Hey everyone, I am looking at trading up to a Dodge 2500/3500 SRW Cummins this summer. I will be looking used in the 2006-2009 range. My questions are: should I stay with the 5.9L? or 6.7L? Do I really need to be concerned about mileage? If I find a high miles (over 100k), well maintained single owner truck am I as good as spending more for something with lower mileage?

With a Cummins diesel 100k isn't high miles. I'd say over 200k might be high miles.If you're buying a truck with an automatic transmission be sure you get the 68RFE six speed. I'm not sure what year they came out. You don't want the 47RE or 48RE 4 speed.

The only thing I'd look over we'll is the rest of the truck on a "high mileage" TV, but not the engine. Especially little electrical gremlins and trim (locks, windows, door handles' AC/heat)100k miles is not much on a Diesel engine is it hasn't been all modded out (intake and exhaust are good mods, but beyond that, it may have been an unrestrained idiot behind the wheel with high power mods/tunes). I have no fears on my 210,000 mile '01 F-250 PSD getting me to where I'm going as much as I do having the windows roll down or the wipers stop,wiping.

Any CUMMINS will be a good buy! just look at them closely. I would buy used with high miles only if it was well taken care of and maintained properly. as for the trans, the 48RE is an excellent trans and very durable, the Aisin trans 68RFE is also an excellent trans. just look for clean and well taken care of!

I would get one that was NOT chipped. I would stick with the 5.9 because it is a simpler engine with no pollution equipment to cause issues. Also the 48re is a stout tranny as long as it was maintaned. I have a 2007 that was built in 06, which is why it has a 5.9. It has been a great reliable truck. Have fun looking!

Both have their plusses and drawbacks. The 5.9 was hampered by a 4 speed auto, but you could get a great 6 speed manual. The 6.7 while hamstrung by emissions was also blessed with a great 6 speed auto and a factory exhaust brake. So the choice is somewhat muddled. If you do a lot of low speed in town driving get the 5.9 if you drive lots of miles, it makes no difference.

A few Dodge questions | Good Sam Community

28 Replies

AH64ID
Explorer
Apr 11, 2014
It should be in the glove box.

If not post the rpms and speed in 6th and I'll check the math for you.

IIRC 3.42's came out in 2008.
sportsman_500
Explorer
Apr 11, 2014
Anyone know where the option code sticker is on these trucks? I just want to check the gear ratio. I know 3:73 is standard but it is possible this truck has the 4:10 gear.
AH64ID
Explorer
Apr 11, 2014
45Ricochet wrote:
Actually mine engage before tire ratings :W

Mine do now too :-)... But with OEM tires on a SRW they didn't.
alboy
Explorer
Apr 11, 2014
Looking at selling our 06 RAM 4X4 Mint 5.9 Diesel, was a show truck , 135 kil or approx 80000 miles. Loaded Laramie, Leather sunroof . plus over 15000 $$$ of extras .Newer Pac Exhaust brake,
45Ricochet
Explorer
Apr 11, 2014
Actually mine engage before tire ratings :W
sportsman_500
Explorer
Apr 10, 2014
The upper overloads are really a waste as they don't come into play until your over the OEM tire rating.

Thanks John. Good info. Someone else mentioned it is the springs but did not give details.
AH64ID
Explorer
Apr 10, 2014
sportsman 500 wrote:

One final comment: I really had my heart set on a 3500 SRW but after comparing the spec's for 2008 you only gain 900# towing and 1,000# GCVW For me not that large of a gain to keep looking as the 3500 SRW trucks are very hard to find under 100k miles.

The only physical difference between a 2500 and 3500 SRW in 2008 is the 3500 SRW comes with an upper overload spring, the main leafs and the rest of the truck are identical.

The upper overloads are really a waste as they don't come into play until your over the OEM tire rating.
sportsman_500
Explorer
Apr 10, 2014
You know the old saying, don't buy the first truck you look at. Well I went down to a small dealer today just to look at a 2500 he had but more for me to get a true market trade in value on my truck. This 2500 he has is very nice, super clean one owner non smoker, 62K miles. Not a spot of rust. It is the SLT/Big Horn with the only mods I see are a larger exhaust with the DPF still intact and a K&N intake.
I ran the VIN on Carfax which came back with 19 hits. I am waiting for the complete report from the salesman today. If the Carfax checks out I will need to make a decision. I am leaving for Mexico Saturday for a vacation and really can't deal with this until I get back. I guess I will have to decide to try to convince them to hold the truck for me or just take my chances that it will still be available when I get back.
One final comment: I really had my heart set on a 3500 SRW but after comparing the spec's for 2008 you only gain 900# towing and 1,000# GCVW For me not that large of a gain to keep looking as the 3500 SRW trucks are very hard to find under 100k miles.
Greentreena
Explorer
Apr 07, 2014
I would get the 6.7 based on the automatic and the exhaust brake. However, as you are looking at used, get the one that is in the best condition. Play close attention to the front suspension parts as they wear out fast and cost a ton to fix.
AH64ID
Explorer
Apr 07, 2014
06Fargo wrote:
Hi ah64id - yes EGT probe is in the retarder housing behind turbo. When towing at 22,999 lbs I actually set the manifold pressure at 30 and EGT limit at 950F. I wasn't aware Banks would market anything that would cause engine damage?

They run the pressure up to 25K, from the OEM 23K, and call it within safe limits as the HPRV doesn't open at that pressure.

Many people, tuners and users alike, recognize increased rail pressure as a higher failure rate for injectors.

I personally run my truck at lower than stock peak pressures for longevity issues.

Stock boost is 32, no need to limit your cooling air to 30. I would set it at 33-35.

I don't think the Bullet modifies timing at all, if it doesn't then 1000° should be safe but the best bet is to put the probe in the manifold. The post-turbo temps can very by 100-400° from the manifold temps, especially with the very restrictive turbine housing on the HE351CW.