Hey everyone out there,

I've owned my 2000 Blue Reg Cab 1500 Long Box 4x4 5.9L 48RE with 3.55 Limited Slip for about a year now. I've enjoyed this truck, but I have a few questions and looking for help from everyone out there. (Just to add, I'm more familiar with 88-98 CK trucks. As such, a lot of my questions involve the differences.)

1) =Front Locker= I called Detroit Locker and Eaton and asked about a front locker for the truck. From what I understand, the intermediate shaft is constantly rotating in the reverse direction while the vehicle is traveling forward. DL and Eaton said that this would register as a slip or low traction and that a limited slip or locker would not be able to be used for this application. Is this true?

2) =Torque Converter= I've been through two of these. Are they a common part that goes out?

3) =Shift Lock Out= At high RPM's (over 5,000RPMS), the truck feels like it hits a rev limiter and bounces on and off. When I let off the gas, it did shift. I only ran the truck this hard one time when I got it to see how it did. I asked the mechanic who replaced the tranny (145,000 miles) why that happened. He said the alternators in these trucks generate electronic interference noise due to the high output of the alternator and causes the system to hesitate. Allowing the system to return to normal (letting off the gas) will then let the truck shift as normal. He said that there isn't a fix for this problem. Is this true or has anyone else experienced this? I'm not to worried as I don't rod the truck hard. Just curious.

4) =Motor= I've heard a lot of bad talk about the 5.9L Magnum. I guess it does seem to be a little low in horsepower considering the displacement (the GM 6.0L is 325 HP). Nonetheless, I would like to learn about this engine. Does anyone have any source or a book with information on these engines? I think the motor has a lot of potential. (BTW, is it a 2 bolt main or 4 bolt main?)

5) =Xfer Case= Mine seems to be a little quirky. I know the manual says that they can go 2HI=>4HI at any speed up to 55. I don't trust mine as it grinds occasionally going in. Is this a bad sign? At low speeds, it seems to be fine. I only use 4WD in snow (I don't mud the truck). It has never jumped out of 4WD, just some brief grinding. Anyone else seen this?

6) =Track Bar= I replaced this part. I've been told it frequently goes out (within 50,000 miles). Is this true?

7) =Plow= Anyone plow with their 1500? Would a 7 1/2' Poly blade be too heavy? Boss and western both suggest a 7 1/2' steel and the polys are about 100# heavier (but look nicer later on and are a better idea).

8) =Building the motor= I'm not talking about a K&N air filter. I know the motors are roller cam. I've looked at Edelbrock heads and am strongly considering these. Has anyone else done some serious building on this engine and any suggestions?

9) =Steering Damper= Does this part ever need to be replaced? It seems quite exposed to road salt and water. Does it make a big difference and when should I change it?

I think that's all I have for you guys. I appreciate the help and information. I still like seeing this body style roll down the street for a change from all the 3rd gen out there. Take it easy.

-Alex


[IMG]local://upfiles/61062/6FF554F4B1804487801DE7B5F2966CE0.jpg[/IMG]

 

First off ... welcome to DF. 48RE?? Wow!

1) Front lockers and LS work fine in the D44. You'll be turning the front driveshaft all the time ... might affect mpg's a LITTLE bit.

2) TC ... most people don't have a problem with the torque converter. The transmission on the other hand ...

3) I have never heard anything about the alternator interfering with shifting. The shift points can be delayed by the TV cable being mis-adjusted.

4) What bad things have you heard about the 360? A GREAT source of information for all things Chrysler is www.allpar.com ... history, news, tips, specs, everything. The Magnum block has 2 bolt mains.

5) Don't baby the xfer case when you shift ... give it a good hard yank.

6) Yes, the track bar is a high failure item. I replaced mine at less than 30k. There are a number of HD aftermarket replacements.

7) No knowledge on plows.

8) There are a number of people here who go WAY beyond mere bolt-ons. RM_Indy is the first person who comes to mind if you want to get solid performance advice.

9) I broke my steering damper off over a year ago and never replaced it ... really not something to worry about.

BTW ... nice looking truck.

 

Thanks for the help TMS Bill!

 

Let the newbie throw some things in there...

1. Selectable locker would probably be the first choice, but i know people who have run LSD's without any problems...yet.

2. I've pooched a few torque converters on mine. Does it drop in and out of lockup occationally on the highway? mine goes into fits occationally, i suspect that's what kills them, and i only recently read that this can be caused by a dirty TPS giving erroneous readings causing the compy to think you're putting your foot into it. i used my foot to simulate a sudden quick stab, back off, then back to cruise, and it behaves exactly the same as when it drops out itself. When I put a new TC in i'll change the TPS and try that out. Don't know if you can disassemble and clean them, assume they're just a pot?

3. That I have heard of but never had experience with. Being an electrical tech, and if i saw some sort of weird interference, i'd first check the diodes on the alternator to see if any of them have gone south giving said interference, but this is just a guess....anyone have anything on that? definitely check the TV cable though, i think there's a thread in here somewhere about how to adjust it, pretty simple procedure.

4. Don't know of anything bad about the 360, i have the 318, haven't touched it, only thing in the drivetrain i haven't had to touch actually. Seem to be pretty solid motors. Not as much power as the 6L, but...it's not a chevy.

5. Yep, ram it. it's possibly the synchro's are worn in the transfer case, though, too.

6. Trac bar. definitely a problem on these units. I used what's called a luke's link, does anyone have info on these? i got mine from a friend....basically it turns the ball joint on your existing trac bar into an adjustable ball joint. provided the ball stud you have (new one is not provided) is in decent shape and you keep the unit adjusted and greased, it's a great unit to have. doesn't work on moog bar, i think only on the factory bar.

7. ditto on the lack of plowing knowledge. i plow with the bumper....hah.

8. just diving into this myself. what i can tell you is that there's everything out there you need to build a helluvamotor. piecing them together seems to be the challenge. especially what's needed for computer mods once you've made significant changes....ALMOST makes me yearn for a chevy computer which has been hacked to death and can be tuned easily...i haven't found any tuning software, i have an interface, anyone know of any?

9. my steering damper met it's demise on a rock and i also haven't replaced it, didn't notice much of a difference. biggger tires may necessitate it though, of course. i'll hopefully be finding that out soon...

alright experienced dodgeforum guys, what'd i put in here that's wrong...i'm here to learn....lol
yep, nice truck indeed.

 

2) I'd change the TPS out BEFORE trying a new TC. Not sure I'd trust just cleaning a TPS (if possible) because they're cheap enough. You CAN calibrate it to your throttle though.

3) If there was a blown diode (30 year electronics tech here) ... you'd know it ... and it wouldn't be a shift problem. Sound's more like he's hitting the rev limiter prior to shift ... TV cable for sure. Been seeing a lot of this lately ... I guess the springtime just makes you want to floor it.

6) My understanding of Luke's Links is that A) they're greasable and B) they're rebuildable. I replaced my track bar with a DT ProFab adjustable unit ... it's about bulletproof and VERY heavy. I've started to feel some wear on the helm joints recently so it might be time for a rebuild.

8) So ... you want to have some fun with your PCM system ... http://www.megasquirt.info/

 

I had a Lock Rite in mine, no issues other than increased drive train maint. I'd be nervous about running one on a plow truck in the front.
You needa new TPS and maybe a TV cable adjustment. Start here: http://www.v8performance.com/tipsandtricks.htm
IMO a Lukes link is a bandaid. You can get either a Lindstad bar or a Thuren unit, which will solve your track bar issue. BTW the Thuren is a better buy.
I'd be nervous about plowing with a 1500, not that it can't be done, but I'd probably not want to stress the front axle with a locker.
Another source of motor info is: http://www.hughesengines.com/
I'd check your dampner and see if its seized or rough. It should compress and extend smoothly.

 

Have you used the mega squirt. that just looks cool. If I can get the money toghether I think I will mess whith it.

 

hmm. megasquirt eh....put one on the motorhome a few years ago. great for a 76 360. not so great when there's already a box in there with a billion wires coming out of it....i was hoping (maybe dreaming) that there was some software out there to let me play with the stock box. i've searched pretty extensively, closest i've found of being even close is the software hptuners is designing, but it's not out yet. the biggest hesitation i have about going with any aftermarket computer would be transmission control...at very least would have to go to a 46rh as opposed to the e to get governer control, and then (i think i've seen a circuit designed based on vaccum and tps) make it shift into lockup/OD without switches so my vehicularily-challenged (read: women) friends can still drive it without me shaking my head. as for the diodes, yeah, that was an as i was typing brain fart, you would likely know....electrical tech not electronics, i'll take your word over mine too. come to think of it, i have seen the lack of shifting at WOT problem on an 01 360 2500 service van at work...

ps...has anyone put an aftermarket (megasquirt, xfi, etc) computer on their dodge?