Hoot's 2004 Dodge Pictures and Info





















Defiant Truck Products Dual Fox Stabilizer Installation

Thuren Track Bar Install

Western 8-6 MVP V-Plow

Rip Rooks 5" Exhaust

Mag-Hytec Install and Differentials
 
RevTek 2" Leveling Kit Installation Article 
(No longer on the truck)

Defiant Steering Box Support (Sector Shaft Support) Installation Article

Kore Leveling Kit Installation Article

Kore Billet Stabilizer Bar Drop Block Install

H2 Wheel Installation Article

TST PowerMaxCR in the Ashtray
 
Pennzoil Oil Filter Wrench
   
Wheel Well Liner Installation Article

LED Tail Light Install Article

Airbox Mod and Turbo Inlet Mod

DTT Stainless Intake Horn

Ingen/Amsoil Intake System

Gutting the Transmission Drainback Valve

K3LA Locomotive Horn 

2004 MUNCIE

Line of Fire

TSB Index


 
  
    

TRAC-RITE DIFFERENTIAL.....

The following is a S.T.A.R. Center Case Report:
Report created Jan 6 2004
Updated Jan 13 2004

Customer says his trac-rite rear diff is not working?
GCK1: 01/06/2004
Recommendation/Solution
Review AAM Trac-rite diff characteristics. Rear diff is working or truck wouldn't move. It will overrun like standard diff if operating on extreme differernces in surfaces. (Ice under one rear tire with other tire on dry pavement.) No further action.
:GCKI:01/06/2004
The 2003 heavey-duty Ram uses and American Axle helical differential or Trac-Rite. The Trac_Rite differential is different then Trac-Lok in that it uses helical gears (Trac-Lok uses clutches) to transfer power to the opposite wheel when slippage occurs. The transfer of power from wheel to wheel is torque sensitive and must have both wheels spinning (not stationary) to function. It is possible for the Trac-Rite differential to not send power to a wheel if is not spinning. Example: Accelerating from as stop and one wheel is on ice and the other on dry pavement. If accelerating to fast, the wheel on the ice may spin and never send power to the whell on the pavement side. A slower start may be necessary to start the vehicles momentum.
A written test procedure for Trac-Rite is not listed in the repair manual and the following points should be noted:
Testing the Trac-Rite differential while the vehicle is lifted and turning one wheel by hand, the opposite wheel will turn in the opposite direction. This is normal.
If the Trac-Rite assembly has and internal failure it will lock axles 100% side to side.
To test the Trac-Rite process, raise vehicle on appropriate lift, place into gear and accelerate quickly (hard launch). A second technician will witness both wheels turning at the same speed at the start of the acceleration.
Another test for Trac-Rite is to slowly drive vehicle in an open area and completely turn wheels to one direction and accelerate hard.. The vehicle will experience tire hop or shudder. This is normal. Trac-Rite differentials do not require friction modifier and should be used only with SAE75W-90 GL-5 synthetic fluid PN 05102232AA.
The Trac-Rite differential found in the American Axles may look like the helical gears have ground away the case. Six small half circles are noticable on the side of the differential opposite of the ring gear. These openings are desinged for oil flow and are not the result of the helical gears grinding through the differential. Please do not replace the differential case or any other part of the axle due to these openings.
Note: All American Axles require Mopar lube part# 05102232AA synthetic and does not use a friction modifier.
RAB40: 01/13/2004

Greasable Napa Ball Joints and Hub
Upper ball joint- P# 260-1580 $75.00
lower ball joint- 260-1579 $75.00
Hub assembly/bearing- BR930502- $161.00


Common Torque Specs
Injector securing bolt= 8mm 10nm
Injector wire nut=8mm 1.25 nm Extremely light dont break the copper stud on the injector!
Rocker=10mm 34nm
Male connector nut=24mm 50nm
Fuel lines=19mm 30nm
Intake arm=10mm 24nm
Rocker box bolts=10mm 24nm
Valve cover and vanity cover= 10mm 24nm
Fuel line and rail securing bolt=10mm 24nm

Front Coil Springs
Plow package springs:
Right side spring P/N 52113985-AA - $101.00
Left side spring P/N 52113986-AA - $104.00

Tthe left side standard spring is same P/N as the plow pkg right side spring!

Standard springs: (P/N tags were still on the stock springs)
Right side spring P/N 52113984-AA
Left side spring P/N 52113985-AA

AUTOMATIC TRANSMISSION FILL
Service Fill - 48RE 3.8 L (4.0 qts.)
O-haul - 48RE 14-16L (29-33 pts.) L
Service Fill - 45RFE/545RFE
4X2 - 5.2 L (11.0 pts.)
4X4 - 6.2 L (13.0 pts.)
O-haul - 45RFE/545RFE 14-16 L (29-33 pts.) L
L Dry fill capacity Depending on type and size of
internal cooler, length and inside diameter of cooler
lines, or use of an auxiliary cooler, these figures may
vary. (Refer to 21 - TRANSMISSION/AUTOMATIC/
FLUID - STANDARD PROCEDURE)

Tow/Haul Operation on the 48RE
The 48RE also includes a “Tow-Haul” button on the shift lever. This feature locks out overdrive and locks the torque converter clutch. If you engage Tow-Haul at speeds above 50 mph, the transmission will shift or stay in third gear and the converter will lock. If you shift the transmission manually to second gear when you slow down to below 50 mph, the transmission will shift down to second gear with locked torque converter.

The safe input limit is 567 Lb/ft. By safe it means the limit that will make the trans last at least through the extended warranty period, and most likely as long as an owner could reasonably assume one would last under normal conditions (ie 100,000 to 120,000 miles)
Many exceed this amount, and the trans still holds up, but the bottom line is the more power through it results in more heat and stress, and reduced life.

The 600 is torque managed to a max of 567. The 33 lb/ft loss is to account for accessory loads, A/C, fan, and generator. If the accessory loads are high, the engine is making 600 less the load. no loads, it is managed to the 567 max.

The 555 is able to run full tilt, the 600 is torque managed. That being said, all 2003+ torque manage during shifts to save the trans.

Stefan Kondolay
Diesel Transmission Technology
Writes the following...

I showed this post to Bill & he asked me to put up the following for you guys to have as a reference. We kind of take it for granted that everyone knows this because we do this day in and out. Here is a little info that may help you if you don’t already know the functions of the ports. When we install & recommend temp gauges for customers we only like to see them done in the tranny out line and if necessary in the pan. We prefer the outline as it is the most accurate but if a customer wishes the pan is the 2nd place.. With the exception of the 1995 and earlier model trucks. Since this is a 3rd gen. it is very simple.

The transmission cooler temp line we use for the 3rd gen is the custom line we get from Mass Diesel 1-508-660-7093. The second choice is the pan. However we do not recommend the pan for guys towing heavy or off road guys

Very briefly I will go over the test ports so you guys can get an idea of their functions and it may explain our recommendations and will also give you some tools when considering advice.

On the passenger side of the transmission there are 4 pressure ports and the driver side there is one port.

1st. or Front Port is the Front Servo Port; I have seen guys ruin their transmissions by putting a temp sensor in here. If your temp sensor probe is long enough it will actually make contact with the spring in the front servo, causing problems in 2nd gear apply cycle. This pressure port only has oil in it when you are in 3rd gear, & 4th gear. Since your tranny will build its max heat in 1st, 2nd, or reverse this pressure port is pretty much useless for accurate readings.

2nd or Middle port is your mainline pressure or what is referred to as your accumulator port, this pressure port has oil in it in 1st, 2nd, 3rd, & 4th but not in reverse. If you do not have an RV trailer chances are you are not going to overheat it when trying to back up your truck but if you do have a trailer again or want to monitor accurately it is a useless port.

3rd port is your low & reverse servo port. It is the one that faces towards the rear end. This pressure port has oil in it only during reverse & manual low applications. Making this pressure port pretty much useless to measure from as it has no oil in it during the 1st, 2nd, 3rd or 4th gear.

4th pressure port is the governor port. It is located about 4" above the 3rd pressure port. Basically this pressure port gets energized with vehicle speed. But it has no oil in it during reverse application.

# 5 pressure port is the 4th gear pressure port. It is located on the driver’s side of the transmission above the rear cooler line going into the transmission case.
It only has oil in it during overdrive apply. Hopefully after reading this you guys can see why we do not like customers using pressure ports to take readings from. A lot of customers use these ports because it is convenient; a lot of shops use these ports because it is a profitable & quick install.

If you measure your transmission oil from the transmission out line that is the hottest point to measure from . It also will give you a good indication of when to service your transmission. The best example I can give you is with reference to our own personal drag car. Most of time when we launch our drag car the temps are approx 275 degrees, but there have been times when we have exceeded 375 degrees, we know that it is time to change the oil as it is no longer any good. It has broken down and we can prevent damage by servicing. You guys may be surprised how high these trans can get to if you are trying to back up a big 5th wheel trailer. While it doesn’t mean you have wrecked your transmission it does mean the oil has been broken down. So from our point of view, don’t use the ports as they are not the most accurate point to do so from.

Hopefully some of this can help whoever got the advice to measure the oil from the reverse port. All of the above is verifiable by your service manuals.


TST PowerMaxCR Information as published by TST

Stock advertised power and torque  

 Stock observed load dyno HP & TQ at the wheels

 Horsepower

 Torque

 Horsepower

 Torque

 235

460 

205 

405 

 250

 460

 220

 405

 305

 555

 265

 475

 325

 600

 295

 515
    

 

The maximum power gains we've seen to date is an extra 190 whp (wheel horsepower) at 2900 rpm and an extra 580 pound-feet of torque at 1700 rpm.  The only power upgrade was our plug-in computer, no wires to cut or Scotchlock.  These numbers were obtained with the stock turbo (added a boost elbow to turn boost up to about 40 psi to help reduce exhaust gas temperature), stock exhaust, and stock air filter (enlarged the opening into the air filter box).  We also had to install an aftermarket clutch as the stock clutch gave up at about 800 lb-ft.  A pusher fuel pump was added in series with the stock lift pump when we went above 120 extra wheel horsepower as engine would miss without it.

 

We are advancing timing and extending the open time in the injector solenoid on the main injection pulse.  We do not extend the pilot pulse and do NOT increase fuel rail pressure, which has been shown to damage the high pressure rail components.  Most competitive computers currently turn up rail pressure and they are very limited to power and torque increases before reaching the rail pressure relief valve limit.  

 

The PowerMaxCR has 10 power levels @ 2900 rpm and 10 torque levels @ 1600 rpm that are adjustable under power on the fly.  Setting the power level and the torque level on zero turns truck power back to stock.  Power level #1 advances timing only for good fuel mileage, reduced exhaust temperature, and adds about 30 wheel horsepower but does not add extra fuel.  Power levels 2 thru 9 add increasing amounts of fuel and 20 horsepower per step at 2900 rpm.  Each torque setting step adds 60 additional foot pounds of torque at 1600 rpm.


Towing with the PowerMaxCR will be limited to about 650 to 700 pound-feet of torque (level 3 or 4 on the torque setting) for stock automatics.  TST recommends a heavy duty input shaft, a valve body change, and a strong torque converter to take that torque on up to 1000 pound-feet to use the full torque of the PMCR.  Stock manual clutches are limited to about 800 pound-feet of torque (level 4- 6 on the torque setting).  Single disc clutches are available that permits using the full torque available from the PMCR. 

 

Exhaust temperatures will limit towing total wheel horsepower to about 340 to 360 wheel horsepower (power levels settings 3 to 6).  Larger turbos are the only thing we have found to reduce exhaust temperatures such that more towing power can be used (maybe 20 to 40 more horsepower), but larger turbos typically have surge problems at lower engine speeds and high altitudes loosing some of the gains.  Twin series turbos are the only setup that keeps exhaust temperatures safe with the PMCR on its top setting, however these are expensive and would typically require studding of the head to keep head gaskets from leaking.

 

Advancing timing with power level 1 or above should improve fuel mileage 5 to 10 % if the driver can resist the temptation to use lots of power.  Don�t be misled by the in-cab mpg meter in that it does not know about the extra fuel we add thus it shows really big improvements in mileage.

 

Early PowerMaxCR�s would set OBD2 codes in some case on some trucks but the newer units appear to have solved most of the code issues.

 

The earlier PowerMax computers for '98 to '02 Rams diesels will not work on the '03 and later engines. 

 

For installation you Velcro the PowerMaxCR computer to the lid of the Fuse & Relay Center underhood.  There are three injector plugins to be made on the driver side of the valve cover, a MAP sensor plugin, a camshaft sensor plugin, a crankshaft sensor plugin, two 12 volt connections inside the Fuse & Relay Center, and a ground connection.  The wired remote control plugs in to the PowerMaxCR computer and that wire is routed inside the cab.  There are no wires to cut or splice.

 

These units work on the new 04.5/05 Ram 325 hp/600 torque and they appear to work very well.  The wastegate setup is different with the 325/600 engine and it takes a few more minutes to connect than with the 03 and 04 engine. 




  Turn Off Seat Belt Warning........ DISCLAIMER!!!  This procedure is in the owners manual and subject to all warnings therein.
1) With the engine off, put your seatbelt on.
2) Start the engine and wait for the seatbelt light to go off
3) Unplug and replug seat belt 3 times ending with it plugged in.   Turn truck off.  As you turn ignition off you will hear a chime that says you sucessfully completed the procedure.
Alternate Method:
DISCLAIMER !!! Alternate Method disables the seatbelt warning without the manufacturers approval. Do this at you own risk. Always wear seatbelts. At seatbelt clasp. There is a two wire harness. Unplug connector under and between seat and center console. Install a jumper. I used a blade terminal.