Ask the Engineer LIVE Chat - THIS IS THE PLACE!!

[RamEngineers]

From HowardW 11-20-2009 01:02 PM



I would like to know if you can see over the hood on the 2010 models than the 3rd generation trucks. I have owned a 2nd generation truck and now own an 03. The visability was much better in the 97. Iuse the 03 as a daily driver and to tow a 13000 lb. 5th wheel.

Although the new Heavy Duty Ram has a higher hood (cooling packaging, big rig styling, etc), we have had no driver comments related to poor visibility.

 

[RamEngineers]

Hello,



With the 68rfe what are the most common failures you have seen? I guess the weak links? Thanks

Probably the most common 68RFE failures are OD clutch failures and valve body wear. The 68RFE geartrain has proved virtually bulletproof.

The OD clutch problem is not inadequate clutch capacity, but rather some specific driving events that can generate multiple OD clutch engagements in a short period of time (which can overheat the clutch and lead to premature failure). We have improved the trans control software for 2010 MY for improved OD clutch durability.

We have also discovered that the solenoid switch valve (SSV) bore in the main valve body can be worn oversize in higher-mileage transmissions, resulting in leakage into (or out of) the OD clutch passage, and leading to OD pressure switch faults and possible clutch distress. For 2010 MY, we've anodized the 68RFE main valve body to eliminate this bore wear.

If you are overhauling a high-mileage 68RFE transmission, replacing the valve body assembly with a new service part would be a good idea.

 

[RamEngineers]

"hydromount" = shock absorber???



Godspeed,

Trent

no not shock absorber, but a fluid filled mount that offers better damping.

 

[TulsaOkie]

2007. 5 with 292,000 miles, auto sixspeed, great work guys... keep it up!!!

 

[dodgediesel2500]

I use my vehicle off-road frequently. So much so that I have equiped it with 37" tires, 4. 56 gears, and a Detroit Truetrac torque sensing front differential. It would be nice if a package was available from the factory with these options. Read these forums and see how members equip their trucks. You will quickly see that this is a package that would sell quickly to a lot of diesel enthusiasts.

 

[DodgeWarlock]

Thanks to all the Cummins and Ram engineers for there time and answers. It's reassuring to those of us who stand behind the brand that you are interested in our opinions and questions.

 

[47Ford - 1.5ton]

Hey guys,



Few questions so here it goes.



Curious if any thought or discussions have been thrown across the table into utilizing the 1/2 ton Ram truck platform in junction with a CR smaller displacement diesel. Much like your current on-road platforms similiar to the old 4BT or the current 4. 5L CR motors, I was curious why... or consequently why not in regards to utilizing such a durable and fuel efficient powerplant in a 1/2ton isn't being addressed yet. I noticed Ford at one time had a 4. 5L Powerstroke that was going to see the light of day in an F150... but it was then cancelled due to budget perhaps... . has this idea met the same fate?



Long story short, I know there would have to be some extensive work done in regards to fuel delivery and burn cycle to maximize efficiency and lower emissions to CAFE standards... but I would assume most of the R & D from the motors lower end and turbo managment would already be complete. Head design and after-turbo systems would need to be ironed out.





It might be a shot in the dark... . but I currently have a Cummins 4BT 8V in a 1947 Ford 1. 5 Ton DRW and its fuel mileage exceeds my 2005 1/2ton, and also the Cummins outperforms from a towing standpoint as well.





Also any thought given into head design and intake runners to aid in some top end power?



Im here as a respresentative also from a 4BT and 6BT repowering community that has now started divesting into the more electronically controlled Common Rail systems.....



So more or less, I'm here to report back... . what can I expect from my daily driver in 2010... and what can I expect in terms of Cummins and its perceptions on repowering programs.







~Mike K

Green Bay, WI



4BTSWAPS. COM



University of Minnesota

Institute of Technology

Mechanical and Jet Turbine Engineering

BSME Graduate of 2006

 

[TDRadmin]

Posted for George Winter

Posted for George Winter:



My question is my mpg. My dealer made a flash change you guys said to make in your 'Turbo Diesel News' 6/11/09 New Calibrations 6. 7L performance. They did it & my mileage went DOWN 5 mpg. Dodge says they cain't go back.

Who in this world can at least flash me back at least. 2008 1 Ton and was very happy. HELP?

 

[RamEngineers]

2007. 5 with 292,000 miles, auto sixspeed, great work guys... keep it up!!!

Thanks for the vote of confidence. Hopefully you experience many more troublefree miles with your transmission!

 

[RamEngineers]

From opjohnny 12-08-2009 01:25 PM



This is for Dodge and Cummins, Fess up, I want to know if you actually drive these trucks. I would like to hear about them if you do and how used. Dodge only question, I want to know what you have actually tried to change but was shot down by the bean counters.

From the dodge engineers - "what you have actually tried to change but were shot down by the bean counters"? How about a diesel version of the Powerwagon (so far)??



Many of the engineers at Dodge actually drive these trucks! Several engineers we work with daily have farms, extended family businesses, and regularly do real work with these trucks. Most tow trailers of all sizes, and to all areas of the country. Where we are missing direct real world experience (such as Cab-Chassis usage) we contract with fleets including commercial use and utility companies to get the actual customer data. Any we visit often to check up on concerns and progress. The Dodge/Ram truck leadership lives and breathes these trucks! Hope that answers your question.

 

[CumminsEngineers]

From opjohnny 12-08-2009 01:25 PM



This is for Dodge and Cummins, Fess up, I want to know if you actually drive these trucks. I would like to hear about them if you do and how used. Dodge only question, I want to know what you have actually tried to change but was shot down by the bean counters.

Contrary to popular belief, engineers actually do get out of office once in a while! All of us on the engineering team honestly do spend significant time driving the trucks. We use them for everything from stop-and-go driving in town and commuting, to towing tractors and motorcycles, to long highway vacation trips, and everything in between.



In addition, we run extensive test cycles that span all known customer duty cycles, including many in worst-of-the-worst conditions and duty cycles. Between the two, we have a broad portfolio of experience with the trucks both from a durability and driveability perspective, and I hope that is reflected in your experiences with your trucks.

 

[CumminsEngineers]

With the cab and chassis trucks using Urea, will there still be an EGR in use and will the Urea reduce the amount of regeneration required, thereby allowing a longer life on the other parts of the exhaust system filter?

The MY2011 chassis cab will use the SCR (Selective Catalyst Reduction) system with urea. The engine will still need to flow EGR to get the base engine emissions down to levels that can be further reduced by the SCR system.



In theory if the amount of EGR flow is reduced, then the regeneration frequency would be reduced. The durability of the exhaust system filter is not dependent on the EGR flow. Thanks for the question.

 

[RamEngineers]

Any plans for an extra overdrive gear for the manual transmission? Similiar to the automatic with 2 overdrive gears. Also what about upping the torque rating for the manual transmissions?

The G-56, like most RWD manual transmissions, is a single overdrive system. In the RWD manual transmissions there is a direct drive (1:1) ratio gear set. The spacing of the 1st to 5th gears is optimized to offer proper performance with a loaded vehicle and to avoid torque holes (excessive up shifting and down shifting on grades). The 6-speed was introduced several years ago to replace the 5-speed to address this issue. The OD gear ratio was lowered to improve fuel economy. There are plans short term to look at a double over-drive manual transmission.

 

[RamEngineers]

Thanks for participating!!!

Whoa, it’s about that time; hard to believe it’s past 7:00 o'clock already. Many thanks to everyone who showed up and participated in tonight’s event; we had a blast hope you did too! As a reminder, for those late breaking questions that we might have missed, we'll be going back through the thread this week to review any "orphaned" posts and append replies. So please keep checking back over the next few days or subscribe to this thread... .



Thanks again, you guys were awesome! We look forward to doing it again. .

 

[RamEngineers]

Why doesn't Dodge offer electrical locking differentials in the 2500/3500 series work trucks? Can or will the Powerwagon be offered with the diesel engine? There are many people that have to use their vehicles off-road and not get constantly stuck with open differentials.

The electrically locking hubs are only available on the Powerwagon, and as stated earlier, the Powerwagon package is only available with the 5. 7L Hemi gas engine. A rear limited slip differential is offered on all other models; 2WD and 4WD - we believe it is a better match for the overall uses for the truck. But thanks for the input on locking front for off-road use; we can investigate whether this option might be valuable to other customers.

 

[CumminsEngineers]

From dlmetzger 11-22-2009 09:02 AM



Fuel in Oil



My 2008 6. 7L was purchased new. Initially, used for short trips (~5 miles) and no load during the week, then loaded (9K) on weekend. Oil analysis showed 5 % fuel in oil (and climbing). I changed the vehicles use pattern (no short trips) and fuel level in oil dropped to 1-2%. I know this topic has been discussed before, but I'd like to cover it again.



Question 1: How much fuel can the engine oil tolerate and for how long and at what level?

Question 2: How does the fuel get in the oil? Does it slip past the rings at the end of the exhaust stroke while injecting fuel for the regeneration?

Question 3: If so, does this damage the rings?

Question 4: If not, is it the ERG? Please explain the mechanism for fuel in oil.

Response to Q1: The amount of fuel in the oil that the engine can tolerate is based on the oil viscosity. As the fuel dilution increases, the oil viscosity will degrade leading to premature wear of metal-to-metal components, if not properly addressed/maintained. The Oil Change Monitor will activate an Oil Change message when an oil change is needed. The monitor has been calibrated based on a viscosity model of the post fueling.

Response to Q2: The engine needs to provide late post fueling for adequate regeneration of the aftertreatment system. A small amount of post fuel can slip down the sides of the cylinder wall and can make their way down to the oil pan.

Response to Q3: If not properly maintained, the higher fuel dilution or lower oil viscosity can cause pre-mature wear of some of the metal-to-metal components-such as the piston rings.

 

[Steve St.Laurent]

Thanks from the TDR for everyone that took part in this exciting event. I still had 30 some odd questions on my list that due to time constraints was not able to post during the live event. They have been forwarded on to Dodge and they will be answering them in this thread over the next week or so.

 

[RamEngineers]

First questions:



From Stark_Ent9802 11-11-2009 08:46 PM



Hello Engineers. My Question is about the snow plow prep package.

I understand that the 2010 HD trucks have a improved GAWR of 5500lbs from 5200 in the 09 truck. Will this or does this have an effect on wether a Quad Cab Long Bed with a cummins diesel can be equipped with a "snow plow prep package"? If no then can you please explain why this can't be done on a QC LB CTD? And Can you confirm that if a truck does not have a prep package, then putting a plow on voids the factory warrenty? Thank you in advance.

-A. J.

Sorry for taking so long to get to you! 2010 Ram HD is available with a crew cab instead of a quad cab for a better overall passenger package. But, a snow-plow prep package IS available on the 2010 Ram 2500, 3500 diesel crew cab long bed pickup. I think you'll find it is an excellent package, and an improvement to the rear passengers over the previous quad cab!



Regarding warranty on plows with the prep package - the warranty should not be voided if the Ram Truck builders guide (tow weights, installation, electrical hookups, etc) is not violated with the installation of the plow. The installer must follow all of the guidelines, however. Hope this helps you!

 

[RamEngineers]

From ARedmon 11-18-2009 12:27 PM



I own an '05 with the G56 manual and have had no problems but I talk to a lot of other folks in campgrounds about diesel trucks and the one thing that always seems to come up about Dodge diesels is the automatic trannys that don't make it to 100,000 miles; some don't make it to 50,000! What's been done to the new HD automatics to alleviate this weakness?

AND, I might trade for a new 2010 with auto transmission (if I hear that the automatic transmissions have been improved) but one of the things I really liked about the '09 1500 was the center console with auto transmission shifter in it. I think this arrangement looks really good but for some reason this part of the interior isn't carried over to the HDs; why not?

And one last question. Why can't you offer lock-out hubs on your 4wd trucks? Especially with fuel mileage being so important these days. Also, it would be nice to use low range of the transfer case when easing a 5th Wheel camper into place without having to be in 4wd mode and feeling the resulting bind-up in the driveshaft/axles. That would be possible with lock-out hubs.

First I want to thank you for all the input! Referring to the fuel mileage comment, the Ram engineering team is always looking for ways to increase fuel efficiency while offering the power and capability the Hemi and Cummins offer. Regarding locking front hubs, would you want them manual of automatic locking? And if we could give you 4WD without bind-up of the driveline, would that fit your need?

 

[CumminsEngineers]

It would seem to me that if one were to get one of the 2010 6. 7L diesels, it would be better to use it for HEAVY DUTY work, rather than a go-t0-the-store vehicle. What are your thought on this?



Wayne

We have validated the Cummins 6. 7-L Turbo Diesel in all representative duty cycles. That said, we love to see you work them. While they are capable of cruising around town, you will enjoy the greater capabilities this package when towing or hauling a load.