2015 Ram 3500 complaints

TL* THE CONTACT OWNS A 2015 RAM 3500. THE CONTACT STATED THAT THE VEHICLE LOST POWER WHILE ATTEMPTING TO ACCELERATE FROM A STOP. THE CHECK ENGINE INDICATOR ILLUMINATED. THE CONTACT DROVE HOME AND CALLED THE DEALER. THE VEHICLE WAS TAKEN TO THE DEALER WHERE THE SENSOR WAS REPLACED. THE FAILURE RECURRED THE NEXT DAY. THE VEHICLE WAS TAKEN BACK TO THE DEALER WHERE THE FUEL PUMP WAS REPLACED. THE FAILURE RECURRED. THE VEHICLE WAS TAKEN BACK TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE FUEL LINE WAS FRACTURED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE AND DOCUMENTED THE FAILURE. THE MANUFACTURER CONTACTED THE DEALER AND CONFIRMED THE DEALER'S DIAGNOSIS. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS APPROXIMATELY 23,000.

HAPPENED A YEAR AGO AND AGAIN YESTERDAY. BOTH TIMES WERE SIMILAR SITUATIONS: PULLING OUT INTO TRAFFIC, DOING A RIGHT TURN ON RED - AFTER STOPPING. PULL OUT WITH LIGHT THROTTLE AS NORMAL AND THEN POWER DROPS TO NOTHING FOR A SECOND OR TWO AND THEN IT TAKES OFF! VERY DISCONCERTING WHEN TRAFFIC IS COMING AT YOU. BTW: I'M A CONSERVATIVE DRIVER AND NEVER HOT ROD AND RARELY USE MORE THAN LIGHT THROTTLE.

TL* THE CONTACT OWNS A 2015 RAM 3500. WHILE DRIVING 35 MPH, THE BRAKE BOOSTERS FAILED WITHOUT WARNING AND CAUSED THE BRAKES TO SEIZE. THE VEHICLE WAS TAKEN TO THREE DIFFERENT DEALERS, BUT THEY COULD NOT DUPLICATE THE FAILURE. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO DIAGNOSED THAT THE HYDRAULIC BRAKE BOOSTER UNIT FAILED AND NEED TO BE REPLACED. THE VEHICLE WAS REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 16,000. *TR

TL* THE CONTACT OWNS A 2015 RAM 3500. WHILE DRIVING 35 MPH IN THE RAIN, THE BRAKE PEDAL WAS DEPRESSED AND FAILED TO ENGAGE WHILE MAKING A LOUD GRINDING NOISE. THERE WERE NO WARNING INDICATORS ILLUMINATED. THE DEALER COULD NOT DUPLICATE THE FAILURE, BUT PERFORMED A SOFTWARE UPDATE ON THE BRAKES, TRACTION CONTROL, AIR SUSPENSION, AND TOWING PACKET. THE MANUFACTURER WAS NOT NOTIFIED. THE FAILURE MILEAGE WAS APPROXIMATELY 15,500.

TOO MANY DETAILS, BUT WILL TRY TO BULLET RIGHT TO THE ISSUES: (TRUCK WAS REAR ENDED ON HIGHWAY 4/25/2016) -MY TRUCK WAS TOWED TO DEALERSHIP, BUT UPON "COMPLETED REPAIRS", I PICKED UP AT COLLISION CENTER -EXHAUST BRAKE FUNCTION ON THE TURBO WAS WEAKENED WHILE IN CARE OF DEALERSHIPS HANDS (OR LACK THEREOF) -DURING REPAIRS OF BODY DAMAGE ONLY, SOMEONE RE-CALIBRATED MY TRUCKS SPEEDOMETER TO MATCH MY OVERSIZE TIRES. (THIS WOULD BE SO MUCH A CONCERN, BUT THE FACT THAT MY TRUCKS EXHAUST BRAKE WAS INTENTIONALLY WEAKENED VIA COMPUTER, "NOW WE HAVE A PROBLEM" -THIS ISSUE WAS ADDRESSED TO DEALERSHIP AS A SAFETY CONCERN AS I TOW A 16,000LB TRAILER FOR WORK. (ALONG WITH NOTICEABLE WHISTLE FROM TURBO, WHICH IS UNDENIABLE EVIDENCE OF DAMAGE TO TURBO) -FIRST DAY TOWING THROUGH MOUNTAINS "WITHOUT" EB WORKING PROPERLY, I ALMOST WRECK TWICE WITHIN 15 MILES, ALL DUE TO "WEAK EB" -AFTER MULTIPLE TRIPS TO DEALER, I AM CONSTANTLY TOLD "TRUCK DRIVES FINE, TRUCK EB IS WORKING" -ENOUGH RESEARCHING TURBO AND EB FUNCTION, I AM ABLE TO FINALLY GET INSURANCE & DEALERSHIP TO REPAIR TURBO UNDER CLAIM -AFTER REPAIR, TRUCK IS GIVEN BACK TO ME WITH NEW TURBO. EB IS STILL EXTREMELY WEAK, WHISTLE IS GONE, TORQUE AND TOW/HAUL FUNCTION HAVE NOW BEEN ALTERED AND COMPROMISED. -NOW WE HAVE 3 ISSUES WITH THE TRUCK: EXTREMELY WEAK EB / EXTREMELY WEAK TO NON-EXISTENT TOW/HAUL MODE / TORQUE EXTREMELY WEAK. (ALL FUNCTIONS THAT CAN BE CALIBRATED IN THE TRUCKS COMPUTER) -DEALERSHIP HAS BEEN HAVING MY $60,000 TRUCK HANDLED W

THE FRONT TIRES WEAR EXCESSIVELY ON THE OUTER EDGES. I HAVE TAKEN IT TO FLETCHER DODGE 3 TIMES TO CORRECT THE ISSUE. THE SERVICE DEPARTMENT ACKNOWLEDGED THAT THIS IS A PROBLEM THEY HAVE SEEN BEFORE WITH THIS MODEL VEHICLE. FLETCHER DODGE DID REPLACE THE 2 FRONT TIRES AND PERFORMED AN ALLIGNMENT. CHRYSLER SET UP A STAR ACCOUNT AND WORKED ON IT. CHRYSLER ACKNOWLEDGED THERE IS A PROBLEM BUT DO NOT KNOW WHAT IT IS AND THERE IS NOTHING THEY CAN DO, AND IT IS CAUSED BE TOWING HEAVY LOADS. I DRIVE IT MOSTLY AND FROM WORK. I USE A 2 HORSE TRAILER ABOUT 4 TIMES A YEAR FOR APROXIMATELY 340 MILES AND HAY 3 TIMES A YEAR FOR APPROXIMATELY 40 MILES.

MY 2015 RAM 3500 HAS GONE THROUGH 3 WHEEL ALIGNMENT WITHIN A YEAR 12000 MILES. I ALSO BEEN GETTING A LOT OF BAD FUMES IN CAB WHERE YOU HAVE TO OPEN WINDOWS AT AROUND 20 TO 40 MPH OR WHEN YOU START TRUCK WHILE WARMING UP IN COLD WEATHER. I HAD WHEELS ROTATED AND THE TPMS WHERE READING WRONG. IT WAS NOT CONNECTING WITH SYSTEM IN TRUCK HAD TO TAKE TO DEALER TO RESET.

IN JUNE 2016, TOWING A 14 FOOT LIGHT TRAILER UP SONORA PASS ON HWY 108 IN CALIFORNIA, THE TRUCK BUCKED, STUDDERED AND SHOOK IN FIRST GEAR, STALLED AND SLIPPED BACKWARD TOWARDS A 1000 FOOT CLIFF, IT THEN LUNGED INTO GEAR AND IT WAS SMOKING THE TIRES. I LET IT DO THAT TO GAIN TRACTION AND THEN SLOWLY MADE MY WAY BACK UP. I CANNOT TOW ANYTHING OUT OF FIRST GEAR WITHOUT THE BUCKING AND STUDDERS, AND LOSING FORWARD MOMENTUM, ANYWHERE. ALMOST LOST IT ALL THAT DAY INCLUDING MY LIFE AND NOTHING HAS BEEN DONE TO FIX THE ISSUE. 2 DEALERSHIPS IN 2 STATES ACKNOWLEDGE THE PROBLEM, STATE THEY HAVE OTHER CUSTOMERS THAT HAVE THE SAME PROBLEM BUT DODGE CANNOT SEEM TO UNDERSTAND A FIX OR THE SERIOUSNESS OF THIS DEFECT. THE TRUCK IS NOT SAFE TO TOW ANYTHING ANYWHERE AND THAT IS OBSURD FOR A RAM 3500. THIS TRUCK IS ADVERTISED AS THE NUMBER ONE TRUCK FOR TOWING, BUT IT JUST CAN'T DO THE JOB SAFELY. PLEASE VIEW LETTER SENT TO DEALERSHIP DATED JULY 9TH. 2016.

THE TUCK HAS A HORRIBLE LAG IN THE THROTTLE RESPONSE. WHEN TRYING TO PULL OUT INTO HEAVY TRAFFIC THE TRUCK LAGS MORE THAN IT SHOULD. THIS HAS BEEN HAPPENING SINCE THE DAY I BOUGHT IT NEW WITH 16 MILES ON IT. IF YOU PRESS THE PEDAL MORE THAN HALF DOWN FROM A STOP YOU CAN COUNT TO 30 BEFORE IT ACTUALLY STARTS MOVING. THERE HAVE BEEN MULTIPLE TIMES WHERE THIS HAS ALMOST CAUSED AN ACCIDENT. I HAVE BEEN READING FORUMS ABOUT THIS ISSUES AND HAVE COME UP WITH 2 CAUSES. 1 THE THROTTLE CONTROL PROGRAMING IS SET EXTREMELY CONSERVATIVE WHICH WILL CAUSE THIS. 2 THE ONE THAT ALMOST EVERYONE IS REPORTING IS THAT THE DPF REGEN SYSTEM IS CAUSING TOO MUCH BACK PRESSURE. PEOPLE ARE REPORTING THAT WHEN THEY DELETE THE EXHAUST AND EGR OFF THE TRUCK IT GETS ITS POWER BACK. THESE SYSTEMS NEVER SEEM TO COMPLETELY CLEAN OUT AND ALL WISE HAS HIGH BACK PRESSURE.

2015 RAM 3500 LARAMIE DUALLY 4X4, 6.7 I6 CUMMINS, AISIN TRANSMISSION. TRUCK EXPERIENCES "DEAD PEDAL" UNDER HARD ACCELERATION OR WHEN DEPRESSING PEDAL 3/4 TO FULL THROTTLE SUDDENLY. THIS HAPPENS UNDER ALL CONDITIONS: STOPPED, ROLLING, UNDER ACCELERATION. ADVANCING THE PEDAL SUDDENLY OR COMPLETELY DOWN IN EMERGENCY SITUATIONS RESULTS IN A 3-4 SECOND DELAY WHERE THE TRUCK WILL NOT RESPOND, THEN SLOWLY ADDS POWER. THIS IS EXTREMELY DANGEROUS AS THE TRUCK WILL NOT RESPOND TO THE DRIVERS INPUTS. POSSIBLY RESULTING IN A CRASH OR DEATH. IN SEVERAL CASES THE TRUCK HAS RESPONDED IN THE ABOVE DESCRIBED MANOR RESULTING IN EMERGENCY ACTION BY THE DRIVER TO AVOID A CRASH OR WRECK. PROBLEM HAS BEEN OCCURRING FOR THE PAST 10 - 15K MILES AND STILL CONTINUES. AS PER THE DEALER SERVICING THE VEHICLE. WE WERE TOLD NOTHING IS WRONG, THIS WAS NORMAL AND THEY REFUSED TO DO ANYTHING ABOUT IT. AS PER RAM TECHNICAL ASSISTANCE "IF THE CUSTOMER STEPS IN THE THROTTLE, THE VEHICLE WILL GO INTO DERATE TO KEEP THE DRIVESHAFT OFF THE GROUND. IF YOU STAY AROUND 60 TO 70% THROTTLE THEN THERE IS NO DERATE. SOUNDS LIKE THE VEHICLE IS OPERATING AS DESIGNED." A COPY OF THE REPORT HAS BEEN PROVIDED WITH THIS REPORT

THIS IS A DIESEL POWERED TRUCK. TWICE THE HYDRAULIC PRESSURE CREATED BY THE HYDROBOOST UNIT HAS BLOWN METAL HOSES APART RESULTING IN COMPLETE AND SUDDEN LOSS OF STEERING AND BRAKES. FORTUNATELY THE TRUCK WAS OPERATING AT VERY LOW SPEED. IF THIS HAD OCCURRED AT HIGHWAY SPEED, IT WOULD HAVE RESULTED IN A CRASH AND LIKELY DEATH. IN BOTH CASES, RAM REPLACED THE HOSE AND FLUID UNDER WARRAANTY, BUT HAS NOT ADDRESSED THE ROOT CAUSE, WHICH IS THAT THE HYDROBOOST UNIT IS DEFECTIVE.

TL* THE CONTACT OWNS A 2015 RAM 3500. AFTER DRIVING THE VEHICLE, THE CONTACT STATED THAT THE FOG LAMP GLASS COVERS FRACTURED ON THE DRIVER'S SIDE. THE VEHICLE WAS TAKEN TO THE DEALER WHERE THEY DIAGNOSED THAT THE FOG LAMP ASSEMBLY NEEDED TO BE REPLACED ENTIRELY. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE ISSUE. THE APPROXIMATE FAILURE MILEAGE WAS 15,000.

INTEGRAL TRAILER BRAKE CONTROLLER WORKS CONTRARY TO INDUSTRY STANDARD CONTROLLERS. THE FUNCTION OF THE ELECTRIC BRAKE "OVERRIDE LEVER" DOES NOT OVERRIDE CONTROLLER SETTING AND APPLY FULL POWER TO THE TRAILER BRAKES. THE INTEGRAL CONTROLLER ON THIS VEHICLE WILL ONLY SUPPLY OVERRIDE VOLTAGE PROPORTIONAL TO THE SENSITIVITY SETTING OF 0 TO 10 AND THE SPEED OF THE VEHICLE. WHEN STOPPED THE SENSITIVITY VARIES THE OVERRIDE VOLTAGE BETWEEN 0 TO 7 VOLTS DC. SAFETY ITEM. AT VERY SLOW SPEEDS LESS THE 10 MPH AND THE SENSITIVITY SET AT MAX 10 THE OUTPUT OF THE CONTROLLER OVERRIDE IS 7.2 VDC AND 7.2 AMPS. AT 35 MPH THE OUTPUT WAS 10.3 VDC AND 10.9 AMPS. AT 45 AND 55 MPH THE OUTPUT WAS AT ITS MAXIMUM 11.5 VDC AND 11.5 AMPS. THE BRAKING CURVE WAS ALMOST THE SAME WITH THE SENSITIVITY SET AT 10 AND HEAVY VEHICLE BRAKING PRODUCED THE SAME VOLTAGE AMPERAGE CURVE. THE SAFETY PROBLEM IS THAT THE "OVERRIDE FUNCTION" IS SPEED RELATED WHEREAS INDUSTRY STANDARD HAS THE OVERRIDE SWITCH BYPASS ALL OTHER SETTING AND APPLY FULL BATTERY POWER 12 VDC TO THE BRAKE CONTROL SYSTEM. I WILL POINT OUT FROM MY 50 PLUS YEARS OF TOWING THE NEED OF FULL EMERGENCY OVERRIDE POWER TO THE TRAILER BRAKE SYSTEM. SNOW, ICE, OR BLACK ICE, ALL REQUIRE VERY SLOW VEHICLE MOVEMENT AND THEREFORE VERY LITTLE OVERRIDE POWER, CAREFUL USE OF THE OVERRIDE FUNCTION CAN PREVENT A "JACK KNIFE" SITUATION. GOING DOWN A STEEP GRAVEL HILL, LIKE SNOW AND ICE YOU RARELY IF EVER USE THE VEHICLE BRAKE BUT DEPEND ON THE OVERRIDE CONTROL USE TO KE

THE ITBCM ( INTEGRATED BRAKE CONTROL MODULE) ON MY NEW TRUCK HAS BEEN REPLACED TWICE AND RE-FLASHED ONCE. THE BRAKE CONTROLLER WORKS INCONSISTENTLY. THERE ARE TIMES WHEN IT WILL STOP THE TRAILER AS INTENDED AND THEN THERE ARE TIMES WHEN IT WON'T WORK AT ALL OR EITHER WON'T EMIT ENOUGH BRAKING POWER. THIS IS A REAL SAFETY ISSUE. I USE THE TRUCK TO PULL A 8K LB TRAILER (EMPTY). WHEN LOAD WITH 3 CARS I GROSS A COMBINED WEIGHT OF OVER 20K LBS. ON NUMEROUS OCCASIONS THE TRUCK ONBOARD DISPLAY WOULD DISPLAY THE MESSAGE SAYING "TRAILER BRAKES DISCONNECTED/CHECK TRAILER BRAKE WIRES". WHEN THIS OCCURS I LOSE THE ABILITY TO STOP MY TRAILER. PULLING THAT MUCH WEIGHT AND WITHOUT THE ABILITY TO STOP MY TRAILER PROPERLY POSES A REAL SAFETY CONCERN NOT ONLY TO ME FOR ESPECIALLY TO OTHERS ON THE HIGHWAY. THIS IS A MAJOR KNOWN ISSUE ON SEVERAL FORUMS CONCERNING THE RAM ITBCM. I JUST GOT MY TRUCK BACK TODAY (9/19/2016) FROM THE RAM DEALERSHIP AFTER BEING THERE ALL WEEK. I WAS TOLD THE MECHANICS RAN SEVERAL TEST AND CONFIRMED THAT THE ITBCM NEEDED TO BE REPLACED AGAIN. THIS IS THE SECOND REPLACEMENT AND IT STILL DOESN'T WORK CORRECTLY. THIS PROBLEM FIRST BEGAN WITH ONLY A FEW HUNDRED MILES ON THE TRUCK. ONCE I GOT TO 24K MILES IT GOT WORST THE MORE I USED IT FOR TOWING. NOW I'M AT 30K MILES AND THE PROBLEM REMAINS EVEN AFTER REPAIRS. SOMETHING SERIOUSLY NEEDS TO BE DONE ABOUT THIS. PEOPLE LIVES ARE AT STAKE. THIS PROBLEM OCCURS RANDOMLY AT TIMES WHEN I'M TRAVELING 65MPH ON THE HIGHWAY AND EVEN W

I ONLY HAVE 15,000 MILES AND I ALREADY REPLACED FRONT TIRES & HAVE TO REPLACE THEM AGAIN FRONT END IS SHAKING SO BAD WHEN YOU GO OVER 40MPH & I HAVE SPOKE TO OTHER PEOPLE THAT HAVE THE SAME PROBLEMS WITH THERE 2014 DODGE RAM 3500!

CIRCA NPOON 5/6/16 INTERSECTION OF POMONA ST AND ORANGETHORPE , FULLERTON, CA MY 2015 RAM 350 W/3009 MILES FAILED TO STOP WHILE 25 FT BEHIND A LATE MODEL CAMRAY, AT LESS THAN 1 MPH THE ABS FAILED TOTA;LLY. MY RAM PLOWED INTO THE CAMRAY WHICH WAS STOPPED WHILE ATTEMPTING A LEFT TURN ON TO ORTANGETHORPE. THE 87 YEAR OLD DRIVER IN THE CAMRAY WAS BUMPED 15 FT AND SUFFORD A DENTED LEFT BUMPER, FENDER AND TAIL LIGHT. MY WIFE WAS IN THE PASSENGER SEAT OF THE RAM AS A WITNESS AND A FULLERTON POLICE OFFICER WITNESSED THE ACCIDENT, HE FAILED TO MAKE A REPORT TO THE BEST OF MY KNOWLEDGE.. I HAD NO OPTION BUT TO HIT THE CAMRAY, AS IF, I SWERVED TO THE LEFT I WOULD HAVE HIT ONCOMING TRAFFIC AND IF I SWERVED RIGHT I MIGHT HAVE KILLED PEDESTRIANS IN THE CROSS WALK! .I HAD NO CHOICE, BUT USE THE CAMRAY TO STOP SINCE THE RAM ABS SYSTEM FAILED TOTALLY. I REFUSED TO DRIVE THE RAM 3500 WITH OUT BRAKES, SO I PAID AAA TO TOW THE RAM BACK TO THE DEALER MCPEEK'S DODGE IN ANAHEIM, CA

TL* THE CONTACT OWNS A 2015 RAM 3500. WHILE DRIVING AT VARIOUS SPEEDS, SMOKE APPEARED UNDER THE HOOD AND THE ENGINE WARNING LIGHT ILLUMINATED ON THE INSTRUMENT PANEL. THE CONTACT PULLED OVER, LOOKED UNDER THE HOOD, AND NOTICED THAT THE ENGINE COMPARTMENT WAS ON FIRE. THE CONTACT WAS ABLE TO EXTINGUISH THE FIRE. THE CONTACT SUSTAINED MINOR BURNS THAT REQUIRED MEDICAL ATTENTION. THE VEHICLE WAS TOWED TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE MOTOR FAILED AND NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 64,900. ..UPDATED 06/08/16 *BF THE CONSUMER STATED THERE WAS AN ISSUE WITH THE RADIO, TRANSMISSION, CATALYTIC CONVERTER, ELECTRICAL SYSTEM AND INTERIOR LIGHTING. UPDATED 06/29/16.*JB

WHILE PULLING OUT INTO TRAFFIC THE VEHICLE WENT INTO LIMP MODE AND WOULD NOT SPEED UP. A POP UP IN THE CENTER INSTRUMENT PANEL SHOWED SERVICE THROTTLE POSITION, TOOK IT TO DEALER SAID I WAS DRIVING 2 FOOT. THEY SAID THIS HAPPENS WHEN ONE FOOT IS ON BRAKE AND OTHER ON FUEL PEDAL. TO ME THIS IS A BIG SAFETY CONCERN. I WAS NEVER TOLD ABOUT THIS AND FROM READING OWNERS MANUAL THIS WAS NOT COVER IN IT. THIS SHOULD NOT OF HAPPEN FOR I ALMOST GOT REAR ENDED FOR SOMETHING THAT SHOULD NOT BE IN THE SYSTEM. THIS IS A SAFETY CONCERN THAT SHOULD BE TAKEN OUT OF THE SYSTEM COMPLETELY. I AM CONCERN NOW OF WHAT MIGHT HAPPEN IF THIS DOES IT AGAIN WHILE PULLING OUT IN TRAFFIC EVEN WHILE TRAFFIC IS PRETTY CLEAR. BUT IF IN A EMERGENCY THIS COULD BE DANGEROUS NOT ONLY FOR ME BUT FOR OTHER DRIVERS. EVERY ONE DOES NOT DRIVE THE SAME SO THIS SHOULD BE FIX.

THE VEHICLE HAS A DRIVER INFORMATION DISPLAY (DID). THERE IS A 7 PIN CONNECTOR FOR A 5TH WHEEL TRAILER. WHILE UNDER TOW, AND USING THE BRAKES IN THE TOW VEHICLE, THE DID RANDOMLY DISPLAYS "CHECK TRAILER BRAKES/TRAILER BRAKES DISCONNECTED" THEN AT SOME POINT IN TIME LATER (SECONDS OR MINUTES) THE MESSAGE DISAPPEARS AND THE TRAILER BRAKES RETURN TO A FUNCTIONING CONDITION. RAM AND RV TRAILER TECHNICIANS HAVE TRIED TO TROUBLESHOOT THE PROBLEM UNSUCCESSFULLY. THE RAM DEALERSHIP SAID THEY RETRIEVED AN ERROR CODE AND REPLACED THE BRAKE MODULE. THE PROBLEM STILL PERSISTS. HAVE YOU RECEIVED ANY OTHER SIMILAR REPORTS?

TRUCK HAS A BAD HESITATION WHEN RUNNING SLOW AND LETTING OFF THE GAS PEDAL AND BACK IN THE GAS. FOR EXAMPLE COMING TO A YIELD SIGN SLOWING DOWN AND THEN PRESSING THE GAS PETAL.....2-3 SECOND DELAY BEFORE TRUCK STARTS GOING.

I HAVE A NEW 2015/3500 DUALLY, WITH AIR RIDE, ADVERTISED AT 30K TOWING CAPACITY, THE AIR RIDE SYSTEM DOESN'T WORK, IT HAS THE DEATH WOBBLE IN THE FRONT END, THE LIGHTS FLICKER AT NIGHT WHEN IT'S COLD, THE ROOF HAS LEAKED WATER SINCE I TOOK DELIVERY IN THE LAST WEEK OF JULY 2015, IT HAS BEEN IN THE SHOP MORE THAN I HAVE BEEN ABLE TO DRIVE IT, ALMOST LOST CONTROL AT FREEWAY SPEEDS SEVERAL TIMES WHEN HITTING A BUMP, THE DEALER AND CHRYSLER SAY IT IS OVERLOADED BECAUSE I HAVE A TOOLBOX AND A FUEL TANK IN THE BACK, I HAVE WEIGHED IT MYSELF ON CERTIFIED SCALES, AND IT'S NOT OVERLOADED, IT HAS MOST RECENTLY BEEN IN THE SHOP SINCE THE FIRST MONDAY IN JAN. THE 4TH, 23 DAYS SO FAR, AND THEY HAVEN'T EVEN GOT THE ROOF LEAK FIXED, I TOLD THEM YOU STILL HAVEN'T FIXED THE AIR RIDE SYSTEM, OR ADDRESSED THE LIGHTS FLICKERING AT NIGHT IN COLD WEATHER, CAN SOMEONE PLEASE DO SOME INTERVENTION, THIS TRUCK WAS 72K NEW AND A LEMON FROM DAY ONE.

TL* THE CONTACT OWNS A 2015 RAM 3500. THE CONTACT STATED THAT THE DOORS WOULD NOT LOCK MANUALLY WITH THE MASTER DOOR PANEL OR REMOTELY WITH THE KEY FOB. THE DOOR AJAR WARNING INDICATOR ILLUMINATED ON THE INSTRUMENT PANEL. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS DIAGNOSED THAT A PIN CONNECTOR FOR THE DOOR FAILED AND NEEDED TO BE REPAIRED. THE CONTACT ALSO STATED THAT THE PCM AND BCM WERE REPAIRED, BUT THE FAILURE RECURRED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 7,000.

TL* THE CONTACT OWNS A 2015 RAM 3500. THE CONTACT STATED THAT THE BOLTS ON THE STEERING TIE ROD LOOSENED WHEN DRIVING AT VARIOUS SPEEDS. THE STEERING TIE ROD MALFUNCTIONED AND CAUSED THE STEERING TO BE UNSTABLE. THERE WERE NO WARNING LIGHTS ILLUMINATED. NEITHER THE DEALER NOR AN INDEPENDENT MECHANIC FOUND ANY FAILURES, BUT STATED THAT THE ALIGNMENT WAS OFF. THE DEALER STATED THAT THE THREADS ON THE TIE RODS WERE FINE, BUT NEEDED TO BE RE-ADJUSTED. THE FAILURE CONTINUED TO RECUR. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 9,000.

THE NEW DODGE RAM EQUIPPED WITH CUMMINS DIESEL EXPERIENCE A DEAD PEDAL, OR PEDAL DELAY WHEN PRESSING THE GAS PEDAL 3/4 TO FULL THROTTLE. THIS POSES A SERIOUS RISK WHEN NEEDING TO GET OUT OF THE WAY, OR MOVE THE VEHICLE UNDER EMERGENCY CIRCUMSTANCES. THIS HAPPENS UNDER ALL CONDITIONS: STOPPED, ROLLING, UNDER ACCELERATION ETC. IF YOU PUSH THE PEDAL TOO FAR THE TRUCK WILL NOT RESPOND TO OPERATOR COMMANDS AND WILL TAKE 1.5-2 SECONDS TO START PICKING UP SPEED. THIS IS A SERIOUSLY DANGEROUS SITUATION AND SOMEONE IS GOING TO GET KILLED OR SERIOUSLY INJURED. THERE IS NOT EXCUSE FOR A VEHICLE NOT RESPONDING TO DRIVER INPUT. MANUFACTURE CLAIMS "TURBO LAG", THIS IS SIMPLY NOT TRUE. YOU CAN BUILD TURBO BOOST, MONITORED ON THE VEHICLE GAUGE, THEN PRESS THE PEDAL TO THE FLOOR, THE TRUCK WILL NOT RESPOND FOR 1.5 TO 2 SECONDS. PLEASE LOOK AT FURTHER INFORMATION ON THE CUMMINS FORUM BELOW, IT HAS NUMEROUS ARTICLES ABOUT THIS ISSUE. HERE AS A LINK TO JUST ONE OF THEM. HTTP://WWW.CUMMINSFORUM.COM/FORUM/2013-GENERAL-DISCUSSION/1836593-VERY-SLOW-THROTTLE-RESPONSE.HTML PLEASE, HELP FIX THIS ISSUE BEFORE SOMEONE GETS HURT OR KILLED DUE TO THE INABILITY TO MOVE THE VEHICLE OUT OF HARMS WAY. THIS TSB SOMEWHAT ADDRESSES THE PROBLEM, BUT ONLY FIXES IT PARTIALLY, NOT TO THE POINT THAT IT IS SAFE. TSB 18-041-15 I BELIEVE THE MANUFACTURE KNOWS THIS IS AN ISSUE, BUT IS NOT FIXING IT DUE TO EMISSIONS RELATED PROGRAMMING ON THE VEHICLE. THERE ARE AFTERMARKET SOLUTIONS TO THIS PROBLEM, HOWEVER THEY VOID THE M

DEAD ACCELERATOR PEDAL. WHEN APPLYING ACCELERATOR THERE IS A PERIOD OF TIME WHEN NOTHING HAPPENS. THIS IS PARTICULARLY CONCERNING AS IT LEAVES THE VEHICLE OCCUPANTS AND THE VEHICLE ESSENTIALLY DEAD AND IN HARMS WAY WHILE TRYING TO MANEUVER IN TRAFFIC, MERGING, TURNING, EMERGENCY AVOIDANCE, ETC.

DRAG LINK ADJUSTMENTS NUTS ARE NOT TIGHT. THEY ARE SUPPOSED TO BE TORQUED TO AROUND 120 FT-LBS. YOU CAN REACH UP AND LOOSEN THEM WITH YOUR HAND. THIS HAS AFFECTED A NUMBER OF TRUCKS IN DIFFERENT STATES THE PROBLEM IS OBVIOUSLY AT THE MANUFACTURER. LINK TO OTHERS HAVING THE SAME PROBLEM. HTTP://WWW.CUMMINSFORUM.COM/FORUM/2013-GENERAL-DISCUSSION/1813273-WARNING-CHECK-YOUR-STEERING-NOW.HTML THE PITMAN ARM NUT IS ALSO NOT TORQUES TO SPEC AND VERY LOOSE. ANYONE OF THESE COULD BE A SERIOUS SAFETY ISSUE.

THE TRANSMISSION IS SEVERELY LIMITED BY TORQUE MANAGEMENT. IF YOU STEP ON THE GAS PEDAL THE TRUCK BARELY MOVES. IT MOVES AT ITS OWN PACE INSTEAD OF BEING UNDER YOUR CONTROL. THIS CAN CREATES SOME VERY DANGEROUS MERGING SITUATIONS WHERE YOU ARE TRYING TO MERGE WITH TRAFFIC AND THE TRUCK DECIDES IT WON'T MOVE. YOU END UP HALF WAY COMMITTED AND HALF WAY NOT.

EXCESSIVE DRIVELINE VIBRATION AT SPEEDS FROM 55MPH - 75MPH.

EXCESSIVE DRIVELINE VIBRATION AT SPEEDS FROM 55MPH - 70MPH.

WHEN TOWING MY 13000 POUND TRAILER, I NOTICED THAT THE ELECTRONIC TRAILER BRAKE CONTROLLER IN MY TRUCK WILL PROVIDE SUFFICIENT BRAKING POWER TO STOP AT SLOWER SPEEDS. HOWEVER, WHEN A HARDER/FASTER STOP, SUCH AS WHEN I WAS TRAVELING AT 45-50 MPH IS REQUIRED THERE IS NOT SUFFICIENT BRAKING TO THE TRAILER. I WAS NOT ABLE TO STOP AS QUICKLY AS I SHOULD HAVE. I TESTED THE VOLTAGE ON THE CONTROLLER WITH THE SETTINGS TO MAXIMUM (GAIN AT 10 AND MANUAL SLIDER TO 100%) AND WAS ONLY GETTING 7.5 VOLTS. THE READING SHOULD BE CLOSER TO 12 VOLTS. THE BRAKES ON MY TRAILER WERE INSPECTED AND ARE WORKING CORRECTLY. THE DEALER SAID THE CONTROLLER WAS WORKING AS DESIGNED. THIS IS A SAFETY ISSUE THAT THE DEALER IS OVERLOOKING AND CAN LEAD TO ACCIDENTS/FATALITIES. THIS SEEMS TO BE AN ISSUE WITH THE 2015 VEHICLES AND THE FACTORY BRAKE CONTROLLER.

I HAVE THE INTEGRAL TRAILER BRAKE CONTROLLER ON MY TRUCK AND I HOOKED UP TO MY CAMPER FOR THE FIRST TIME WITH THE NEW TRUCK, [THE TRAILER BRAKES WORKED FINE WITH THE TRUCK THAT I REPLACED] I HAD VERY LIMITED BRAKING POWER ON TRAILER BRAKES, I DID SOME TESTS ON THE TRAILER BRAKES FIRST AND FOUND THAT THEY ARE WORKING PROPERLY, THEN I DID A TEST ON THE BRAKE CONTROLLER AND FOUND OUT THE TRAILER BRAKE CONTROLLER IS ONLY PUTTING OUT AROUND 9 VOLTS WHEN SET TO MAXIMUM GAIN AND FULLY APPLIED, IT SHOULD BE 12 VOLTS OR HIGHER, I TOOK IT TO THE DEALER AND THEY REPLACED THE TRAILER BRAKE CONTROL MODULE, THE BRAKES ARE NO BETTER AND IM AFRAID TO TOW NOW AND CAN'T EVEN USE THIS TRUCK FOR WHAT I BOUGHT IT FOR, THE DEALER SAYS THAT'S HOW THE CONTROLLERS WORK NOW WHICH IS UNSAFE AND UNACCEPTABLE.

TL* THE CONTACT OWNS A 2015 DODGE RAM 3500. WHILE DRIVING 55 MPH AND HAULING A TRAILER, THE STEERING WHEEL BEGAN TO TURN INDEPENDENTLY COUNTER CLOCKWISE AND BLOCKED THE INSTRUMENT PANEL. THE CONTACT PULLED THE VEHICLE OVER, LOOKED UNDERNEATH, AND NOTICED SOME BOLTS WERE LOOSE FROM THE STEERING CABLE. THE CONTACT STATED THAT THE BOLTS WERE TIGHTENED MANUALLY. THE VEHICLE WAS TAKEN TO THE DEALER WHERE THE FAILURE COULD NOT DUPLICATED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 22,779....UPDATED 12/29/15 *BF THE CONSUMER LOOKED AT THE FRONT END AND SAW WHERE ONE OF THE NUTS HAD DETACHED FROM THE COUPLING AND THE OTHER NUT WAS LOOSE WHEN HE TOUCHED IT. UPDATED 12/31/15.*JB

MOTOR GONE AND DON'T HAVE KNOW REPLACEMENT.

THE INTEGRATED TRAILER BRAKE CONTROL IN THE 2015 RAM TRUCKS DOES NOT PROVIDE ADEQUATE BRAKE CONTROL TO THE TRAILER BRAKES. I TRADED IN A 2013 RAM 3500 AND THE INTEGRATED CONTROLLER ALLOWED ME TO SET UP THE BRAKES SO I COULD LOCK THE TIRES UP, THEN I WOULD BACK THE VOLTAGE DOWN SLIGHTLY FROM THERE TO GET MAXIMUM BRAKING PERFORMANCE FROM THE TRAILER. WITH THE NEW TRUCK, THERE WASN'T THE ABILITY TO GET MUCH BRAKING AT ALL. DEALERS ARE TELLING THOSE WITH THE SAME TRUCKS, THAT IT IS WORKING AS DESIGNED AND THERE ISN'T A PROBLEM. MONDAY, AUGUST 17TH, I WAS APPROACHING A STOP SIGN, AND BEGAN BRAKING. THE TRAILER BRAKES WERE INEFFECTIVE DUE TO THE CONTROLLER AND I COULDN'T STOP IN TIME. I ENDED UP IN THE MIDDLE OF THE INTERSECTION BEFORE I COULD STOP. LUCKILY THERE WAS NO CROSS TRAFFIC SO THERE WAS NO CRASH. THE TRAILER WEIGHS 2020 POUNDS EMPTY, AND IT WAS HAULING APPROXIMATELY 1400 POUNDS. THE TRAILER CONTROLLER WAS SET AT LIGHT ELECTRIC, 7.5. ( L LATER TESTED HEAVY ELECTRIC AND IT STILL DOESN'T PROVIDE ADEQUATE BRAKING). AFTER, I TESTED THE TRAILER BRAKES (THAT I ALREADY KNEW WERE GOOD) ON ANOTHER TRUCK, AND THEY WORKED PERFECTLY. AGAIN, THE INTEGRATED CONTROLLER ON MY 2013 RAM WORKED GREAT, BUT THE NEW ONES SIMPLY DO NOT ALLOW THE TRAILER BRAKES TO WORK PROPERLY REGARDLESS OF HOW MUCH YOU TURN UP THE VOLTAGE. I CAN NOT ADJUST IT TO GET THE BRAKES TO PROVIDE SIGNIFICANT BRAKING FROM THE TRAILER. RAM IS SAYING THAT THERE ISN'T A PROBLEM, BUT A QUICK INTERNET SEARCH WOULD SAY THAT TH

THIS IS A PARTICULARLY DANGEROUS SITUATION BECAUSE THERE IS NO METHOD TO KNOW, IN ADVANCE, THE FACTORY INTEGRATED TRAILER BRAKE MODULE (ITBM) WILL FAIL TO PROVIDE FULL VOLTAGE TO THE ELECTRIC TRAILER BRAKES I ATTACHED MY 13,000 POUND FIFTH WHEEL TRAILER TO MY TRUCK AND FOLLOWING THE ITBM SETUP STEPS IN THE OWNERS' MANUAL, THE RESULTS WERE AS EXPECTED. THERE WERE NO WARNINGS OR INDICATORS SIGNALING AN ISSUE WITH THE ITBM'S ABILITY TO APPLY THE TRAILER'S ELECTRIC BRAKES. ON TYPICAL CITY/URBAN DRIVING THE BRAKING EFFORT FROM THE TRAILER WAS AS EXPECTED. ONCE I ENTERED A MORE RURAL SETTING AND ROADWAY SPEEDS INCREASED TO 50 MPH I DISCOVERED, AS I APPROACH A FAST CHANGING TRAFFIC LIGHT, HARD BRAKING THE TRUCK DID NOT SEND ENOUGH BRAKING SIGNAL TO THE TRAILER AND AS A RESULT I WAS PUSHED WELL INTO THE INTERSECTION. FORTUNATELY THE INTERSECTION WAS CLEAR AND NO INJURY OR ACCIDENT RESULTED..I VERIFIED WITH DEXTER AXLES, THE AXLES USED ON MY TRAILER, THE MAXIMUM BRAKING EFFORT FROM THEIR ELECTRIC BRAKES IS 12 VOLTS AT 3 AMPS PER WHEEL. I MEASURE THE VOLTAGE GOING INTO MY TRAILER BRAKES WITH THE ITBM SET TO MAXIMUM GAIN, HEAVY ELECTRIC AT 6.8 VOLTS, THE EXPECTED VOLTAGE WAS 11.9 VOLTS. I DID AN AB TEST USING ANOTHER RAM TRUCK WITH THE ITBM AND MEASURED THE EXPECTED VOLTAGE ON THE TRAILER BRAKE LINE...IT IS IMPORTANT TO REALIZE THERE ARE NO INTERNAL ITBM MECHANISMS TO DETECT THIS CONDITION SINCE THERE WERE NO DTCS SET WHEN I TOOK MY TRUCK TO THE DEALER....UPDATED 09/28/15 *BF *CN

TL* THE CONTACT OWNS A 2015 DODGE RAM 3500. THE CONTACT STATED THAT THE RADIO FAILED IN THE VEHICLE. THE PART WAS UNAVAILABLE TO REPAIR THE VEHICLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME TO HAVE THE PART AVAILABLE FOR THE REPAIR. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 11,000.

TL*THE CONTACT OWNS A 2015 DODGE RAM 3500. THE CONTACT STATED THAT WHILE DRIVING AT AN UNKNOWN SPEED, THERE WAS AN STRONG ODOR OF DIESEL FUEL PRESENT INSIDE THE CABIN OF THE VEHICLE. THE CONTACT MENTIONED THAT THE OCCUPANTS IN THE VEHICLE WOULD BECOME ILL DUE TO THE STRONG ODOR. THE VEHICLE WAS TAKEN TO THE DEALER SEVERAL TIMES BUT THE FAILURE WAS UNABLE TO BE DETERMINED. THE CONTACT THEN HAD AN AIR QUALITY TESTING FIRM EXAMINE THE VEHICLE AND IT WAS DETERMINED THAT THE CARBON MONOXIDE LEVELS WERE MORE THEN 9 PARTS PER MILLION INSIDE THE CABIN WHEN OPERATING THE VEHICLE. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 590.