Considering a 4th Gen

[SnoKing]

Is Ram still installing the Aisin in the 3500, SRW? I heard a rumor awhile back that Chrysler is now producing their own HD Trans. to replace the Aisin. You know how rumors are!!! Can't believe everything you hear. Thank You.

In the past when the supply of Aisins was tight they restricted it in the SRW. I have not heard of that happening recently. What defines a HD Trans? When Aisins are not available they have the 68RFE as the standard transmission. I have a friend that still swears that the auto transmission in his 2003 RAM dually was a Mercedes transmission. So there goes the rumor mill!

 

[DeansRedRam]

2015 was RAM more or less got their act together. Power folding mirrors on higher trim levels. 2016 gave ability to move cameras around. We towed a 16K 5th wheel with our 2015 4X4 CC SB SRW Aisin and it did well. Love my 3.42 gears with the Aisin. View attachment 123191

What do you mean by move cameras around? Choose between the one on the tailgate or the one on the 3rd brake light?

Its not possible to add a camera on a trailer and connect it to a stock truck, is it?

 

[SnoKing]

What do you mean by move cameras around? Choose between the one on the tailgate or the one on the 3rd brake light?


Its not possible to add a camera on a trailer and connect it to a stock truck, is it?

On the 2015 and older, if you order the bed view camera, it was displayed on the center stack display and the backup camera was displayed on the small screen on the rear view mirror. In 2016 one can move these around between the displays.

 

[DeansRedRam]

On the 2015 and older, if you order the bed view camera, it was displayed on the center stack display and the backup camera was displayed on the small screen on the rear view mirror. In 2016 one can move these around between the displays.

Oh wow, so my rearview mirror has a screen in it? I had no idea.. lol

I'm not impressed with the quality of these cameras... was thinking of seeing if a 5th gen tailgate lines up to this truck. I know the 8.4 has good resolution and don't doubt it support a higher resolution camera. I don't use the brake light camera much at all.

 

[endoscott]

All 6.7’s with the stock turbo have an exhaust brake.

In pickups the Aisin didn’t start until 2013.

I too am a HUGE fan of the Aisin and 3.42’s. I also spend a lot more time towing in 1st and 2nd gear then most. I was very skeptical until using it. It’s does amazing at low speed and the ratios work out great for towing on the interstate at 70.

Once you use an exhaust brake towing you’ll never want to tow without one. I’d consider it a safety issue not having one with a 12K trailer in the mountains.

PLUS 1. We also have a 2014, SRW, Aisin and 3.42, love it. Exhaust brake is a must have for safe towing a 5th wheel.

 

[AH64ID]

Oh wow, so my rearview mirror has a screen in it? I had no idea.. lol

Your signature says you have an 18, so it wouldn’t have the screen in the mirror.

 

[gsbrockman]

https://tap.fremontmotors.com/trusted-auto-professionals/test-ram-cargo-camera#.Xy39Oy1q2hA
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[Buffalo]

In the past when the supply of Aisins was tight they restricted it in the SRW. I have not heard of that happening recently. What defines a HD Trans? When Aisins are not available they have the 68RFE as the standard transmission. I have a friend that still swears that the auto transmission in his 2003 RAM dually was a Mercedes transmission. So there goes the rumor mill!

I've had numerous people tell me that their Ram had an Allison Transmission in it. I always ask if they had that done aftermarket? One guy even told me he crawled under the truck and the name Allison was printed on the trans. I suppose it's possible but, highly unlikely. Although, in certain vehicles (buses & motorhomes,), Allison's have been installed at the factory. I would not be surprised if the salesperson who sold those individuals their Ram's was the person that told them that their truck came with an Allison trans.

 

[endoscott]

Aisin spelling not THAT different from Allison. If he forgot his reading glasses and a flashlight....well maybe he is a young guy, IDK. In that case he just can't read?

 

[AH64ID]

Aisin spelling not THAT different from Allison. If he forgot his reading glasses and a flashlight....well maybe he is a young guy, IDK. In that case he just can't read?

Or and old guy.

 

[keny]

The 07-09 are prime candidates for deletes as the emissions systems are less than adequate, mileage is pretty bad, emissions systems are aged way beyond their expected lifetime. No AISIN in them, the 68RFE is likely to need attention at that age unless it has been done. HG problems with programming can be a problem.

The 10-12's have better emissions programming, less issues with HG but deletes can cause problems, better NVH and more options if you are looking for that.

Steering was not fixed until 2013+ trucks and you will have to check as it looks like some 2013 trucks did NOT get cross over steering. 2013+ you will find more AISIN units but unfortunate more 3.43 gearing.

The 4th gens had more of the crew cab if you are looking for extra room in the rear as opposed to the mega cab. Same wheelbase as the quad cab with an 8 foot box. 2013 + will be DEF trucks, less EGR problems, aq little better mileage, but, the SCR system are basically junk and they have a tendency to kill the DPF and catalyst when they go bad.

Later 68RFE's have some of the needed updates but they almost all need some pieces or a rebuild to current best practices and apply trans tuning for best results.

The HE351VE turbos on a non-SCR truck are more prone to issues, a lot can depend on how they were used and any updates applied. Controllers failing are the most common but getting carboned up and causing the failure are also prevalent. When it fails no power or really high drive pressures. All of that trickles down to the HG issues so it is not uncommon to see am HG problem with a failed turbo.

Injectors can be a big deal just like the 5.9's, almost guaranteed if an injector fails it will take out an HG. Just like the 5.9, you have to factor in a set of new injectors for reliability.

Mixed bag when you buy these used trucks and do not go over them in minute detail plus use them as you intend to see what happens.

Could you please define what " HG and NVH" are short for?
Thanks Keny

 

[cerberusiam]

Could you please define what " HG and NVH" are short for?
Thanks Keny

HG is shorthand for head gasket, the 6.7's biggest weakness

NVH - Noise Vibration Harshness. What every manufacture tries to limit to sell vehicles.

 

[keny]

HG is shorthand for head gasket, the 6.7's biggest weakness

NVH - Noise Vibration Harshness. What every manufacture tries to limit to sell vehicles.

Thank you, Keny

 

[Jim W]

The only thing that I can add to this discussion is to make sure the vehicle was a "US" sold vehicle and not an imported Canadian vehicle. I know the "MY " you are looking for will not have any warranty left as far as how old it will be, but if there are any recalls for issues they will not be honored in the US. If that is not a problem OK but you should be aware of this.

 

[Wiredawg]

HG is shorthand for head gasket, the 6.7's biggest weakness

Hi,

Just wondering where you get your stats from WRT HG issues on the 6.7? Are you a diesel mechanic at a dealership or aftermarket builder? Just curious what your credentials are?

Just saying I don't think I've seen a single instance of a single 6.7 here on the TDR, stock or built. There are hotshotters who are hitting mileage and duty cycles with no apparent problems. Although I didnt hit high miles on my former 2009 Ram 4500, I certainly hit high duty cycle as is the same with my current 2017 Ram 5500.

Thanks for responding,

Ron

 

[Jim W]

Ron, yes the HG can be an issue with the 6.7L Cummins engine. Especially if you have read all of the diesel rags that were sold to consumers, who than read about the issue in the magazine. They than went on the internet to make it so by claiming the HG' s were the weak link on the 6.7L Cummins.

I do know some guys who have blown their HG on their 6.7L Cummins, but these guys were sled pulling in the area. At the time of using their trucks for sled pulling they had the Smarty's S67, set on CaTCHER level 9. When this was going on the SMARTY S67 was one of the first on the block to allow you to delete an engine. So, the engine was producing more HP and TQ than the current HO engines are producing today. Thus failing the HG. Anything can fail if you try hard enough.

 

[Wiredawg]

Ron, yes the HG can be an issue with the 6.7L Cummins engine. Especially if you have read all of the diesel rags that were sold to consumers, who than read about the issue in the magazine. They than went on the internet to make it so by claiming the HG' s were the weak link on the 6.7L Cummins.

I do know some guys who have blown their HG on their 6.7L Cummins, but these guys were sled pulling in the area. At the time of using their trucks for sled pulling they had the Smarty's S67, set on CaTCHER level 9. When this was going on the SMARTY S67 was one of the first on the block to allow you to delete an engine. So, the engine was producing more HP and TQ than the current HO engines are producing today. Thus failing the HG. Anything can fail if you try hard enough.

Jim,
If I get this straight, you're saying and saying Cerberusiam is saying blown HG is primarily an issue with MODIFIED 6.7s and not a BROAD problem with stock 6.7s? I know when I was planning mods on my previous 5.9s and my 2009 6.7, I took into account boost ratings/limits on engine and driveline and it worked.

And I asked and still asking Cerberusiam's credentials or background to make the statements he makes. Not being smart or disrespectful, just have not gotten there yet. I've been fairly active on the TDR since 2000 and my background is longtime user and moderate performance upgrades turbo, injectors, pump adjustments, and later chips and programmers, so my experience is success in planning installing and using performance upgrades, those of my friends and here on the TDR. I read a LOT of technical comments on the TDR, and for the most part, Cerberusiam is the only one I don't know his credentials to make the comments he makes. I think that is fair.

Anyhoo, as always, thanks for your input.

Cheers, Ron

 

[AH64ID]

6.7’s are more prone to HG failure than 5.9’s running the same power. It comes from the Siamese cylinders that 6.7’s have to maintain the same block as the 5.9.

It doesn’t take a lot of added power to have HG issues, and they can happen stock but it’s not really a point of concern. Tuning has also come a long way. It was more common 10 years ago when people were tuning them like 5.9’s.

So while the 6.7 is more prone to HG failure it’s not something most people need to worry about.

 

[Wiredawg]

6.7’s are more prone to HG failure than 5.9’s running the same power. It comes from the Siamese cylinders that 6.7’s have to maintain the same block as the 5.9.

It doesn’t take a lot of added power to have HG issues, and they can happen stock but it’s not really a point of concern. Tuning has also come a long way. It was more common 10 years ago when people were tuning them like 5.9’s.

So while the 6.7 is more prone to HG failure it’s not something most people need to worry about.

OK, seems the msg I'm still getting is HG failure most common on modified 6.7s and not sure to what degree more common on stock trucks than with the stock 5.9s, although HP/TQ on stock 6.7s is what many modified 5.9s were modified to achieve.

And, the fact I was tuning a DETUNED C&C Ram 4500 with 90HP/180TQ using MADS, and getting ~395HP/790TQ at the crank, was still within the max operating specs of the 6.7, but actually above the 730TQ rating of the Aisin AS68RC. So, I'm understanding that part... Just interesting to me that HG problems haven't been directly documented here on the TDR, neither stock or modified that I'm aware of. I do understand HG failures on modified trucks though, as I've seen 2nd and 3rd Gen folks greatly exceed specs on the 5.9s, mostly with compound turbos but also with extreme programming. Not sure I'm getting the degree of programming added to 6.7s, for example, levels 6 thru 9 on a Smarty? Just looking for point of reference, mild programming considered up 60HP/120TQ?

No trying to hijack the thread here on getting to brass tacks on the 6.7, but relevant to the OP as this addresses his questions on the weakness(es) of the 6.7. I'm interested/curious too on more specifics.

Thanks, Ron

 

[AH64ID]

There have been HG failures and HG failure discussions here on TDR for many years, just not an extreme amount of them. It’s been the most common 6.7 premature failure since it was introduced in 2007.

Smarty ME tuning was hard on HG’s in the early years, as were other programmers. SW5 is the most that should be ran, IMO, for towing on any platform. SW3 is preferred. Custom tuning is still much better as it takes use and mods into account.

It’s not the total power that created issues but how it was made, with timing being a big contributor along with drive pressure.

C&C trucks aren’t detuned, they are tuned differently. Just like 68RFE vs Aisin vs G56 are tuned different and there are numerous differences other than just a simple derate.