1998 DODGE RAM 2500 Power Train Problems

I WAS PULLING A CAR FROM INDIO CA TO PHX. AZ WHEN IT STARTED TICKING AND SMOKEING AND LOST POWER I PULLEDOVER CHECKED THE OIL AND IT WAS 2 QUARTS LOW IT HAD NEVER USED OIL BEFORE THIS IT NEVER GOT HOT THOUGH I SLOWED WAY DOWN AND BARELY MADE IT HOME.

I OWN A 1998 DODGE RAM 2500, I HAVE NOTICED THIS PROBLEM ON MULTIPLE DODGES AND READ ABOUT IT ON THE INTERNET, THE FRONT LOWER AXLE MOUNT ROTS OUT DUE TO POOR DESIGN LEAVING NOTHING TO HOLD THE SPRING IN PLACE MY COIL MOUNT IS ROTTED OUT AND THERE IS BARELY ANY LEFT OF IT, AND DODGE NOR DO ANY AUTO PART STORES SELL COIL MOUNTS TO REPLACE IT THE MOUNT IS WELDED DIRECTLY ON THE AXLE SO THE AXLE HOUSING WOULD NEED TO BE REPLACED, THIS IS VERY UNSAFE IF THE AXLE WERE TO GIVE OUT DEW TO THIS. *TR

EVENT: PULLED UP IN FRONT OF BARN TO GET A LOAD OF HAY. MOVED GEAR SELECTOR LEVER TO REVERSE TO BACK UP TO BUILDING, BUT WHEN ACCELERATOR WAS PRESSED, VEHICLE MOVED FORWARD. FAILURE: INTERNAL PARTS IN STEERING COLUMN HAD BECOME DISCONNECTED FROM EACH OTHER, THE RESULT BEING THAT MOVEMENT OF THE GEAR SELECTOR LEVER DID NOT AFFECT THE LEVER AT THE END OF THE STEERING COLUMN THAT IS CONNECTED TO THE TRANSMISSION CONTROL ROD. THE ONLY WAY THAT THE VEHICLE COULD BE PLACED IN PARK, STARTED, OR PUT INTO A GEAR POSITION WAS TO RAISE THE HOOD AND MOVE THE TRANSMISSION CONTROL ROD BY HAND. SOLUTION: SINCE THE STEERING COLUMN IS A WELDED ASSEMBLY AND IS NOT SERVICEABLE, IT WAS REPLACED. THE OLD ASSEMBLY IS AVAILABLE FOR INSPECTION. THE ASSEMBLY PART NUMBER IS P55351175 RELATED COMPLAINT: SIMILAR TO COMPLAINT ODI ID 892310 WHICH WAS ENTERED AS A PROBLEM WITH COMPONENT : POWERTRAIN: AUTOMATIC TRANSMISSION: P/N START SWITCH. MY PROBLEM WOULD HAVE MANIFESTED ITSELF IN THE SAME WAY IF I HAD PLACED THE SHIFT LEVER INTO PARK POSITION AND HAD GOTTEN OUT OF THE VEHICLE WITHOUT SETTING THE BRAKE. *TR

Mileage: 164,385

I NOTICED AUTOMATIC TRANSMISSION FLUID LEAKING UNDER THE TRUCK WHEN RETURNING FROM A TRIP. CLOSE INSPECTION REVEALED THAT TWO OF THE TRANSMISSION LINES HAD BEEN RUBBING TOGETHER WHICH RESULTED IN A BREAK IN ONE OF THE LINES. FORTUNATELY, I NOTICED IT BEFORE THE TRANSMISSION HAD LOST ENOUGH FLUID TO FAIL. HAD I BEEN ON A LONG TRIP TOWING A TRAILER THE RESULTS OF A HIGHWAY SPEED TRANSMISSION FAILURE MIGHT HAVE BEEN FAR MORE SERIOUS, ESPECIALLY ON A MOUNTAIN ROAD. THE LINE SHOULD BE REPLACED. THIS APPEARS TO BE A DESIGN/MANUFACTURING/ASSEMBLY DEFECT. *TR

Mileage: 91,400

1998 DODGE RAM 2500 24 VALVE CUMMINS DIESEL DASH BOARD CRACKING SEVERELY, ANTI LOCK BRAKES NOT FUNCTIONING PROPERLY, OVERDRIVE LOCKING AND UNLOCKING AROUND 45 MPH. AFTER TRYING SEVERAL REMEDIES. *JB

HAVING TRANSMISSION PROBLEMS WITH A 1998 DODGE RAM 2500. TRANSMISSION OVERHEATS AND "TRANSTEMP" LIGHT COMES ON AFTER OVERDRIVE SHUTS OF WHILE DOING HIGHWAY DRIVING. TRUCK HAS HIGH MILES BUT I BELIEVE THE PROBLEM IS ATTRIBUTED TO A POORLY DESIGNED TORQUE CONVERTER MALFUNCTIONING AND IS NOT DIRECTLY RELATED TO THE AGE, MILES OR NORMAL WEAR AND TEAR OF THE VEHICLE. I HAVE LEARNED IT IS COMMON TO HAVE THE TRANSMISSION REBUILT OR REPAIRED ONE OR MORE TIMES DURING THE DURATION OF THE TRUCKS LIFE. IF WHAT I HAVE LEARNED IS TRUE THEN THIS IS UNACCEPTABLE BUSINESS PRACTICE FROM DODGE AND THE CONSUMER SHOULD NOT HAVE TO PAY FOR A DEFECT IN MANUFACTURING.*AK

CONSUMER PULLED UP TO A STOP SIGN WITH CLUTCH ENGAGED. THE VEHICLE STOPPED THEN LURCHED FORWARD. TOOK VEHICLE TO DEALER, AND DEALER STATED THE PILOT BEARING/CLUTCH FAILED.*AK THE CONSUMER TOOK THE VEHICLE TO THE SHOP AND HAD A NEW CLUTCH KIT INSTALLED AND THE VEHICLE TESTED OK. *TC

Mileage: 61,852

CLUTCH WHEN DEPRESS DOES NOT DISENGAGE. IT IS TO MY BELIEVE IT IS AN ENGINEERING FLAW IN THE CLUTCH SLAVE CYLINDER. IT HAPPENS MORE FEQUENT WHEN VECHILE IS WARM THAN COLD. I HAVE HAD TWO CLUTCHES REPLACED, 4 TRANSMISSIONS AND 6 SLAVE CYLINDERS REPLACED AND IT IS NOW IN THE REPAIR SHOP AGAIN WITH 93,000 MILES. *AK

Mileage: 93,000

WHILE DRIVING ON FREEWAY, 5TH GEAR WENT OUT AS IF CLUTCH WAS PUSHED IN. COULD NOT GET 5TH GEAR TO WORK, HAD TO DRIVE TO DEALERSHIP IN 4TH GEAR WHICH IS CHALLENGING TO DO IN A DIESAL TRUCK. AFTER SANTA CRUZ NISSAN DODGE SUPPOSEDLY REPLACED THE ENTIRE MANUAL TRANSMISSION, DRIVING BACK HOME, THE 1ST GEAR WOULD NOT ENGAGE.*AK

Mileage: 106,000

TRANSMISSION FAILURE IN MY 1998 DODGE RAM 2500. JASPER.COM LISTS THIS TRANSMISSION AS A HIGH RATE OF FAILURE DUE TO LACK OF LUBRICATION. THIS PROBLEM EXISTS IN ALL DODGE TRUCKS MANUFACTURED FROM 1995 TO 2001 AND MAYBE MORE. LOCAL TRANSMISSION REBUILDERS ALSO AGREE THAT THE TRANSMISSION WAS BUILT WITH TO LOW A VOLUME TRANSMISSION PUMP AND THAT YOU SHOULD NOT LET THE TRUCK IDLE, BECAUSE THERE IS NO LUBRICATION. *AK

Mileage: 97,210

THE GEAR SHIFTED OUT OF DRIVE WHEN THE VEHICLE WENT OVER A BUMP.*JB

FRONT BRAKE PADS AND SHOES WEAR EXCESSIVELY AND CAUSE TRUCK TO PULL WHEN DEPRESSING BRAKE PEDAL. OTHER FAILURE INVOLVED A BOLT THAT HOLDS 5TH GEAR IN PLACE FELL OFF WHILE TRUCK WAS BEING DRIVEN. HAD ITEM REPAIRED, AND IT FELL OFF AGAIN. PLEASE DESCRIBE DETAILS. *AK

WHILE DRIVING, THE TRANSMISSION STARTED SLIPPING. VEHICLE WAS TAKEN TO DEALER. THE TRANSMISSION COOLING LINES HAD BEEN RUBBING TOGETHER, WHICH CAUSED THEM TO LEAK. THE TRANSMISSION HAD TO BE REPLACED. *AK *SCC

WHEN BACKING UP A CLUNKING NOISE EMITTED FROM DIFFERENTAL. DEALER REPLACED FLUID AND ADDED SOME "ADDITIVE". DID NOT CORRECT PROBLEM. THEY KEPT TRUCK TO DISASSEMBLE DIFFERENTAL, FOUND NOTHING AMISS, REPLACED FLUID AND ADDITIVE. AT THIS TIME, ALL SEEMS OK. THE COST WAS $83.90. WHEN THEY DECIDED TO KEEP THE TRUCK OVER NIGHT THEY THOUGHT IT WOULD BE COVERED UNDER WARRANTY. HOWEVER, IT WAS OUT OF POCKET EXPENSE.*AK

FROM DAY 1 OF THE NEW TRUCK, I HAD SHIFTING PROBLEMS. BEFORE I HAD 1200 MILES ON THE TRUCK IT WAS IN THE SHOP TWICE. THE FIRST TIME THEY TOOK THE TRANSMISSION APART AND INSPECTED AND PLACED BACK INTO THE TRUCK. PROBLEM SHIFTING CONTINUED. THE 2ND TIME IN THE SHOP, THEY REPLACED THE TRANSMISSION, CLUTCH AND SLAVE CYLINDER, THIS WORKED. THEN AT 53000 MILES I TOOK THE TRUCK IN FOR RECALL WORK (828), TO REPLACE THE SLAVE CYLINDER. AT 60000 MILES I HAD SHIFTING PROBLEMS AGAIN. THEY REPLACED THE TRANSMISSION AND CLUTCH WHICH WAS 50% OUT OF MY POCKET. THE DAY I PICKED THE TRUCK UP FROM THE DEALER I WENT ON VACATION FOR 2000 MILES WHICH RESULTED IN SHIFTING PROBLEMS. I TOOK THE TRUCK BACK AT 62000 AND THEY REPLACED THE SLAVE CYLINDER, BUT THE TRANSMISSION WAS LEAKING. AT 64470 MILES THE TRANS WENT DRY AND DEALER REPLACED ANOTHER TRANS. AFTER I PICKED THE TRUCK UP FROM THE DEALER, THE SLAVE CYLINDER BLOW APART 5 MILES AWAY FROM THE DEALER ON THE WAY HOME. HYDRALIC FLUID SPILLED ON TO THE HOT EXHAUST PIPES, WHICH CAUSE SMOKE. AFTER PICKING THE TRUCK UP FROM THE DEALER ON 11/28/01 THE SLAVE CYLINDER BLOW AGAIN 1 MILE FROM THE DEALERSHIP WITH FLUID AGAIN POURING ONTO THE EXHAUST PIPES WHICH CAUSE SMOKE. THE TRUCK IS CURRENTLY AT THE DEALER PUTTING IN A 5TH CYLINDER WITH 64477 MILES ON THE TRUCK.

WHILE DRIVING, CONSUMER HEARD A SOUND AND THEN ATTEMPTED TO SHIFT BACK INTO FIFTH GEAR REALIZING IT WAS NO LONGER OPERATIONAL, AFTER INSPECTION MECHANIC INDICATED THAT THE FIFTH GEAR NUT HAD BACKED OFF CAUSING FAILURE OF THE FIFTH GEAR, FURTHER DISCUSSION WITH MECHANIC REVEALED DODGE REDESIGNED THE LOCKNUT, DODGE NOW PUTS A SET SCREW IN THE NUT THAT IS TIGHTENED DOWN ON THE THREADED SHAFT TO HOLD IT IN PLACE. *SLC

WHILE DRIVING, CONSUMER HEARD A SOUND AND THEN ATTEMPTED TO SHIFT BACK INTO FIFTH GEAR REALIZING IT WAS NO LONGER OPERATIONAL, AFTER INSPECTION MECHANIC INDICATED THAT THE FIFTH GEAR NUT HAD BACKED OFF CAUSING FAILURE OF THE FIFTH GEAR, FURTHER DISCUSSION WITH MECHANIC REVEALED DODGE REDESIGNED THE LOCKNUT, DODGE NOW PUTS A SET SCREW IN THE NUT THAT IS TIGHTENED DOWN ON THE THREADED SHAFT TO HOLD IT IN PLACE. *SLC

PE01-021/ROLL AWAY IN PARK: WHILE PARKED AND IDLING VEHICLE JUMPED OUT OF GEAR WHILE CONSUMER'S DAUGHTER WAS PULLING PIN FROM HITCH ATTACHED TO VEHICLE, CAUSING TRUCK TO RUN OVER HER DAUGHTER WHO RECEIVED SEVERE INJURIES. DEALER / MANUFACTURER WERE NOTIFIED.*AK *SLC

WHILE I WAS DRIVING THE VEHICLE AT ABOUT 35 MPH, THE TRUCK BEGAN REVVING, THEN STOPPED. I COULD SEE TRANSMISSION FLUID LEAKING. THE TRUCK WAS TOWED TO THE DEALER, WHO REMOVED THE TRANSMISSION AND REBUILT IT.

AUTOMATIC TRANSMISSION HAS DIFFICULTY SHIFTING BETWEEN DRIVE AND OVERDRIVE. ALSO, VEHICLE WILL NOT ACCELERATE PROPERLY WITH GAS PEDAL BEING PRESSED ALL WAY TO FLOOR. ALSO, THERE WAS ERRATIC OPERATION OF OVERDRIVE KICKING IN WITHOUT PROVOCATION. *AK THE CONSUMER WAS INFORMED BY THE DISTRICT MANAGER THAT THE MANUFACTURER WAS INCREASING THE HORSE POWER AND TORQUE TO HELP SOLVE THE TRANSMISSION SHIFTING PROBLEM. *YH

WHILE TRAVELING AT 60 MPH -70 MPH VEHICLE POPPED OUT OF GEAR AND HAD NO POWER IN 5TH GEAR. DEALER STATED THAT 5TH GEAR NUT DISCONNECTED. PLEASE PROVVIDE FURTHER INFORMATION.*AK

THE TORQUE CONVERTER BROKE, THE FRONT INNER AXLE WAS LEAKING, THE DEALER REPLACED THE INNER AXLE SEAL AND REPLACED THE LEFT AXLE U-JOINT, THE CONSUMER IS STILL HAVING PROBLEMS WITH THE VEHICLE LOCKING UP AND LUNGING FORWARD. *SLC

THE TORQUE CONVERTER BROKE, THE FRONT INNER AXLE WAS LEAKING, THE DEALER REPLACED THE INNER AXLE SEAL AND REPLACED THE LEFT AXLE U-JOINT, THE CONSUMER IS STILL HAVING PROBLEMS WITH THE VEHICLE LOCKING UP AND LUNGING FORWARD. *SLC

THE TORQUE CONVERTER BROKE, THE FRONT INNER AXLE WAS LEAKING, THE DEALER REPLACED THE INNER AXLE SEAL AND REPLACED THE LEFT AXLE U-JOINT, THE CONSUMER IS STILL HAVING PROBLEMS WITH THE VEHICLE LOCKING UP AND LUNGING FORWARD. *SLC

TRANSFER CASE WENT COMPLETELY OUT AND REQUIRED REPLACEMENT. NO REASONING WAS GIVEN FOR CAUSE OF FAILURE. I AM CONCERNED AFTER GETTING A NEW 2000 DOLLAR TRANSFER CASE THAT THE PROBLEM MAY OCCUR AGAIN IF THE CAUSE IS STILL OUT THERE AND NOT FIXED. MAYBE THE CAUSE WAS A WEAK PART IN THE CASE ITSELF. EITHER WAY, TRANSFER CASES USUALLY DO NOT GO OUT WITH SO FEW MILES ON THEM AND I DO NOT EVEN DRIVE ON GRAVEL ROADS LET ALONE GO FOUR WHEELING WITH IT SO TOUGH DRIVING COULD NOT HAVE BEEN THE CAUSE. I ALSO QUESTION WHY A NEW TRANSFER CASE FOR MY TRUCK HAS TAKEN FOUR WEEKS NOW TO GET. ARE THAT MANY GOING OUT THAT THE MANUFACURER CAN NOT KEEP UP? I AM WONDERING IF THIS HAS HAPPENED WITH OTHER SIMILAR VEHICLES OR IF THIS WAS JUST A FLUKE. THANKS FOR YOUR HELP.

AXLE DESIGNED TO LEAK GREASE EXCESSIVELY. YH

WHILE ACCELERATING TRANSMISSION DOWN SHIFTED AT WILL, ALMOST CAUSING AN ACCIDENT.*AK

REAR END NOISE DUE TO FAILURE OF THE RING AND PINION GEAR AND BEARING. MJS

REAR END NOISE DUE TO FAILURE OF THE RING AND PINION GEAR AND BEARING. MJS

AUTOMATIC TRANSMISSION JUMPS IN AND OUT OF OVERDRIVE, THE SPEED CONTROL DOES NOT FUCTION PROPERLY AS WELL. WHEN THE TRUCK HAD 2,987 MILES ON IT THE ORIGINAL TRANSMISSION DESTORTED BY ITSELF, A NEW ONE WAS INSTALLED AND 2 RECALLS PERFORMED (788 AND 799). EVER SINCE THAT TIME THE TRUCK HAS BEEN TO THE ORIGINAL DEALER TWICE FOR REPAIRS AND TO A LOCAL DEALER FOR REPAIRS. AS OF LAST WEEK CHRYSLER MOTOR CORP. BELIEVES THERE IS A PROBLEM WITH THE COMPUTER THAT IS CAUSING BOTH PROBLEMS, BUT WILL NOT GIVE ME A TIME FRAME WHEN THE PROGRAM FIX WILL BE AVAILABLE. IN THE MEANTIME I HAVE BEEN TOLD TO DRIVE THE TRUCK BECAUSE IT IS STILL UNDER WARRANTY, AND IF THE TRANSMISSION SHOULD DESTORY ITSELF AGAIN THE CORP. WILL REPLACE IT. I PURCHASED THIS TRUCK TO PULL A HORSE TRAILER AND I CANNOT USE IT FOR THE PURPOSE IN WHICH WAS INTENDED FOR. *AK

TRANSMISSION LEAKAGE FROM OVERDRIVE UNIT.

TRANSMISSION FAILED. YH

SHIFT LEVER FAILED. NLM