Attention: TDR Forum Junkies I bought my V-10 new in 1998 because I didn't want the smell or noise of a diesel to pulll my 7,000 pound 5th wheel. Shortly after I bought it I began to hear stories that the V-10's were not holding up well. I live in an agricultural part of Montana where trucks tend to get used hard in an agricultural setting hauling cattle, equipment, etc. My V-10 was trouble free until about 32-33,000 miles when I developed a coolant leak that was finally diagnosed as two cracked heads at about 35-36,000 miles. At about 37,000 miles I threw a rod bearing while on vacation in Seattle area. I was told by the dealer there that they had problems with the V-10's, particularly cracking heads. They also told me they had seen a fair number of V-10's that had thrown rod bearings. Ultimately the engine was repaired under warranty. By then I had lost faith in a motor that was now out of warranty and had experienced problems at the top and bottom ends.
I got back to Montana and decided to succumb to the diesel urge. I was told by several dealerships that V-10's did not command a high resale price, in part, because the dealers had experienced problems primarily with bad heads. Overall, I was told by several Dodge dealerships that the V-10's were not holding up well.
I have forgotten the numbers I once knew that reflected what percentage of Dodge trucks had V-10's in them but I do remember that the Cummins was by far the most popular motor in the 2500 and 3500 trucks. I think the V-8's may have been the second most popular motor. In any event, the V-10 accounted for a small share of the 2500 and 3500 market. Given what I heard about the V-10 by dealerships from Seattle to Montana and given my own experience with the V-10 knowing that it commanded a small share of the market I think it is fair to say it was not the most popular motor ever produced. I doubt it has generated a following requiring the production of more V-10s to satisfy public demand. Locally I would be surprised if they command even 5% of the local Dodge market for 2500 and 3500 trucks.
I liked the truck until the motor proved untrustworthy. I got 8-10 mpg around town and could get 15 if I babied it in the highway. Most of the time I averaged about 12-13 driving 70-85 on the interstate. My cummins with EZ tows much nicer than the V-10 with the same exact transmission and rear end. Frankly, from my experience, the V-10 with a 3. 55 rear end needed the 6 speed transmission much more than the cummins for towing. The V-10 needed to run in high rpms in 3rd gear to hold Mountain passes while the cummins will hold the same passes in 4th gear easily.
I got back to Montana and decided to succumb to the diesel urge. I was told by several dealerships that V-10's did not command a high resale price, in part, because the dealers had experienced problems primarily with bad heads. Overall, I was told by several Dodge dealerships that the V-10's were not holding up well.
I have forgotten the numbers I once knew that reflected what percentage of Dodge trucks had V-10's in them but I do remember that the Cummins was by far the most popular motor in the 2500 and 3500 trucks. I think the V-8's may have been the second most popular motor. In any event, the V-10 accounted for a small share of the 2500 and 3500 market. Given what I heard about the V-10 by dealerships from Seattle to Montana and given my own experience with the V-10 knowing that it commanded a small share of the market I think it is fair to say it was not the most popular motor ever produced. I doubt it has generated a following requiring the production of more V-10s to satisfy public demand. Locally I would be surprised if they command even 5% of the local Dodge market for 2500 and 3500 trucks.
I liked the truck until the motor proved untrustworthy. I got 8-10 mpg around town and could get 15 if I babied it in the highway. Most of the time I averaged about 12-13 driving 70-85 on the interstate. My cummins with EZ tows much nicer than the V-10 with the same exact transmission and rear end. Frankly, from my experience, the V-10 with a 3. 55 rear end needed the 6 speed transmission much more than the cummins for towing. The V-10 needed to run in high rpms in 3rd gear to hold Mountain passes while the cummins will hold the same passes in 4th gear easily.
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