Propickup Digital Magazine
Issue link: https://read.dmtmag.com/i/93737
THE BASICS Rams are usually classed by generation such as Gen 2 ('98-'02), Gen 3 ('03-'09) and Gen 4 (2010-present). Diesel engines are classed by fuel system, and model years ending in .5 indicate those built after January 1 of that year. 300hp 8L V-10 gas engines, Cummins 5.9 ISB diesel (235-245hp/460-505 lb-ft), 4-speed automatic, and both 5- and six-speed (diesel) manual transmissions. GCWR maxed out at 20,000 pounds. Gen 3 saw a lot of changes during its six years including the entry of the common-rail ISB diesel (235-305 hp/460-555 lb-ft) and 345hp 5.7 Hemi and fi ve-speed automatic. 2002 was also the last year for V10. Extended service intervals came into play as did Gen 2 Ram HDs off ered 245hp 5.9L V-8 and KEEPING rack-and-pinion steering on 2WDs, and a helical-gear limited-slip that required no additives. Max GCWR increased to 23,000. By the end of 2004 the 50-state diesel rating was 325/610. For 2005 the G56 6M phases out the NV5600; 2006 adds the MegaCab body, and in Spring the 2007 Chassis Cab arrives: Hemi or 6.7L ISB VGT (variable geometry turbo) with integrated exhaust braking, rated 305/610. Ram pickup keeps the G56 and 48RE transmissions while the Chassis Cab gets G56 or Aisin AS68RC wide-ratio six-speed auto. After 1/1/07-build pickup uses 6.7L diesel ($500 more than 5.9L but includes exhaust brake and re- quired emissions system is separate option at $995) at 350/650 with new 68RE six-speed automatic; 350/610 with revised, taller-ratio G56R. 2009 sees the Hemi jump to 383 hp depending on duty cycle while the 6.7L got revisions to turbo, EGR cooler and fuel fi ltration. a loyal owner group who seldom part with them. It's not unusual to see owners keeping them 20 years and putting on more than 300,000 miles before the keys are handed off to someone else – or the truck parted out. Still, used ones with far less miles and years on the frame are not hard to fi nd. But like all ve- hicles, diff erent years and models had little mechanical hiccups along the way. A good portion of those T problems can be attributed to modifi ed engines (the Cummins is a favorite among the diesel hot-rodding crowd); overloading (hot-shot drivers and RVers don't seem to care about GCWR); or from being improperly serviced (not following proper mainte- nance schedules or fl uid specs). We spoke to Dodge/Ram tech- nicians in and out of dealerships, PROPICKUP DIGITAL he HD Dodge Ram pick- ups make excellent work- horses. They are stout with ASE Master Techs Mike Mullenax and Andy Redmond in Texas, and Robert Patton, publisher of the Turbo Diesel Register Ram/ Cummins club magazine for their input when it comes to shopping around for a used HD Ram. Here are a few things they say to look for as you narrow the search for your next Dodge/ Ram HD. GAS ENGINES The 5.9 Magnum V8 and V10 engines were well sorted by 2000 and prove quite reliable. Truck 5.7 Hemis were susceptible to leaks around the thermostat housing and timing cover, intake valve springs went bad on some '06-08. Some Hemis would drop a valve seat if overheated, usually from aftermarket supercharging or overloading, and a dirty injec- tor leaking into a cylinder would often hydro-lock it at startup. Andy Redmond of Redmond Enterprise and Engine in Texas says he sees sludge build-up on 5.7s run on 5W20 and recom- mends full synthetic for all Hemis working in in hot environments. 5.9ISB DIESEL Later versions of the ISB – after the loose dowel pin and 53 block issues – with the VE44 injection pump proved reliable, with ancil- laries usually the weak point. Primary among these is lack of volume or pressure from the fuel transfer pump that kills the pricy VE44 pump. Aftermarket pump/ fi lter arrangements from FASS, Airdog, Glacier Diesel, Geno's, Vul- can Performance, etc. often have more robust pumps and better fi ltering, both benefi cial. A fuel pressure gauge, or LED low-warning light kit, should also be installed and monitored to protect the VE44. Redmond notes the warning-light kit sensors don't usually last a year without an isolator in the loop. Throttle-position sensors Throttle-position sensors (TPS, aka APPS) fail on 5.9s from 1998-2004.5, and some replacements weren't adjust- ed properly. A sensor-only replacement, as opposed to the earlier assembly is about 60 percent cheaper. (TPS, aka APPS) fail on 5.9s from 1998-2004.5, and some replace- ments weren't adjusted properly. A sensor-only replacement, as opposed to the earlier assembly is about 60 percent cheaper. Note, over-oiled aftermarket air fi lters often trigger dirty MAP or IAT codes, and cam or crank posi- tion problems are generally wir- ing corrosion or chafi ng against AC or other engine components – the sensors themselves are very reliable. ECMs built in the '99-01 time frame are starting to fail inter- nally, but there's no set of part numbers to tell if yours will. Certain vocations may fi nd the