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Who did you find in Sacramento to do your transmission? How were their prices. My Dodge Ram 2500 V10's reverse finally went out. Been hearing a lot of noise like water running when the vehicle starts.
Thank you,
Mike
One of the reasons why I won't be trading my '03 Dakota anytime soon is because I like the interior.
The current interior material finish of the Dak and RAM is the result of excessive influence of the now departed German contingent at Dodge. The rumor is that the new RAM will have a "significant" increase in the level of interior aesthetics. We'll see.
But as a note: While the instrument panels of other trucks does seem in some cases to be nicer in appearance, I think the RAM interior has been unfairly maligned. It is more spartan to be sure, and I think this comes from the Daimler philosophy of concentrating on actual work trucks instead of image building trucks for those that really want to drive a car.
Personally, while I think the new GMs have better looking interiors overall (about time, though), I don't see "cheap" when I'm behind the wheel of a RAM. What I think is unfortunate and even more of a problem on the Dak, is an overuse of that hard, dry feel plastic. The interiors look okay on a base truck that's in fleet service, but out of place on a more upscale model, such as a Laramie.
But hopefully this will be changing on the '08s.
By the way, a few weeks ago I had use of a new F150 and I did not think it had an interior that was greatly better in appearance than the current RAM. In fact, I thought it was ugly although the finish on the plastic seemed nicer.
Best regards,
Dusty
I hope that the next gen one-ton Rams get two things in '08 - '09 lineups - better interiors of which we speak, and a good, 6 gear auto with the Aisin or some other quality Japanese manufacturer so that the failure-prone auto transmission reputation of Dodge will finally be put to bed. It WAS earned. I hear the Aisin assembly is going the right way, but it needs to be in the mega-cab 2500/3500 configuration. And, it goes without saying, they need to keep putting indestructable Cummins diesel's in them. If they go away from that, it's goodbye Dodge as an option for me, and probably thousands more like me.
For now, the extruded plastic dash is the only real thing I can't stand about my '06 3500. If they do all that I speak of, I will trade to a Mega Cab dually, with "the right stuff" at that time, and keep it till it dies!
Regards, Titanium29.
To talk about the New Chrysler, head over to It's official - Cerberus buys Chrysler
kcram - Pickups Host
To a certain extent I blame Chrysler for automatic transmission problems, but not all. Especially in the more recent years the older "RH" and "RE" series problem index or failure rates are just about in line with those from Ford and GM, and in some instances better. (There seems to be a sudden increase in 4L70 & 4L80 problems with the new shift assembly design that GM is using.)
Unfortunately a fairly large portion of RH and RE transmissions had a problem and eventual failure due to using the incorrect ATF. Also, a good deal of Chrysler's "bad" reputation in auto transmissions is due to problems with their mini-van version (A-604, T41 series). That is the result of Mr. Iacocca's demand (for bragging rights) to release the first electronic transmission before it was adequately tested, then later attempts at cost engineering to bring the manufacturing cost down.
The Aisin will be used in the Dodge commercial chassis models only.
The 545RFE used behind the 4.7 and 5.7 engines is very durable. This has been a great transmission. In fact, until this year no aftermarket company made a kit for it, so few have developed a problem.
The new 68RE in the Cummins' equiped RAMs has so far been near excellent. Too soon to tell, maybe, but Dodge reportedly put this tranny through very tough testing.
Best regards,
Dusty
So, the motor shakes. It shakes in park, it shakes in drive. It shakes at Idle, and is worst at about 1100RPM. This is really bad when in gear and driving, as the whole truck shakes then. It shakes on the left (drivers side), but not on the right.
Right now I'm guessing on 2 possibilities: 1) The new mount is faulty or the bracket is not holding it right, or 2) something in the motor or torque converter is seriously out of balance. A parts shop guy suggested the TC may be out of balance??? Apparantly, this requires removing it and having weights welded on. Anyone heard of or done this?
Please help.
95 Dodge RAM 2500, Cummins turbo 12 valve, 47RE tranny, Dana 60 front, Dana 70 rear
What problems should I look for. I have never had a diesel engine. However, I have driven diesel trucks before.
I am looking to pay under 10,000 dollars and have seen a bunch on Ebay. Can someone help me with advice on buying a diesel. I am driving a Ram 1500 with 3.9 V-6 that has 238,000 miles so I am aware of some dodge problems like paint,dash and ball joints
P 0513
P 0229
I had these code show upon cycling the ignition. Thank you for your help..Jon Carroll
Torque converters are balanced during manufacturing. Have I ever heard of one losing a balance weight? Yes, but that was twenty-plus years ago and I think I've only run across it once. Yes, it can happen, but I think I'd look at other things first.
Regards,
Dusty
It seems the engine shaking is not the root of my problem, which has more to do with the Throttle Position Sensor and the Tranny kickdown cable. A bad TPS sends too low a voltage to the computer, which can cause TC "chatter" when the computer sends a bad signal to the TC relay. In fact, even the factory setting on the TPS can be too low and cause the chatter. There also seems to be a balance between keeping the TPS voltage high (telling the computer the thottle is more open) and keeping the kickdown cable loose (telling the tranny the throttle is more closed).
Anyone know how this works? I'm wondering if the vehicle speed sensor is factored into the equation by the computer as well. The computer controls both the TC relay and the overdrive relay, while the cable tells the tranny when to shift through normal gears? Does the tranny unlock the TC when it shifts?
The TPS costs over $200, so I guess I want to know it will fix the problem before I buy a new one.
1. I'm wondering if the vehicle speed sensor is factored into the equation by the computer as well?
The vehicle speed sensor (the one in the differential) is used to adjust internal fluid pressures in the transmission and verifying shift schedules, among other things.
2. The computer controls both the TC relay and the overdrive relay, while the cable tells the tranny when to shift through normal gears?
Assuming you have a 47RE or 48RE transmission, basically yes. Shift control on Mopar automatics having a throttle position cable are determined by the position of the Manual Lever position, the throttle position (pressure) cable, and governor pressure.
3. Does the tranny unlock the TC when it shifts?
First, on all Mopar automatics the Torque Converter Clutch (TCC) is controlled solely by the Powertrain Control Module (PCM). On four speed "RE" series transmissions, the the TCC only engages in third and fourth gears. When operating correctly, the TCC will always disengage momentarily whenever an [X] amount of increase in engine load is sensed by the PCM, such as going up a grade or throttle pressure is sensed. This includes applying the brakes, a slight decrease in throttle pressure, or a 3-4 shift.
Depending on mileage, torque converter shutter on Mopar automatics is typically fluid related or symptomatic of ATF temperature too high. Low fluid pressure can also cause this, as well as a worn torque converter clutch or an intermittent TCC solenoid.
If your problem goes away when the O/D switch is on (overdrive defeatured), then you probably have a TCC problem.
Best regards,
Dusty
I know a lot of you out there are very well conected into the Cummins & Dodge communities. So my question is, is this true? If so, is it possible to get the PCM reloaded to earlier, more protective (cooler)programming? Personally, I would not want my motor running a hotter EGT than 1250 max. Thanks in advance for your time on this.
Thanks
Guy
Did you ever figure it out? Our 06 did this on Tuesday, dealer has no idea what's wrong with it. It still won't start.
I tend to drive with it in 1. I can't say if mileage improvements are from the computer or the engine breaking in.
When the dealer call STAR for warranty repair work, they do ask if it has an after market computer or if the PCM has been flashed. They will then void the warranty on any drivetrain issues. At that point, you must fight them in court, to prove that the upgrade did not cause the problem. It can be rather expensive and you are driving a rental, until the case is resolved.
I own an '06 2500 with the CTD 5.9L, auto tranny. I do a moderate amount of towing in somewhat hilly terrain and was considering adding the exhaust brake for the additional braking and safety factors. I spoke with two different Dodge dealers, one quoted me $1700 installed, the other $2300. I understand the new 6.7L comes standard from the factory with the exhuast brake, does anyone have any comments / opinions about it? Would like to know if it would be worth the investment or not. Thanks.
YES, it is VERY worth the money. When I had my 06 3500 5.9L CTD/automatic I had one put on and wow, it was awesome. We don't have one on our 06 3500 5.9L CTD/6-spd, but will soon.
We drove my truck all the way to washington and back to alaska pulling a 10k lb trailer in the winter. Without the exhaust brake I don't think we would have made it back as easily. We could shift the automatic into 2nd gear and the exhaust brake would hold the truck and trailer at 20 mph coming down a 12% grade, was really awesome!
Even in everyday driving without a trailer it will save your brakes, I kept mine on all the time. It also aids in warming up the engine fast on cold mornings.
I had the Jacobs Exhaust Brake, it was installed by the dealer, I believe I paid $1575 and it was worth every penny. That's probably the main thing I miss about the truck, I sold it in March, diesels aren't for me.
Come baaaaaack Jolieeeeeeeeeeeeeeeee, come baaaaaack to the dark siiiiiiide
kcram - Pickups Host
Ok, truth is after we bought the TWO 06 Rams in July 06 we aquired a 97 F-250 PSD for way cheap and well, THREE diesel trucks was just too many.
Mine had a problem with injectors and an engine knock, then it got vandalized and backed into. Guess I just got fed up with the truck. I'm now driving an 07 Honda Pilot and couldn't be happier.
I do still drive a diesel when I need to tow a trailer and its a MIGHTY fine looking red dually!!
So I really haven't technically *left* the dark side, lol. :P
Thanks again.
All there is to it is a vacuum valve on the exhaust leaving the engine (hard to explain, lol), some wires, a different belt, and a switch located on your automatic shifter. Its pretty simple really. I had the one made FOR the Cummins by Jacobs exhaust, VERY good exhaust brake. We are having one put on our 2006 3500 5.9L CTD/6-spd in about 3 weeks or so.