2010 — 2018
6.7L I6 Cummins (ETK)
Diesel
Perform a steering play test by oscillating the wheel 45 degrees left and right at standstill, then drive the vehicle over uneven NZ chip-seal roads at 80-100 km/h. | Note: Look out for steering wander, excessive dead-zone play, or violent front-end shaking ('death wobble'). The 4th Gen Ram's heavy solid front axle is notorious for wearing out track bar bushings, drag links, and steering boxes prematurely.
Accelerate moderately uphill from 50 to 100 km/h, watching the tachometer closely during 4th-to-5th and 5th-to-6th gear changes. | Note: Any RPM flare, hesitation, or shudder indicates slip in the 68RFE automatic transmission. This unit is highly sensitive to the torque output of the 6.7L Cummins, especially if the vehicle has been tuned or used for heavy towing.
Engage the exhaust brake switch on the center console, lift off the accelerator at highway speeds, and listen for the distinct exhaust brake hiss and smooth deceleration. | Note: Lack of braking force or an active trouble code (such as P2563) indicates a seized Variable Geometry Turbocharger (VGT) nozzle or a burnt-out electronic actuator, caused by excessive soot buildup.
Check the instrument cluster for active DPF regeneration messages, check engine lights, or a 'See Dealer' message while running the engine at operating temperature. | Note: Because RAM 2500s are often used for short trips in NZ rather than sustained highway hauling, the DPF, EGR valve, and cooler are highly prone to severe carbon and soot clogging.
Replace both the primary engine-mounted fuel filter and the rear chassis-mounted fuel/water separator. High-pressure common rail systems (especially Boschs CP4 on 2019+ or CP3 on older 4th gens) require ultra-clean diesel to prevent catastrophic fuel system failure.
Perform a comprehensive transmission fluid flush and change both filters (sump flat filter and spin-on cooler return filter) in the 68RFE. Also replace front and rear differential oils, particularly if towing heavy loads or navigating steep NZ terrain.
Inspect and adjust the engine valve lash to maintain optimal efficiency and cylinder head longevity. Replace the Crankcase Ventilation (CCV) filter on top of the valve cover to prevent oil mist from fouling the turbo compressor wheel, and physically inspect the EGR valve for carbon buildup.
Strictly adhere to 12-month or 15,000 km engine oil and filter changes using high-quality 15W-40 or 5W-40 CJ-4/CK-4 heavy-duty diesel oil.
Inspect and grease the front driveshaft double-cardan joint (needle fitting) at every oil change, a critical step often missed by generalist NZ mechanics.
Inspect the plastic cooling system Y-pipe (on dual alternator/radiator models) and replace it with an aftermarket aluminum equivalent to prevent sudden coolant loss.
Regularly cycle and use the integrated exhaust brake on highway drives to keep the VGT turbo sliding nozzle clean and prevent carbon seizure.
Ensure only genuine Fleetguard or Mopar fuel filters are used; cheap aftermarket filters often allow microscopic particulates to bypass and damage expensive injectors.
Estimated repair costs if issues arise
Soot buildup eventually destroys the circuit board of the electronic actuator. Upgraded aftermarket options (e.g., City Diesel) are recommended over OEM Holset units to prevent recurrence.
A standard factory-spec rebuild will likely fail again under heavy load. Budget for a built transmission featuring upgraded clutch packs, a billet torque converter, and an upgraded valve body.
To permanently cure front-end shimmy and 'death wobble', replace worn OEM components with heavy-duty aftermarket steering linkages, steering box braces, and adjustable track bars (e.g., Synergy or Thuren).
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Disclaimer: This report is generated with the assistance of AI analysis based on verified automotive data. While we strive for 100% accuracy, enthusiasts should always conduct physical inspections and consult service records. View Full Disclaimer