First 2 months of ownership - 2015 Ram 2500 Mega Cab Automatic 4x4

[Cvisserman]

I have owned my 2500 Mega Cab 4x4, SLT, Auto trans for two months, and have 3100 miles on it. Thought I'd share some information about my experience so far.

The good:

1. The cab is huge, comfortable, and seems very well put together. I have 4 kids, and we regularly fill all six seats and have plenty of room.
2. Fuel economy, has exceeded my expectations. 18 mpg average on the computer. Have taken a few freeway trips and easily top 20 mpg going 70 mpg. Hope to see a bit of an improvement once I get 10000 miles on the truck, but so far impressed.
3. The exhaust brake works flawlessly.
4. Power is strong. I find myself driving this thing like a sports car!
5. On the highway especially, this truck is quiet, comfortable, and a pleasure to drive.


The bad:

1. It took the dealer a week to figure out how to install the factory back up camera. An unexpected hassle.
2. The transmission is very disappointing. It has a mind of it's own, and lugs the engine. Yes, yes, I know, shift it myself or put it in tow/haul, but really? It should shift fine in regular "drive" mode. I am getting used to it, but it is annoying, and really inexcusable in a vehicle this expensive,
3. There is an annoying clunk noise coming from the front suspension. When I make a left turn, and hit a slight hole or bump, there is a noticeable clunk. Will have the dealer check it out at first oil change. But a brand new, heavy duty truck, that has never been off the pavement, shouldn't do this. I'll have to search the forum to see if this happened to anyone else.
4. The truck has developed a slight metallic hum that can be heard when cruising. When I let go of the throttle it stops, so I am thinking it might be something in the trans/torque converter.
5. Injector rattle is way too loud. I put some additive in the fuel a week ago and it seems to have helped a bit. But the engine sounds like a spray can rattling on acceleration, which is dissapointing. Perhaps it will get better with time. I'll bring it up with the dealer, but I am quite sure they will just state it's normal. I was listening to some cummins powered school buses pulling away and don't hear injector rattle at all, just smooth, diesel power.

 

[sag2]

Welcome to the TDR. Sorry to hear about the bad.
The transmission is shifting just the way it should. It shifts like that for the best fuel economy and lowest emissions. It is disappointing to you because it isn't like a prior vehicle. This isn't made to shift like the older trucks so you need to get used to the way it is. There isn't anything bad that will happen because of the shift schedule, it's just you wanting something different.
I'm not there to hear it but highly unlikely there is anything wrong with the converter. The truck is so quiet you can hear sounds you would have never noticed before.
On the injector rattle same as above. Don't give it another thought and just enjoy the truck. Consider the sounds and the shifting as the sound of 20 mpg at 70 mph with a 7,500 pound truck.

 

[Bob4x4]

Sag2 we need more service advisors like you to discuss new vehicle quirks with their owners.

 

[RustyJC]

5. Injector rattle is way too loud. I put some additive in the fuel a week ago and it seems to have helped a bit. But the engine sounds like a spray can rattling on acceleration, which is dissapointing. Perhaps it will get better with time. I'll bring it up with the dealer, but I am quite sure they will just state it's normal. I was listening to some cummins powered school buses pulling away and don't hear injector rattle at all, just smooth, diesel power.

You might try using diesel with a higher cetane rating. That has a lot to do with diesel combustion "rattle" on these engines. The following chart is from another forum and has some age on it (circa 2008) but serves to demonstrate the variance in cetane ratings among suppliers:

Propel HPR, 75
Syndiesel, 60
BP (Amoco branded), 51;
Countrymark fuels Diesel-R, 50
Chevron, 49; or 51 with Techron D labels in select markets
ConocoPhillips through the 76 stations (California) 47-53
PetroCanada, 47-51
BP (Powerblend 47, otherwise 40-42)
Shell, 46;
Sinclair, 46;
Sunoco Gold, 45 (often +1-5) Sunoco regular is usually 40.
Exxon/Mobil, 43-46
Holiday Stations, 40-43
HESS, 40-42, can be up to 45.
Husky, 40 + diesel Max additives raise another 1-3 from there (41-45 max)
Pilot/Love's/Flying J/Valero/Sheetz/Walmart/Wawa: 40

Rusty

 

[kthaxton]

I have to agree with Sag about the shifting. It was weird to me too when I first got this truck. I had to get used to it just increasing boost as power was needed (i.e. going up a grade), instead of just shifting down a gear like I was used to.

 

[SnoKing]

Some drive around it tow/haul because they like the earlier shifts and higher RPM's for a given speed. I have decide to not do that unless I am towing. I do find that it whats to hunt from 6-5 and back on small grades when cruising at 55-60, punching tow/haul drops it to stay in 5th or I lock it to 5th being the high limit. Sometimes I will punch tow/haul to get better exhaust braking, as I have multiple stop signs and round-a-bouts going to town!

Later this month it is going to get it first long distance tow to Arizona. SNOKING

 

[GCecchetto]

I have the same annoying clunk in the front suspension, happens every day when my left front tire drops into the hole going into my driveway. I can literally feel it through the floorboard of the truck. I must agree to a point about the transmission. Personally I think it's crap, nowhere near in the same league as the Alison in the GM's. The shifting is iffy and soft, until it decides for no reason to abruptly slam down or up a gear. I was very disappointed with the trans when i picked up my truck. Of the 4 Rams I have owned, my 2014 is the first with an auto, and I wish i had bought another manual, despite the decreased output.

 

[Hoefler]

The transmission learns your driving style and habits. It will adjust to you over a period of time and miles, how long, depends on the type of driving you do, highway vs city. Give it time and miles.

 

[SnoKing]

The transmission learns your driving style and habits. It will adjust to you over a period of time and miles, how long, depends on the type of driving you do, highway vs city. Give it time and miles.

You are saying that the 68RFE is an adaptive transmission? What about the Aisin in the 3500's? SNOKING

 

[Cvisserman]

Thanks for the comments to all. Much appreciated. I'll post an update after the first service.

 

[GCecchetto]

The transmission learns your driving style and habits. It will adjust to you over a period of time and miles, how long, depends on the type of driving you do, highway vs city. Give it time and miles.

Don't think so. I have 32000 miles on my truck, trans is no different than it was at 100 miles.

 

[EGroeneveld]

The trucks should have a setting called ''running empty/no trailer'' so it can soften the trans shifts. But they are built to handle 800-900# of torque and trailers up to 30K.

My 2016 for sure shifts different than my 2011. Most noticeable trying to creep through neighborhoods lightly with yields and stop signs everywhere. I have now pretty much gotten use to it and have also adjust my throttle foot usage so it's a lot smoother than the first couple of days. Different truck, different driving styles.

 

[RVTRKN]

Cvisserman, I'm willing to bet your rear diff is 3:42, fill out your signature so we can see your truck and options. My 14 CTD has the 3:42 68rfe combo, AND I HATE IT. I have to manually shift it under certain conditions and my MPG sucks in city traffic, but I am at 10K GVW. 3:42 is a poor choice for the CTD, 1200RPM cruising @ 50 MPH is a poor choice for the manufacture to stick us with. The CTD is best between 16-1800 RPM and your pinging is from that lugging of your CTD. Try to keep your RPM @ that range and see if it improves. Mine does this and it drives me nuts, if I were to do it again it will be 3:73 and a G56, if I have to shift it anyway might as well be a manual.

 

[GCecchetto]

The trucks should have a setting called ''running empty/no trailer'' so it can soften the trans shifts. But they are built to handle 800-900# of torque and trailers up to 30K.

My 2016 for sure shifts different than my 2011. Most noticeable trying to creep through neighborhoods lightly with yields and stop signs everywhere. I have now pretty much gotten use to it and have also adjust my throttle foot usage so it's a lot smoother than the first couple of days. Different truck, different driving styles.

I'm guessing you have the Aisin trans? I have the regular Chrysler auto and it sucks, shifts are anything but firm. Oh how I wish I had an Alison trans.

 

[Stab]

Cvisserman, I'm willing to bet your rear diff is 3:42, fill out your signature so we can see your truck and options. My 14 CTD has the 3:42 68rfe combo, AND I HATE IT. I have to manually shift it under certain conditions and my MPG sucks in city traffic, but I am at 10K GVW. 3:42 is a poor choice for the CTD, 1200RPM cruising @ 50 MPH is a poor choice for the manufacture to stick us with. The CTD is best between 16-1800 RPM and your pinging is from that lugging of your CTD. Try to keep your RPM @ that range and see if it improves. Mine does this and it drives me nuts, if I were to do it again it will be 3:73 and a G56, if I have to shift it anyway might as well be a manual.

I believe this is the major component for the complaints of any auto trans vehicle. Do your homework before buying a truck with the wrong gearing! It's not FCA's problem per Se. Most of these trucks sold by Ram are never going to have any kind of load applied to them that they were designed for. It's all about the image when some "urban cowboy" buys a truck like this. Then the hating starts because there has to be someone to blame because the "car" salesman didn't tell ME the ins and outs of a "truck" designed to haul.

This only the second vehicle in my half century life that has had an auto trans. It has been the best decision I have made in a long time (after the gearing). I have NO regrets at all about ordering this truck the way it was built. The results pulling grades with this truck (under load) sense delivery is amazing. EVERY driver has said the same.
We pulled the "Ike Gauntlet" in early Oct. 15 mph faster than we had before with the same load. NO REGRETS! Do your homework!

 

[Cummins12V98]

"Oh how I wish I had an Alison trans" Maybe from a Medium duty truck but the pickup version is not as good as the Aisin.

We are VERY lucky to have the option for the true Medium duty Aisin in our Light Duty PU's.

 

[Stab]

"oh how i wish i had an alison trans" maybe from a medium duty truck but the pickup version is not as good as the aisin.

We are very lucky to have the option for the true medium duty aisin in our light duty pu's.

agreed! ^^^^^^

 

[GCecchetto]

"Oh how I wish I had an Alison trans" Maybe from a Medium duty truck but the pickup version is not as good as the Aisin.

We are VERY lucky to have the option for the true Medium duty Aisin in our Light Duty PU's.

Agreed, but I don't need a 3500 DRW, and that's what it takes to get an Aisin. GM puts the Alison in all of there 2500 and up HD's, gas and diesel. Yes, I know you can technically get a 3500SRW with an Aisin, but there were none to be had out here, and the dealer told me Ram had a hold on building any SRW's with the Aisin due to supply problems. They apparently needed everyone they could get for the 3500 Max Tow DRW's, 4500 and 5500 trucks. It's also a very pricey option at $3000.

 

[AEdelheit]

It's also a very pricey option at $3000.

I would argue that compared to the $6-$10k it takes to build a heavy duty 68RFE its a rather cheap option in the long run depending on how you use the truck.

 

[Cummins12V98]

Agreed, but I don't need a 3500 DRW, and that's what it takes to get an Aisin. GM puts the Alison in all of there 2500 and up HD's, gas and diesel. Yes, I know you can technically get a 3500SRW with an Aisin, but there were none to be had out here, and the dealer told me Ram had a hold on building any SRW's with the Aisin due to supply problems. They apparently needed everyone they could get for the 3500 Max Tow DRW's, 4500 and 5500 trucks. It's also a very pricey option at $3000.

I would still take the Cummins/68RFE option over the Dmax/Allison any day. My 68RFE performed great towing 29K combined.

I learned my lesson when I bought my 11 HO LongHorn Dually that taking a new rig off the lot that is not exactly what you want is a bad idea. I ordered my 15 and my only gripe that I discovered after getting the truck is when getting the bed cam option that puts the backup cam in the rear view mirror. They have corrected that with the 16's.