2017 RAM 3500 Power Train Problems

While test driving a 2017 RAM 3500 6.7L Cummins diesel at Cherry Hill Dodge Chrysler Jeep Ram in Cherry Hill, New Jersey, both the check engine light and the regen warning light came on simultaneously. I returned to the dealership, looked up the regen warning, then retrieved my BlueDriver OBD2 scanner from my own vehicle. I scanned the truck on-site and ran live data. The scan confirmed the diesel particulate filter (DPF) was 100% full, and the regeneration system was not functioning. Permanent fault code P242F was stored, and the exhaust backpressure reading was over 25 PSI at idle — indicating a severely blocked system. These faults were not disclosed by the dealership, and no inspection or documentation from a diesel technician was available. I later discovered the truck also has an open safety recall (Manufacturer Recall Number: C4B / NHTSA Recall Number: 24V-896) for a potential failure of the Brake Hydraulic Control Unit (HCU). This recall involves the loss of ABS, Electronic Stability Control, and Traction Control, and the recall status is listed as incomplete with no remedy available as of the test date. I offered to purchase the truck for $35,000 out-the-door on the condition that the emissions system was repaired and certified. The salesperson spoke with the manager, then returned and told me the vehicle was no longer for sale. I then overheard the manager say they planned to wholesale the vehicle, likely without disclosing these active safety and emissions system failures. I am filing this report to ensure the vehicle is flagged for unresolved safety and emissions violations before it is sold or auctioned in its current condition. I have full diagnostic scan data, photographs, and written communication from the visit available upon request.

Column shifter became disconnected in Drive position. Unable to shift into neutral or park. Stuck in Drive position. Unable to turn engine off. Found steering column gear shift bracket broke. See attached picture.

While pulling my trailer on the interstate with cruise control set, I was going up a hill when all of a sudden my engine RPMs skyrocketed and my truck simultaneously lost propulsion. The cruise control system then disabled itself. My truck had slowed down enough that I turned my hazard lights on, and then selected a lower gear due to the decreased speed. While attempting to accelerate back to a normal speed, my trucks RPMs again skyrocketed and my truck simultaneously lost propulsion. I was now fairly certain that my clutch was slipping. I was able to limp the truck back to my shop. I then contacted my dealership asking if this would be covered by the manufacture powertrain warranty, they informed that it was not. I then asked for them to order me a new flywheel, clutch kit, and all other incidental parts. It was at this time the dealer advised that I instead purchase an after-market performance clutch because they had seen very high failure rates from the OEM clutches. Not wanting the risk of using parts not designed by the OEM, I elected to use all OEM replacement parts. Upon installation of the new clutch parts, I discovered the clutch friction material was not even warn down on the slipping clutch. After the repairs, my truck was back to normal until, out of the blue again, the same thing happened with approximately 12,000 miles on the replacement OEM clutch components. Remembering what the dealer said about the high failure rates, I decided to hang onto the original clutch, pressure plate and flywheel incase the want or need to examine it would arise later. My trailer complies with all of the manufactures rated weight capacities. The now slipping replacement OEM clutch has not yet been removed from the truck. I do not want to use after-market replacement parts, however I am now concerned about using the replacement OEM parts due to the unexpected loss of propulsion. Said issues occurred at approximate ODO of 46,800 miles and again at 58,800 miles.

ABS module and HCU failure. Constant service ABS, traction control, and service brake system warning lights. I lost control of truck on snow covered road when warnings came on causing me to go into the ditch. Knowing that FCA refuses to address the safety concerns, I have not brought the truck to the dealership.

The grid heater in my engine overheated causing a bolt to lose integrity and snap off being sucked into the # 6 cylinder causing catastrophic damage to the motor while I was towing a trailer up hill. Losing all power on a hill with a trailer seems like a pretty dangerous situation to me. It’s a known issue dating back too 2014 and still hasn’t been fixed my 2017 suffered from the issue and now I’m 2021-2023 models there catching fire and being recalled but my 2017 is not. There’s only 48,000 miles on my truck it’s not old at all and should be in the same recall as the newer models.

PART NUMBER 68310865AB ENGINE OIL FILTER ADAPTER THIS IS THE THIRD PART FOR THIS VEHICLE THAT SEEMS UNAVAILABLE OVER 16,000 ON BACK ORDER AND THEY HAVE YET TO ISSUE A RECALL

TL* THE CONTACT OWNS A 2017 RAM 3500. THE CONTACT RECEIVED NOTIFICATIONS OF NHTSA CAMPAIGN NUMBERS: 19V818000 (EQUIPMENT, ENGINE, AND ENGINE COOLING) AND 20V036000 (POWER TRAIN) HOWEVER, THE PARTS TO DO THE RECALL REPAIRS WERE NOT YET AVAILABLE. THE CONTACT STATED THAT CENTRAL VALLEY CHRYSLER JEEP DODGE RAM (4460 MCHENRY AVE, MODESTO, CA 95356) WAS CONTACTED AND HE WAS INFORMED THAT THE PARTS WOULD BE ORDERED. THE CONTACT STATED THAT THE DEALER RECENTLY INFORMED HIM THAT THE PARTS WERE ON BACK-ORDER. THE CONTACT STATED THAT THE MANUFACTURER HAD EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE CONTACT HAD NOT EXPERIENCED A FAILURE. THE MANUFACTURER WAS NOT MADE AWARE OF THE ISSUE. PARTS DISTRIBUTION DISCONNECT. ## VIN PASSED ## RAM 2017 ##

OCCASIONALLY WHEN YOU STEP ON THE CLUTCH TO STOP THE VEHICLE OR CHANGE GEARS, THE CLUTCH PEDAL JUST GOES STRAIGHT TO FLOOR AND DOES NOT DISENGAGE THE CLUTCH. SOMETIMES YOU HAVE TO SHUT THE ENGINE OFF TO STOP THE VEHICLE, AND SOMETIMES WHEN STOPPED AT A STOP SIGN OR RED LIGHT, THE VEHICLE WILL NOT GO BACK INTO A GEAR. ALSO WHILE DRIVING, SOMETIMES YOU CANNOT CHANGE GEARS. AFTER THE FIRST SIGN OF TROUBLE I CHECKED ALL OF THE FLUID LEVELS AND FOUND THAT THE HYDRAULIC RESERVOIR FOR THE CLUTCH CONTROL ASSEMBLY WAS LOW ON FLUID. I'VE HAD TO REFILL THIS RESERVOIR SEVERAL TIMES NOW, WHICH HELPS THE ISSUE OF CHANGING GEARS HOWEVER THE FLUID STILL SEEMS TO BE LEAKING OUT FROM SOMEWHERE, AND I'M CONCERNED THAT IT IS LEAKING SOMEWHERE INTERNALLY IN THE TRANSMISSION/CLUTCH AREA.

Mileage: 32,000

THERE ARE TWO OUTSTANDING RECALLS ON THE VEHICLE; VB2, ENGINE COOLING FAN & W00 SHIFTER CABLE. I HAVE BEEN TALKING TO DEALERS & FCA ABOUT GETTING THE VEHICLE FIXED SINCE AUGUST & AM TOLD THAT THE PARTS ARE NOT AVAILABLE. THE RECALL NOTICES STATE THAT IT IS UNSAFE TO OPERATE THE VEHICLE, YET THE MANUFACTURER IS UNABLE TO PROVIDE PARTS TO MAKE IT SAFE. SO I HAVE A VEHICLE THAT CANNOT BE USED IN ITS CURRENT STATE.

Mileage: 21,000

MERGING ONTO THE HIGHWAY FROM THE FEEDER, MY TRUCK HAD A DELAY (2-3 SECOND) IN ACCELERATION.

Mileage: 27,000

TL* THE CONTACT OWNS A 2017 RAM 3500. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 20V036000 (POWER TRAIN) HOWEVER, THE PART TO DO THE RECALL REPAIR WAS NOT YET AVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER HAD EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. AN UNKNOWN DEALER WAS CONTACTED AND CONFIRMED THAT THE PARTS WERE NOT AVAILABLE. THE MANUFACTURER WAS MADE AWARE OF THE ISSUE. THE CONTACT HAD NOT EXPERIENCED A FAILURE. VIN TOOL CONFIRMS PARTS NOT AVAILABLE.

TL* THE CONTACT OWNS 2017 RAM 3500. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 20V036000 (POWER TRAIN) HOWEVER, THE PART NEEDED FOR THE REPAIR WAS NOT AVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. JACK PHELAN DODGE CHRYSLER JEEP RAM (5859 S LA GRANGE RD, COUNTRYSIDE, IL 60525) WAS CONTACTED AND CONFIRMED THAT THE PART WAS NOT AVAILABLE. THE MANUFACTURER WAS NOT MADE AWARE OF THE ISSUE. THE CONTACT EXPERIENCED A FAILURE WHILE SHIFTING THE GEAR FROM DRIVE TO PARK OR ANY OTHER GEAR WITHOUT WARNING. THE VEHICLE WAS NOT REPAIRED. PARTS DISTRIBUTION DISCONNECT. *BF CONSUMER STATED INCORRECT ADDRESS.*JB

TL* THE CONTACT OWNS A 2017 RAM 3500. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBERS: 19V818000 (EQUIPMENT, ENGINE AND ENGINE COOLING) AND 20V036000 (POWER TRAIN) HOWEVER, THE PARTS TO DO THE REPAIR WERE NOT YET AVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER HAD EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. AN UNKNOWN DEALER WAS CONTACTED AND CONFIRMED THAT THE PARTS WERE NOT AVAILABLE. THE MANUFACTURER WAS MADE AWARE OF THE ISSUE. THE CONTACT HAD NOT EXPERIENCED A FAILURE. VIN TOOL CONFIRMS PARTS NOT AVAILABLE.

EXTREME SHUDDER ON TAKE OFF ONLY. REPLACED TRANSMISSION..DIDN'T FIX IT SO THEY REPLACED ENTIRE DRIVESHAFT ASSEMBLY INCLUDING U-JOINTS AND CARRIER BEARING. STILL NOT FIXED. EXACT SAME PROBLEM. MY WORK TRUCK HAS BEEN DOWN A MONTH WITH NO FIX YET. GOING BACK IN AGAIN MONDAY. THIS TRUCK IS BANKRUPT ING ME! I'M GOING TO HAVE TO CLOSE MY BUSINESS. I THOUGHT 60 GRAND FOR A TRUCK WOULD MAKE IT AT LEAST 50 THOUSAND MILES. I CAN'T DO ANYTHING.

Mileage: 20,000

REAR END OF VEHICLE SHAKES 40MPH PLUS AND GETS WORSE THE FASTER YOU GO. RAM DEALER SAYS THIS IS HOW THE TRUCK IS SUPPOSE TO RUN.

Mileage: 53,000

THIS IS ABOUT MY DEAD PEDAL WHEN LETTING OF THE ACCELERATOR TO MERGE ECT THERE IS LIKE A 2 TO 3 SECOND DELAY IN POWER. I HAVE ALMOST BEEN HIT SEVERAL TIMES. I DO NOT TRUST THE TRUCK. SEEMS LIKE A ACCIDENT WAITING TO HAPPEN.

Mileage: 15,300

SIGNIFICANT AND DANGEROUS DELAY WITH ACCELERATION RESPONSE WHEN DEPRESSING THE ACCELERATION PEDAL WHILE ENTERING TRAFFIC. THE HESITATION IS EXCESSIVE AND IT CAN TAKE GREATER THAN 3 SECONDS FOR ANY RESPONSE.

Mileage: 541

TRUCK IN PARK, STATIONARY BUT RUNNING, JUMPED OUT OF GEAR DUE TO FAULTY SHIFTER AND ROLLED DOWN AN EMBANKMENT. EXTENSIVE DAMAGE TO TRUCK. *TT *DT *BF*JB *DT CONSUMER STATED THERE ARE NO ADDTIONAL PROBLEMS.*JB 'PARTS OF THIS DOCUMENT HAVE BEEN REDACTED TO PROTECT PERSONALLY IDENTIFIABLE INFORMATION PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6).'*JB*DT*JB

Mileage: 77,416

VERY SLOW TO RESPOND THROTTLE PEDAL, ITS TO A POINT OF NOT SAFE TO PULLOUT IN TRAFFIC OR MERGE ONTO A HIGHWAY. THERE IS 2-4 SECONDS OF IDLE WHILE PEDAL IS TO THE FLOOR, THEN THE ENGINE WILL START TO INCREASE RPM AT A SLOW RATE OF SPEED. ALSO THE TRANSMISSION WILL SEEM TO BE IN NEUTRAL AT TIMES WHEN TURNING INTO AN ELEVATED PARKING LOT OR DRIVEWAY. APPLY MORE THROTTLE AND CLUNKS BACK INTO GEAR THEN WILL CONTINUE TO MOVE FORWARD. AT TIMES COMING TO A STOP, THE TRANSMISSION WILL STAY IN A HIGHER GEAR OR THE LOCKUP CONVERTER IS STAYING LOCKED UP. TRYING TO STOP WITH TYPICAL BRAKE PEDAL PRESSURE WILL NOT STOP THE TRUCK WHEN THIS IS HAPPENING. YOU REALLY NEED TO APPLY PEDAL PRESSURE UNTIL IT COMPLETELY STOPS ROLLING THEN IT SEEMS TO RESET OR GO BACK TO NORMAL. RAM DEALERS CLAIM ITS CHARACTERISTICS OF THE TRUCK AND THEY SAY THAT RAM STAR SAYS ITS NORMAL. A LITTLE RESEARCH ONLINE AND YOU WILL FIND THIS TO BE A MAJOR ISSUE. I AM LOOKING INTO LEMON LAW OR GETTING AN ATTORNEY. $60K TRUCK AND ITS UNSAFE TO DRIVE. COMPLETELY UNSATISFIED WITH MY PURCHASE

Mileage: 100

LATER DODGE TRUCKS SEEM TO HAVE A BUILT IN DESIGN FLAW WHEREIN TORQUE MANAGEMENT PROGRAMMING IS PREVENTING THE TRUCK FROM TAKING OFF NORMALLY, CREATING SECONDS OF DELAYED THROTTLE RESPONSE AND VERY DANGEROUS CROSS TRAFFIC ISSUES COMMONLY REFERRED TO ON MANY DODGE FORUMS AS THE DEAD PEDAL. REPEATED EFFORTS WITH DEALER FAILED ALTHOUGH THEY RECOGNIZED THE ISSUE.

Mileage: 10

TL* THE CONTACT OWNS A 2017 RAM 3500. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBERS: 17V562000 (ENGINE AND ENGINE COOLING), 17V821000 (POWER TRAIN), AND 17V824000 (EQUIPMENT). THE PART WAS NOT AVAILABLE WITHIN A REASONABLE TIME FRAME TO SCHEDULE THE RECALL REPAIR. THE DEALER (GREENWAY DODGE CHRYSLER JEEP RAM ORLANDO, 9051 E COLONIAL DR, ORLANDO, FL 32817, (888) 292-3985) WAS UNABLE TO VERIFY WHEN THE REMEDY AND PARTS WOULD BE SUPPLIED FROM THE MANUFACTURER. THE CONTACT WAS UNABLE TO DETERMINE WHEN THE VEHICLE WOULD BE REPAIRED. THE MANUFACTURER WAS CONTACTED. THE CONTACT HAD NOT EXPERIENCED A FAILURE. PARTS DISTRIBUTION DISCONNECT. *TT UPDATED 10/1/18*JB

TL* THE CONTACT OWNS A 2017 RAM 3500. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBERS: 17V562000 (ENGINE AND ENGINE COOLING) AND 17V821000 (POWER TRAIN). THE PARTS WERE NOT AVAILABLE WITHIN A REASONABLE TIME FRAME TO SCHEDULE THE RECALL REPAIR. THE DEALER (RAY CHRYSLER DODGE JEEP RAM, 23 N US-12, FOX LAKE, IL 60020) WAS UNABLE TO VERIFY WHEN THE REMEDY AND PARTS WOULD BE SUPPLIED FROM THE MANUFACTURER. THE MANUFACTURER WAS CONTACTED TO DETERMINE IF THEY COULD VERIFY WHEN THE PART WOULD BE SUPPLIED TO THE DEALER. THE CONTACT STATED THAT THE KEY FAILED TO TURN OVER TO START THE VEHICLE AND THE VEHICLE WAS RANDOMLY STALLING. THE FAILURE MILEAGE WAS UNKNOWN. VIN TOOL CONFIRMS PARTS NOT AVAILABLE.

DRIVING ON I-95 IN GEORGIA, ALL 8 OF THE LUG STUDS ON THE DRIVERS SIDE DUAL REAR WHEELS SHEARED OFF, CAUSING THE OUTER WHEEL TO SHOOT PAST THE TRUCK IN TRAFFIC, WHILE ATTEMPTING TO STOP THE VEHICLE. VEHICLE WAS MOVING AT A RATE OF 60 MPH WHEN THE ONSET OF SEVERE VIBRATION CAUSED ME TO LOOK FOR A SAFE PLACE TO PULL OVER, AND SLOW DOWN. THANK GOD THE OTHER REAR WHEEL REMAINED ON THE HUB, THOUGH COMPLETELY UNSECURED. THE TRUCK HAS JUST 4,500 MILES ON IT.

Mileage: 4,500

2017 RAM PROMASTER 3500 AUTOMATIC TRANSMISSION DOWNSHIFTS ON ITS OWN COMING DOWN MOUNTAIN GRADES AND FORCES YOU TO STOP ON THE SHOULDER BECAUSE THE TRANSMISSION CONTINUES TO DOWNSHIFT ON ITS OWN. ONCE YOU ARE STOPPED AND IN FIRST GEAR YOU MAY CONTINUE DOWN THE MOUNTAIN TILL ITS DOES IT AGAIN ALL THE WHILE OTHER AUTOMOBILES AND SEMIS ARE PASSING YOU AT HIGH RATES OF SPEED. YOU MUST COME DOWN A MOUNTAIN IN NEUTRAL. THE ONLY WAY TO STOP THE DOWNSHIFTING AND THE RPMS SHOOT UP TO 4000 RPMS, IS TO SHIFT TO NEUTRAL OR STOP AND START OVER AGAIN. IN SNOW AND ICE ON STEEP GRADES THIS MAY CAUSE THE VEHICLE TO LOSE CONTROL AND SLIDE OFF THE CLIFF. WHEN THE VEHICLE FEELS THE PUSH OF ITS OWN WEIGHT AND BEGINS TO ACCELERATE ON ITS OWN DOWN AN INCLINE IT MAY DOWNSHIFT ON ITS OWN OR TAPPING THE BRAKE WILL MAKE IT GO INTO THIS CONDITION. THEREFORE THERE IS NO BRAKING COMING DOWN A MOUNTAIN.

THERE IS A CHASSIS VIBRATION ISSUE WHERE THE ENTIRE TRUCK SHAKES AT SPEEDS OVER 60 MPH. THE SEATS SHAKE AND THE WHOLE TRUCK SHAKES AS IF A TIRE IS REALLY OUT OF BALANCE. THERE IS NO SHAKE IN THE STEERING WHEEL HOWEVER, AND NEW TIRES, AND RECENTLY BALANCED TIRES, HAVE NO EFFECT ON THE ISSUE. IT SEEMS TO START IN THE REAR OF THE VEHICLE. MANY PEOPLE ON THE FORUMS REPORT THE SAME PROBLEM AND NO ONE HAS FOUND A FIX FOR IT THAT I KNOW OF. DEALERS JUST THROW NEW TIRES AND WHEELS AT THE PROBLEM WITH NO RESOLUTION. CHECK FORUMS LIKE CUMMINSFORUM.COM AND TURBO DIESEL REGISTER FOR THE HUNDREDS OF THREADS ON THE ISSUE. ALSO APPEARS 2500 AND 3500S ARE BOTH EFFECTED AND HAVE DIFFERENT REAR SUSPENSION SETUPS.

Mileage: 500

VEHICLE IS EQUIPPED WITH A G56 MERCEDES 6 SPEED MANUAL TRANSMISSION. WHEN IN 5TH GEAR THERE IS A CHATTER ORIGINATING FROM THE TRANSMISSION AMPLIFIED BY THE SHIFT LEVER. NOISE AND VIBRATION OCCURS AT ANY SPEED AND ANY LOAD (UNDER THE FIFTH WHEEL OR NOT) WHILE IN 5TH GEAR. GEARS 1 THRU 4 AND 6 ARE QUIET AS EXPECTED.

Mileage: 80