at max and on an incline that uses that max.
I have not actually driven one of the V-10's but my step-father's dad has one. He's generally lucky to average 10 mpg. He does a lot of pulling cattle trailers. In spite of the 10 mpg or less, he says he loves the truck though. I would bet that there is really not much difference in ride between a long bed and short bed when you are talking about a 2500 4x4 with a V-10. I can't give you an experienced answer on that, though.
cdean, Stan is complaining about his truck down shifting when it reaches peak torgue. I think this is normal. A gas engine is going to do the same thing just at a higher rpm. The 24V puts out 460lbs of torgue at 1600 rpm and holds it through 2700 rpm(The flat torque curve). The 12V puts out 440lbs of torgue at 1600 rpm then drops to 340lbs at 2500 rpm. I will take the flat curve anytime. Stan just doesn't understand how diesels work....or something is wrong with his truck.
Remember that its horsepower (which is higher at higher RPMs) that measures how easy it is to keep your vehicle moving, especially up an incline. Torque simply tells you how fast you can get it up to a certain speed with a certain load.
i understand all that power stuff, i just wasn't sure what stan was saying. it does sound like he doesn't know a whole lot about what he's trying to say. not that i'm judgemental..........
Anyone have any problems with the quality of their black paint job? My 1998 RAM 1500 Quad Cab 4x4 is three months old. It looks like hell. I've been very carefull, hand washing it with soft cloths and gentle care wash. The paint is badly scratched (not so much that a good buff job won't help) but I'm worried about the long term issues. In contrast the driftwood looks great on the truck.
Ed, thats the bad thing about black. It shows every scratch and swirl. Do not use wax on it, use a nonabrasive cleaner. You might try something called Protect All. Its very easy to use, you just wipe it on and wipe it off. I find it works best if you wipe it off before it drys. It has no abrasives, and you can use it on vinyl, bubber, and plastic trim. You can get it at Wal-mart ect. Sometimes they put it with the boat and RV stuff if you can't find it in automotive.
Took my 96 1500 P-U in for noise in the steering column. Had to wait couple weeks for a column, as there is a "nation wide" backorder. Chrysler seems to know about the trouble, and told the dealer not to attempt to fix it, but to replace the whole assembly.
2500, V-10, 410 rear end, antislip, 4X4, short bed, Quad cab, HD auto trans., camper and tow package, ordered in May finally came through in Oct. Went on a 1 1/2 week trip from Or., Fl. into the "mountains" of N.C., S.C. and Tenn. Loaded with ARE Topper (250 lbs) and approx. 450/500 lbs. gear, on and off road, some 4 wheelin', and one passenger, we averaged 10.5/11 MPG. Exceptionally pleased with total package performance, not to mention the the fall color change was peaking and the scenery was magnagnimus!! My first RAM but I am beginning to understand the feelings of long time Ram owners.
Comments
rexallen, No I would say most are getting 19-21 mpg at 70 mph. You could probably get 22-24 at 55-60 mph, but who drives that slow.
So how many miles do you have on your truck now?
Did my first oil change this weekend @ 5k. Would like to rotate the tires this week. Pulled my 5th wheel for the first time for a long trip (150 miles). There's a big difference between this truck and my '90. I can accelerate going up hill no problem, neat feeling.
imatomboy, Why would you want a Cummins diesel in a 1500 truck?
My last trip was to Colorado a couple of weeks ago. This truck seems to have unlimited power..Going up the Raton Pass Pulling my 5th wheel it never shifted out of drive. (I locked it out of OD) It got out of 3rd gear lock up a couple of times but never shifted to 2nd.
A friend of ours that was towing a 21' 5th wheel with a 90 Ford 7.3 diesel(non turbo)w/4.10 could not keep up even on the relatively flat stretches because of a 20mph head wind. I didn't even know there was a head wind until he complained about having to keep it to the floor. He's looking for a new truck now...
Two friends of mine have Dodge Ram PU's, '96 & '97 I believe. Each has had brake problems. The problem being warped rotors.
Kevin had less than 20K miles when his problem developed.
Has anyone else seen brake problems with Dodge Ram PU's? Has anyone else had warped rotor problems?
I have been searching for a new truck to tow an 6500lb trailer on extended trips in the West. (Homebase is PHX.) This would be about 60% of the use of the truck. I entered the search with no bias.
Afer research and driving the various truck, my impressions are:
If I were to go gas, the new Chevy V-10 is very appealling. But I think I will go diesel so its a Ford or Dodge...
Drove the Ford 250SD...liked it... but concerned about the reported cavitation problems with this engine. Also did not like the instrumentation on the Ford... I like real gauges vs. ones that just report "low" and "high"...there is also at least a 3-5 month wait for 250SD's in my area.
Based on all the posts at several sites, I have concluded that I do not want to spend $30K+ to take a chance on the Dodge's automatic transmission. I believe the Cummins is the superior diesel engine however and I like the dash lay-out of the Dodge better. Milage also seems to be better than Ford's. I also believe that the brakes have been improved...
Drove a 5-speed 2500 turbo diesel and was very impressed. It also has a built-in exhaust brake. I believe that I will wait until January before ordering as I hear that a six-speed will be available for the Dodge then. Can anyone confirm that please? (My salesman can't...) I also think that Dodge/Cummins may have ironed out the electronic problems that are plaguing some of the new 24V Cummins by then.
Also, I note that according to 99 Dodge prices posted at www.autosite.com that the transmission auxiliary oil cooler and heavy duty engine cooling is available ONLY with the automatic transmission.
Can anyone comment on that? I want both, but I don't want an automatic tranmission to get them...doesn't make sense to me...
So then...so far... a white 99 Dodge 2/4 2500 QUAD diesel, LB, 3.54 w/six speed seems to be the ticket for me...
Question to those of you towing with newer Dodges...did you get the extended mirrors or did you find the regular larger mirrors to be sufficient (or did you just add portable mirror extensions?). (The girlfriend can handle a standard no problem, but she thinks parking that beast is problem enough without having to worry about the extended mirrors as well...)
Chevy doesn't make a v10, only a v8 454 cubic in.
You really don't need a trans. cooler on manual trannies, thats probably why it isn't offered, although i can honestly say i've never researched the fact if it is an option. In an automatic transmission, 90% of the heat generated in the transmission is due to the torque converter. The heat generated from gear lubrication in a manual tranny is really rather minor.
The heavy duty engine cooling is available with the stickshift. In fact, it is standard with all diesels. It includes a 700 square inch radiator - my temp gauge has bever gone past 180, even in stop-and-go summer traffic. And as of right now, the 6 speed is scheduled for Job One the first week of January 1999. It's a New Venture box, model NVG5600, with granny 1st and reverse, and 6th is overdrive.
As for the mirrors, I don't tow, so I stayed with the standard 6x9s, but unlike the new towing mirrors on the Ford SD trucks, the old style x-frame mirrors on the Dodge still allow you to pivot the mirror head to a non-extended position, making the frame arms themselves the widest part of the body, approximately an inch or so difference from the regular mirror. Ford is really missing the boat by not making the towing mirrors retractable to a non-extended position.
Thanks for any help,
JTO
I went to order a 99 Ram quad cab 2500, and just
before the autobytel salesman was going to write
the order up he said that he had just remembered
from a past order that they are not building
orders for the 2500 series with 3.54 ratio only
the 4.10. I said why and he said that they gave
no reason. All the trouble in research I went
through in deciding upon either the 1500 or the
2500 and finally deciding on the 2500 because
of it looking more heavy duty and just all around
better I had to hear this. This would just eat
up too much gas, and I don't haul horses or plow
snow. So I had to order a 1500 series to get
the gear ratio that I wanted. Does anyone know
why Dodge is doing this? They can lose many sales
on the 2500 with this dumb decision. The 99
brochure shows either ratio on the 2500 but they
are only building 3/4 ton with the 4.10
This is assinnine on their part.
#1 of 1: One comment: (stanford) Mon 19 Oct '98 (07:14 AM)
As you just proved, they aren't losing sales. You
still bought a Dodge, didn't you? It could just
be that the higher ratio (3.54) in the stronger
rear axle casing was very rare. Large assembly
lines save money by reducing options. This sounds
like one of those decisions.
Fords or Chevy's 3/4 ton options Dodge options are as follows if you want anti-spin differential
in the 3/4 ton it states (Req's Axle Ration-DMF When in Combe w/EML 5.9 Engine. So this means that you can still get the 3.55 rear but only with a regular rear end. Anti spin should be a must for anyone that orders a 4x4. Chevy's call it locking rear diff. When I told this to a friend he said that is why there are more Ford trucks on the road. They give you what you want. You want
anti spin with 3.55 you get it. Dodge you got to
change this in the years to come.
As part of the settlement, 51,200 Dodge Ram pickup trucks equipped with optional diesel engines are to be recalled to have controls recalibrated.
Chrysler Corp. spokeswoman Sonja Bultynck said the recall is a consensual action between the EPA and Cummins Encore, which makes the diesels in the pickups. Cummins Encore is to provide software for
reprogramming the engine controls, but the job will be done at Dodge dealerships, Bultynck said. The trucks in question were built between Nov. 1, 1997, and July 15, 1998.
I should be able to have at least 2 options of
the rear end not just one. I wanted 3.55 but for some god forsaken reason Dodge is only offering the 4.11 if you want anti-spin.
Now I don't own a farm, pull trailers,horses or plow snow, but I wanted a 3/4 ton ram because I like the word heavy duty. The snow prep group offered a HD transfer case and I like that word
heavy duty transfer case sounds indestructable right? I drive 52 miles round trip for work and the 4.11 would not fit for that. I am just dissapointed that is all.
Heavy duty means that it can handle more torque for a given application. It will still wear out at nearly the same rate as a standard transfer case. And since your application is light duty, save your money and buy a 1500 and get the rear end you want.
Or you can do what Stanford mentioned, and swap out the rear gears. The cost for the gears only it typically $200 with labor in the $300-800 range. Just remember that NO ONE would want your emasculated 3/4 ton truck when you go to sell it.
I just purchased a 5.9 quad slt with the 3.55 and have averaged 14 mpg for the first two tanks. Its too early to tell, but I expect it to come up 1 or 2 mpg after the engine breaks in.
I too was planning on buying a new silverado but due to lack of supply the dealers were just not dealing. I got an excellent deal on the dodge compared with what I could get with chevy right now, and I got an extra door. I also got a $1000 cash back on the 99 model.
Bri
You sure picked the wrong post to paste if you're down on Dodge. Read the response by Red. Stan doesn't know what he's talking about. First of all, steady torque does not cause your speed to drop. Just the opposite, it allows you to maintain your speed! Second, the horsepower is steadily increasing during that torque plateau. How does steady torque and increasing horsepower cause you to LOSE speed? Stan needs a lesson in diesel engines, because he just shot a load of nothing out of his mouth.
fasteddie, if you want the Dodge with the Cummins engine, go get it. There is nothing wrong with it.
just my interpretation.
Stan just doesn't understand how diesels work....or something is wrong with his truck.