2015 Dodge 2500

Bemota wrote:
Looking for someone with a '15 Dodge 2500 with auto "air-ride", "trailer leveling" and "Alt trailer height". What do you use for "Mode" settings when you unhook your 5er. Exactly what is your procedure ? Trying to see what other folks are doing. Thanks, Dan

There is a wright up on it on the TDR site. Got to leave the motor running.

From Chrysler Tech Authority:

"The air suspension system is an open system. The air suspension reservoir stores a specified volume of pressurized air for use when the system need to raise or lower the vehicle height. If an individual pressurized component of the air suspension system is damaged and air pressure is lost, the reservoir will hold any pressure left in the component. A scan tool is used to evacuate the component. After repair or replacement of the component, a scan tool can be used to refill the component from the reservoir.

The compressor cannot refill the reservoir and complete system if all pressure is exhausted, as in a compressor assembly or valve block replacement. The system will need to be filled at the reservoir with nitrogen. For complete filling of the air suspension system after a repair (Refer to 17 - Rear Suspension/Standard Procedure) ."

"The rear height sensors are wired directly to the Air Suspension Control Module (ASCM). The rear vehicle ride height information is used to determine and adjust the rear vehicle ride height. The ASCM then transmits the information on the CAN bus to the Air Suspension Unit (ASU). The rear height sensors have three wired circuits: height sensor power, signal and return."

"The Air Suspension Unit (ASU) is made up of two primary components, the compressor and the valve block. There is a single pressurized air line between the compressor and the valve block to maintain system pressure. Control of the air compressor and valve block is from the Air Suspension Control Module (ASCM). Diagnose the air suspension system using a scan tool.

Air Compressor The compressor runs to maintain air pressure any time the vehicle height is being changed or in the event of a small reduction in over all system pressure. Integrated reversing valves in the air compressor allow pressurized air to be moved in two directions, making this a closed system. There is a desiccant located inside the compressor for moisture protection, and an air suspension hose assembly attached to the air compressor (including a filter) which are not pressurized, and can be replaced as an assembly. If water is visible in the filter, the air suspension hose assembly and the valve block must be replaced. An air suspension temperature sensor is attached to the air compressor bracket to monitor ambient air temperature for protection of the compressor.

Positive voltage is from a 40-amp fuse located in the PDC, and a normally open compressor relay (ASCM controlled) located in engine compartment area, and ground for the relay and compressor are through a bolted on eyelet connection.

Valve Block The valve block controls the flow of air in the system and to maintain the pressure in the in each air spring which allows the system to move each corner of the vehicle up or down as necessary. Valves and solenoids in the valve body increase or release pressure to air lines that connect to each pressurized component. The ASCM determines pressure from an internal pressure sensor in the valve body. The air lines connected to the valve block are labeled for individual replacement."

From the owner:
Last Saturday I towed my 5th wheel for the first time with my new 2014 with auto level rear air. I pressed the auto level button before hooking up (don't know why exactly, but that's what I did) and the truck lowered 1.5 inches. I backed in to the hitch, lifted the trailer jacks and, NEAT, the truck leveled back out. I only drove a few miles to my campsite before I unhooked (I had stored my trailer nearby after the last trip - to Mammoth Lakes, CA) but the air ride stayed on the whole time and performed flawlessly from what I could tell.

I DID have one interesting learning experience, which is that the running truck will neither raise nor lower when you unhook the trailer - it simply adjusts to level again! This means that when the trailer weight comes off, the truck does NOT raise - it was level with the trailer, and as you take the weight off, it will stay level. NEAT. But:

If the truck is shut off when you unhook, the pressure in the rear airbags will STAY HIGH, and, consequently, the truck will follow the trailer upward - alot - making it very hard to get the trailer unhooked, with the rear of the truck getting higher as the trailer does! Leave the truck running so it knows what you're doing or be prepared to lift your trailer 8" to get it off the truck! Either wat, All Good. But wait, there's more...

On Wednesday I hooked up to change spots (from Mammoth to Monterey by the way, and "No", you actually can't take a 5th wheel over Sonora pass even with a sweet new super-powerful truck. The sign that says 26% grade next seven miles mean exactly that. There IS a good turnout after the first mile. I have driven in these mountains for years but I'm not sure I've ever encountered a consistent 26% grade before though. Anyway...

When i hooked up I did NOT press the Alternate Level button before hooking up the trailer. I forgot. No big, I'll just press it now. I did, and this is what I got:



No, the truck did not flip upside down. I don't know why my iphone photos do. Anyway I got this message and the little icon next to the "P" for Park with the line through it. The Auto Level would not engage and no amount of off/on would fix it. Oh well, carry on. The truck clearly adjusted some, because it was pretty level.

2 hours later I pulled over at a fuel stop and decided to press the button after restarting the engine. I pressed the button and bing, it "engaged" and the message and icon went away, the compressor ran and the truck re-leveled.

Shouldn't some of this be described in the manual? The message? The Icon? The proper process? Who do I even ask? Is there a maximumu rated load for the Rear Air that is below the max payload? How could that be? Someone MUST know a Ram engineer that can explain how the system works, its modes and errors. Right?

By the way the truck otherwise performed flawlessly over a 400+ mile tow over many serious grades (including a small piece of Sonora Pass) at an average (reported) of 11.2 mpg. This was at an average speed of 46 mph (didn't seem that slow, but maybe i was just enjoying it). Despite reports from others, the exhaust brake was nothing short of remarkable to me at highway speeds and major grades on 89 and 50 coming down into Sacramento area. The new engine is awesome, loafing along at 1200 rpm with a 12,000 lb 5th wheel behind it.