Buliwyf
Viking with a Hammer
The Diesel doesn't fit in the PW. Would limit up travel as it's a very, very tall engine. No idea why Dodge doesn't design it as a slant 6. That's why GM and Ford use V's.
Ford or Ram?
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The Diesel doesn't fit in the PW. Would limit up travel as it's a very, very tall engine. No idea why Dodge doesn't design it as a slant 6. That's why GM and Ford use V's.
Ducky's Dad
Explorer
If your Dodge has a G80, then it's a General Motors axle, and that would explain why the axle is a POS. At least in my Dodge, the rear diff has a clutch-pack limited slip, and it works just fine.
Ducky's Dad
Explorer
Don't know about the current Cummins in the current Rams, but the old 5.9 in the 3G PWs fit OK, except that they had to hang the winch out front on a winch bumper to make room for the intercooler. That big winch hanging forward on a heavy bumper, plus the weight of the Cummins plus the weight of the intercooler plus the weight of the second Grp 65 battery made the truck too heavy and too long for its intended market. Somewhere I think I have pics and an article about the KORE prototype from 2005 or 2006. When I called KORE to ask the whereabouts of that truck, the guy I spoke with claimed to have no knowledge of anything related to that truck. I'd love to own it.
toylandcruiser
Expedition Leader
They don't use the g80 nor go axles. The axles are made by aam
Ducky's Dad
Explorer
That's the point I was making. G80 is a GM option code that designates either a clutch pack limited slip or an "automatic" locker, depending on which vehicle it is on. My GM SUVs have clutch pack limited slip diffs and my GM truck has the locker. Easy to tell the difference between the two because the locker works pretty well and is a lot noisier than the limited slip. Those diffs are OK when they are working, but both are prone to breaking (I exploded one and broke the other, both common failures). But you'll never find either one on a Dodge.
DT75FLH
Adventurer
Power wagon was never offered with the diesel
locrwln
Expedition Leader
I'm not a fan of the GM's. No manual hubs. IFS is terrible. Can't lock the front diff, although most of use prefer open fronts anyways around here. Shocks are just carboard tubes that need replaced before leaving the dealers lot. The interior is cheap, just wrong in so many ways. And in NE Ohio, GM dealers are greasy gangsters looking to rip people off more than any other brand (except for Mitsu, but they don't make trucks). Dodge dealers are generally incompetent, so it's good that Dodges are easy to work on. Ford is slowly bleeding techs to Hyundai, BMW, Mercedes etc. etc.
But, the GM 6.0 is an excellent engine. Like the olde 5.4L Fords, it won't impress anyone, but it works great and always gets the job done. The GM transmission is tough, but easy to kill if you spin the tires in snow too much, use 4wd and drive like an adult, and it's fine. The rear axle is plenty good. And the brakes as more reliable and easy to work on than Ford and Dodge (splitting hairs though, in the rust belt). The GM's will crack the headers and/or leak there if you hit the exhaust on the ground ever. So if your into jetskis or dirtbikes, lose the factory muffler and dump the exhaust out in front of the rear tires. (I've even done this on my Ford, so I can back into ditches to load bikes without worry)[/QUOTE]
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Crap! The Eaton E-Locker I installed in mine must have been an illusion...
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I got 140k miles on the stock balljoints versus the 70k out of my stock tire sized, rarely offroaded 2002 F350 PSD. I did have to replace the wheel bearings at 110k miles and of course I upgraded the steering parts, but unlike the Ford or Dodge front axles, I don't have to put multiple steering stabilizers to stop the death wobble. Granted it is much more sensitive to alignment than my Ford ever was. In 93k miles, I had it aligned only once. I've had the Chevy aligned multiple times due to trying to find a competent shop to get it right. That is definitely a problem.
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Jack
But, the GM 6.0 is an excellent engine. Like the olde 5.4L Fords, it won't impress anyone, but it works great and always gets the job done. The GM transmission is tough, but easy to kill if you spin the tires in snow too much, use 4wd and drive like an adult, and it's fine. The rear axle is plenty good. And the brakes as more reliable and easy to work on than Ford and Dodge (splitting hairs though, in the rust belt). The GM's will crack the headers and/or leak there if you hit the exhaust on the ground ever. So if your into jetskis or dirtbikes, lose the factory muffler and dump the exhaust out in front of the rear tires. (I've even done this on my Ford, so I can back into ditches to load bikes without worry)[/QUOTE]
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Crap! The Eaton E-Locker I installed in mine must have been an illusion...
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I got 140k miles on the stock balljoints versus the 70k out of my stock tire sized, rarely offroaded 2002 F350 PSD. I did have to replace the wheel bearings at 110k miles and of course I upgraded the steering parts, but unlike the Ford or Dodge front axles, I don't have to put multiple steering stabilizers to stop the death wobble. Granted it is much more sensitive to alignment than my Ford ever was. In 93k miles, I had it aligned only once. I've had the Chevy aligned multiple times due to trying to find a competent shop to get it right. That is definitely a problem.
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Jack
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Ducky's Dad
Explorer
News Flash? That's why the KORE Cummins PW was a prototype that disappeared after it was shown at Moab.
Ducky's Dad
Explorer
Here's your diesel PW prototype:
http://www.trucktrend.com/features/travel/163-0808-hard-core-heaven-moab/
Note winch placement out front, to clear the intercooler.
http://www.trucktrend.com/features/travel/163-0808-hard-core-heaven-moab/
Note winch placement out front, to clear the intercooler.
plainjaneFJC
Deplorable
Newer rams have helical gears not clutch packs. Unless you have a half ton I'm not sure about those.
FordGuy1
Adventurer
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Crap! The Eaton E-Locker I installed in mine must have been an illusion...
.
I got 140k miles on the stock balljoints versus the 70k out of my stock tire sized, rarely offroaded 2002 F350 PSD. I did have to replace the wheel bearings at 110k miles and of course I upgraded the steering parts, but unlike the Ford or Dodge front axles, I don't have to put multiple steering stabilizers to stop the death wobble. Granted it is much more sensitive to alignment than my Ford ever was. In 93k miles, I had it aligned only once. I've had the Chevy aligned multiple times due to trying to find a competent shop to get it right. That is definitely a problem.
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Jack[/QUOTE]
FYI, Fords death wobbles a easy fix, reduce caster by a deg or so and its gone forever
Seriously? Ram was worried that a PW like that wouldn't sell? That thing would have sold like hotcakes if they had actually brought it to market.Here's your diesel PW prototype:
http://www.trucktrend.com/features/travel/163-0808-hard-core-heaven-moab/
Note winch placement out front, to clear the intercooler.
What's funny is 10 years ago, the corporate big-wigs backed away from that idea due to "economics," but now aftermarket companies, like AEV, make a business from selling those vehicles, or the packages required to make those vehicles. Makes you wonder where the common sense is in some of these car companies.
Buliwyf
Viking with a Hammer
It's weird that Dodge has the foresight to put a nice helical (Detroit Truetrac style) diff in the truck, but not manual hubs up front.
DT75FLH
Adventurer
Probably more to do with warranty claims....2500 power wagon got the 10.5 rear end instead of 11.5 .....imagine some one in 4 low....stuck...lockers on....torque converter spooled up and boom.....not sure the lockers could take it.....