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'25 RAM/Cummins ZF transmission

CarterKraft said:
The real question is how has Ford avoided doing a recall?
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This is the part that blows my mind. You would think trucks shutting off on the highway would be dangerous enough to warrant a recall..... Ford must have the feds in their back pocket, it's the only explanation that makes any sense.
 
welndmn said:
Please never quote those people on this site. I like to think most here are intelligent, that you tube channel has to be some of the most ill-informed people out there.
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So quoting their video on the Powerline AT trans is worse than the 6.7 CP4 talk on a thread that is about a Powerline AT trans?
 
06h3 said:
Why did GM have a class action lawsuit on the CP4 and stop using it in 2016? Why did ram walk away from the CP4 after 2 short years to go back to the CP3 and offer to put a CP3 in any CP4 ram for free under warranty?

While I wasn’t the one arguing the CP4 and I have tried my best to stay on the topic of the discussion of transmissions I have had multiple friends (not the internet) get shafted by the CP4.
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My 2014 BMW 328d has a CP4. It shit the bed, and cost $12k to fix.
 
I do think it's a good sign that Stellantis is finally admitting that it's time to simplify and just build all the Cummins trucks with decent transmissions instead of the half and half mess they do now. When I was shopping for a used dually, I pretty much wrote them off because I got sick of trying to find an HO optioned truck with the Aisin trans.

I'll be curious how well the ZF unit works long term. This is their first foray into the MDT trans game and I don't know of any OEM that's using them yet. ZF's track record is pretty good though, so hopefully it works out well for them.
 
ApeEater said:
My 2014 BMW 328d has a CP4. It shit the bed, and cost $12k to fix.
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Exactly. Cp4's go into more than just pick em ups. And across the board, the cp4's have been much more problem prone than their predecessors. They are extremely unforgiving towards cavitation, running out of fuel, and dirty fuel. Engineering tends to defer to the europeans at such high injection pressures. (And thats not the only euro influenced engineering on modern diesels.) They designed the cp4 with euro diesel in mind. American diesel is difference. Combine that, the very high tolerance, very unforgiving high pressure fuel pump, and you end up with a higher failure rate.
Its like 6.0's, not every single one of them fail, but its a fundamentally flawed product.
 
MuntCuffin said:
Exactly. Cp4's go into more than just pick em ups. And across the board, the cp4's have been much more problem prone than their predecessors. They are extremely unforgiving towards cavitation, running out of fuel, and dirty fuel. Engineering tends to defer to the europeans at such high injection pressures. (And thats not the only euro influenced engineering on modern diesels.) They designed the cp4 with euro diesel in mind. American diesel is difference. Combine that, the very high tolerance, very unforgiving high pressure fuel pump, and you end up with a higher failure rate.
Its like 6.0's, not every single one of them fail, but its a fundamentally flawed product.
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My wifes Q7 with the 3.0 TDI has the CP4 sadly. It has a known failure issue within the FB groups on the 3.0 TDI as well.
 
MuntCuffin said:
Exactly. Cp4's go into more than just pick em ups. And across the board, the cp4's have been much more problem prone than their predecessors. They are extremely unforgiving towards cavitation, running out of fuel, and dirty fuel. Engineering tends to defer to the europeans at such high injection pressures. (And thats not the only euro influenced engineering on modern diesels.) They designed the cp4 with euro diesel in mind. American diesel is difference. Combine that, the very high tolerance, very unforgiving high pressure fuel pump, and you end up with a higher failure rate.
Its like 6.0's, not every single one of them fail, but its a fundamentally flawed product.
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BMW had a recall on them, but mine had 130k miles on it, so it didn’t qualify.
 
I had a 2014 ram 1500 with the hemi and ZF 8HP70. I don’t know how that tranny relates to the one in the new diesels, but I liked it a lot.
Deep 1st gear, a close ratio 5 speed and 2 overdrives.
I ran the dog out of that truck and would still have it if the seats weren’t so damn uncomfortable.
 
Levigarrett76 said:
no retarded electronic delay when your in a hurry backing out and need to GO.

Also for neutral drops in mud, or rentals. :usa:
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I agree 100%, I will add though, that in a video I watched (ZF engineer, not some heresay) the trans can and will accept D to R while moving below a certain speed.
 
CarterKraft said:
All big boy auto trans are shift by wire, kind of a meh.
The auto park/parking brake shit is :rainbow:
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I rode with a friend in his new Chevy 1500 and heard the electric parking brakes engage when he put it in park and asked if it did that every time. I thought that was very strange.
 
Snowy said:
Allison has been shift by wire since at least the late 80's. Go sand your points and rejet your carb for summer driving.
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The zf boxes in bmws have been fully shift by wire for 20 years now.

It's not been a problem.
 
06h3 said:
I agree 100%, I will add though, that in a video I watched (ZF engineer, not some heresay) the trans can and will accept D to R while moving below a certain speed.
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If you change it's programming and add a sliding potentiometer you can make it do clutch kick style neutral drops and drift with them.

Edit:
These people

TurboLamik

TurboLamik TCU. TCU 2.0 by TurboLamik is an advanced transmission controller for the extremely popular and durable ZF 8HP transmissions. It allows you to control the ZF transmission in 8 modes varying from basic automatic to race sequential style.
www.turbolamik.us www.turbolamik.us
 
Ram should have went to the ZF trans a long time ago.

I had a Duramax with the Allison. I own a f450 with the 5r110 and a Ram Cummins with 68rfe. The Allison is by far the best of the three. It was always in the right gear and never did any funky things.

The 5r110 has been good in my truck except it likes to be in 5th gear as soon as possible and every once in awhile, it has a hiccup.

The 68rfe has been a total pos from the start. I added a bit of power to the truck and the 68 shit the bed soon after. I pulled it out and rebuilt it myself with better parts and so far it's been fine since. It still shifts like shit though.
 
Snowy said:
Allison has been shift by wire since at least the late 80's. Go sand your points and rejet your carb for summer driving.
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I think they make it more Rube Goldberg than they have to. Won't be long before closing your door is too plebian for the masses.(I know they already have it on some expensive cars)
Just another way to make more money on the sale,and repair.
 
sicumminsde said:
The 68rfe has been a total pos from the start. I added a bit of power to the truck and the 68 shit the bed soon after. I pulled it out and rebuilt it myself with better parts and so far it's been fine since. It still shifts like shit though.
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So you changed the parameters of the engine to exceed the design specification of the transmission, and its failure is because its a POS and not because the owner is an idiot who exceeded its designed limitations?:lmao:
 
DRTDEVL said:
So you changed the parameters of the engine to exceed the design specification of the transmission, and its failure is because its a POS and not because the owner is an idiot who exceeded its designed limitations?:lmao:
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GTFO with your logic.

But 68 whatever variants have always sucked.
 
DRTDEVL said:
So you changed the parameters of the engine to exceed the design specification of the transmission, and its failure is because its a POS and not because the owner is an idiot who exceeded its designed limitations?:lmao:
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How many other transmissions can handle a little extra power? And plenty of 68rfe’s fail with stock power
 
Some of the bimmer guys this side of the ditch are pushing 450hp, 750ft/lb + through those ZF 8HP boxes in cars that came with 265hp, 450ft/lbs from factory. They seem to prefer them to the manual boxes for power/torque handling behind tuned diesels.
 
Donk said:
Some of the bimmer guys this side of the ditch are pushing 450hp, 750ft/lb + through those ZF 8HP boxes in cars that came with 265hp, 450ft/lbs from factory. They seem to prefer them to the manual boxes for power/torque handling behind tuned diesels.
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Other than the e circuit errors thats normally fixed with a new solenoid they do seem to be incredibly stout
 
87manche said:
Other than the e circuit errors thats normally fixed with a new solenoid they do seem to be incredibly stout
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While you’re in here, what will cause them to shudder at low speed, ~15-20 mph trying to hold the speed as I go uphill through a neighborhood? Shudder stops when either accelerating or coasting. Feels like TCC shudder?
 
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