I’ve also heard that Ram and Cummins made a mutual decision to no longer chase power numbers with other manufacturers and focus more on the engines exhaust brake, efficiency, durability and adaptability. I think that’s very smart. I hope it’s all true.
If true, that would be great. Who actually pulls 40k lbs with these new pickups? Nobody I've ever seen, and I always defend buying for potential capability instead of necessity.
@@JoshAllenberg Farmers/ranchers and hot shot guys tend to pull numbers that high and they are partially the target audience. With oilfield and other industrial settings, most guys can only load everything up to 26k max but the bigger number is kinda reassureance that the truck can be abused harder
@@randomoinkbomb most of the time that I've seen hotshotters or farmers towing super heavy, they go for a 4500 or 5500. Idk if the 3500s having higher ratings will cause them to downgrade their purchases, but I'm sure something other than tow rating will come into consideration
@@JoshAllenberg The 5500 gets lower rated power, for longer lifespan. The 5500 has dual tanks, heavy duty frame, payload of over 12k lbs, etc..
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May have something to do with not being able to meet emission specifications at higher power levels but from a marketing point of view the longevity claim sounds good.
New truck owners today are either , “my truck is a luxury cellphone lounge” or “ my truck will pull a house to the Eisenhower Tunnel doing 75 mph and never downshift”. You’ll find both owners in the service area at the dealer.
I want to be a new truck owner in a few years and want to be "the mid teir midsized truck owner". $45K for a Colorado Trail Boss with most options for mid range offroading and towing 6K ibs toy hauler
I see these dimwits all the time 90!mph dragging a boat or camper with bicycle tires and wonder what happened after the crash. Florida and South Carolina just made those lifted pickup illegal .
Ill still drive my 1st gen cummins with a nv5600 6 speed its simple , reliable and enjoy that old mechanical cummins. They should bring the manuals back.
They should absolutely bring the manuals back, as long as you're willing to put up the 10s of millions of dollars to develop one suitable for this application.
@@noobasdfjkl they had one up 2018 and it was good enough. just put it back on the market for 3 years and see the sales. if it sales enough, keep it in the lineup, if it don't, then yeah call it a day.
@@CabanonGuitarHero Lol, max torque rating for that manual was 610lb-ft. Mercedes doesn't even make that gearbox anymore. Again, are you willing to put up the millions of dollars so Dodge can buy the rights to it, build a manufacturing facility, and re-engineer the current trucks to accept this transmission? I thought not.
Allison is testing these now at the GM proving grounds. 2 speed elect motors for even more range. They will be colossal. Won't even need diesel, gas will recharge it all just fine.
Yea, I realized this isn't quite the same thing. A diesel electric motor is actually using a diesel generator to power an electric motor. Anyway, tinkering with these technologies is super cool, but will inevitably become waaaay outside of most folks' price range!
If the EPA and the DOT would be realistic and eliminate most of the federal regulations, we could have decent equipment that gets good fuel mileage and towing capacity.
Sure makes my old 2001 Ram Cummins seem tame with 235 HP and 460 lb/ft of torque. But never any issues with it when I sold it with 250K miles. My current truck a 2022 GMC Crew Cab with the 3.0 LM2 Duramax and I absolutely love that engine.
@@edwardpate6128 I went from a Cummins to a Hemi and I wanna go back to diesel. Those little LM2’s are quite the engine! I wish Dodge would have offered a better diesel option in their 1/2 tons. The ecodiesel and hockey puck shifter has completely turned me away
Love my lm2 but hate the def and electronics! It’s been in the shop about 4 times in 35,000 miles! 2 for def and 2 for electronic brakes. The def exhaust had a bracket that cut into the main wire harness or grounds and now it’s dangerous! Brakes went out completely doing 60mph 100yards before an intersection with red lights, if my wife was driving someone would’ve died
Been a diesel tech at master level for 20 years. I can’t believe people keep falling for these new trucks. I must have done something wrong in life. I can’t buy a +$100k dollar truck, delete it, and put it on marketplace next year. I mean I got rent and kids and insurance to pay for. Good thing I’m content not racing mustangs in my 3500hd that never had a trailer on it or even locked in 4x4. I somehow just keep making it through life with my 305 Chevy half ton and my 6.5 suburban. Crazy. Oh btw, you can buy a Mack MD for the price of a pickup. 😂
@@josephsamsor1698 yeah maybe a single cab 2500 2wd. Don’t see many of those. I see mostly 2500 or 3500 dually with pretty loaded out trim. So most trucks sold I would bet are in the 80k range on up to 99k for a limited. You can get a 2024 Mack MD6 for 92k up to about 120k depending on application. My point is that these pickups are not worth what they charge. Not even close.
@josephsamsor1698I keep hearing of those 40k new diesel trucks on the interwebs just don’t seem to find it in real life. Seems like 1500 across manufacturers run about 50k 2500 65k 3500 80k 4*4 is not an option, it’s an absolute necessity. Everything else o don’t care about.
issues needed to be fixed inexcusably 1. Grid Heater bolt 2. hydro lifters the reason theres a standard OP is because the 68 can't handle any power at all. its the SAME engine, just tenued. nothing to do with wanting or needing more power in a HO version. Ram should have got rid of the 68RFE and Aisin in 2019 and went with the ZF like the Hemi HD did. absolutely ridiculous it took this long to get a decent trans.
My brother has the 68rfe 210k miles no issues so far mild tune 400 hp to wheel tow camper, cow trailer, atvs, and drive to work, not as much off road or severe duty as some of our other cummins but the trucks with manuals have needed clutches every few years and so have been more expensive than the 68rfe so in our fleet right now 3 trucks at 200k miles, the 68rfe lowest issues of the 3 @@adampetten1009
In the 6 seater crew cab configuration, Ram needs to figure out foot and shin/knee space on the front middle seat. I just got a new work truck and after realizing neither my feet nor my wife’s feet (she has small feet) fit between the dash and the little tray below the front of the seat and our shins/knees were right up against the infotainment system, I passed over the Ram and went with a different brand. I know that might seem small and knit picky but I feel like if you need 6 seats in a crew cab like we do with 4 kids, you want them all to be useable and comfortable without putting your feet and legs in super awkward positions, even if that front middle seat is hard to make very comfortable. I hope they improve this on the next gen as I know it’s better in the competing brands. I think the ZF 8 speed will be a great option to be paired with the Cummins and look forward to hearing how that pairing works in the real world in future tests and videos.
we went with a Ford for the same reason. Another thing Ram has to improve on other than leg room is adding a 3 point seatbelt for that seat. Ford and GM have a 3 point while the Ram still uses a manual adjusting lap belt from the 1960s.
@@zackhaycraft8159Ford is the most popular. Not Ram. Also ram is only popular for the cummins motor. Thats it. If ram would lose the cummins deal they would flop. Ford is the biggest brand on the road. I prefer GM. But most people go for Ford.
I’d be happy with a 160 hp Cummins and a manual transmission. It would be nice if truck manufacturers would make a “work truck” option along with their soccer dad options.
I’m not a fan of all these higher speed transmissions. I bought a 2024 Chevrolet 2500 gas with the 10 speed Allison BRANDED transmission. Kept it 1 year and had too many issues. Was in the shop 3 times for 29 days. Got rid of it last week. 6 speeds are plenty in my opinion.
Watching a lot of your towing vehicles in have noticed that a lot of trucks with 10 speed transmissions do not perform well on the downhill portion when your are trying to rely on engine braking to maintain your speed. At will be interesting to see how this engine and tranny performs on the downhill.
I think that's mostly because they dont manually shift it. I get their rationale for seeing differences in stock programming, but at the same time anyone towing should be familiar with manual control and the benefits it has for towing.
I don’t think this has been true on the diesels with exhaust brakes. TfL often doesn’t use cruise or manual shifting either which would often solve the issue where present.
Well the 68 rfe was designed for a minivan. That’s probably why you see this dimwits stuck along the freeway with burned up transmissions. Towing weight for a passenger vehicle is not good. Never designed for it.
Boy how times have changed, I remember the first time the HO Cummins was available, in 2001, you could only get it with the NV5600 and that was 2500 or 3500
My dad's first Cummins was a white 2001 3500 HO Cummins with a nv4500. 5 speed not the six. Had a 3.91 lsd 4x4 quad cab. But what an impression it left on the whole family. We all have mopars and Cummins trucks thanks to my parents. That truck felt so nimble and athletic. And so incredibly fast.
I see you have the 12”x12” foam squares for sound treating the room. I had those for a while too. You should look into making some rock wool panels. Huge, huge, huge improvement from the foam squares. The foam squares made a minute difference. But 1 diy rock wool panel did more than an entire wall of foam squares
I have the ZF 8 spd in my 2018 Ram 1500, only have 16,000 miles on it, but I pulled a 24 ft tandem axle camper trailer about 6000 miles this summer with no problems, I keep forgetting to engage tow/haul mode but the ZF trans is so easy to force up-shifts or down-shifts by playing with the gas pedal. But I promise I'll engage tow/haul next time. I've driven pickup trucks with 3 & 4 speeds, bigger trucks with 4 & 5 speeds and 2 speed axles, and bigger trucks still with a 5 spd main and 4 speed auxillary, and bigger trucks still with only 6 speeds, and others with 9 & 10 speeds My '96 F-250 has the 5 speed ZF manual trans, and at 326,000+ miles it STILL SHIFTS LIKE NEW. I've driven Dodge D350's with New Process 4 and 5 speeds that the synchros were shot, had to crunch it into gear when up-shifting, yep, New Process is one of THE WORST transmission makers left in the US. I had two F-150's with NP-435's in them, bought the '78 slightly used, 22,000 miles I think, it crunched it's way into 3rd every shift up or down. The '87 F-150 I ordered out special with an NP-435 and around 35,000 miles it was crunching it's way into 3rd and shifting itself into nuetral when I backed off the gas. I did have a synchro replaced in the '78 F-150 NP-435 and found out the transmission shop knew WAY less about gearboxes than I did. ZF is Europe's equivalent to Allison, or Eaton, or Fuller of the Road-Ranger heavy truck fame. My ZF manual trans is still fine after 28 years, and half a dozen fluid changes, I took REALLY GOOD CARE of my F-250. The T-case and rear axle both got the same treatment. I think if ZF makes a bigger heavier duty 8 spd automatic it will be a fantastic trans for anything from half or 3/4 ton to 2-ton or heavier, much heavier. I always wanted something like an F-750 Ford medium duty as my daily driver.
Hey guys, could you do us a favor and ask the ZF engineers what they recommend for fluid services on their transmissions.. mopar likes to say “lifetime” fluid which anyone with a brain knows there is no such thing. This is a highly debated topic and using your contacts at ZF it would be great to do a video on this topic. I would really appreciate a response …. Thanks.
I would look through BMW forums, because the ZF 8HP is used in every RWD/AWD application since >10 years. There is an official fluid called "ZF Lifeguard Fluid 8" available in Germany, dont know about your location.
Things about the powerline: The transmission in both 6th and 8th is using only one planetary set to provide the ratio. That means that unloaded cruising should be that much more efficient, the 10 speed on the other hand overdrives two sets to achieve top gear, slightly less efficient.
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Right, you will get and extra one tenth of a mile per gallon.
Quite alot of heat is generated thru the planetaries, enough the transmission has to be cooled even in lock up. So given that...its not zero net increase.
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@@blackopsrocks The extra ratios that keep the engine closer to its torque peak will probably deliver better fuel economy especially towing heavy loads.
Yes, I'm just stating that mechanically it will be more efficient with one less planetary to run in top gear. On the ford 10 speed you run the planets on the first and third sets for overdrive, which is technically 16 points of gear to gear contact and some might argue thats stronger...I would argue it is just producing more heat beause 10th kicks down pretty much immediately with a slight amount of input. The ZF trans runs 8 points of contact through one drum output and the others are hydraulically clutched to direct drive. I like that, its better, provided the gears are slightly larger and getting enough lube to keep them cool.
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@@blackopsrocks ZF says their 8 speed is better than a 10 speed you know that's BS.
Never will make a comeback - the clutch and transmission yo hold that torque will have a heavy clutch and not be a nice smooth, quite transmission- features a automatic has. Plus not enough demand for a manual transmission.
The sell rate on manual transmissions, when they were available, was UNDER 1%. So, you think a manufacturer should waste money on an extremely low-volume option? Why?
Somebody is still going to have to explain to me how more and more gears make better fuel mileage when cruising at highway speed. Seems like it all comes down to the final drive ratio and parasitic power loss through the geartrain. I typically go up through the gears then stay in high gear for hours. The 7 or 9 lower gears, depending on which transmission, will help me make more mileage? Whatever. If the transmission wastes less power in it's gears, clutches, etc., now that makes some sense. But that has nothing to do with the number of gears available. I have a 6 speed currently and am perfectly satisfied with 6 speeds. Encouraging to see that Ram didn't jump on the 10spd bandwagon just because everyone else did.
Good stuff. As far as a cab update, if it isnt broke, why fix it. Ram has had class leading interiors for a long time. Their cab dimensions allow for excellent room inside. I think refresh is fine. Why waste money and just exactly what would you try and fix?
They just Can switch the ram HDs to the new cab already in use in the 1500. It is more roomy. Cost is not much as it is already being made /used in the 1500s for several years.
@@kennethobando5755 This might be a good idea, but remember that for room, they have the megacab. I sold my megacab as the overall length was a pain in tight situations. My HD cab is roomy enough. I would not want to compromise bed length or make a longer truck to accomodate a bigger cab. Just personal preference.
Ford has better seats than Dodge. We have Ford and Dodge 5500 and the Ford's are nicer to Drive. Only problem is that the Ford's break down all of the time.
I've taken a 2000 F-350 single rear wheel 7.3 L powerstroke and have all upgrades. Engine totally resealed and upgraded to 600 Hp with a stage 3 tranny with billet torque converter. Torque is well over a 1,000 flbs. No def no regen. Spent $20k and my truck is paid for and will outwork and outlast any of these new POS. It's not connected to my iPhone but it will run circle round the new ones.
This ZF 8HP automatic transmission is a gold nugget..... It`s used in Range Rover, VW Amarok, Jaguar and almost all BMW..... Not sure about Rolls Royce but I guess too. With a power output is really nice then you can have a lot of extra on the work truck.
Different transmission. Chrysler has been using the ZF since what, 2012? That’s similar to what is used in everything you mentioned. A decade plus in use. This is entirely different.
@@Tallnerdyguy Okay, new for me..... thanks But that is only for the gasoline engine, like V8!!..... There is a Chrysler automatic in the diesel jeep at least the older one.
ZF have been making reliable transmissions for all sorts of vehicles in Europe for donkeys years, tractors, lorries,vans,cars , there's some with ZF's in there.
I think it's still beneficial from an emissions and fuel economy standpoint. Diesels have a smaller rpm band to work with, and while they can technically pull fine almost anywhere within that, having finer control can help out.
@@ALMX5DP Like with electric motors, you don't necessary gain more control with more gears. Every time a transmission shifts, you create slip and loads and brief power skip that robs efficient power delivery. Beyond that, you also add complexity and weight. At some point, more gears just become diminished returns. And a small power band is exactly why you don't want more gears. The Cummins engine revs up to 3,000-ish RPM, but the meat of Cummins power band is even narrower, coming in at 1,600 RPM and dropping off at about 2,400 RPM. That's an 800 RPM window! How many gears can make you use of an 800 RPM?? This is not a Honda engine that revs to 9,000 RPM and where the peak of the power curve is in a completely different spot from the peak of the efficiency curve. A Cummins 6.7 is basically a low RPM tractor engine. It's designed to lug and work at steady load and low RPM. It does not need many gears to maintain peak efficiency.
@@justin_steen semi also only has like 1000 rpm gap from idle to redline, and are rated for twice the weight of the ram, and commonly have a higher gearing in the axles.
@@justin_steen That's not using the same logic. Semis might have plenty of low-end torque to use, but they also haul 80,000 pounds and have the aerodynamics of a house. They would make use of more ratios purely because they have more work to do. If you put a semi engine in your minivan, then you wouldn't need 18 speeds.
As for the future hybrid option, by 2027 Eaton will have a 48V mild hybrid option available for semi trucks. They already have a close collab here, as all trucks ordered with a Cummins get Eaton transmissions IMO we'll see something similar for ALL HD trucks soon thereafter
@@rapmeister1000people who drive a mega cab don’t mind parking out in the boonies and taking up two spaces to get a bigger bed we all want a bigger bed on that truck and I always park way out anyway because the truck is already hard to park and I’ve had a mega cab since 2008 I daily drive
@@Justthemow I own a 2015 Mega Cab. It sticks out of regular parking spaces as is. There isn’t always 2 parking spaces to take up, & in some places they will ticket and tow you for doing so. There are garages I have to park in where one with an 8’ bed would not fit, like when I go to the VA hospital. So no, we all don’t want the longer bed. What I see as the better option, would be a mid gate.
Only problem with many ZF transmissions is that they build a lot of sealed systems. Meaning 0 service ability, without removing the trans from the vehicle.
I have said this for several years now: I would sooner buy a battery-hybrid truck than an all-electric truck. Even if the battery could only get me a few miles of all-electric range, that kind of system would quickly add up to save me money on my short trips and short days.
My Nissan Frontier has the 9 speed, and I do all my highway driving in 8th gear. If I use 9th gear, it's constantly shifting, 8th gear is much better, and I still only turn 2000rpm at 70mph, and get 23mpg. I think manufacturers sacrifice drivability for an extra mpg.
My 6.7 came with 360 at 680 ft lb. That was perfect. Its 400 at 880 now and is efficient enough it lost 4 gallons of coolant and didnt overheat towing.
Ram is the nest truck out there hands down, ford's are absolutely hideous and chevys look just like a Toyota, everyone always trying to copy what mopar does
I can certainly see how with a 9+ gear transmission your gains will start to be smaller and smaller considering the increased cost and complexity that extra gears brings in.
The law of diminishing returns applies to almost everything, the advantage in power and efficiency is probably so small the extra complexity and possibility less reliability may not be worthwhile?
I currently have the ZF in a 2500 w/6.4 Hemi and love the tranny vs the RFE. In 2025/26 I will be looking to get a 5500/550 and will not be looking at diesel (been there done that, not again). Is there any info on the CA offerings for gas? I am hoping that RAM offers the Cummins gasoline engine as an option. I am a RAM boy from way back and it would be sad to eliminate RAM from consideration.
I posted this about the transmission over 2 years ago. I said they were going solely with the ZF transmissions for 2025 or 2026. Everyone said I had no idea what I was talking about. Well, I guess I do know what I'm talking about.
As a diehard megacab owner, i am realistic in understanding the new model 1500 cab has 1 inch more rear legroom and thus not likely needed anymore if they moved the entire line to the new cab
My dad has a 2021 ram 2500 Cummins and he is fed up with the DPF. He’s had nothing but trouble with it. He has no problem with the def though. He is looking for a gasser 1500 now. He is done with Diesel trucks with the emissions.
@@ta70615 It’s currently at the dealership getting new injectors at 50,000 miles because at least one of them was bad. The dealership couldn’t find the issue until last week when they drained the oil back down to full, took it on a 10 mile test drive and they saw a noticeable change in oil level. The DPF regen happens every 50 miles and sometimes it takes 50 miles to finish. He is going to either trade it in for a 1500 or sell it privately and get a 1500 once he gets it back.
Same, I bought a new 2023 F250 7.3L Godzilla. I will not buy a diesel with all the DEF crap that clogs up the engines. If you don't have a Cat to tow, go with a gas truck.
I am REALLY hopeful about these new transmissions. Ive been reading about them on the ZF website. They have a built in controller so theoretically you can utilize this trans with ANY of the electronically controlled transmission trucks especially the 3rd and 4th gens. I have a 2006 ram 3500 and flat out, i NEED this transmission for my truck. Ill never have to get rid of the damn thing nor will i ever have to worry about it crapping out on me.
If you purchase a new 450, 550 or above with a diesel in CACAfornia, you will need to smog the truck twice a year plus register it with CARB before registering it with DMV. In 2027, that diesel will need to be smogged four times a year.
That's crazy because they're already heavily detuned versions of the 3/4 & 1 ton models. My fire department has a fairly new detuned F-550 mini-pumper that's maxed out on weight & needs more power along with better brakes. It sucks that Ford doesn't make the F-600 in a crew cab.
About the cab updates: I’ve read that the HD trucks with get an update to the front and rear to emulate the 1500 truck, hence the camo in the pics. I’ve seen a few running around here in proximity to the Chelsea proving grounds.
@@slidewide1999 engine has no power I had a Hyundai Santa cruz pull away from me on the highway and I had the pedal to the floor, the transmission is shot won’t shift below 3rd gear until I’m completely stopped and try to get going it will rev up to 2500 rpm just sit there for 2-3 seconds then slam into first, the whole front end is shot both struts blown by 65k miles I never blew a strut or shock in my life, tailgate won’t open it just makes a weird noise and won’t open, the 12” screen is black half the time and doesn’t work, my phone barely connects to the truck, it used 6 gallons of antifreeze since new 2 dealers couldn’t find what’s going on with it, throttle response is horrible takes 3-4 seconds of pushing pedal for the truck to respond, e torque is shot when truck shuts off at a light and turns on to go it bumps truck forward then truck falls flat on its face and stops while engine revs and then It goes
@@16912outdoorsI have a 2004 Hemi. 310,000 miles. No engine lights on, no ticks, no clunks. Runs and drives every day. Sorry to hear that about your truck
One of the biggest things I noticed about the ZF is that it is capable of downspeeding. I the new Cummins is downsped in a similar way to the X15 , it could mean some significant increases in efficiency.
12:01 it could also work the other way and have a limited power adder via an electric motor. just something to give the vehicle some response while the boost is building. a decently easy addition is the vehicle already has 48 volt architecture.
I get that my Silverado is only 1/2 ton but equipped with a 6.2 L engine I get over 20 mpg on the highway unloaded. If I add weight to get it to similar weight of a HD truck it has very little impact on mileage. 16 mpg unloaded sucks.
ZF is probably the best transmission manufacturer in the world! RAM should have thrown out 68 RFE a long time ago and implemented something from ZF. Aisin, Toyota also knows how to use the most beautiful transmissions. Why did RAM rest specifically on the one that is.... unclear.
@@moparjr89 If I,m not mistaken, Ford & GM joined forces to develop these 10 Speed to save time & money. GM says branded by Allison. Not made by Allison. If you have a GM & they don.t have the part you need, go to the Ford dealer & they have the same part with the same number. Check it out? I stand to be corrected.
When they were building HDs in St Louis and Saltillo, the Mexican plant outperformed the US plant by every measure, including QC. That's not a rumor, that is a fact directly from an engineer friend.
I have towed thousands of miles with the Ford 10 speed. 2020 F450 and 2022 F350 both cab chassis. I have also towed thousands of miles in a HO 2022 Ram 3500 and a 2021 Ram 5500. Both Rams were better at towing heavy weight and also better mileage than the Fords. Not sure why people complain about the Aisin transmission. The Ford 10 speed may be better when not towing. But the Aisin is better when towing heavy.
I have a Ford 10spd with 2.7L . Three!! overdrive gears! I get better fuel economy in 9 or 8. I ordered mine with 3.73 gearing because of all the overdrives.
8 speeds is enough for the Cummins engine. The thing that struck me as awesome is the Down speeding capabilities. That one reason Semi Trucks are getting better mpg today. Pulling heavy loads it will be huge
Currently work for Frito Lay and our fleet is 75% cng. I'm going to say it's not a good choice for mpg, the diesels in the fleet get almost 9.5 mpg and the cngs get at best 5.5 mpg.
Who doesn't want more power? - Everyone who can count money. Silly question. We aren't talking about drag race fancy cars - we are talking about work trucks guys. Remember this!
I had a 2013 ram 2500 cummins with the 6 speed manual transmission . My dream truck . It broke down first day . Spent a week at the dealership and ran good for 6 months . Emission issues . Problematic for the next 3 years . Emissions , front end issues 3 water pumps , I had to delete the emissions so it would run . Soon as the warranty expired it started falling apart. I was choked . It cost me $88k Canadian to buy the truck new . After the warranty expired I kept it 3 more years then traded it off as It was a constant drain on the wallet for repairs. It only had 160k . I used the truck mainly for towing my snowmobile trailer to BC , and Montana . It had an easy life . The problems are too many to list but the biggest problem was the dealership and cooperate with warranty claims . I am forever turned away from any Chrysler product . They can keep their expensive junk .
I’ve also heard that Ram and Cummins made a mutual decision to no longer chase power numbers with other manufacturers and focus more on the engines exhaust brake, efficiency, durability and adaptability. I think that’s very smart. I hope it’s all true.
If true, that would be great. Who actually pulls 40k lbs with these new pickups? Nobody I've ever seen, and I always defend buying for potential capability instead of necessity.
@@JoshAllenberg Farmers/ranchers and hot shot guys tend to pull numbers that high and they are partially the target audience. With oilfield and other industrial settings, most guys can only load everything up to 26k max but the bigger number is kinda reassureance that the truck can be abused harder
@@randomoinkbomb most of the time that I've seen hotshotters or farmers towing super heavy, they go for a 4500 or 5500. Idk if the 3500s having higher ratings will cause them to downgrade their purchases, but I'm sure something other than tow rating will come into consideration
@@JoshAllenberg The 5500 gets lower rated power, for longer lifespan. The 5500 has dual tanks, heavy duty frame, payload of over 12k lbs, etc..
May have something to do with not being able to meet emission specifications at higher power levels but from a marketing point of view the longevity claim sounds good.
I’ll trade a 1,200 ft-lb engine for a 700 ft-lb 3-million mile engine any day.
Facts, the Cummins 12 and 24 valve is king of longevity
On Medium Duty trucks engines are derated from the factory. Ford gives them 250k mile engine warranty.
The HP/tq isn't what's killing the diesel engines today, it's the emissions systems.
@ShersGarage Ford does not have a 250,000 mile engine warranty, it's 100,000 miles.
Same. All I want is reliable. Period.
a P-Pump swapped 24 valve with a 4 door cab and a 6 speed manual... one can only dream
You can P-Pump a 6.7 😉
@@A1CanvasUpholsteringyes
@davidreynolds731 That was a statement😁
Like my ‘03
AMEN...
New truck owners today are either , “my truck is a luxury cellphone lounge” or “ my truck will pull a house to the Eisenhower Tunnel doing 75 mph and never downshift”. You’ll find both owners in the service area at the dealer.
True, because if your ego is bigger than your personality, you're gonna but the one model with all the bells and whistles.
I want to be a new truck owner in a few years and want to be "the mid teir midsized truck owner". $45K for a Colorado Trail Boss with most options for mid range offroading and towing 6K ibs toy hauler
I see these dimwits all the time 90!mph dragging a boat or camper with bicycle tires and wonder what happened after the crash. Florida and South Carolina just made those lifted pickup illegal .
@@RossMalagarie Toyota tacoma if you’re looking for that off grid or overland rig.
Lol😂
Ill still drive my 1st gen cummins with a nv5600 6 speed its simple , reliable and enjoy that old mechanical cummins. They should bring the manuals back.
Please bring manual transmissions back 🙏 simpler and more reliable
They should absolutely bring the manuals back, as long as you're willing to put up the 10s of millions of dollars to develop one suitable for this application.
not cost effective enough. bean counters look at cost to develop and how many are sold.
@@noobasdfjkl they had one up 2018 and it was good enough. just put it back on the market for 3 years and see the sales. if it sales enough, keep it in the lineup, if it don't, then yeah call it a day.
@@CabanonGuitarHero Lol, max torque rating for that manual was 610lb-ft. Mercedes doesn't even make that gearbox anymore. Again, are you willing to put up the millions of dollars so Dodge can buy the rights to it, build a manufacturing facility, and re-engineer the current trucks to accept this transmission? I thought not.
Diesel electric is THE preferred hybrid!! Locomotives have been doing this for a long time. Quite the marketing potential as well.
I'm 100% more interested in this than any EV
Checkout Edison Motors, if you aren’t aware of them.
Allison is testing these now at the GM proving grounds. 2 speed elect motors for even more range. They will be colossal. Won't even need diesel, gas will recharge it all just fine.
Could be done with a 3-4L I-6 diesel generator. That would be pretty cool. Ramcharger 3500?
Yea, I realized this isn't quite the same thing. A diesel electric motor is actually using a diesel generator to power an electric motor. Anyway, tinkering with these technologies is super cool, but will inevitably become waaaay outside of most folks' price range!
If the EPA and the DOT would be realistic and eliminate most of the federal regulations, we could have decent equipment that gets good fuel mileage and towing capacity.
The EPA and the GOV. r both stupid, when it comes too diesel,s
Delete it.
I build these engines for a living. It's so much fun seeing these new trucks and others that I've likely had a hand in building the engine.
Sure makes my old 2001 Ram Cummins seem tame with 235 HP and 460 lb/ft of torque. But never any issues with it when I sold it with 250K miles. My current truck a 2022 GMC Crew Cab with the 3.0 LM2 Duramax and I absolutely love that engine.
@@edwardpate6128 I went from a Cummins to a Hemi and I wanna go back to diesel. Those little LM2’s are quite the engine! I wish Dodge would have offered a better diesel option in their 1/2 tons. The ecodiesel and hockey puck shifter has completely turned me away
Love my lm2 but hate the def and electronics! It’s been in the shop about 4 times in 35,000 miles! 2 for def and 2 for electronic brakes. The def exhaust had a bracket that cut into the main wire harness or grounds and now it’s dangerous! Brakes went out completely doing 60mph 100yards before an intersection with red lights, if my wife was driving someone would’ve died
Those little diesels are terrible engines. Get rid of it before it hits 100k. They have serious design flaws.
@@jeffhall768 literally every engine has design flaws lol
They should bring the manual back!
Not in so ca traffic.
No one bought them. That's why they are no longer offered.
Used G56 Rams are going crazy on value because they're hard to find.
@@Kl0rk01 I have the 2008 Ram 4500 dump with the 6-speed manual. Automatics suck period. Then need to offer an Eaton 7 or 8 speed.
Swap in 6 spd yourself
Might as well just throw an ISX15 in there and call it good.
But where would you put the truck?
Isx is dogshit newer x15 or older n14
@@RyleyVelichka haha!! At least I didn’t say the 5.0 Cummins! N14 now that would be amazing
@@RyleyVelichkax15 is just as bad i had one eat a cam at 300k
@@RyleyVelichka until you delete the emissions and def she’s a solid motor
Been a diesel tech at master level for 20 years. I can’t believe people keep falling for these new trucks. I must have done something wrong in life. I can’t buy a +$100k dollar truck, delete it, and put it on marketplace next year. I mean I got rent and kids and insurance to pay for. Good thing I’m content not racing mustangs in my 3500hd that never had a trailer on it or even locked in 4x4. I somehow just keep making it through life with my 305 Chevy half ton and my 6.5 suburban. Crazy. Oh btw, you can buy a Mack MD for the price of a pickup. 😂
A new diesel truck starts around 50k which isn’t bad. Most people just want options.
@@josephsamsor1698 yeah maybe a single cab 2500 2wd. Don’t see many of those. I see mostly 2500 or 3500 dually with pretty loaded out trim. So most trucks sold I would bet are in the 80k range on up to 99k for a limited. You can get a 2024 Mack MD6 for 92k up to about 120k depending on application. My point is that these pickups are not worth what they charge. Not even close.
@josephsamsor1698I keep hearing of those 40k new diesel trucks on the interwebs just don’t seem to find it in real life. Seems like 1500 across manufacturers run about 50k 2500 65k 3500 80k 4*4 is not an option, it’s an absolute necessity. Everything else o don’t care about.
I don't want a new diesel unless it has the emission system removed.
Then you just won’t have a new diesel because emissions requirements aren’t going away anytime soon
Will never happen
Toyota still builds 70 series Land Cruisers with a mechanical injection naturally aspirated Diesel in markets with lax emissions standards
And I don't want a new gasoline car unless it's carburated.
Funnily enough, the emissions system is probably the only thing my dad hasnt had a problem with on his 21 f250. 😂
Trending in the right direction. Fix flaws in Cummins, replace the 68. And for all of us we need the DT cab.
issues needed to be fixed inexcusably
1. Grid Heater bolt
2. hydro lifters
the reason theres a standard OP is because the 68 can't handle any power at all. its the SAME engine, just tenued. nothing to do with wanting or needing more power in a HO version. Ram should have got rid of the 68RFE and Aisin in 2019 and went with the ZF like the Hemi HD did. absolutely ridiculous it took this long to get a decent trans.
My brother has the 68rfe 210k miles no issues so far mild tune 400 hp to wheel tow camper, cow trailer, atvs, and drive to work, not as much off road or severe duty as some of our other cummins but the trucks with manuals have needed clutches every few years and so have been more expensive than the 68rfe so in our fleet right now 3 trucks at 200k miles, the 68rfe lowest issues of the 3
@@adampetten1009
In the 6 seater crew cab configuration, Ram needs to figure out foot and shin/knee space on the front middle seat. I just got a new work truck and after realizing neither my feet nor my wife’s feet (she has small feet) fit between the dash and the little tray below the front of the seat and our shins/knees were right up against the infotainment system, I passed over the Ram and went with a different brand. I know that might seem small and knit picky but I feel like if you need 6 seats in a crew cab like we do with 4 kids, you want them all to be useable and comfortable without putting your feet and legs in super awkward positions, even if that front middle seat is hard to make very comfortable. I hope they improve this on the next gen as I know it’s better in the competing brands. I think the ZF 8 speed will be a great option to be paired with the Cummins and look forward to hearing how that pairing works in the real world in future tests and videos.
we went with a Ford for the same reason. Another thing Ram has to improve on other than leg room is adding a 3 point seatbelt for that seat. Ford and GM have a 3 point while the Ram still uses a manual adjusting lap belt from the 1960s.
Lower HP, fewer gears, 6-8 is ideal. Remember the KISS method. That’s what makes things last.
Any company who "keeps it simple" won't be in business for much longer in such a highly competitive market.
@@user-mh5qg5jb7dyou realize ram heavy duty trucks are more popular for heavy duty work
@@zackhaycraft8159Ford is the most popular. Not Ram.
Also ram is only popular for the cummins motor. Thats it. If ram would lose the cummins deal they would flop.
Ford is the biggest brand on the road. I prefer GM. But most people go for Ford.
@ ram heavy duty trucks are one of the most popular trucks on the road especially for work trucks the Cummins makes a powerstroke look like the Prius
I’d be happy with a 160 hp Cummins and a manual transmission. It would be nice if truck manufacturers would make a “work truck” option along with their soccer dad options.
the 2.8L cummins makes 180hp
There is no way anyone would buy a new Ram 2500 if the cab and bed is still the same as the one from 2010. It needs to be updated.
are they gonna fix the grid heater problem or leave that ticking timebomb there?
A great question.
They should do a colab with Banks like the Suburbans back in the day
There's already cheap fixes for that. It's not like a cp4 😂
I’m not a fan of all these higher speed transmissions. I bought a 2024 Chevrolet 2500 gas with the 10 speed Allison BRANDED transmission. Kept it 1 year and had too many issues. Was in the shop 3 times for 29 days. Got rid of it last week. 6 speeds are plenty in my opinion.
Great video as always. I truly believe that heavy duty trucks don’t need more than eight speed transmission.
I hope that they decide on a 290 Cummins with a 5X4 transmission.
Watching a lot of your towing vehicles in have noticed that a lot of trucks with 10 speed transmissions do not perform well on the downhill portion when your are trying to rely on engine braking to maintain your speed. At will be interesting to see how this engine and tranny performs on the downhill.
I think that's mostly because they dont manually shift it. I get their rationale for seeing differences in stock programming, but at the same time anyone towing should be familiar with manual control and the benefits it has for towing.
I don’t think this has been true on the diesels with exhaust brakes. TfL often doesn’t use cruise or manual shifting either which would often solve the issue where present.
They all perform “well”, better than a few years ago for sure, and some are better than others.
Well the 68 rfe was designed for a minivan. That’s probably why you see this dimwits stuck along the freeway with burned up transmissions. Towing weight for a passenger vehicle is not good. Never designed for it.
Ive found that even in a 2016 silverado 2500 with the duramax down, shifting the transmission helps tremendously with the exhaust brake
Boy how times have changed, I remember the first time the HO Cummins was available, in 2001, you could only get it with the NV5600 and that was 2500 or 3500
I had a 2001 with the HO and NV5600. What a great truck it was. Sold it, and it's still on the road with about 480000km on it now
My dad's first Cummins was a white 2001 3500 HO Cummins with a nv4500. 5 speed not the six. Had a 3.91 lsd 4x4 quad cab. But what an impression it left on the whole family. We all have mopars and Cummins trucks thanks to my parents. That truck felt so nimble and athletic. And so incredibly fast.
@@MoparGuy-x1r HO only came with the 6-speed.
does it matter when the average working man can't afford the overpriced computers on wheels.....that you can't even work on ???
Base price starts at $42,000.
Even my 2007 Duramax has more computers than I'm happy with. One bad ground and the whole thing wants to go down
@@DarkHorse08the average income cant afford a 40k$ vehicle though.
@@Dawson-dl5bz The average person does not need a 1 ton pickup truck…
@@Dawson-dl5bzthe average person who actually needs a ¾ or 1 ton pickup has a salary that CAN afford $42k though.
I see you have the 12”x12” foam squares for sound treating the room.
I had those for a while too.
You should look into making some rock wool panels. Huge, huge, huge improvement from the foam squares.
The foam squares made a minute difference. But 1 diy rock wool panel did more than an entire wall of foam squares
I have the ZF 8 spd in my 2018 Ram 1500, only have 16,000 miles on it, but I pulled a 24 ft tandem axle camper trailer about 6000 miles this summer with no problems, I keep forgetting to engage tow/haul mode but the ZF trans is so easy to force up-shifts or down-shifts by playing with the gas pedal. But I promise I'll engage tow/haul next time.
I've driven pickup trucks with 3 & 4 speeds, bigger trucks with 4 & 5 speeds and 2 speed axles, and bigger trucks still with a 5 spd main and 4 speed auxillary, and bigger trucks still with only 6 speeds, and others with 9 & 10 speeds
My '96 F-250 has the 5 speed ZF manual trans, and at 326,000+ miles it STILL SHIFTS LIKE NEW. I've driven Dodge D350's with New Process 4 and 5 speeds that the synchros were shot, had to crunch it into gear when up-shifting, yep, New Process is one of THE WORST transmission makers left in the US. I had two F-150's with NP-435's in them, bought the '78 slightly used, 22,000 miles I think, it crunched it's way into 3rd every shift up or down. The '87 F-150 I ordered out special with an NP-435 and around 35,000 miles it was crunching it's way into 3rd and shifting itself into nuetral when I backed off the gas. I did have a synchro replaced in the '78 F-150 NP-435 and found out the transmission shop knew WAY less about gearboxes than I did.
ZF is Europe's equivalent to Allison, or Eaton, or Fuller of the Road-Ranger heavy truck fame. My ZF manual trans is still fine after 28 years, and half a dozen fluid changes, I took REALLY GOOD CARE of my F-250. The T-case and rear axle both got the same treatment.
I think if ZF makes a bigger heavier duty 8 spd automatic it will be a fantastic trans for anything from half or 3/4 ton to 2-ton or heavier, much heavier. I always wanted something like an F-750 Ford medium duty as my daily driver.
Hey guys, could you do us a favor and ask the ZF engineers what they recommend for fluid services on their transmissions.. mopar likes to say “lifetime” fluid which anyone with a brain knows there is no such thing. This is a highly debated topic and using your contacts at ZF it would be great to do a video on this topic. I would really appreciate a response …. Thanks.
Zf does recommend fluid changes ram doesn’t because rams life is 60k miles then they don’t care
@@16912outdoors lot of truth to that statement. As long as it gets past warranty that’s their definition of lifetime… LOL
I would look through BMW forums, because the ZF 8HP is used in every RWD/AWD application since >10 years.
There is an official fluid called "ZF Lifeguard Fluid 8" available in Germany, dont know about your location.
Depends on the type of driving you do. Maintenance frequency is stated in the owners manual
@@tsd560ti6 thanks for the advice. That’s a great idea.
Things about the powerline: The transmission in both 6th and 8th is using only one planetary set to provide the ratio. That means that unloaded cruising should be that much more efficient, the 10 speed on the other hand overdrives two sets to achieve top gear, slightly less efficient.
Right, you will get and extra one tenth of a mile per gallon.
Quite alot of heat is generated thru the planetaries, enough the transmission has to be cooled even in lock up. So given that...its not zero net increase.
@@blackopsrocks The extra ratios that keep the engine closer to its torque peak will probably deliver better fuel economy especially towing heavy loads.
Yes, I'm just stating that mechanically it will be more efficient with one less planetary to run in top gear. On the ford 10 speed you run the planets on the first and third sets for overdrive, which is technically 16 points of gear to gear contact and some might argue thats stronger...I would argue it is just producing more heat beause 10th kicks down pretty much immediately with a slight amount of input. The ZF trans runs 8 points of contact through one drum output and the others are hydraulically clutched to direct drive. I like that, its better, provided the gears are slightly larger and getting enough lube to keep them cool.
@@blackopsrocks ZF says their 8 speed is better than a 10 speed you know that's BS.
All of the big 3 really need to bring back a 5 or 6 speed manual transmission. These automatics are getting way too complex.
Never will make a comeback - the clutch and transmission yo hold that torque will have a heavy clutch and not be a nice smooth, quite transmission- features a automatic has. Plus not enough demand for a manual transmission.
@@kennethobando5755 disappointing but absolutely all true. Hardley any demand at all. Thats why my newest truck is a 2000.
No demand because there isnt one 😂😂 🤡🤡🤡@@kennethobando5755
The autos are superior in nearly every way
The sell rate on manual transmissions, when they were available, was UNDER 1%. So, you think a manufacturer should waste money on an extremely low-volume option? Why?
Somebody is still going to have to explain to me how more and more gears make better fuel mileage when cruising at highway speed. Seems like it all comes down to the final drive ratio and parasitic power loss through the geartrain. I typically go up through the gears then stay in high gear for hours. The 7 or 9 lower gears, depending on which transmission, will help me make more mileage? Whatever. If the transmission wastes less power in it's gears, clutches, etc., now that makes some sense. But that has nothing to do with the number of gears available. I have a 6 speed currently and am perfectly satisfied with 6 speeds. Encouraging to see that Ram didn't jump on the 10spd bandwagon just because everyone else did.
10 speeds are a gift from God. They're always in the powerband.
More power means nothing. Fix the previous issues and make them more reliable.
CDJR is circling the drain. Stellantis is killing their North American car lines.
Their pricing strategy is for sure unsustainable.
Good stuff. As far as a cab update, if it isnt broke, why fix it. Ram has had class leading interiors for a long time. Their cab dimensions allow for excellent room inside. I think refresh is fine. Why waste money and just exactly what would you try and fix?
They just Can switch the ram HDs to the new cab already in use in the 1500. It is more roomy. Cost is not much as it is already being made /used in the 1500s for several years.
The new cab on 1500 is much larger than
@@kennethobando5755 This might be a good idea, but remember that for room, they have the megacab. I sold my megacab as the overall length was a pain in tight situations. My HD cab is roomy enough. I would not want to compromise bed length or make a longer truck to accomodate a bigger cab. Just personal preference.
Ford has better seats than Dodge.
We have Ford and Dodge 5500 and the Ford's are nicer to Drive. Only problem is that the Ford's break down all of the time.
@@488ci Ram have had THE industry standard interior for a half decade
I've taken a 2000 F-350 single rear wheel 7.3 L powerstroke and have all upgrades. Engine totally resealed and upgraded to 600 Hp with a stage 3 tranny with billet torque converter. Torque is well over a 1,000 flbs. No def no regen. Spent $20k and my truck is paid for and will outwork and outlast any of these new POS. It's not connected to my iPhone but it will run circle round the new ones.
No one watching this video gives a rats a** about your Ford. Stay on topic!
@@michaelsomales2264ok Cummins boys 🤦🤦🤡
@@michaelsomales2264 i care
Why not upgrade the radio so it works with your iPhone? That's cheap and easy
This ZF 8HP automatic transmission is a gold nugget..... It`s used in Range Rover, VW Amarok, Jaguar and almost all BMW..... Not sure about Rolls Royce but I guess too.
With a power output is really nice then you can have a lot of extra on the work truck.
Different transmission. Chrysler has been using the ZF since what, 2012? That’s similar to what is used in everything you mentioned. A decade plus in use.
This is entirely different.
Zf8hp is also in jeep, but the zf870 is thr newer iteration
@@Tallnerdyguyjeep is a part of chrysler genius😂😂😂
@@wyo_garage20 Okay, new for me..... thanks
@@Tallnerdyguy Okay, new for me..... thanks
But that is only for the gasoline engine, like V8!!..... There is a Chrysler automatic in the diesel jeep at least the older one.
ZF already has a plant in South Carolina.
Yep.
I worked on that plant!
Yess they do but they can't build the transmissions like we do or the quantity we do, we build all their 8 speed and 9 speed here in Indiana
Am looking at ZF transmission right now lol thy have built transmissions for years for tractors
ZF have been making reliable transmissions for all sorts of vehicles in Europe for donkeys years, tractors, lorries,vans,cars , there's some with ZF's in there.
Cummins don't need 10 speeds with where the torque curve is. V8s like more gears since they rev higher.
I think it's still beneficial from an emissions and fuel economy standpoint. Diesels have a smaller rpm band to work with, and while they can technically pull fine almost anywhere within that, having finer control can help out.
With that logic semis don’t need 18 speeds
@@ALMX5DP Like with electric motors, you don't necessary gain more control with more gears. Every time a transmission shifts, you create slip and loads and brief power skip that robs efficient power delivery. Beyond that, you also add complexity and weight. At some point, more gears just become diminished returns.
And a small power band is exactly why you don't want more gears. The Cummins engine revs up to 3,000-ish RPM, but the meat of Cummins power band is even narrower, coming in at 1,600 RPM and dropping off at about 2,400 RPM. That's an 800 RPM window! How many gears can make you use of an 800 RPM??
This is not a Honda engine that revs to 9,000 RPM and where the peak of the power curve is in a completely different spot from the peak of the efficiency curve. A Cummins 6.7 is basically a low RPM tractor engine. It's designed to lug and work at steady load and low RPM. It does not need many gears to maintain peak efficiency.
@@justin_steen semi also only has like 1000 rpm gap from idle to redline, and are rated for twice the weight of the ram, and commonly have a higher gearing in the axles.
@@justin_steen That's not using the same logic. Semis might have plenty of low-end torque to use, but they also haul 80,000 pounds and have the aerodynamics of a house. They would make use of more ratios purely because they have more work to do.
If you put a semi engine in your minivan, then you wouldn't need 18 speeds.
As for the future hybrid option, by 2027 Eaton will have a 48V mild hybrid option available for semi trucks. They already have a close collab here, as all trucks ordered with a Cummins get Eaton transmissions
IMO we'll see something similar for ALL HD trucks soon thereafter
Have you heard of 'Edison motors' ? They've already built a hybrid semi and patented builds. They even do pick up truck kits. Go check them out
Its not a mild hybrid. Someone told you a fun bag of BS.
They need a Mega Cab with an 8 foot box!!!
No, they need a proline van with an extra 8 foot bed added to the end; the perfect vehicle.
You’d never fit one in a parking space.
@@rapmeister1000people who drive a mega cab don’t mind parking out in the boonies and taking up two spaces to get a bigger bed we all want a bigger bed on that truck and I always park way out anyway because the truck is already hard to park and I’ve had a mega cab since 2008 I daily drive
@@Justthemow I own a 2015 Mega Cab. It sticks out of regular parking spaces as is. There isn’t always 2 parking spaces to take up, & in some places they will ticket and tow you for doing so. There are garages I have to park in where one with an 8’ bed would not fit, like when I go to the VA hospital.
So no, we all don’t want the longer bed. What I see as the better option, would be a mid gate.
A mega cab long bed is actually too long for a standard vehicle. It falls into the commercial category so it’s a bit complicated.
Great truck! I like the way UA-cam ran a Ford advert through the middle of it.
Limited will be 150k Canadian Probably
Already that much... Looked at one, 122k before taxes... So add about 15k to that, then finance it... 160k truck all day.
The current model 2500/3500 Laramie is around $191 000 Aus in Australia .
Unless you own a successful roofing company, who's dropping 160k?
Only problem with many ZF transmissions is that they build a lot of sealed systems. Meaning 0 service ability, without removing the trans from the vehicle.
and this is why i drive my 96 f350 7.3... it runs drives does everything i need its cheap.
Great truck!
@@rdallas81 Yep love it.
I have said this for several years now: I would sooner buy a battery-hybrid truck than an all-electric truck. Even if the battery could only get me a few miles of all-electric range, that kind of system would quickly add up to save me money on my short trips and short days.
Will there also be an option for a self-lifting cab in order to reduce maintenance and repair costs?
My Nissan Frontier has the 9 speed, and I do all my highway driving in 8th gear. If I use 9th gear, it's constantly shifting, 8th gear is much better, and I still only turn 2000rpm at 70mph, and get 23mpg. I think manufacturers sacrifice drivability for an extra mpg.
my 6 speed tacoma does that also, i keep it in 5th on the highway
Gimme that Powerline!!!!!
My 6.7 came with 360 at 680 ft lb. That was perfect. Its 400 at 880 now and is efficient enough it lost 4 gallons of coolant and didnt overheat towing.
Why and how did a newer truck lose 4 gallons of coolant????
RAM is killin it!!! 🏆👍👏🏻👏🏻
lol
Ram is killed for sure 🤣
No Stellantis is killing Ram!
Ram is the nest truck out there hands down, ford's are absolutely hideous and chevys look just like a Toyota, everyone always trying to copy what mopar does
I can certainly see how with a 9+ gear transmission your gains will start to be smaller and smaller considering the increased cost and complexity that extra gears brings in.
So Hemi lives on?
Hope so
Yeah, that wasn’t clear to me either
Yes unless they have been doing a good job at hiding an entirely new engine thats just for the trucks
Only in the HD rams.
The law of diminishing returns applies to almost everything, the advantage in power and efficiency is probably so small the extra complexity and possibility less reliability may not be worthwhile?
I currently have the ZF in a 2500 w/6.4 Hemi and love the tranny vs the RFE. In 2025/26 I will be looking to get a 5500/550 and will not be looking at diesel (been there done that, not again). Is there any info on the CA offerings for gas? I am hoping that RAM offers the Cummins gasoline engine as an option. I am a RAM boy from way back and it would be sad to eliminate RAM from consideration.
I posted this about the transmission over 2 years ago. I said they were going solely with the ZF transmissions for 2025 or 2026. Everyone said I had no idea what I was talking about. Well, I guess I do know what I'm talking about.
Will the average recreational tower realize a difference between 1000lb-ft and 1200lb-ft towing their 8k TT? I doubt it.
ZF makes great transmissions, they build a lot of them for heavy equipment.
When is the 2025 Ram 1500 Hurricane Ike Gauntlet videos coming?
We published a Hurricane Ike on the 2025 Ram 1500 Rebel.
They did it at the begining of june and its coolant temp hit 249*F on a 59*F day.
They never posted it on their website, just UA-cam.
@@TFLtruck Why didnt you ever post that video on your website?
As a diehard megacab owner, i am realistic in understanding the new model 1500 cab has 1 inch more rear legroom and thus not likely needed anymore if they moved the entire line to the new cab
How about the 2025 Ramcharger plug-in hybrid?
Is there any more info on it?
That is basically a 2500 and it should launch in the late winter or spring
Hey Hemi 6.4 with 8 speed ZF is perfecto
Put that HD ZF as option when ordering
Nice update
I wonder if either of these guys ever worked for a living
Paccar is using the Powerline, labeled as TX8, in Kenworth and Peterbilt medium and medium-heavy trucks.
Now your talking diesel hybrid would be best of all worlds.
I'm looking forward to seeing the new set up
My dad has a 2021 ram 2500 Cummins and he is fed up with the DPF. He’s had nothing but trouble with it. He has no problem with the def though. He is looking for a gasser 1500 now. He is done with Diesel trucks with the emissions.
Wait till his turbo goes out
Why so many issues with it? I traded my 2017 Cummins with 58k miles on it for a 2024 and had zero issues with anything.
@@ta70615 It’s currently at the dealership getting new injectors at 50,000 miles because at least one of them was bad. The dealership couldn’t find the issue until last week when they drained the oil back down to full, took it on a 10 mile test drive and they saw a noticeable change in oil level. The DPF regen happens every 50 miles and sometimes it takes 50 miles to finish. He is going to either trade it in for a 1500 or sell it privately and get a 1500 once he gets it back.
Same, I bought a new 2023 F250 7.3L Godzilla. I will not buy a diesel with all the DEF crap that clogs up the engines. If you don't have a Cat to tow, go with a gas truck.
My state doesn’t do emissions so I’m having mine removed
I am REALLY hopeful about these new transmissions. Ive been reading about them on the ZF website. They have a built in controller so theoretically you can utilize this trans with ANY of the electronically controlled transmission trucks especially the 3rd and 4th gens. I have a 2006 ram 3500 and flat out, i NEED this transmission for my truck. Ill never have to get rid of the damn thing nor will i ever have to worry about it crapping out on me.
Just bring back the manual transmission!!!
Just lock out your gears
@@JamesHootsnot the same plus they aren't as durable or as cheap to fix as manuals. A new clutch vs a Trans rebuild is nice
Tom cruise is on the podcast again!! Truly amazing!
Heck yea !
@@TFLtrucklol awesome!
If you purchase a new 450, 550 or above with a diesel in CACAfornia, you will need to smog the truck twice a year plus register it with CARB before registering it with DMV. In 2027, that diesel will need to be smogged four times a year.
That's insane
Or, move out of Cali to free America.
That's crazy because they're already heavily detuned versions of the 3/4 & 1 ton models. My fire department has a fairly new detuned F-550 mini-pumper that's maxed out on weight & needs more power along with better brakes. It sucks that Ford doesn't make the F-600 in a crew cab.
Move out of that comie land
CA is absolutely crazy...What a bunch of nut jobs....
About the cab updates: I’ve read that the HD trucks with get an update to the front and rear to emulate the 1500 truck, hence the camo in the pics. I’ve seen a few running around here in proximity to the Chelsea proving grounds.
Have they fixed the failing Bosch cp4 failing fuel pumps?
Cummins stopped using cp4 pumps a few years ago
Ram supposedly stopped using the CP4 after many failures and went to CP3. Chevy uses Denso. Ford is still on CP4 🙄
Nah, they just put cp3 back in
They are recalling all ram with cp4 .call ur local dealer to swap back in cp3 with no customer cost.
They used the CP4 in 2019 and 2020 only
As I recall ZF made transmission for Chrysler in 1960, They made a 4 spd trans for the Chrysler 300 F.
That transmission came from Pont-a-Mousan, a French company. Only a handful of 300Fs were made with that tranny.
My 2022 ram is the first and last ram I ever own. Its a complete pile of s**t
I'm keeping my 1995 12 valve, it's not very fast, economical or a good automatic transmission but it doesn't give me problems. Had it 25 years now.
What’s wrong with it? I have a 22 2500 with 20k and 5k towing 12000 pounds, it’s on 35’s and has been flawless.
@@slidewide1999 engine has no power I had a Hyundai Santa cruz pull away from me on the highway and I had the pedal to the floor, the transmission is shot won’t shift below 3rd gear until I’m completely stopped and try to get going it will rev up to 2500 rpm just sit there for 2-3 seconds then slam into first, the whole front end is shot both struts blown by 65k miles I never blew a strut or shock in my life, tailgate won’t open it just makes a weird noise and won’t open, the 12” screen is black half the time and doesn’t work, my phone barely connects to the truck, it used 6 gallons of antifreeze since new 2 dealers couldn’t find what’s going on with it, throttle response is horrible takes 3-4 seconds of pushing pedal for the truck to respond, e torque is shot when truck shuts off at a light and turns on to go it bumps truck forward then truck falls flat on its face and stops while engine revs and then It goes
@@16912outdoorsI have a 2004 Hemi.
310,000 miles.
No engine lights on, no ticks, no clunks.
Runs and drives every day.
Sorry to hear that about your truck
One of the biggest things I noticed about the ZF is that it is capable of downspeeding. I the new Cummins is downsped in a similar way to the X15 , it could mean some significant increases in efficiency.
I wonder what this versions fatal flaw will be??? My KDP on my 12 valve was an easy fix 👍
1 thing I do know is, it will cost a lot.
I didn't even do the one in my 97 yet with 170k on it
@@petek6522 mine had around 200K on it and the pin was barely sticking out HOWEVER I sleep much better at night now
I put 505,000 on my '94 that I bought new and never got around to doing the kdp.
@@user-pgchargerse71 I’ve heard the KDP is mostly urban legend but the thought is scary enough to warrant doing it ha. The alternative is SCARY
12:01 it could also work the other way and have a limited power adder via an electric motor. just something to give the vehicle some response while the boost is building.
a decently easy addition is the vehicle already has 48 volt architecture.
I get that my Silverado is only 1/2 ton but equipped with a 6.2 L engine I get over 20 mpg on the highway unloaded. If I add weight to get it to similar weight of a HD truck it has very little impact on mileage. 16 mpg unloaded sucks.
it is probably the tires. my f250 and f150 tires have a pretty big difference
If Ram installed Allison transmissions in the beginning, they would be dominating truck market.
They could not though because gm owned them
ZF is probably the best transmission manufacturer in the world! RAM should have thrown out 68 RFE a long time ago and implemented something from ZF. Aisin, Toyota also knows how to use the most beautiful transmissions. Why did RAM rest specifically on the one that is.... unclear.
@@moparjr89 If I,m not mistaken, Ford & GM joined forces to develop these 10 Speed to save time & money. GM says branded by Allison. Not made by Allison. If you have a GM & they don.t have the part you need, go to the Ford dealer & they have the same part with the same number. Check it out? I stand to be corrected.
@@keither7731 The HD 10sp wasn't CO Developed. GM and Ford work together on the light duty 10sp.
Just yet again one of many YT videos hyped trying to predict future vehicles with no factual info. Why can’t UA-camrs wait until then have the facts?
Gotta get them views man everyone knows that!!! Even if it's all speculation and half truths.......
Because you clicked on it.
Totally agree , bla, bla,bla, might as well be 2 broads discussing a soap opera on tv
@@randymengler540 🤯🤣🤣🤣
Got my popcorn ready..
Just getting tooooo expensive
When you do the MPG loops, if you use Premium, you will definitely see even more improvement in fuel mileage! Guaranteed!!!
A litle late to this news TFL.
If it’s truck news and TFL has not reported it….is it news?😉
@@TFLtruck Yes, your arrogant always-late-to-the-show “news” channel.
@@H-RutherfordHill Why even bother commenting then?
I'll drive a Ram any day despite what people say. My next truck someday when the price go way, way down is a high output Ram 3500.
Stellantis moving in for the kill. Maybe Elon Musk has some spare change to salvage Chrysler and Dodge? It’s pretty obvious what the end game is. Sad.
Have they fixed that heater grid bolt failure on new trucks?
Made in Mexico means much lower quality. The plants reliably turn out substandard products.
When they were building HDs in St Louis and Saltillo, the Mexican plant outperformed the US plant by every measure, including QC. That's not a rumor, that is a fact directly from an engineer friend.
Ya Americans are such hard workers 😂😂😂😂
Tell that to toyota.
After driving over 700,000 miles in my 2011, completely disagree!
@@jeramiahshastid6041 also means they are rapists and murderers, no?
I have towed thousands of miles with the Ford 10 speed. 2020 F450 and 2022 F350 both cab chassis. I have also towed thousands of miles in a HO 2022 Ram 3500 and a 2021 Ram 5500. Both Rams were better at towing heavy weight and also better mileage than the Fords. Not sure why people complain about the Aisin transmission. The Ford 10 speed may be better when not towing. But the Aisin is better when towing heavy.
I have a Ford 10spd with 2.7L . Three!! overdrive gears! I get better fuel economy in 9 or 8. I ordered mine with 3.73 gearing because of all the overdrives.
8 speeds is enough for the Cummins engine. The thing that struck me as awesome is the Down speeding capabilities. That one reason Semi Trucks are getting better mpg today. Pulling heavy loads it will be huge
I’d say Ford definitely needs to update its 10 speed transmission since the hotshot guys are having lots of issues with them after 80,000 miles
Don't they all drive Ram with Cummings, maybe you got them mixed up.
Cummins. There is no G
Currently work for Frito Lay and our fleet is 75% cng. I'm going to say it's not a good choice for mpg, the diesels in the fleet get almost 9.5 mpg and the cngs get at best 5.5 mpg.
you got my hopes up when you said new transmission. I was hoping they were bringing back a manual :(
Who doesn't want more power? - Everyone who can count money. Silly question. We aren't talking about drag race fancy cars - we are talking about work trucks guys. Remember this!
I had a 2013 ram 2500 cummins with the 6 speed manual transmission . My dream truck . It broke down first day . Spent a week at the dealership and ran good for 6 months . Emission issues . Problematic for the next 3 years . Emissions , front end issues 3 water pumps , I had to delete the emissions so it would run . Soon as the warranty expired it started falling apart. I was choked . It cost me $88k Canadian to buy the truck new . After the warranty expired I kept it 3 more years then traded it off as It was a constant drain on the wallet for repairs. It only had 160k . I used the truck mainly for towing my snowmobile trailer to BC , and Montana . It had an easy life . The problems are too many to list but the biggest problem was the dealership and cooperate with warranty claims . I am forever turned away from any Chrysler product . They can keep their expensive junk .
No manual transmission, no sale. I'll keep my old truck running. Can't beat that 3rd pedal.
As with any zf/mopar adaptation, make sure to follow the mercedeze maintence schedual.
My 1968 Chevy C-10 put a whooping on Trans Ams and Oldsmobile Cutlasses and all it had was a slip and slide Power Glide two speed auto .