ping GG tranny questions
From : nathan w collier
Q: i have an 03 dodge ram 1500 snip especially as it relates to 5th wheel towing. while i dont have a direct answer to your question i do hope you realize that if towing particularly the weights commonly associated with 5th wheel towing is a consideration you bought the wrong truck. that said see http//www.panpacificrv.com/towspec2003.html looks like 7700 pounds. expect piss poor mileage. -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
Replies:
From : roy
on sun 12 jun 2005 021958 -0500 mike simmons mikesim@yhti.net wrote nate how about www.dontgetsuedbydcagain.com lol or www.nekkidwimmenwhohavenuthintodowithturbodiesels.com ;^ mike dodge babes... cummins and goins mac please remove splinters before emailing .
From : greg surratt
nate these folks build as close to bullet proof as you can get. www.dieseltrans.com and of course the obligatory counter-point to that http//www.atsdiesel.com .
From : mac davis
on mon 13 jun 2005 223347 -0400 ed j removeblanksinnoteaddr@abc.com wrote all the problems are caused by a defective speed sensor in the rear differential. i had the dealer replace mine when it went bad cause it was still under warranty. aha thats very interesting to know. thank you. i will try to find out how to replace one. i but it does not seem too difficult. -- .
From : max dodge
fuel resistant ty-rap actually 2 such that locking mechanism is positioned 180 deg oposing. 97 dodge 3500 maxivan. vaccum hose keeps coming off cannister. replaced with new hose last year but same problem this year. note vehicle is road trek class b motorhome. dealer has no solutions. any opu there -- posted using the http//www.autoforumz.com interface at authors request articles individually checked for conformance to usenet standards topic url http//www.autoforumz.com/dodge-cruise-control-problem-ftopict124563.html visit topic url to contact author reg. reqd. report abuse http//www.autoforumz.com/eform.phpp=606436 .
From : max dodge
we have been looking for a used 4x4 truck for several months. our old truck has 180000 miles and is a ford. we have had lots of maintaince on this old ford. i always hated the way it drove with to much play in the steering. we have found a 2001 4x4 dodge crew cab with 60000 miles. i called the previous owner and he said he never had any problems. i have been doing searches all night and i keep seeing things about people having to replace transimissions frequently. sorry for the spelling it very late. we buy autos and take care of them and keep them forever. we would rather pay cash and with our truck being this age we have a good offer on trade. is a dodge something that will last as much as a ford or chevy 4x4 truck. please let me hear something. i am suppose to take it to the shope and have our mechanic look it over in the am. thanks suttles .
From : nathan w collier
my speed gauge has been working erratically. i checked my trucks computer with a code reader and it says speed sensor malfunction. i would like to repair this diy if possible. just what is involved thanks i ps there is more bs going on the abs and brake lights are on. i would like to start with the speed gauge as this is already diagnosed and is likely most straightforward. .
From : max dodge
simmons mikesim@yhti.net wrote with the help of several others i hope to launch a cummins/dodge enthusiast website/forum in the next week or so. i already own turbodieselforum.com but im not ready to commit to it. im seeking suggestions on a better domain name. if you have anything you feel would make a good domain please run it through http//domaincheck.com to make sure its available and then email it to me here -- http//tinyurl.com/3h8bo thanks! -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com you gonna have nekkid wimmen again ;^ mike man does that bring back memories. atv babes and those jeep babes some lovely hood ornaments if he gets models for his new website he might have to call it im a cummin yonzie .
From : moparman
if i had to choose id pull it with the 04 since its got the better hp but also because its got the 48re which is a couple of steps better than the 47re in the 01. in particular the 48 has more clutches in the od unit and a stronger planetary set. agreed. if possible however id like to be able to do it with either truck if gg can come up with something where it could be done without blowing a tranny. as to your cooler id definitely run an aux. cooler mounted as far from the a/c condenser as possible. at 80mph a fan is probably useless since i doubt any electric fan could move air that fast. i looked at a couple different setups and they were all mounted under the truck bed with the fan blowing up. these were on a couple street legal ford racing trucks with diesels. i was hoping this would also work for my application. -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
From : mac davis
i have had shops do front end alignments for me and i get the car home and end up redoing them in my carport with a tape and string and a level. i have yet to find a front end shop that knows how to read specs. martin wrote carl what you used to do is not brain surgery. dont act like it is. martin carl byrns wrote its best to arrive at the shop with alignment in the ballpark. i used to do front end work for a living- if you can drive on the rack you can bring it back into alignment. caster and camber are highly interactive on this vehicle ie you loosen the upper a-frame mounts and wiggle everthing around to change both settings. front end shops have a tool for that... if they are way off youre far less likely to get a satisfactory result from some guy whos used to just setting the toe-in. bullshit- toe is the last operation done. vans really need to be thrust angle aligned- not a driveway job. do you change your own oil do you do your own brain surgery some of us have curiousity that goes a little further curiosity killed the cat - -carl .
From : mac davis
on sun 12 jun 2005 130053 -0600 nathan w. collier montanajeeper@aol.com wrote they all felt that overdrive in either the 47re or the 48re wont hold up to towing. at what point assuming flat ground i mean towing a 400 pound atv on a 400 pound trailer obviously wouldnt hurt a toyota tranny in overdrive much less one built for the cummins. is 1000 pounds the shift point taking it out of overdrive 2000 5000 nate.. to me as one whos been wanting a ctd for years the question would be is the transmission built for the cummins... or it is a standard transmission that is the best that they have for the cummins.. sort of off topic.. we tow with a 5.9 gasser and our tt is only about 6000 pounds or so but we are very rarely in od... 2 reasons for this unless were on flat ground and at pretty good speed 65+ it takes a lot more pedal pressure to maintain speed that it does in od.. my guess is that more pedal pressure means less mpg and more heat generated.. i sort of think of it like i would a 5 speed manual.. you can run it all day in 4th without hurting it but sometimes being in 5th can hurt it.. weve played around with od on trips and it seems like we get the same 8-9 mpg either way so id rather be driving with od locked out and not having to worry about the tranny.. ymmv mac please remove splinters before emailing .
From : tom lawrence
on sat 11 jun 2005 162411 -0600 nathan w. collier montanajeeper@aol.com wrote with the help of several others i hope to launch a cummins/dodge enthusiast website/forum in the next week or so. i already own turbodieselforum.com but im not ready to commit to it. im seeking suggestions on a better domain name. if you have anything you feel would make a good domain please run it through http//domaincheck.com to make sure its available and then email it to me here -- http//tinyurl.com/3h8bo thanks! i checked it out.. nobody has it yet... kumminsrules-geepsucks.com mac please remove splinters before emailing .
From : nathan w collier
in which city is the dealer located i had a friend who was a tru blue chryco so bought an 80 dodge pu. the north vancouver dealer constantly either lied to him or failed to fix the problems. on top of that the charged him several times for part of the repairs that should have been covered i was present for some of these occasions. eventually he sold that truck bought another new dodge and continued to get the same treatment. he no longer drives dodges. ive had treatment that was almost as bad from 2 surrey gm dealers although the $ involved were much less. joe bedford wrote hello all. i posted this over in r.o.r-t and somebody suggested posting it here to get some feedback. oh some background - ive had the truck for a year and a half my 5th wheel trailer is 13500lbs and total mileage is 47000km of which 70% is towing this 5er about 20500 miles. ill start off by saying that my ram is the best vehicle ive ever owned - car truck or otherwise. ive had no problems despite most of my miles being heavy towing. however i just took the truck back to the dealer where i bought it for a major service. over the past 18 months that ive had the truck ive been travelling whenever its needed a bigger service than oil changes i do those myself. i knew i would pay through the nose but i wanted the dealer to have one good look at the truck in case there are any warranty issues down the road - didnt want them to say weve never seen this truck - dont know if it was well maintained. there was no problem with the 3 other dealers ive used while travelling so i didnt expect any at my home dealer. anyway their service sucked. it was supposed to be in there for one afternoon and they had it for two full days - twice. admittedly they had to have it back the second time because they determined that it needed ball joints - they didnt have them all in stock and it was the long victoria day weekend. when i got the truck home the first time i noticed that they had scraped my annual inspection sticker off and had not replaced it. i called and they said oops we forgot but we cant replace it because the service manager is gone for the long weekend. on the black amrket these stickers are worth way more than their weight in gold to people with big trucks who dont want to pay for repairs so the service manager keeps them under lock and key. i didnt need the truck for the next week so i just parked it - when the truck was new the ministry of transport pulled we over twice because i didnt have a yellow inspection sticker - i knew id get a big fine if i got pulled over again. jumping to the end of the saga when i got the truck back the second time there was a new inspection sticker. good! however the mechanic made the notation on the invoice that they were now able to install the sticker because the ball joints were replaced. so im pissed that they pulled my sticker lied to me about the reason why there wasnt one there didnt have common parts in stock and let me drive the truck when i didnt need it and put me at risk of a big fine. id have preferred to leave the truck there but i didnt know it wasnt finished until i showed up. somebody dropped me and my two granddaughters off and we need our ride home! they should have but didnt check the level of my transfer case fluid no marks on the plug. they charged me for 25 litres of atf when the capacity of the tranny and torque converter is only about half that. ive asked 4 times why and the service writer is skating the mechanic is away from his bay and i cant ask him. they mounted the right duals backwards - these are unidirectional tires that shouldnt run backwards. they said you should change your differential fuilds. i said how much $275. forget it i said. i went to canadian tire and bought the fluids for about $70. an hour of my own time and the 2 diffs and the transfer case were changed. $275 my ass! when i called after the first day the second time to ask when i could have the truck back the service writer said the mechanic cant get the old ball joints out so now hes going to have to cut them out with a torch. yoiks theyre supposed to be pressed in and out. i didnt see any torch damage but with all the other mistakes im suspicious. when they called and asked for feedback on the service i gave it 1 out of 10 only because the shuttle bus driver was nice and said i wasnt likely to ever go back. they said well get the service manager to call you to discuss your concerns. that was two weeks ago - havent heard from him. maybe ill send him this rant and suggest that im going to forward it to the 5-star people and see if that gets a reaction. i still like the truck a lot but ill get my service done elsewhere. cheers joe 04 ram 3500 ctd .
From : tom lawrence
cummins lists lugging as more pedal but not more rpm. since the truck weighs in at 7000+lbs going up a hill in od is not only pulling the rpm down its creating more egt more strain etc. all of that is unnecessary since i have a direct ratio so why not use it and avoid all bad effects my mpg rarely suffers with such a move. with no adverse effect and a bunch of good things happening its not worth the constant bragging rights. -- max give a man a match and he is warm for a short while. light him on fire and he is warm for the rest of his life. no it would not. unloaded and with some light loading my truck is able to climb hills without a thought at 1500rpm in od. when i discovered this i started manually killing od. if youre unloaded or loaded lightly why the concern -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
From : nathan w collier
answers to these last few questions...oh and what is cafe http//www.ita.doc.gov/td/auto/cafe.html .
From : nathan w collier
on sun 12 jun 2005 212247 +0100 jmc nogroupsspam@nojodibody.homeus wrote just some more to think about. have a good weekend. ok now im getting a bit lost. in your opinion if i use premium high octane 95 fuel whatever formulation they use here in the uk will there be damage my engine whether it runs rich lean or within specs jmc in my opinion not very likely. if a car run on premium actually does run richer driving it a bit harder which most premium users will do by instinctwill help chase out any carbon build-up. if it runs lean unless you are chasing its tail very hard you will not have an overheating problem - you may have driveability problems - but i doubt it. if it runs within specs no problem. you might end up with a damaged catalitic converter but whether that would hapen significantly sooner than normal is rather doubtful. just my somewhat educated opinion on the subject. .
From : nathan w collier
nate the 48re isnt the concern here... the concern is the 47re in your 01. the 48re has better fluid flow to the od unit more clutches in the od pack and many more clutches in the direct pack. put a temp gauge in it dont let it go over 180-190f or so and dont lug it in od below 1500-1600rpms just like you wouldnt do with a manual. dry your eyes blow your nose and cheer up... your automatic will handle your towing needs just fine... yep even in the mighty mountains of the great northwest sweet. do you feel that an automatic would also do fine in the 02 dually im searching for -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
From : tom lawrence
this rant is to give advice to any and all of you that are forced to deal with the collins & aikman corp old fort engineering center on a day to day basis............... the key problem with this facility is the plant manager jim flood. we all wonder how this souped up redneck could have ever been chosen to be in such a critical position as research and development. this one individuals lack of leadership was the ultimate downfall of the gm365 tooling program. a 400000 dollar toilet flush.... and he still got that big bonus at the end of the year !!! a recent article by the detroit free press details an insiders view of the smoke and mirrors tactic used to decieve auto makers and line the pockets of the ceo and other members of the board of directors..... its well known that jim flood is the apprentice of the famous millard king..... now head of global operations for collins & aikman. as is common in the collins & aikman hierarchy even modestly important jobs are filled from the ranks of friends and family whether they are qualified or not is irrelevant as long as they are not an intellectual threat to jim. it is apparant to us in the uaw that becker is not in control of the situations brewing at the individual c&a facilities..... we have experienced severe delays of prototype tooling sample parts etc. we have also noted that there are several straws that stir the drink at the old fort facility. one individual the group leader of trim engineering is a total asshole. it is said that he can barely read and therefore arrives early everyday to comprehend his 20 or 30 email messages. he also is lacking in suffiicient math skills to get an order right.... his wonderful proficiency is costing the company over 100k in extra shipping charges on a yearly basis !!! in the uaw such an individual would have been terminated after the first 6 months however we have had to deal with this man for 3 years !!! here again we wonder at the motives of his superiors...... mabey a love interest ...... we just dont know at this point !!!! dont give thses guys an inch .... insist on due dates.... accept no delays...... maybe becker will get involved personally . .
From : nathan w collier
hey max. whats up. talk about pkb now gfy oooh acronym soup. yer so fulla shit its spewing out yer mouth. you ought to try opening your asshole as much as you open your mouth then that stuff would go out the right way. ssdd with you the ultimate pita. wow i can do that too. your turn! -- max give a man a match and he is warm for a short while. light him on fire and he is warm for the rest of his life. hey max. whats up. talk about pkb now gfy -- if at first you dont succeed youre not cut out for skydiving really how octane is a level of fuel stability and it is impossible to make a given fuel more stable without affecting the burn rate. i see you are up to your usual bullshit. you obviously dont understand what octane does for a fuel. shut up now. -- max give a man a match and he is warm for a short while. light him on fire and he is warm for the rest of his life. on sat 11 jun 2005 012043 gmt tbone t-bonenospam@nc.rr.com wrote you are assuming that burn rate and octane rating are related. also asuming higher octane fuel burns slower. this asumption is not necessarily true. but it is not false either and i am not the one saying high octane fuel will cause damage to certian engines the manufacturer is!!! i am simply giving a possible reason as to why. the burn rate of a fuel is a measurement of the time required for complete combustion of the air/fuel mixture. the notion that octane ratings affect the burn rate of fuel is about 180-degrees from reality. really how octane is a level of fuel stability and it is impossible to make a given fuel more stable without affecting the burn rate. burn rate is a function of several variables and the two are completely independent. although there is generally a correlation between octane ratings and burn rates the fuel mixture ratio has a lot more effect on burn rate than octane rating does. hahahaha talk about doubletalk. while as you say many variables that can effect the burn rate there cannot be a correlation between octane ratings and burn rate unless octane ratings effect the burn rate as well regardless of the effect the mixture or other variables may also have on it. to give you a good example of this jim wurth from sunoco race fuels. explains a perfect example is sunoco maximal which is our fastest burning fuel and coincidentally one of sunocos highest octane fuels at 116 r+m/2. a lot of pro stock teams rely on maximal for those sub-seven second runs. when they are turning 9000rpm or more the fuel has to burn pretty quickly to achieve complete combustion. do you really think that you can put this in your car and it will run ok you are also comparing apples to airplanes. this is a racing fuel refined for specific needs that are very different than that of automotive fuel. if you dropped the octane rating of this specific fuel it would burn even faster but at a cost of significant instability that is simply not worth the small increase in speed. however he also says aviation high octane fuel has a significantly lower burn rate being designed to run in engines running at 3000rpm and less. it is not a good idea to run avgas in a car. it would not be a good idea to put either one of these fuels in a modern fuel injected vehicle. either one would make the vehicle run like shit because the computer is not set up for the characteristics of either one of these fuels. but - add a small amount of leaded avgas to unleaded mogas and the octane increases significantly more than the mathemathical ratio would suggest without slowing the burn rate appreciably. but here is the key word appreciably. iow it will slow down the burn rate just not by a huge amount. the problem is that it doesnt have to be slowed down by a huge amount for a computerized emissions specific computer to react to it. one reason some people think octane and burn rate are related is because some most high octane fuels are lower in specific gravity below 0.75than regular unleaded generally 0.75 or higher which causes the engine to actually run leaner. you really need to stop talking out of both sides of your mouth. for any specific fuel type a change in octane reflects a change in the burn rate. comparing different fuel formulations and types is like comparing apples to grapes regardless of the octane ratings. when you can provide proof that for a specific fuel changes in the octane ratings have no effect at all on the burn rate then you win and perhaps you can then inform the manufacturers of the vehicles that they are wrong and should remove their bogus warnings as well but until then... burn rate of a lean mixture is slower than burn rate of a rich mixture. ok im not going to argue this or the reasons for it but lets put your claim to work. for a specific fuel type and or make an increased octane rating ind
From : tom lawrence
im a jeep guy but im trying to help out a friend with a 2000 1500 4x4. he bought this ram 1500 with a huge lift on it not sure how high it is but it has a nice long arm set-up on the front that works well. the rear suspension is the problem. the truck has the stock leaf springs with ridiculously tall blocks welded in; these have to go. does anyone know of a company that makes a 4 link long arm conversion for the rear. we could fabricate it but if someone makes it id rather buy it from them. were going to try to put coils in the rear like a jeep tj . any links or help is appreciated. also... if anyone has a nv271 tranfer case for sale... were looking for one. jim .
From : max dodge
ive got an 05 dually. i pull my 13000 pound 5th wheeler in over drive 4.10s or 3.73s .
From : max dodge
......sure wish i had gotten the 6 speed now. had i forseen just how much towing i would be doing getting ready to purchase a slide in camper and will be pulling the 7x18 loaded with the toys every chance i get i wouldnt have got the automatic in the .04.5. nate the 48re isnt the concern here... the concern is the 47re in your 01. the 48re has better fluid flow to the od unit more clutches in the od pack and many more clutches in the direct pack. put a temp gauge in it dont let it go over 180-190f or so and dont lug it in od below 1500-1600rpms just like you wouldnt do with a manual. dry your eyes blow your nose and cheer up... your automatic will handle your towing needs just fine... yep even in the mighty mountains of the great northwest .
From : greg surratt
suddenly without warning tbone exclaimed 09-jun-05 647 pm i was just wondering if this warning that i have read form other posters in this group was regional or covered all areas. not sure really. i purchased it overseas it was built in detroit delivered to montana and registered in virginia. they did ask where my residence was so im guessing it meets va emissions standards but then so would a vehicle built to the more rigorous ca specs right anyway though some of it was over my head i did enjoy the actually informative posts in answer to my question could have done without the more numerous name-calling posts but then thats usenet though im still not sure if i should use the fuel or not. i think ill probably just use it to top off since gas coupons are for specific liter amounts and thus rarely fill the tank unless im willing to take a loss. just so i understand if i pump high octane fuel it burns slower and may cause the engine to think the mixtures too lean and make it richer right which if i understood could cause some sort of cycle where the mixture will rapidly cycle between too lean and too rich. its unclear to me whether this will or wont cause knock or engine problems further down the line. i also dont know what would be the symptoms of such a cycle. i would appreciate your thoughts on this. when i buy a vehicle i buy with the intention of keeping it for life so it is important to me that i not do something now that may not show as damage until some time from now. so thanks again gentlemen for the most part for a very educational debate. hopefully i wont start a whole new flamewar trying to get answers to these last few questions...oh and what is cafe jmc learning something new every day .
From : nathan w collier
suddenly without warning nospam.clare.nce@sny.der.on.ca exclaimed 11-jun-05 920 pm on sat 11 jun 2005 012043 gmt tbone t-bonenospam@nc.rr.com wrote and yet even though you call it nonsense you were once again unable to disprove any of it. this is really getting to be a habit with you miles. instead you just ramble on making claims that show your complete lack of understanding of the operation of a modern computer controlled fuel injected engine. and yes if the slower burn rate of a higher octane fuel confuses the computer and causes it to put the engine into a lean run condition the number 1 cause of detonation in the link i gave you it in fact can cause it to ping. 93 octane fuel is far from ping proof and it is obvious that you simply didnt understand anything. you did however manage to prove mewrong on one point. i did say that i thought you were a bright guy but after this response....congratulations. you are assuming that burn rate and octane rating are related. also asuming higher octane fuel burns slower. this asumption is not necessarily true. the burn rate of a fuel is a measurement of the time required for complete combustion of the air/fuel mixture. the notion that octane ratings affect the burn rate of fuel is about 180-degrees from reality. burn rate is a function of several variables and the two are completely independent. although there is generally a correlation between octane ratings and burn rates the fuel mixture ratio has a lot more effect on burn rate than octane rating does. to give you a good example of this jim wurth from sunoco race fuels. explains a perfect example is sunoco maximal which is our fastest burning fuel and coincidentally one of sunocos highest octane fuels at 116 r+m/2. a lot of pro stock teams rely on maximal for those sub-seven second runs. when they are turning 9000rpm or more the fuel has to burn pretty quickly to achieve complete combustion. however he also says aviation high octane fuel has a significantly lower burn rate being designed to run in engines running at 3000rpm and less. it is not a good idea to run avgas in a car. but - add a small amount of leaded avgas to unleaded mogas and the octane increases significantly more than the mathemathical ratio would suggest without slowing the burn rate appreciably. one reason some people think octane and burn rate are related is because some most high octane fuels are lower in specific gravity below 0.75than regular unleaded generally 0.75 or higher which causes the engine to actually run leaner. burn rate of a lean mixture is slower than burn rate of a rich mixture. this is not uneducated conjecture - it is from fuel company experts. ok so assuming this is true how would i figure out if this particular fuel is safe jmc .
From : nathan w collier
they all felt that overdrive in either the 47re or the 48re wont hold up to towing. at what point assuming flat ground i mean towing a 400 pound atv on a 400 pound trailer obviously wouldnt hurt a toyota tranny in overdrive much less one built for the cummins. is 1000 pounds the shift point taking it out of overdrive 2000 5000 the debate goes on. .......sure wish i had gotten the 6 speed now. had i forseen just how much towing i would be doing getting ready to purchase a slide in camper and will be pulling the 7x18 loaded with the toys every chance i get i wouldnt have got the automatic in the .04.5. -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
From : nathan w collier
i would keep it in 3rd ouch. i just hate winding my cummins either one that tight. i dont like getting anywhere near redline. the only place i would try od and its your call would be across il in ia and eastern sd or nd if you go that route as soon as you hit hills or even rolling terrain get back in 3rd cool i can handle that. does it hurt to run in o/d so long as the tranny isnt hunting hey if youre worried about taking extra time the spare bedroom is available sweet will have to get back to you when i know a little more about what im doing. -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
From : nathan w collier
suddenly without warning tbone exclaimed 09-jun-05 633 pm tbone wrote and those that cannot or do not explain there answers are usually full of shit. your typical warped logic didnt deserve any explanation. whats the matter miles are you still upset perhaps you should do a little research before jumping in and making an ass out of yourself. perhaps if you knew anything about how an engine actually runs and how modern emissions systems actually work you would not be so quick to jump in and attack. heres your logic high octane fuel causes the computer to lean the mixture which causes increased heat which in turn causes detonation i assume you mean pinging. pretty much but like i said if you knew half as much as you think you do you would see the possibility. to further reduce emissions for areas like california where they are very strict tighter tolerances are required. then when you add the exceptionally high cost of fuel especially premium it is easy to make the assumption that if a vehicle is not to be used for high performance applications the engine could and would be designed around the characteristics of regular unleaded. this could include things like fuel delivery rates valve timing ignition timing computer curves based on the fuels rate of burn and anti-knock capabilities .... get the picture yet if the fuel burns slower than the engine and its control computers curves were designed for the o2 sensor is going to detect a false rich run condition because some of that fuel is going to enter the exhaust unburned. i would think that even you could understand this much. now unless your engine has variable valve timing there are really only two ways to deal with this situation increase the timing and/or cut back the fuel. i would hope that even you could understand this much. now since the fuel curves are based on the properties of regular unleaded and set up for minimum emissions while giving maximum available power i think that it would be fairly easy to assume that the timing would always be at or near its maximum setting for any given speed and load. that would leave the computer with the simple choice of reducing the injector pulse width cutting back the fuel amount to correct what it sees as a rich condition. the problem is that by doing this what it has actually done is cause a lean run condition. i guess that you dont know this but unlike a diesel a gas engine requires a very specific air / fuel ration to run properly. if you run it lean it will increase cylinder temps and reduce power. i have read posts in here where people noticed power loss when running high octane fuel in engines where the manufacturer stated not to use it. why do you think that is all knowing one this lean run condition also makes the fuel charge unstable and combined with the added heat there is the increased possibility of detonation and pre-ignition both of which can cause damage to the engine hence the manufacturers claims of possible engine damage. here is a link explaining detonation and pre-ignition. http//www.hastingsmfg.com/service%20tips/detonationandpreignition.htm notice the number 1 reason for detonation and the number 4 reason for pre-ignition pretty much follows what i was saying. then on top of that there is the possibility of the increased cylinder wall temps burning off the protective film of oil causing increased wear even without any detonation or pre-ignition. you can also look at the wording from the manufacturer. if they were simply saying not top use premium fuels you could also assume that they were more concerned about the detergents added to that grade damaging fuel injection components rather than confusing the computer but from what i have seen posted they were instead specifically talking octane ratings which would lead me to believe that they were more concerned about the fuel rate of burn and it confusing the computer rather than detergent damage. now does this guarantee that i am correct nope. what i am saying is simply based on knowledge of how a modern fuel injected engine operates and what could go wrong as well as the wording of the warning and symptoms reported by posters in this group which is far and away more than anything that you have provided so as they say put up or shut up. somebody really needs to explain why this is warped to you yep so i suggest that you either get started or mind your own business. the sad thing is miles that you do seem to be a bright guy and we could have some interesting conversations if you didnt resort to turning everything into some sort of personal attack. ill admit that i was just as bad at one time but i have stopped doing that a while ago. perhaps if or when you realize that it simply isnt worth the trouble doing that we can get into some interesting discussions and or debates... tbone thank you for this. i may
From : transurgeon
thats me wrote on sun 12 jun 2005 001358 -0400 hawkeye65 addisons65@nospam.comcast.net wrote though my truck is 2x4 the towing capacites are close to the same. max vehicle load 6650 max gcvw 14000 weight of truck wet & with gear passengers 5880 max trailer weight wet and loaded 8120 that said max is not a good thing rule of thumb 75% to 80% of max gcvw is the range to look for. that puts me in the 5300 lb wet range as the max weight towable i addition you need to look at pin/tounge weight to ensure you dont go above the max vehicle load rating. happy camping. ldpoos@nopants.juno.com remove nopants to reply by direct e-mail; 2003 dodge 1500 qc sb hemi a/t tow package 3.92 gears 11 mpg towing 2001 aerolite 21rdb 21ft tt scales 2900 dry 2x4 typical weigh less and have higher tow ratings but that is still to generous for a 4.7 in a quad cab no matter what manual says. 14k gcvw with a 4.7 would be a joke and a slug towing plus when you tow you have two factors weight and wind drag and you can tow more on a low profile flat bed trailer than with a high profile draggy fifth wheel. you will be fighting weight and winddrag which can be high on a 5th. if you must try to tow around 5k with it do it with a much lower profile pull type to cut drag for small engine and i would limit it to 4k or so empty too if the towing will be hilly and do add a aux tranny cooler no matter what you do. if you really have your mind set on a 5th you really need a different truck because you will not have a good experiance with the setup pulling one of weighing 5k or more and no 5th wheel is light and you need to watch rear axle and tire loading too and that is why a 3/4 ton is like the minimum standard for serious 5th wheel towing. finail if truck does not have a 3.91 or 4.10 axle ration with that 4.7 do not even waste you time trying with a pull type either. -- posted using the http//www.autoforumz.com interface at authors request articles individually checked for conformance to usenet standards topic url http//www.autoforumz.com/dodge-03-1500-4x4-towing-capacity-ftopict124167.html visit topic url to contact author reg. reqd. report abuse http//www.autoforumz.com/eform.phpp=604878 .
From : tbone
nathan w. collier wrote i have an 03 dodge ram 1500 snip especially as it relates to 5th wheel towing. while i dont have a direct answer to your question i do hope you realize that if towing particularly the weights commonly associated with 5th wheel towing is a consideration you bought the wrong truck. that said see http//www.panpacificrv.com/towspec2003.html looks like 7700 pounds. expect piss poor mileage. yes i would agree i would not even attempt a 5th wheel with that truck because of the weight over the light weight rear axle with a 5th wheel and the lack of engine size to deliever enough torque to overcome weight and wind drag of the average 5th wheel trailer and the heavy quad cab it is dragging around too. you might attempt it but it could be a bad experiance especailly if it does not have atleast a 4.10 rear axle too and even then it will lack as you need displacement to make good torque for that kind of load. -- posted using the http//www.autoforumz.com interface at authors request articles individually checked for conformance to usenet standards topic url http//www.autoforumz.com/dodge-03-1500-4x4-towing-capacity-ftopict124167.html visit topic url to contact author reg. reqd. report abuse http//www.autoforumz.com/eform.phpp=604695 .
From : max dodge
the 46/47/48 re uses an electronically-controlled hydraulic governor shift control in the first three gears and electronics for 4th and od its a hybrid system that seems to me to have too much hysterysis lag between input sugnal and output switching for lack of a better word if you are in 4th and gradually apply full throttle it will not kick down until about 30 mph you have to drive one loaded down to get the full feel of what it does and doesnt do ive tried messing with governor pressures vs throttle pressure to get an earlier k/d just wont happen the transgo kit has a resistor that is added to the governor pressure sensor to get it to lag the gp solenoid a bit which helps but not enough imo quick question gary and not to dispute your points more for my education. under full throttle and as slower speeds or rpms wouldnt the computer force both an unlock of the converter and a shift out of overdrive -- if at first you dont succeed youre not cut out for skydiving on sun 12 jun 2005 141626 gmt transurgeon nobulltrans@mchsi.dotcom wrote nate; the problem is lubrication to the od section the od kinda sucks hind tit in that unit..............it gets the leftovers from cooler flow after the pressure regulator sends fluid to control and clutch pack circuits plus the cooler flow is hot fluid in spite of the cooler now your truck should have a very good cooler alongside the ac condenser on the drivers side its as good as any aftermarket plus it is situated for good air-flow but still thats a long way to tow in od but no i would keep it in 3rd since then the netire od gear-set rotates as a locked unit...........the only place i would try od and its your call would be across il in ia and eastern sd or nd if you go that route as soon as you hit hills or even rolling terrain get back in 3rd hey if youre worried about taking extra time the spare bedroom is available stop by were 120 miles south of i-80 and then you can catch i-72 east to contunue east; or take i-72 to here then head up to the quad cites and i-80 going west gary i appreciate your answer gary. the to tow in overdrive question is probably the biggest single debate on tdr almost like our k&n . at my local dealer at one in vegas at one in pahrump and at two others in big cities out here in the west i spoke to the tranny guy about this. all of them sufggested that i tow with overdrive locked out. they all said the only thing id lose is a little mileage that i couldnt hurt the engine. they all felt that overdrive in either the 47re or the 48re wont hold up to towing. they all felt tha the 48re was a significant improvement over the 47re but not necessarily in the overdrive area. the owner of dtt tranny specialistics for diesels in washington also agreed. so i tow with overdrive locked out. but only due to what i have been told i am not a tranny tech or mechanically inclined in that area so i rely on the advise of others. i still read a lot of threads on tdr from guys with 47res and 48res that have towed big trailers with overdrive on for thousands of miles without any apparent problems at all though so the debate goes on. well as i said its a lube issue consider this the cummins has low-end torque out the wazoo that means it will lug down before it shifts out of od; my expereince with this unit is that it takes a sharp jab on the pedal to force a kick-down if you gradually apply pressure you can have the pedal to the floor and still not shift down now consider the factors here 1 bogged down if the converter unlocks that means gobs of heat even if it doesnt unlock the factors below come into play 2 pedal to the floor pressures to clutch packs to the max less flow to converter 3 lower ground speed less air flow thru cooler 4 lugging engine radiator temp is up cooler flow is first thru air cooler then thru radiator cooler at least on the ones ive seen 5 lower engine speed means lower pump output less overall flow now one or two of these factors wont do in the od but add em all up and you have an od section that is being lubed by an insufficient flow of very hot fluid under extreme strain as the engine speed drops and individual pulses of power become more pronounced and the reuslts cannot be good. g .
From : transurgeon
your 01 should be ok too. forgot to mention that my 00 does very well with 7000lbs in od and i live in the hills of pa. -- max give a man a match and he is warm for a short while. light him on fire and he is warm for the rest of his life. nate lemme stick my .02 in here. if i had to choose id pull it with the 04 since its got the better hp but also because its got the 48re which is a couple of steps better than the 47re in the 01. in particular the 48 has more clutches in the od unit and a stronger planetary set. as to your cooler id definitely run an aux. cooler mounted as far from the a/c condenser as possible. at 80mph a fan is probably useless since i doubt any electric fan could move air that fast. not sure how much effect or if its compatible with the cummins engine management but id also put a cooler tstat in there which will lower the coolant temp that flows over the radiator tank mounted cooler if so equipped. id also install a trans temp guage just to monitor the temp. better to stop and relax over dinner than be stopped in the middle of nowhere and wonder if you will get dinner. -- max give a man a match and he is warm for a short while. light him on fire and he is warm for the rest of his life. gary ill soon be travelling over 2000 miles to tow over 9000 pounds total loaded weight of trailer back to billings. 2000 miles is a looong way in 3rd gear. is there anything i can do on my 01.5 cummins that will enable me to safely use overdrive would a fan blown external cooler do the trick anything i could do on my 04.5 cummins ......this is why my 02 dually purchase pending will have a 6 speed. the cummins doesnt like 85mph in 3rd gear. thanks -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com amen on the trans temp gauge but your 04 ctd w/48re should be just fine thank you towing in od as long as the tranny doesnt hunt often. i tow about that with my 03 all the time and the trans temp barely rises over 140 degrees. your 01 should be ok too. mike .
From : the guy
what is it exactly that im supposed to apologize for miles -- if at first you dont succeed youre not cut out for skydiving tbone wrote lol nice try max but the truth is that you didnt say anything of value in your previous post and as usual trying to take credit for someone elses knowledge. btw who is the we you are talking about go back to your corner troll boy. nice try at avoiding an apology tbone. you ranted all over against me saying i didnt know how engines worked. who gives a rats ass about credit. is that what this is all about to you fact is you were wrong and are not big enough to apologize for your long winded rants. .
From : mike simmons
gary ill soon be travelling over 2000 miles to tow over 9000 pounds total loaded weight of trailer back to billings. 2000 miles is a looong way in 3rd gear. is there anything i can do on my 01.5 cummins that will enable me to safely use overdrive would a fan blown external cooler do the trick anything i could do on my 04.5 cummins nate i know gary is a advocate for aux coolers and stuff but with the cummins i doubt you will have the need. ive moved a plow over a hundred miles in 85 degree weather and the temp and trans did just fine. one thing that dc didnt screw up was the cooling on the cummins gas engines may be a different story. roy .
From : transurgeon
lol nice try max but the truth is that you didnt say anything of value in your previous post and as usual trying to take credit for someone elses knowledge. btw who is the we you are talking about go back to your corner troll boy. -- if at first you dont succeed youre not cut out for skydiving it appears that i got my fuel burn rates regarding rich / lean mixtures completely backwards oh well. well await the apologies you owe for calling people names and being rude when you were in fact wrong. probably wont happen oh well. -- max give a man a match and he is warm for a short while. light him on fire and he is warm for the rest of his life. just some more to think about. have a good weekend. excellent response thank you. it appears that i got my fuel burn rates regarding rich / lean mixtures completely backwards oh well. now it looks to me like those warnings could be to prevent a possible rich run condition that would cause premature converter failures that the companies would have to pay for. you have a good weekend as well and thanks again. -- if at first you dont succeed youre not cut out for skydiving .
From : roy
nekkidwimmen&dodgetrucks@nate.com with the help of several others i hope to launch a cummins/dodge enthusiast website/forum in the next week or so. i already own turbodieselforum.com but im not ready to commit to it. im seeking suggestions on a better domain name. if you have anything you feel would make a good domain please run it through http//domaincheck.com to make sure its available and then email it to me here -- http//tinyurl.com/3h8bo thanks! -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com you gonna have nekkid wimmen again ;^ mike .
From : roy
nate; the problem is lubrication to the od section the od kinda sucks hind tit in that unit..............it gets the leftovers from cooler flow after the pressure regulator sends fluid to control and clutch pack circuits plus the cooler flow is hot fluid in spite of the cooler now your truck should have a very good cooler alongside the ac condenser on the drivers side its as good as any aftermarket plus it is situated for good air-flow but still thats a long way to tow in od but no i would keep it in 3rd since then the netire od gear-set rotates as a locked unit...........the only place i would try od and its your call would be across il in ia and eastern sd or nd if you go that route as soon as you hit hills or even rolling terrain get back in 3rd hey if youre worried about taking extra time the spare bedroom is available stop by were 120 miles south of i-80 and then you can catch i-72 east to contunue east; or take i-72 to here then head up to the quad cites and i-80 going west gary gary ill soon be travelling over 2000 miles to tow over 9000 pounds total loaded weight of trailer back to billings. 2000 miles is a looong way in 3rd gear. is there anything i can do on my 01.5 cummins that will enable me to safely use overdrive would a fan blown external cooler do the trick anything i could do on my 04.5 cummins ......this is why my 02 dually purchase pending will have a 6 speed. the cummins doesnt like 85mph in 3rd gear. thanks -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
From : max dodge
nate how about www.dontgetsuedbydcagain.com lol or www.nekkidwimmenwhohavenuthintodowithturbodiesels.com ;^ mike whats your goal i mean how will you be different from the many i guess the difference would be that im doing it purely for fun with no monetary consideration....that and i hope to inject a little fun into the site as with my other sites. -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
From : nathan w collier
nate lemme stick my .02 in here. if i had to choose id pull it with the 04 since its got the better hp but also because its got the 48re which is a couple of steps better than the 47re in the 01. in particular the 48 has more clutches in the od unit and a stronger planetary set. as to your cooler id definitely run an aux. cooler mounted as far from the a/c condenser as possible. at 80mph a fan is probably useless since i doubt any electric fan could move air that fast. not sure how much effect or if its compatible with the cummins engine management but id also put a cooler tstat in there which will lower the coolant temp that flows over the radiator tank mounted cooler if so equipped. id also install a trans temp guage just to monitor the temp. better to stop and relax over dinner than be stopped in the middle of nowhere and wonder if you will get dinner. -- max give a man a match and he is warm for a short while. light him on fire and he is warm for the rest of his life. gary ill soon be travelling over 2000 miles to tow over 9000 pounds total loaded weight of trailer back to billings. 2000 miles is a looong way in 3rd gear. is there anything i can do on my 01.5 cummins that will enable me to safely use overdrive would a fan blown external cooler do the trick anything i could do on my 04.5 cummins ......this is why my 02 dually purchase pending will have a 6 speed. the cummins doesnt like 85mph in 3rd gear. thanks -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com amen on the trans temp gauge but your 04 ctd w/48re should be just fine thank you towing in od as long as the tranny doesnt hunt often. i tow about that with my 03 all the time and the trans temp barely rises over 140 degrees. your 01 should be ok too. mike .
From : big al
your six speed ctd wont like 85 in fifth either thanks to edge the power wont be the limiting factor. i just dont wanna kill a tranny over it. -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
From : tbone
nate how about www.dontgetsuedbydcagain.com lol whats your goal i mean how will you be different from the many i guess the difference would be that im doing it purely for fun with no monetary consideration....that and i hope to inject a little fun into the site as with my other sites. -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
From : nathan w collier
i am in the process of buying a motorboat. i paln to tow it with my 01 1500 2wd ram. it does not have the factory tow package. what mods should i do to the truck to safely tow this boat 120 miles back to home and then 1 mile to the boat ramp on weekends thanks for your help. cliff hubbard .
From : roy
nate these folks build as close to bullet proof as you can get. www.dieseltrans.com and of course the obligatory counter-point to that http//www.atsdiesel.com certainly you can only recommend what you have had good fortune with. my dtt was fantastic never had a ats. roy .
From : nathan w collier
on sun 12 jun 2005 211504 +0100 jmc nogroupsspam@nojodibody.homeus wrote ok so assuming this is true how would i figure out if this particular fuel is safe jmc check the specific gravity of the fuel. if within points of 0.750 i wouldnt worry. .
From : tbone
do you really think traveling at 85 mph with over 9000 pounds behind you is a good idea just a guess youve never been to montana -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
From : nathan w collier
that would be correct but a blowout on a front tire at that speed with a trailer that heavy gets you just as dead regardless of the landscape. as would a blowout at 70 or 60 for that matter. the same goes for the cummins too.....it doesnt like 70 in 3rd either so the same applies. -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .