Ram 2500 (coil spring) versus Ram 3500 (with opt air ride)

thecdnmole wrote:
Well I finally got to see this airrdie setup on a 3500 SRW Ram and it looks more like helper bags than actual suspension. The amount of leaf springs looks close, I didn't have time to count and measure thickness between one with and without the air. I thought it was more like a highway tractor setup with the airbags doing all the load, but does not appear so. Not sure if it's worth $1500 CDN unless your loading up to the max in payload.

The bags ARE carrying the load. The springs are there to control axle wrap and position axle.

There are two full length springs and two that go from the axle to the front spring support.

I feel the system is worth every $$$. The truck rides near level instead of AZZ high solo and rides level when towing no matter the weight up to RAWR. The ride is very nice.

Well I finally got to see this airrdie setup on a 3500 SRW Ram and it looks more like helper bags than actual suspension. The amount of leaf springs looks close, I didn't have time to count and measure thickness between one with and without the air. I thought it was more like a highway tractor setup with the airbags doing all the load, but does not appear so. Not sure if it's worth $1500 CDN unless your loading up to the max in payload.

FishOnOne wrote:


The dealer will not flag your truck when performing an oil change or safety recall. It's when they actually have to replace an item that they test or look at the symptoms to ensure no tuner was involved. Now there are some tuner friendly dealers but most are not.

My Edge monitor was still mounted on my pillar when I took it and the technician that I always request knows that I have it tuned. All he asks is that I return it to stock. If my drive line warranty were voided then I would have had to pay for the transmission update, but I didn't. I currently work for a heavy duty truck dealership group and worked at Grande Ford many moons ago before I went to work for Cummins. I know how the warranty system works first hand.

Folks, I appreciate reading all this information, but we should get back on topic of comparing the suspension system of the two trucks. Thanks! :)

ShinerBock wrote:

FishOnOne wrote:


But the big difference is one will have a warranty and tranny that was designed for that power level, and the other has jepardized any engine/emission equipment/transmission warranty. That 68 tranny most certainly will not last very long.

My top Cummins ISB certified technician could not detect my module was on even with the latest Cummins Insite 8.1. Neither could the technician at the dealership when I went for an update. People keep saying that my warranty is voided, but even after four visits to the dealer(two oil changes, one for recalls, and another for an update and interior button replacement) I still have my warranty intact. They wouldn't have replaced the steering wheel button or update the trans ECM for free under warranty if I didn't have warranty.

I also have multiple friends who have 2010-2012 deleted Cummins(which I don't agree with deletes) running hotter more powerful tunes as a daily drivers than what I run without one transmission issue. The one with the DRW has over 180k miles which was mostly pulling a trailer for his hot shot service. You may say they won't last long based on whatever experience you may have with them, but from what I have seen with my own eyes I have no worries for my tranny.

I am not saying the 68RFE is bulletproof. No transmission truly is and all will burn up quicker than shnit if you drive them like a dumb ass all the time and without regular maintenance. I am just saying that I have seen many instances where the 68RFE had a long life even with engines putting out considerable more power than my truck is putting out with my Edge module and stock emissions equipment.

The dealer will not flag your truck when performing an oil change or safety recall. It's when they actually have to replace an item that they test or look at the symptoms to ensure no tuner was involved. Now there are some tuner friendly dealers but most are not.

FishOnOne wrote:


But the big difference is one will have a warranty and tranny that was designed for that power level, and the other has jepardized any engine/emission equipment/transmission warranty. That 68 tranny most certainly will not last very long.

My top Cummins ISB certified technician could not detect my module was on even with the latest Cummins Insite 8.1. Neither could the technician at the dealership when I went for an update. People keep saying that my warranty is voided, but even after four visits to the dealer(two oil changes, one for recalls, and another for an update and interior button replacement) I still have my warranty intact. They wouldn't have replaced the steering wheel button or update the trans ECM for free under warranty if I didn't have warranty.

I also have multiple friends who have 2010-2012 deleted Cummins(which I don't agree with deletes) running hotter more powerful tunes as a daily drivers than what I run without one transmission issue. The one with the DRW has over 180k miles which was mostly pulling a trailer for his hot shot service. You may say they won't last long based on whatever experience you may have with them, but from what I have seen with my own eyes I have no worries for my tranny.

I am not saying the 68RFE is bulletproof. No transmission truly is and all will burn up quicker than shnit if you drive them like a dumb ass all the time and without regular maintenance. I am just saying that I have seen many instances where the 68RFE had a long life even with engines putting out considerable more power than my truck is putting out with my Edge module and stock emissions equipment.

ShinerBock wrote:

transamz9 wrote:

IdaD wrote:
The coils ride and handle noticeably better, and I think part of that is the rear swaybar. The payload difference between the two is substantial on the diesel trucks due to the GVWR class limitation, but the axle rating is only 500 lbs lower on the 2500. In terms of real world performance there's not much of a difference. The biggest difference may be the TPMS on the 2500, which can be a hindrance in setting the PSI where you want it without the idiot light going off (or getting the trigger points reset by a dealer).

The performance can be quite a bit different when you look at the 2500 can't be gotten with the Asin and 900 lbft of torque. The 3500 can.

A simple tune or fuel timing module will fix that. My Edge JWA tow level 2 puts mine over 900 lbs ft at the crank if you account for drive train loss.

But the big difference is one will have a warranty and tranny that was designed for that power level, and the other has jepardized any engine/emission equipment/transmission warranty. That 68 tranny most certainly will not last very long.

transamz9 wrote:

IdaD wrote:
The coils ride and handle noticeably better, and I think part of that is the rear swaybar. The payload difference between the two is substantial on the diesel trucks due to the GVWR class limitation, but the axle rating is only 500 lbs lower on the 2500. In terms of real world performance there's not much of a difference. The biggest difference may be the TPMS on the 2500, which can be a hindrance in setting the PSI where you want it without the idiot light going off (or getting the trigger points reset by a dealer).

The performance can be quite a bit different when you look at the 2500 can't be gotten with the Asin and 900 lbft of torque. The 3500 can.

A simple tune or fuel timing module will fix that. My Edge JWA tow level 2 puts mine over 900 lbs ft at the crank if you account for drive train loss.

Chart showing 3500 SRW/DRW.

bbaker2001 wrote:
40 psi or 44-46
also what should the fronts be set at empty
thanks.

On a Dually 80psi, others can say on the SRW pressures.