Ram Cummins/Aisin Failures

[FishOnOne]

Been hearing and reading about Cummins, Emission and Aisin failures on the 5th gen Ram trucks.

Cummins Failure

[ppine]

I would rather focus on the success of the Ram gen 4.5.
There seems to be strong correlation between hauling 10,000-20,000 pounds on a regular basis and drive train failures.

[Cummins12V98]

fj12ryder wrote:
FWIW, the difference between the front end under my 2001 Dodge Cummins and my 2018 Ram Cummins is amazing. The 2001 looks like it was put together with tinker toys compared to the 2018. Those parts are massive. I rebuilt the front end on the 2001 at about 70,000 miles.

Simply NO COMPARISON!!!

[Cummins12V98]

FishOnOne wrote:
We have two 3500 Dodge trucks with 5.9 Cummins (The good engine)and one is 05 SRW and the other is a 07 DRW. The 07 pretty much has a gooseneck cattle trailer hooked up to it at all times and that thing is always needing some kind of front end work.

So you are comparing a 07 to a 4th gen truck, HMMMMMM.

[Grit_dog]

ksss wrote:
The dry weight was steering 5300, drivers 6840, trailer 6700, total weight 18840.

So only about hundred pounds transferred to the front axle with a 13,600 pound payload (above the weight of the trailer). I imagine I could influence that somewhat by where on the trailer I put the machine. I placed the back of the tracks over the front axle on the trailer.

So you now believe that not a significant amount of weight is transferred to the front axle, yes?

[fj12ryder]

FWIW, the difference between the front end under my 2001 Dodge Cummins and my 2018 Ram Cummins is amazing. The 2001 looks like it was put together with tinker toys compared to the 2018. Those parts are massive. I rebuilt the front end on the 2001 at about 70,000 miles.

[FishOnOne]

We have two 3500 Dodge trucks with 5.9 Cummins (The good engine)and one is 05 SRW and the other is a 07 DRW. The 07 pretty much has a gooseneck cattle trailer hooked up to it at all times and that thing is always needing some kind of front end work.

[Huntindog]

blt2ski wrote:
Even the formula spouted by one person for ball mounts, was like a clock, but only correct once in a range of 1-1500 lbs of HW.
Reason, a pickup starts tail high! so you pull less weight off of the front initially. BUT, as you go with more weight, the tail drops, and you pull more weight off the front as your hitch weight increases! To a point you might be pulling 1-2 lbs off the front, for every lb or 100 lbs of weight you add.
My Navistar for instance, only has 60-100 lbs off the front, with 1500 lbs added to the rear. His formula said some 300-400 lbs. 1500 on a 16500 RA that takes some 5-6000 lbs before the springs even think about compressing.
Meanwhile my 96 CC, when I had the stock 6400 lbs springs, I took about 400 lbs off the front. When I installed 8400 lbs springs, it dropped to 250-300 lbs. Same as my 8500 lb rear spring 05 DW CC GM.
The percentage amount 12V is talking about, or the formula used for ball mounts, works to a point. BUT< one needs to remember that many other factors need to be included as to what is or may be the final number if you are going to depend on math alone!
But, either formula, you need to take into account, spring capacity, softness, wheel base, where the pin/hitch weight is centered vs RA. When you can add a factor to the formula for these issues, you can come closer with math.

Marty

i am pretty sure there can be no hard and fastfst formula on this.most tvs have leaf springs in the rear which are naturally progressive, and some have overload springs which make them even more so.

[ksss]

The dry weight was steering 5300, drivers 6840, trailer 6700, total weight 18840.

So only about hundred pounds transferred to the front axle with a 13,600 pound payload (above the weight of the trailer). I imagine I could influence that somewhat by where on the trailer I put the machine. I placed the back of the tracks over the front axle on the trailer.

[Grit_dog]

But cool topic since Fish lost the bite in this fishing thread.

[Grit_dog]

^ So even without weighing your front axle while bobtail, you just proved that your loaded 23,000lb GN trailer put virtually no weight on the front axle.
Measured curb weights for new/newer Dmax crew cab front axles are over 5000lbs. Couple quick searches report 5150lbs with driver and full tank of fuel and a bare 5ver hitch in bed, another was 5100lbs unspecified.

Let’s say your unladen FA weight is 5100 (prolly a shade more with the slip tank etc). How much weight is on the FA due to the big huge loaded trailer? Yup 1% ish, less than 2%, so 200lbs maybe 3, benefit of the doubt. But might be close to 0.

Regardless not adding significant FA weight.

[ksss]

So a couple nights ago I was coming back from Boise after picking up a mini excavator that was being worked on. So with this on my mind and well its like midnight and what else do I have to do, I stop at a truck stop in Idaho Falls and weigh my set up. The trailer is identical to the one Fish posted in the '24 Chevy run up Ike thread. Diamond C gooseneck, 35', tandem dual, and the truck is a Chevy '20 CC, 3500 DRW. The DRW has a 100 gal. fuel tank on the flat bed but it was mostly empty. Steering 5400, Drivers 9580, trailer 17540, total weight 32520. I am unloading the trailer today and take it back to the truck stop and weigh it with just the trailer.

[Cummins12V98]

fj12ryder wrote:

Grit dog wrote:
Y’all have to remember as well that a basic moment diagram assuming fully moment resistant or completely free frictionless connections or pivot points will only get you close on weights.
Minor nuances that would require dynamics and even finite element analysis to get an “exact” answer may or will change the numbers…..a little bit.
So y’all can continue to worry about or argue about where “the extra 50lbs” or whatever went. But the principles are sound and now the discussion has gone into the weeds due to those who are proud they know where the decimal place should be and have weighed their rigs a time ‘er 2 and have some theories bouncing around in their beans that are of little real world significance.

Or to put it in layman’s terms. Dually trucks were designed primarily to carry heavy loads. That was and still is the primary goal of having training wheels.
Do ya think that every dually pickup ever made, with the skinny little front tires and axles/springs that don’t have much reserve capacity, would still be the norm if loads in the truck bed (pin weights or cow poops) put a significant load on the front axles?
The answer is a resounding NO.
A Texas front bumper likely puts as much or more weight on the front of any truck than the vast majority of stinger steered trailers out there.

Or, again, in a quick sentence, 12V is speaking the truth here whether y’all want to argue about nomenclatures or wheelbases or not.

Such erudition, and done in a manner that manages to offend almost everyone. You have to admire such talent. 🙂

YES, he is a great equal opportunity offender. :B

[Cummins12V98]

Marty said: "The percentage amount 12V is talking about, or the formula used for ball mounts, works to a point."

YES 100% agree, it gets you CLOSE.

[Cummins12V98]

Grit said: "12V is speaking the truth here whether y’all want to argue about nomenclatures or wheelbases or not."

:B:B:B

[fj12ryder]

Grit dog wrote:
Y’all have to remember as well that a basic moment diagram assuming fully moment resistant or completely free frictionless connections or pivot points will only get you close on weights.
Minor nuances that would require dynamics and even finite element analysis to get an “exact” answer may or will change the numbers…..a little bit.
So y’all can continue to worry about or argue about where “the extra 50lbs” or whatever went. But the principles are sound and now the discussion has gone into the weeds due to those who are proud they know where the decimal place should be and have weighed their rigs a time ‘er 2 and have some theories bouncing around in their beans that are of little real world significance.

Or to put it in layman’s terms. Dually trucks were designed primarily to carry heavy loads. That was and still is the primary goal of having training wheels.
Do ya think that every dually pickup ever made, with the skinny little front tires and axles/springs that don’t have much reserve capacity, would still be the norm if loads in the truck bed (pin weights or cow poops) put a significant load on the front axles?
The answer is a resounding NO.
A Texas front bumper likely puts as much or more weight on the front of any truck than the vast majority of stinger steered trailers out there.

Or, again, in a quick sentence, 12V is speaking the truth here whether y’all want to argue about nomenclatures or wheelbases or not.

Such erudition, and done in a manner that manages to offend almost everyone. You have to admire such talent. 🙂