Let me first start out by saying this is a long story, and a long post. This problem has been happening since around mile 5000. I now have 42,000 miles on the odometer. I have a 2017 2500 with the Cummins and 68RFE that was purchased new.

It started with a grinding/ratcheting noise whenever I shift into reverse. The noise only lasts about a half a second. It progressively got worse until it was a full blown bang with the usual grind. After playing "spin the dealership" where they either told me it needed a quick learn, or "thats just how it is", I called mopar. Mopar instructed me to try yet another dealership. At the service appointment, they dropped the pan and determined, through the air pressure test, that my reverse clutches were toast. They promptly ordered parts and rebuilt the transmission. After taking back the pickup, not only was the grinding/banging noise still there, but it had developed another problem, a flutter between the 2-3 shift. I then took it back. (Keep in mind that this dealership is 110 miles one way from where I live). They took the pickup back and loaded the parts canon. Nothing they tried fixed the original problem nor the new one created. They threw a valve body at it, a torque converter, and even another full rebuild. No changes. Finally, mopar agreed to replace the entire transmission as a unit. That fixed the 2-3 flutter, but the noise in reverse is still there. So, presently, I am back to where I was around mile 5000.

Does anyone know anything about why this is acting this way? The transmission shifts like complete ****. The truck is and has been irritating to drive, at best. I figure that I am going to take it in the shorts on resale/trade in value due to the amount of time it has been in the shop, so that isn't really an option now. Being so high in mileage and several years old now, it no longer qualifies for lemon law. I am assuming that since so much work has gone into the mechanics of the tranny, could this be a sensor or electrical problem? Every once in a while I get a super harsh shift between 3 and 4. It literally slams into fourth and locks the converter at the same time.

I am so beyond frustrated with this thing. If it weren't for the Cummins engine, I would have already thrown it out and went to another brand. I am missing my 2nd gen so hard right now.

https://goerend.com/
Talk to that guy,,, he can build an auto trans to handle anythng,, very good at his work and will talk to you personally, I have one of his trans in my 96 Ram 2500 and couldnt be happier,,, he gives a 100,000 mile warranty on the trans and lifetime on convertor,,, at least thats what my warranty was back in 2010

I am sure he is great at what he does, but I am not looking to put thousands more into this pickup just to fix a problem that shouldn't be there. I was hoping that maybe someone out there has experienced this and can point me in the right direction.

Has any of the dealers tried updated the PCM software??? Considering the trans has been replaced, and the problem still exists, is it possible that it ISN'T a trans problem??

Sorry if you thought i was saying spend money,,,,, I was just saying call the man and ask him what he thinks could be causing the problem,,,The owner knows alot and they in house test every transmission they do, even if truck inst there, they have a motor hooked to an eaton brake that can test trans and simulate the weight of a trailer behind your truck,,,,,, who knows it could be just a simple thing others have over looked, but its up to you,,, Good luck and hope you find it something simple

It’s 100% possible. I am more towards thinking that it isn’t the transmission now that it has been replaced.

I have my scan tool connected and, while there are no codes, I am watching live data. When I shift from park or neutral into drive, line pressure is commanded 60 psi and reads actual at 60 psi. When I shift from anything to reverse, line pressure is commanded at 125 psi and reads actual at 125 psi. Would applying twice the line pressure at reverse cause the grinding noise?


Hey outlaw, I’m sorry, I misunderstood you. I will try calling them. Thanks for the advice.

As for the pressure , I dont think thats a problem, as when they rebuilt mine, the guy said the factory setting was 60 psi idling and about 120 psi full throttle,,, after the rebuild and all he said idle pressure was about 120 psi and full throttle was about 220 psi.. I think the higher the pressure the better the "clamping" of the friction discs inside hold,,, he did have to install a resistor into the line from the trans to the computer otherwise he said the computer would put trans in limp mode as it would think there was a problem
Good luck I hope you solve your problem

I made some headway yesterday. After taking it in, yet again, the service manager came out to take a look. He listened to the noise and crawled underneath. He then asked me to put it in 4 wheel drive. Once engaged, the noises and clunks were gone. It finally sounded completely normal! I switched it back to 2 wheel drive and the noises came back.

He is suspecting that something in the rear end is to blame, because they have already replaced my rear driveshaft. Possibly some mix of gear lash and other issues. He said that when the pickup is in 4 wheel drive, only about half of the torque from the engine is getting to the rear, as opposed to 2 wheel drive.

I have an appointment to have them check it out next week. Fingers crossed!

More updates. After having another "diagnosis", they determined that the transfer case needed to be replaced, but have 56 backordered and it could be a while. Direct quote from the dealer: "it could be a month, it could be six months. Hopefully it holds up until then."

Fast forward to yesterday, I take the truck in and they replace the transfer case. No change in noise. The service notes said that the case had excessive chain play. After hearing the same grinding noise again, I climbed under the pickup. There is no doubt the noise is coming from the rear end. It is very obvious that the rear end is grinding. Now they have me scheduled for next week to tear into the rear end. Again.

So, Chrysler has now replaced every piece of my powertrain from the flywheel back, (transmission, transfer case, drive shaft, rear differential). Unbelievable.