2015 Ram 2500 Complaint Log

NEW VEHICLE 2015 BOUGHT IN 2017 AS ORIGINAL OWNER. LEAKING FROM HEADLINER, CAN'T INFLATE TO PROPER PSI DUE TO INSTABILITY AND HYDROPLANING, RUST UNDERNEATH SEATING FROM WATER DAMAGE, EXHAUST SMELL WHEN INTERIOR CIRCULATION BUTTON IS NOT DEPRESSED WHEN WINDOWS UP. MULTIPLE ISSUES AS NEW VEHICLE WITH 450 MILES ON IT.

2015 DODGE RAM 2500. CONSUMER WRITES IN REGARDS TO DIESEL WATER PUMP SAFETY RECALL. *LD UPDATED 12/07/2017*JS *JS

NOTHING HAS HAPPENED SO FAR. STEERING WHEEL SWITCHES FOR ELECTRONIC DISPLAY QUIT WORKING. AIR BAG INDICATOR FLASHES SOME TIME. RADIO CONTROLS INTERMITTENT. CRUISE CONTROL SOMETIMES WORKS, SOMETIMES DOESN'T I SUSPECT DEFECTIVE CLOCK SPRING IN THIS VEHICLE. I SEE THERE IS A RECALL FOR OTHER FIAT CHRYSLER MODELS BUT NOT THIS ONE. I THINK THIS ONE NEEDS TO BE INCLUDED AS WELL.

DEATH WOBBLE . TRUCK SHAKES VIOLENTLY.

TL* THE CONTACT OWNS A 2015 RAM 2500. WHILE THE VEHICLE WAS PARKED WITH THE ENGINE TURNED OFF, THE VEHICLE INDEPENDENTLY ROLLED. THE VEHICLE WAS TAKEN TO A DEALER WHERE THE ACTION WAS DUPLICATED, BUT WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED. THE FAILURE MILEAGE WAS 41,000.

I [XXX] WENT TO [XXX] AND TALKED TO [XXX] TO HAVE FIXED BECAUSE OF THESE RECALLS THAT I HAVE GOTTEN ON MY WORK VAN AND HE SAID THAT I WOULD HAVE TO LEAVE MY WORK VAN FOR 2-3 DAYS TO GET IT FIXED WHICH I THINK IS ABSOLUTELY NOT OK. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR

DEAD PEDDLE, VERY SLOW RESPONSE TIME WHEN TRYING TO ACCELERATE FROM A DEAD STOP OR TRYING TO LEAVE A PARKING SPOT. IT CAN TAKE UP TO 8 SECONDS FOR THE TRUCK TO REALLY GET GOING. VERY DANGEROUS, ALMOST GOT HIT A FEW TIMES WITH MY FAMILY IN THE TRUCK. HAVE TO LEARN HOW TO DRIVE THIS TRUCK, NEED TO GIVE TWICE THE DISTANCE TO CUT ACROSS TRAFFIC. WHEN YOU USE THE GO PEDDLE IT SHOULD RESPOND. WORSE CUMMINS I EVER OWNED TO USE AROUND TOWN. VERY DANGEROUS ITS BEEN THIS WAY SINCE DAY ONE. BEEN TO DEALERSHIP MANY OF TIMES FOR SAMETHING. TEST DROVE ANOTHER TRUCK HAS SAME ISSUES. READ A LOT OF DIESEL FORUMS AND EVERYONE HAS SAME ISSUES. I'VE OWED A 93, 1998, 2000,2002, 2003, 2005, 2008 AND A 2015. 2015 IS THE WORSE THROTTLE RESPONSE AND TRANSMISSION PROGRAMMING OUT OF ALL MY DIESELS NEXT TIME I SEE A DEALERSHIP ITS GOING TO BE A FORD OT GMC.

TL* THE CONTACT OWNS A 2015 RAM 2500. WHILE ATTEMPTING TO START THE VEHICLE, IT FAILED TO START. THE CONTACT ALSO STATED THAT THE VEHICLE COULD BE PLACED INTO GEAR WHEN THE KEY WAS NOT IN THE IGNITION, AND THE STEERING WHEEL WOULD NOT LOCK. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE IGNITION SWITCH FAILED AND NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED; HOWEVER, THE GEAR SHIFTER PERSISTED TO FAIL. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 83,000.

WAS LUBRICATING FRONT DRIVESHAFT FITTINGS HAD NOTICED A LOOSENESS IN FRONT END WHEN HITTING BUMPS IN ROADS. FOUND NUTS ON DRAGLINK FINGER LOOSE COULD TURN WITH FINGERS AND ENTIRE SLEEVE WAS LOOSE. WILL TAKE TO DEALER THIS WEEK 11K MILES ON VEHICLE 13 MONTHS OLD. TOTALLY UNACCEPTABLE FOR A CRITICAL STEERING COMPONENT.

EITHER FROM A COLD START OR WHILE STARTED AND IN PARK, BUT ALWAYS STATIONARY, THE GEAR SHIFT INDICATOR WILL INDICATE IN REVERSE, BUT THE TRUCK IS IN PARK. SO, NOW THE KEY CAN NOT BE TURNED OFF AND REMOVED NOR CAN THE KEY BE TURNED TO START THE ENGINE, AND THE GEAR SHIFT CAN NOT BE MOVED UNLESS THE OVER RIDE BUTTON IS PRESSED, BUT THE ENGINE CAN NOT STILL BE STARTED. IT WILL RESET AND BE ABLE TO BE STARTED AFTER A PERIOD OF TIME RANGING FROM AVERAGE OF 15 MINUTES TO ONE HOUR, I ONCE HAD TO HAVE THE TRUCK TOWED BECAUSE IT WOULD NOT RESET AFTER ABOUT 5 HOURS. THE TRUCK HAS BEEN TO THE DEALER 4 TIMES FOR THIS PROBLEM AND THE DEALER AS WELL AS CHRYSLER CAN NOT DUPLICATE THE PROBLEM AND STILL DENY THAT A PROBLEM LIKE THIS EXIST IN ANOTHER VEHICLE. I HAVE FILED THE LEMON LAW PAPER WORK AND WILL BEGIN THE PROCESS WITH IT.

DRIVING OVER 45 MPH. THE TRUCK HAS A BAD SHAKE IN THE STEERING WHEEL,SEAT,FLOOR ECT.. TOOK IT TO HAVE WHEELS BALANCED, ROTATED,ALIGNED ALL COME BACK OK. NO CHANGE AT ALL AND FEELS LIKE THE WHEELS ARE GOING TO FALL OFF. BOUGHT AFTER MARKET WHEELS AND NEW TIRES $3500 TO POSIBLY FIX MAYBE A DEFECTIVE WHEEL OR SOMETHING... NO CHANGE. IT HAS TO BE A DRIVELINE ISSUE. THIS ISSUE IS ON EVEN THE SMOOTHEST NEW PAVED ROADS NO CHANGE.

PURCHASED FROM DODGE NEW 06/2015, ALL STOCK NO MODIFICATIONS. STARTED NOTICING SHAKING, DRIFTING WHILE AT HWY SPEEDS ABOVE APPROX. 55MPH AT APPROX. 20,000 ODOMETER MILES. HAD TIRES ROTATED EVERY 10000 BUT STARTED NOTICING WEAR & CUPPING ON OUTSIDE EDGES. I WAS GOING TO HAVE ITS FIRST ALIGNMENT DONE TODAY BECAUSE OF THE TIRE WEAR WHICH IS NOW SEMI EXTREME AT 40000 ODOMETER MILES. LOOKED UNDER TRUCK JUST TODAY 08/29/2016 FOR ANYTHING LOOSE & FOUND CENTER DRAG LINK & BOTH NUTS ON DRAG LINK WERE LOOSE AND SPINNING FREELY. THERE WERE BLUE LINES ON NUTS AND ADJUSTMENT ROD. I FOUND OUT THAT THIS IS A WELL KNOWN SAFETY ISSUE ON RAM TRUCKS FOR YEARS. I THINK THERE'S MORE WRONG THAN JUST THIS ITEM THOUGH. MY WIFE & GRANDSON RIDE ME WITH ME CONSTANTLY AND TO THINK THEY COULD'VE BEEN HURT ANGERS ME BADLY. THIS TRUCK WILL BE SOLD ASAP AND I WILL NEVER BUY ANOTHER RAM BECAUSE I SEE THEY DO NOT CARE ABOUT SAFETY!

THE INTEGRATED TRAILER BRAKE CONTROLLER DOES NOT PROVIDE THE PROPER VOLTAGE TO STOP THE TRAILER PROPERLY. THIS IS COMMON ON THE 2015 MODEL YEAR. I HAD A 2014 RAM WHICH DID NOT HAVE THIS ISSUE. THERE IS PLENTY INFORMATION ON DIFFERENT FORUMS DOCUMENT THIS ISSUE. IN A PANIC STOP WITH THE TRAILER CONTROLLER SET ON ITS HIGHEST GAIN IT STILL WILL NOT STOP THE TRAILER PROPERLY. THIS IS A BIG SAFETY CONCERN.

TL* THE CONTACT OWNS A 2015 RAM 2500. WHILE DRIVING 15 MPH, THE REAR WHEELS LOCKED UP ON THE VEHICLE. THE VEHICLE WAS TAKEN TO THE DEALER, BUT THE CAUSE OF THE FAILURE COULD NOT BE DIAGNOSED. THE MANUFACTURER WAS MADE AWARE OF THE ISSUE. THE FAILURE MILEAGE WAS APPROXIMATELY 8,000. ...UPDATED 09/12/16 *BF *TR

THE TOW HOOKS ON THE FRONT OF MY RAM 2500 TRUCK WERE USED TO PULL THE TRUCK ONTO A TOW TRUCK BED THAT WAS LOWERED TO THE GROUND. BOTH HOOKS WERE USED, AS DIRECTED BY THE OWNER'S MANUAL. THE TRUCK'S TRANSMISSION WAS PUT IN NEUTRAL. THE TRUCK WAS GENTLY WINCHED ONTO THE TOW TRUCK. AS IT WAS BEING PULLED, THE ENTIRE BUMPER ASSEMBLY WAS BEING YANKED OUT FROM THE FRAME OF THE TRUCK, CAUSING DAMAGE TO THE FRONT FENDERS. THE TOW DRIVER STOPPED AND THE TRUCK (WITH A FLAT TIRE) HAD TO BE DRIVEN THE REST OF THE WAY UP TO PREVENT FURTHER DAMAGE DUE TO THE BUMPER/TOW HOOK FAILURE. THIS IS A KNOWN PROBLEM, AS NOTED ON SEVERAL FORUM PAGES OF RAM TRUCK OWNERS: "CUMMINSFORUM.COM" AS WELL AS ON YOUTUBE. CHRYSLER WILL NOT COVER THIS UNDER WARRANTY SAYING IT'S NOT A FAILURE OF THE TRUCK. THEIR "CUSTOMER CARE" CLAIMS THEY'VE NEVER HEARD OF THE PROBLEM BEFORE. IT IS A PUBLICIZED PROBLEM FOR RAM 2500/3500 TRUCKS FOR MODEL YEARS 2010 THROUGH CURRENT. THE KNOWN FACTS ARE THE BUMPER AND THE TOW HOOKS ARE ATTACHED TO THE FRAME USING THE SAME MOUNTING BRACKET WHICH HAS OBLONG-SHAPED HOLES TO ALLOW ADJUSTMENT TO CORRECTLY ALIGN THE BUMPER. THE BOLTS ARE NOT TORQUED ENOUGH FROM THE FACTORY TO ALLOW FOR ANY TENSION TO BE APPLIED TO THE TOW HOOKS, OTHERWISE FRONT-END DAMAGE WILL OCCUR TO FRONT PAINTED BODY PIECES. CHRYSLER CORPORATION LLC STILL CONTINUES TO MAINTAIN THEIR COVERUP THAT IT IS THE USERS FAULT, NOT A FAILURE OF THE VEHICLE. I ALREADY PAID MONEY UNDER THE COUNTER TO A GUY TO RESTRAIGHTEN THE BUMPER, BUT THE PAINT/FENDER DAMAGE IS STILL THERE. THERE ARE NUMEROUS PICTURES AND VIDEOS ONLINE SHOWING THE RESULTS AND DAMAGE OF USING THE TOW HOOKS...SOMETHING THAT SHOULD BE DESIGNED TO USE ON A HEAVY DUTY TRUCK. PLEASE GOOGLE SEARCH "RAM 2500 TOW HOOK PROBLEMS" AND YOU WILL SEE NUMEROUS SITES SHOWING CHRYSLER'S PROBLEM. PLEASE MAKE CHRYSLER RECALL THESE TRUCKS AND FIX THE PROBLEM!

TL* THE CONTACT OWNS A 2015 RAM 2500. WHILE DRIVING 35 MPH AND ENCOUNTERING A CHANGE IN ELEVATION OR A DIP IN THE ROAD, THE DRIVER SIDE WHEEL BECAME INOPERABLE AND UNSTEADY. THE DEALER DIAGNOSED THAT THE STEERING STABILIZER FAILED. THE VEHICLE WAS TAKEN FOR A SECOND OPINION, BUT THE FAILURE WAS UNABLE TO BE DUPLICATED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 26,000.

WHILE DRIVING AT HIGHWAY SPEEDS (USUALLY OVER 55 MPH) I HIT A BUMP AND THE FRONT END STARTED WHEEL HOPPING VIOLENTLY. IT THREW ME OUT OF MY LANE AND WHEN I HIT THE BRAKES I WAS BOUNCED OFF THE ROAD AND ON TO THE SHOULDER. THANK GOD NO ONE WAS BESIDE ME AS IT WOULD HAVE CAUSED A MAJOR WRECK OR WORSE. VERY DANGEROUS SITUATION. NOW IM AFRAID TO DRIVE THE TRUCK ON THE HIGHWAY AGAIN. CANT BELIEVE THERE IS NOT A RECALL OUT ON THIS AS IT SEEMS PRETTY POPULAR ON THE INTERNET. SEARCH "DODGE DEATH WOBBLE"...

WHILE TRAVELING ON I-664 NORTH AND EXITING ONTO I-64 EAST IN HAMPTON, VA, MY RAM 2500 BEGAN A VIOLENT BOUNCE OR "WOBBLE" WHILE DRIVING AT APPROXIMATELY 60 MPH (NORMAL SPEED OF TRAFFIC). I TOOK MY FOOT OFF THE ACCELERATOR WHILE TRYING TO MAINTAIN CONTROL OF THE VEHICLE AND BEGAN TO BRAKE GENTLY (I DIDN'T KNOW THE SOURCE OF THE PROBLEM) AS I DRIFTED INTO THE RIGHT LANE (2-LANE RAMP). I CONTINUED TO SLOW AS I CONTINUED TO MOVE ONTO THE RIGHT SHOULDER AND WHEN I REACH ABOUT 30 MPH THE BOUNCING/VIBRATION STOPPED. I CONTINUED TO THE NEXT EXIT, PULLED OFF AND GOT OUT TO INSPECT THE VEHICLE. I COULD SEE NO PROBLEMS WITH THE TIRES OR SUSPENSION (SPRINGS FRONT AND REAR). I THEN DROVE 40 MILES TO MY HOME WITH NO OTHER PROBLEMS. I HAVE HAD SIMILAR MINOR EXPERIENCES DURING THE PAST YEAR THAT ONLY LASTED FOR A SECOND AND WHICH I ATTRIBUTED TO THE STIFF SUSPENSION. MY INTERNET RESEARCH OF THIS EVENT REVEALED THIS HAS BEEN AN HABITUAL PROBLEM WITH JEEPS AND RAMS BUT WAS SUPPOSEDLY "FIXED" IN 2013. I WILL TESTIFY THAT THE PROBLEM HAS NOT BEEN FIXED AND RESULTED IN ME ALMOST LOSING CONTROL OF THE VEHICLE ON A CURVED TWO-LANE RAMP. IT SHOULD BE NOTED I HAVE TRAVELED THIS ROUTE EVERYDAY FOR 14 YEARS WITH NO SIMILAR EXPERIENCE. I HAD MY LOCAL DEALER "INSPECT" THE VEHICLE FOR A POSSIBLE CAUSE BUT ALL THEY DID WAS DRIVE IT DOWN THE ROAD AND BACK AND REPORTED THEY COULD NOT REPRODUCE THE PROBLEM. OF COURSE THEY WERE NOT ON A CONCRETE ROADWAY DRIVING 60 MPH AROUND A CURVE.

TRUCK HAS A DEAD PEDAL FEELING WHEN YOU TRY TO RAPIDLY ACCELERATE FROM A STOP OR A NEAR STOP. THIS IS DANGEROUS WHEN TRYING TO ACCELERATE INTO OR ACROSS ONCOMING TRAFFIC.

MY TRUCK HAS RAW BURNING DIESEL EXHAUST COMING IN THE AIR VENTS ON THE DASH THAT POISONED MY FAMILY FOR AN ENTIRE YEAR BEFORE WE WERE AWARE OF THE PROBLEM. YOU CAN SMELL THE SOLVENT/SPRAY PAINT TYPE SMELL 100 FOOT DIAMETER ON A CALM DAY. PARKED 99% SINCE MAY 5TH BECAUSE 1 DEALERSHIP SAYS ITS UNSAFE TO DRIVE AND THE OTHER REFUSES TO DOCUMENT THE PROBLEM. IT IS NOW BEING TOWED TO A THIRD DEALERSHIP. MY SON AND I HAD ELEVATED CARBON MONOXIDE LEVELS IN OUR BLOOD THE DAY THE RAM MECHANIC ADVISED US IT WAS DIESEL EXHAUST.THE SKIN ON MY FACE, ARMS,KNEES WAS BLISTERING AND FALLING OFF FOR SEVERAL MONTHS. I FIRST ASKED DOCTORS IN OCTOBER 2015 AND REMAINED IN THE DEFECTIVE TRUCK UNTIL MAY 2016. MY VISION WAS BLURRY WHEN DRIVING AND MY EYES WERE BURNING. WE THOUGHT IT WAS GLUE SMELL OR NEW CAR SMELL. MY 11 YEAR OLD SON WAS DIZZY, HAD HEADACHES, AND WOULD FALL ASLEEP QUICKLY EVERYDAY. HE COMPLAINED TO HIS SCHOOL AFTER WE SAT IN TRAFFIC EVERY MORNING. WE HAD BREATHING PROBLEMS AND TOXICOLOGIST AT UC DAVIS MEDICAL CENTER CONFIRMED AGGRAVATED SKIN DAMAGE FROM DIESEL EXHAUST. WHEN WE PARKED THE TRUCK ALL HEADACHES, DIZZINESS, SLEEPINESS, SKIN BLISTERS, BURNING EYES, COUGHING ATTACKS, AND CONFUSION WENT AWAY. SKIN IS NOW PERMANENTLY DAMAGED AND NO NEW SKIN SPOTS OR BLISTERING HAVE APPEARED SINCE PARKING THE TRUCK, BUT IT STILL FALLS OFF EVERY DAY. MY EYES ARE PERMANENTLY DAMAGED. THE FUTURE EFFECTS OF DIESEL CHEMICALS ARE UNKNOWN. MY TRUCK IS UNSAFE TO DRIVE MY SON TO SCHOOL 2 MILES BECAUSE WE SIT IN TRAFFIC AND THE CAB FILLS WITH FUMES. THE FUMES ALSO COME IN AT EVERY STOP SIGN OR STOP LIGHT. THE CARB SAID THE SOLVENT TYPE SMELL IS RAW DIESEL BURNING IN THE EXHAUST PIPE AND THIS SHOULD NOT BE HAPPENING,MY EXHAUST SHOULD HAVE NO SMELL AT ALL.CARB SAID THIS TYPE OF PROBLEM MAY NOT BE RECOGNIZABLE ON THE DIAGNOSTICS BEING PLUGGED IN TO THE TRUCK COMPUTER. PLEASE HELP! *TR

AFTER GETTING AN ALIGNMENT DONE AT THE LOCAL DEALERSHIP DUE TO MY STEERING WHEEL NOT SITTING STRAIGHT AFTER LESS THAN ONE YEAR OF OWNERSHIP; MY STEERING CONTROL ROD ALMOST FELL APART WHILE DRIVING DUE TO INADEQUATE TIGHTENING OF THE LOCKING NUTS.

TL* THE CONTACT OWNS A 2015 RAM 2500. WHILE DRIVING 45 MPH, THE VEHICLE CRASHED INTO A FENCE AND CONCRETE BARRIER. THE AIR BAGS FAILED TO DEPLOY. A POLICE REPORT WAS FILED AND THERE WERE NO INJURIES. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 10,499.

TL* THE CONTACT OWNS A 2015 RAM 2500. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16E039000 (ELECTRICAL SYSTEM, EXTERIOR LIGHTING); HOWEVER, THE PART TO DO THE REPAIR WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS MADE AWARE OF THE ISSUE. THE CONTACT HAD NOT EXPERIENCED A FAILURE. PARTS DISTRIBUTION DISCONNECT.

I TOOK THE TRUCK TO THE DEALER 3 TIMES SINCE NEW BECAUSE OCCASIONALLY WHEN I DRIVE OVER RAILROAD TRACKS OR SMALL BUMPS OR ROAD REPAIR BUMPS IN THE CITY AT APPROX. 35 MPH I HEAR AND FEEL A LOUD BANG ON THE FLOORBOARD BENEATH MY LEFT FOOT. THE DEALER REPEATEDLY LOOKED AT MY TRUCK ONLY IN THE SERVICE DRIVE AND SAID THEY SEE NO PROBLEM AND REFUSED TO WRITE IT UP. THE 3RD VISIT THEY WANTED ME TO DRIVE IT FAST OVER THE SPEED BUMPS IN THERE OVERFLOW SALES LOT TO TRY AND DUPLICATE THE SOUND. I EXPLAINED TO THEM IT SEEMS THAT IT ONLY OCCURS WHEN THE FRONT TIRE DROPS OR DIPS SUDDENLY. I REFUSED TO DRIVE IT FAST OVER SPEED BUMPS FOR THE SERVICE ADVISOR SO HE REFUSED TO WRITE IT UP. THE RAILROAD TRACKS HAVE SINCE BEEN UPDATED SO I WASN'T SURE WHERE TO DRIVE THEM TO DUPLICATE THE SOUND. THIS OCCURRED BETWEEN 5/2015 - 5/2016 AS THE TRUCK HAS BEEN PARKED SINCE FOR OTHER EXHAUST PROBLEMS.

80 PSI IT TOO HIGH IN THE REAR TIRES, TIRES DO NOT MAKE GOOD CONTACT WITH ROAD CAUSING LOSS OF CONTROL. NEEDS TO BE FIXED.

FUEL IS VENTING FROM THE VAPOR CANISTAR,THIS FUEL VAPOR CANISTAR IS LOCATED RIGHT NEXT TO THE FUEL FILL HOSE AND IS TYE-WRAP TO IT.DURING FUELING OF DIESEL PRODUCT THE FUEL TANK IS PRESSURIZED AND VAPOR FUMES COME FROM THIS VAPOR CANISTAR.THE DIESEL VAPOR IS NOT ALLOWED TO VENT INTO THE ATMOSPHERE SO IS SUPPOSE TO BE CONTAIN HERE AT THIS CANISTAR.ALSO DURING FUELING OF DIESEL PRODUCT THE TANK BECOMES PRESSURIZED AS FUEL IS OCCUPLING SPACE FORCES THE VAPOR UP THE CANISTAR WHAT IS HAPPENING I NOTICED IS THAT FUEL ALSO COMES OUT OF THE VAPOR CANISTAR AND RUNS DOWN THE OUTSIDE OF THE DIESEL FILL HOSE AND ON TO THE INSIDE OF THE LOWER BED BODY.NO FUEL OF ANY KIND MUST COME OUT OF ANY TRUCK,SUV,CAR DURING FUELING.IF YOU LOOK ON THE INTERNET YOU CAN FIND OTHER RAM 2500 OWNERS IN THE 2014 RAM MODEL YEAR EXPERIENCING THIS AS WELL.I HAVE NOTIFY RAM CUSTOMER SERVICE AND ASK THAT A RAM ENGINEER CONTACT ME OR SOMEONE FROM RAM THAT UNDERSTANDS THIS TRUCK,TO DATE NO ONE HAS CALLED ME AND THAT WAS 2 WEEKS AGO.

THE NUTS SECURING THE DRAG LINK ADJUSTMENT SLEEVE WORKED LOOSE. BECAUSE I READ ABOUT THIS PROBLEM ON THE INTERNET, I CAUGHT IT DURING AN INSPECTION BEFORE IT CAUSED ANY PROBLEMS. I DO NOT KNOW HOW MANY MILES I DROVE WITH IT IN THIS CONDITION. I NOTICED THAT THE ADJUSTING SLEEVE IS A VERY LOOSE FIT ON THE SMALL THREADS OF THE DRAG LINK BARS. I BELIEVE THE SLOPPY FIT IS THE ROOT CAUSE OF THE NUTS BACKING LOOSE.

TL* THE CONTACT OWNS A 2015 RAM 2500. WHILE DRIVING 65 MPH, THE INSTRUMENT PANEL LIGHTING FAILED TO ILLUMINATE. THE CONTACT RECEIVED A NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 15V799000(ELECTRICAL SYSTEM); HOWEVER, THE PART OR REMEDY FOR THE RECALL WAS NOT AVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 4,400. VIN TOOL CONFIRMS PARTS NOT AVAILABLE.

ON 6.7L CUMMINS DIESEL THERE CAN BE AN UNPREDICTABLY LONG ( UP TO 2 SECOND) DELAY BETWEEN WHEN THE ACCELERATOR IS PRESSED AND WHEN THE TRUCK ACTUALLY BEGINS TO ACCELERATE. THIS IS NOT TURBO LAG (WHICH MAY LIMIT THE AMOUNT OF POWER UNTIL THE TURBO SPOOLS UP). THIS IS NOT A STUMBLE. THIS IS AN ACTUAL DELAY IN THE COMPUTER APPLYING FUEL TO THE ENGINE. IT IS TOTAL DEAD TIME AS IF THE ACCELERATOR WAS NOT PRESSED AT ALL. IT HAPPENS UNDER THE WORST OF CONDITIONS, WHEN YOU NEED HARD ACCELERATION AND NEED IT NOW. IT HAPPENS WHEN YOU ATTEMPT TO ACCELERATE QUICKLY, ESPECIALLY WHEN YOU WERE COASTING OR HAD JUST LET OFF OF THE PEDAL. THESE ARE CONDITIONS THAT OFTEN OCCUR IN TRAFFIC WITH MANY OTHER VEHICLES NEARBY. THE LONG DELAY BETWEEN THROTTLE APPLICATION AND ENGINE RESPONSE IS EXTREMELY DANGEROUS. MY TRUCK HAS THE LATEST "FLASH" FROM THE DEALER, IT IS RUNNING THE MOST UP-TO-DATE FIRMWARE AVAILABLE FROM THE DEALER.

TL* THE CONTACT OWNS A 2015 DODGE RAM 2500. WHILE DRIVING 3 MPH WHILE MAKING A LEFT TURN INTO THE DRIVEWAY, THE STEERING WHEEL SEIZED AND THE BRAKES FAILED. THE VEHICLE WAS TAKEN TO A DEALER WHERE IT WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 200,021.

I PRESSED THE ACCELERATOR AS I CROSSED THROUGH AN INTERSECTION THEN I RELEASED, AND I IMMEDIATELY WENT TO PRESS IT AGAIN WITH NO THROTTLE RESPONSE. THE THROTTLE RESPONSE IS SO SLOW IT ALMOST CAUSED ME TO HAVE ACCIDENT. THIS IS NOT THE FIRST EITHER BUT I THOUGHT IT JUST MAY BE A FLUKE UNTIL NOW. I HAVE HAVE OWNED MY TRUCK FOR ABOUT 4 MONTHS AND THE THROTTLE LAG HAS HAPPENED TOO MANY TIMES TO COUNT. CROSSING THE HWY IS VERY UNSAFE AS YOU PRESS THE GAS PEDAL, RELEASE, AND PRESS AGAIN THERE IS A HUGE DELAY. THIS IS DEFINITELY A SAFETY ISSUE WHICH SEEMS TO BE GETTING WORSE. ALSO I HAVE SEEN MANY COMPLAINTS ONLINE WITH THE SAME ISSUE. PLEASE LOOK INTO THIS FURTHER BEFORE IT CAUSES PREVENTABLE DEATHS TO OCCUR. THE THROTTLE RESPONSE DELAY NEEDS TO BE ADDRESSED AS SOON AS POSSIBLE.

AT RANDOM TIMES WITH THE REAR END POINTED DOWN HILL. I START UP THE TRUCK UP IN PARK, THEN SHIFT INTO DRIVE AND WHEN I RELEASE THE BRAKE THE TRUCK WILL ROLL BACKWARDS, I GO BACK REAPPLY THE BRAKES AS SOON AS I CAN WAIT A SHORT TIME, THEN EASE THE BRAKES OFF SLOWLY AND IT DRIVES NORMALLY. THE TRANSMISSION SLIPS BACKWARDS AT RANDOM TIMES WHEN IN DRIVE. THIS HAS HAPPENED MOSTLY AFTER BEING PARKED, IT HAS ALSO HAPPENED WHEN I HAVE BEEN STOPPED ON THE HIGHWAY WHEN WAITING FOR ROAD WORK.

THE TRUCK HAS A "DEAD PEDAL" WHEN YOU FLOOR THE GAS PEDAL. IT TAKES A FEW SECONDS TO GO FORWARD. IVE HAD TRAFFIC SPEED UP WHEN PULLING OUT FROM A STOP SIGN AND TRY AND PUSH THE GAS PEDAL AND THERES NOTHING. I SPOKE TO THE DEALER AND WAS TOLD IT WAS TURBO LAG. THIS IS NOT TURBO LAG. IVE OWNED MANY TURBO CARS AND TRUCKS AND NONE HAVE HAD THIS ISSUE. THIS IS A MAJOR SAFETY ISSUE AND IS BEING DISCUSSED ON MANY FORUMS. EVERY RAM 2500 DIESEL TRUCK HAS THIS ISSUE.

STEERING DRAG LINK ADJUSTER IS COMPLETELY LOOSE. PAINT MARKS INDICATE WHERE IT WAS SUPPOSED TO BE TIGHTENED TOO, BUT EITHER IT WAS NOT TIGHTENED TO TORQUE SPEC OR TORQUE SPEC IS NOT HIGH ENOUGH. I SUSPECT IT WAS HAND TIGHTENED. PLEASE SEE NUMEROUS SIMILAR REPORTS ONLINE HERE: HTTP://WWW.CUMMINSFORUM.COM/FORUM/2013-GENERAL-DISCUSSION/1813273-WARNING-CHECK-YOUR-STEERING-NOW.HTML

DIESEL EXHAUST SMELL IN CAB SOMETIMES VERY STRONG CAUSES HEADACHES DIZZINESS WHEN STOPPED AT STOPLIGHTS, SIGNS, IDLING OR MOVING SLOW. OPENING WINDOWS DOES NOT REALLY HELP UNLESS YOU ARE MOVING, CANNOT SIT AN IDLE AND STAY IN CAB VERY LONG. COOL OR COLD WEATHER SEEMS TO MAKE IT WORSE. HAVE HAD IT INTO THE DEALER TWICE FOR THE ISSUE BUT THEY CAN NEVER FIND IT. *TR

TL* THE CONTACT OWNS A 2015 DODGE RAM 2500. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 35 MPH, A CLANKING NOISE WAS PRESENT COMING FROM THE FRONT OF THE VEHICLE. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO DISCOVERED THAT THE JAM NUT TO THE DRAG LINK WAS LOOSE. THE JAM NUT WAS TIGHTENED AND READJUSTED AND THE FRONT END WAS RE-ALIGNED. THE VEHICLE WAS REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 14,000.

OCCASSIONALLY, WHEN INSERTING AND REMOVING THE KEY FROM THE IGNITION IT MAY CAUSE A PLASTIC PIECE INSIDE THE IGNITION TO HANG UP, THE KEY CAN BE REMOVED HOWEVER THE VEHICLE STILL SENSES A KEY IN THE IGNITION AND IT CAN BE STARTED WITH ANY KEY OR DEVICE, IT ALSO PREVENTS YOU FROM LOCKING THE DOORS. IT IS VERY HARD TO GET THE PLASTIC PIECE TO POP BACK OUT SO YOU CAN LOCK THE DOORS AND IT DOESN'T THINK THERE IS A KEY IN THE IGNITION.

DEAD PEDAL WHEN PRESSING ON PEDAL TRUCK DOES NOT MOVE. HAPPENED ABOUT 6 TIMES ON MY. WHEN TAKEN OFF FROM A LIGHT AND ALSO WHEN SLOW ROLLING THE PRESS PEDAL WITH NO RESPONCE. ALMOST BE HIT TWICE BY OTHER CARS WHEN TRYING TO PULL OUT AND TRUCK DOES NOT MOVE.

WHEN CRUISING AT HIGHWAY SPEEDS >55 MPH THERE IS A VERY NOTICEABLE VIBRATION IN THE FRONT END / DRIVE LINE OF THE TRUCK.

ON 6.7L CUMMINS DIESEL THERE CAN BE AN UNPREDICTABLY LONG ( UP TO 2 SECOND) DELAY BETWEEN WHEN THE ACCELERATOR IS PRESSED AND WHEN THE TRUCK ACTUALLY BEGINS TO ACCELERATE. THIS IS NOT TURBO LAG (WHICH MAY LIMIT THE AMOUNT OF POWER UNTIL THE TURBO SPOOLS UP). THIS IS NOT A STUMBLE. THIS IS AN ACTUAL DELAY IN THE COMPUTER APPLYING FUEL TO THE ENGINE. IT IS TOTAL DEAD TIME AS IF THE ACCELERATOR WAS NOT PRESSED AT ALL. IT HAPPENS UNDER THE WORST OF CONDITIONS, WHEN YOU NEED HARD ACCELERATION AND NEED IT NOW. IT HAPPENS WHEN YOU ATTEMPT TO ACCELERATE QUICKLY, ESPECIALLY WHEN YOU WERE COASTING OR HAD JUST LET OFF OF THE PEDAL. THESE ARE CONDITIONS THAT OFTEN OCCUR IN TRAFFIC WITH MANY OTHER VEHICLES NEARBY. THE LONG DELAY BETWEEN THROTTLE APPLICATION AND ENGINE RESPONSE IS EXTREMELY DANGEROUS. MY TRUCK HAS THE LATEST "FLASH" FROM THE DEALER, IT IS RUNNING THE MOST UP-TO-DATE FIRMWARE AVAILABLE FROM THE DEALER. DEALER STATED THAT THEY KNOW ABOUT THE ISSUE BUT HAVE NO PLANS TO FIX THE ISSUE.

THE VEHICLE HAS A NOISE IN EITHER THE ENGINE OR THE TRANSMISSION WHEN COLD. IT'S A SQUEAK. THE VEHICLE HAS BEEN BACK TO TWO DIFFERENT DEALERS SEVEN TIMES AND I'M TOLD THIS NOISE IS NORMAL OPERATION. I FIND IMPOSSIBLE THERE WOULD BE A NOISE DESIGNED INTO A NEW VEHICLE.

INTEGRATED TRAILER BRAKE CONTROLLER DOES NOT APPLY FULL VOLTAGE TO ELECTRIC TRAILER BRAKES. I HAD AN 8% GRADE TO DECEND AND WHEN I STOPPED TO CHECK MY TRAILER BRAKES I COULD EASILY OVERPOWER THEM WHEN SET TO MAX GAIN AND 100% APPLIED WITH SLIDER. WHEN I GOT HOME I RESEARCHED AND FOUND I AM NOT THE ONLY RAM OWNER EXPERIENCING THIS. WHEN I CHECKED THE VOLTAGE I COULD ONLY GET 9.3V ON LIGHT ELECTRIC SETTING AND ONLY 7.4V ON HEAVY ELECTRIC. TOWING THE SAME TRAILER AS MY FATHER'S 2012 RAM WITH INTEGRATED TRAILER BRAKE CONTOLLER I HAVE TO USE 6.5 GAIN SETTING VS HIS 3.5 GAIN SETTING.

THE KEY AND THE IGNITION SWITCH ARE LOCATED SUCH THAT MY RIGHT KNEE CAN BUMP THE KEY IN THE IGNITION AND TURN THE VEHICLE OFF WHILE IT IS RUNNING... LIKE THE GM IGNITION ISSUE THAT CAUSED SUCH A STIR.... MY TRUCK HAD TURNED OFF ONCE ALREADY THIS WAY WHILE IT WAS RUNNING SINCE I BOUGHT THE TRUCK NEW ON JULY 22, 2015, I TOLD MY DEALER WHO SAID TO CALL RAM CUSTOMER CARE, WHICH I DID AND THEY JUST SAID THEY HAD NO RECALL NOTICE. ON 10/20/15 I CALLED THE LAW FIRM LIEFF CABRASER HEINMANN AND BERNSTEIN WHO REPRESENTED THE SAME ISSUE TO GM AND THEY SAID THEY COULD NOT DO ANYTHING WITH THE ISSUE SINCE THERE HAD BEEN NO DAMAGES ... YET.

ENGINE: HEAVY DIESEL SMELL WHEN COMING TO A STOP OR AT A STOP WHEN THE DEF REGENERATION PROCESS IN ACTIVE. POWER TRAIN: LOUD CLUNK NOISE FROM DRIVELINE SHIFTING FROM 3/4 OR 4/5 AND LETTING OFF THE ACCELERATOR AT THE RIGHT TIME. SPEED CONTROL: DEAD ACCELERATOR PEDAL. THIS OCCURS IF THERE IS A SLIGHT ACCELERATION FOLLOWED BY A RELEASE OF THE PEDAL AND AN IMMEDIATE RE-APPLICATION OF FULL THROTTLE. THE RESPONSE IS DELAYED BY 3-4 SECONDS OR NOT AT ALL.

WHILE DRIVING APPROXIMATELY 35 MILES AN HOUR, MY RIGHT KNEE SWIPED MY KEY FOB/KEY CHAIN AND TURN THE IGNITION FROM ON, TO THE ACC POSITION THEREBY TURNING THE ENGINE OFF. I LOSS ALL POWER AND WAS UNAWARE FOR A FEW SECONDS UNTIL THE TRUCK FROM LOSS OF POWER WAS SLOWING DOWN AND HARD TO STEER. WAS ABLE TO GET TO SIDE OF ROAD AND RESTART ENGINE AND PROCEED ON WITHOUT FURTHER INCIDENT. UPON FURTHER EXAMINATION, IT LOOKS LIKE MY KNEES FROM NORMAL DRIVING WILL MAKE PERIODIC CONTACT WITH THE KEY FOB AND KEY CHAIN AND SEE THIS AS A POTENTIAL SAFETY ISSUE SINCE POWER IS LOST AND AIR BAGS MAY NOT DEPLOY IN AN ACCIDENT.

TL* THE CONTACT OWNS A 2015 DODGE RAM 2500. AFTER PARKING AND EXITING THE VEHICLE, IT STARTED TO ROLL AWAY INDEPENDENTLY AND CRASHED INTO ANOTHER VEHICLE. A POLICE REPORT WAS NOT FILED AND NO INJURIES WERE SUSTAINED. THE VEHICLE WAS TAKEN TO THE DEALER. THE TECHNICIAN WAS UNABLE TO DIAGNOSE THE FAILURE. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 5,000. THE VIN WAS NOT AVAILABLE.

2015 RAM 2500. CONSUMER WRITES IN REGARDS TO VEHICLE STEERING WHEEL ISSUES. *SMD THE CONSUMER STATED IT FELT AS THOUGH THE STEERING WAS OFF BY 90 DEGREES. THE FRONT END OF THE VEHICLE FELT LOOSE AND UNSAFE. *JB

BRAND NEW 2015 RAM 2500 LARAMIE LIMITED 4X4 PICKED IT UP AND WITHIN TWO WEEKS WE DROVE TO WI FROM FL. NOTICED SLOP IN THE REAR END MORE THAN ANY OTHER RAM I'VE OWNED. ALSO HAD A VIBRATION BETWEEN 65 AND 78 TOOK IT BACK EXPLAINED I THOUGHT THE DRIVE TRAIN HAD ISSUES. THE DEALER HAD IT FOR ONE DAY AND GAVE IT BACK SAYING "WE BALANCED TIRES AND DIDN'T HEAR ANY CLUNK". I TEST DROVE, ISSUES STILL THERE TOOK IT BACK AND THE DEALER KEPT IT FOR 3 DAYS AND CALLED AND SAID "ALL DONE WE CHANGED/WARRANTED TWO REAR TIRES THEY WERE BAD". "MOVED REAR TIRES TO THE FROM BACK TO FRONT. TIGHTENED THE DEF BRACKET AND TRANS MOUNT CLUNK GONE". I TEST DROVE ISSUES BOTH STILL THERE. I RETURNED IT TO THE DEALER THEY SAID "OH YES WE FEEL IT, WE PUT ON 2 REAR ROTORS AND RIGHT REAR HUB, WE STILL FEEL THE VIBRATION AND THE SLOPPY REAR END." WE CALLED CHRYSLER TO PUT IN A CASE. AFTER ONE WEEK I CALLED AND ASKED WHATS GOING ON. "WE ARE STILL GETTING INFORMATION FROM CHRYSLER". I CALLED WEEK TWO AND WAS TOLD "CHRYSLER IS SENDING OUT AN ENGINEER SHOULD BE HERE MONDAY OR TUESDAY OF THIS WEEK (10/12/2015 OR 10/13/2015) I SAID I WANT TO BE ONSITE WHEN THEY ARRIVE TO PROTECT MY INTEREST IN A $71000.00 VEHICLE. I WAS TOLD TODAY NOW THE "ENGINEER ISN'T COMING BUT HE DROVE A VEHICLE EQUIPPED AS MINE IN N FL AND NO VIBRATION PRESENT". I TOLD HIM I AM CLOSE TO PUTTING IN A CASE FOR LEMON LAW AND WITH THE NHTSA, HE CHUCKLED AND SAID "I WILL BE IN TOUCH WHEN CHRYSLER CALLS ME WITH MORE INSTRUCTION." I AGAIN STATED I AM SERIOUS I CANNOT AFFORD TO DO THIS AND NEED MY VEHICLE FOR WORK. HE SAID "I'LL CALL YA". PLEASE DO SOMETHING TO HELP OR DIRECT CHRYSLER RAM TO RECALL OR GET A NEW SAME EQUIPPED TRUCK HERE FOR ME. THERE ARE 851 PORT ON THE CUMMINS SITE WITH THE SAME ISSUE WE ARE TRYING TO GET TO POST HERE IMMEDIATELY.

TPMS REQUIRES MINIMUM OF 80 PSI IN REAR TIRES OF RAM TRUCK. THIS IS TOO HIGH OF TIRE PRESSURE TO ASSURE THE REAR TIRES HAVE ADEQUATE CONTACT WITH THE SURFACE OF THE ROAD UNDER LIGHT LOAD CONDITIONS. WHILE DRIVING IN A 35 MPH STRETCH OF PENNSYLVANIA ROADS WITH 80 PSI (REQUIRED) OF TIRE PRESSURE IN THE REAR TIRES OF MY NEW RAM 2500, THE TRUCK REAR TIRES BROKE FREE FROM THE SURFACE OF THE ROAD SEVERAL TIMES REQUIRING EVASIVE MEASURES TO AVOID AN ACCIDENT. THE VEHICLE DOESN'T PERMIT AN OPTION TO REDUCE TIRE PRESSURE MONITORING SYSTEM TO A LIGHT LOAD CONDITION WHEN NECESSARY TO REDUCE TIRE PRESSURES. THIS CREATES AN UNSAFE SITUATION FOR MOTORISTS. PLEASE ISSUE A RECALL OR CHANGE TO THESE MODELS BEFORE SOME IS KILLED BY LOOSING CONTROL OF THEIR VEHICLE. ...UPDATED 07/30/15 *BF UPDATED 11/9/2015*JS UPDATED 10/25/2017*CN

I DROVE HOME FROM WORK,PARKED ,TOOK A SHOWER DID SOME HONEY DUES AT HOME THEN.WENT OUT TO DUE SOME SHOPPING AND IN LIKE A TWO HOUR SPAND MY TRUCK DASH MELTED BURNED ALOT OF STUFF...THANK GOD NOBODY WAS DRIVING WHEN IT HAPPENED!!!!!