Hope you enjoyed the video, I did want to add that you CAN order a standard cab with a Cummins engine. But it HAS to be a 4x4 (which tripped me up). A 2024 Standard cab 4x4 Cummins has a max payload of 2,810lbs meaning either way you look at it, technically we are still losing payload on the 2500 diesels. Sorry for the confusion!
That figure is truck, trailer, and load. The truck and trailer could weigh from 14K or up to 18K, depending on the size of the trailer one might own. Then there's trailer axle rating. There's more math involved than what is let on. But the truck is not pulling a 36,000 lb load.
I agree with you and it’s a combined weight but to the other guys point 36k is almost half of what a semi can legally weigh rolling down the highway. It blows my mind someone would want to pilot a 1 ton truck with that kinda of weight. Getting it moving is the easy part stopping it is a whole different story. I have ran service trucks (Pete and Kw) that weight around 30K and they do not stop and the air brakes on those trucks are much larger then the brakes on a 1 ton truck. It just amazes me that the DOT has not cracked down on the amount of weight these people with no training are capable of towing down the road.
You’re spot on with the rear end gear ratios. For people such as myself who tow heavy on a daily basis, a 4:10 gear ratio would have been nice for them to offer. Multiplying that torque in the differential really reduces the wear and tear on your drivetrain.
Does moving the point at which torque multiplication occurs really save components coming before it? I have not heard that before and am super curious if there have been studies or experiments to show wear differences.
@ I’ve had two trucks over the last few years that I’ve regeared. I had a 2015 super duty that I put 4.56 gears in. And the last one was a 2014 tundra that I put 4.88 gears in. Driveability was significantly improved. And it really didn’t hurt much of my fuel mileage even with larger tires. But using a good shop cost quite a bit. Just bought a new ram 2500 with the hemi. I made sure to buy it with the 4.10 gears so I didn’t have to re-gear. 80 mph and 35 inch tires I run a hair under 2200 RPM. 14.5 MPG.
24 DRW had a max towing option which had 4.10 & bigger brakes. 2500 price increase isn't bad bc diesel option went up to about 24 HO price. I'd say the 25 2500 payload weak link is the coil spring since it has the same power train as 3500. Once again I'm happy I bought a 24 HO
@@sledforpeaceYup! I ordered a Super Duty with 10,000 pound GVWR so I don’t need a dot physical or card. Don’t need company name on sides of truck. Way less rules and regulations, and I still have 2,800 pounds payload because I went with the 7.3 Godzilla gas engine.
Ram is clearly ok with being solidly in last place.The problem with that is they are still priced like a top dog truck w modern technology. No heads up display on premium models, no massaging seats on premium models,( both available on the Ram 1500),busting the 10,000 lb gvwr limit so owners will now have to go thru DOT inspections when using the truck for business purposes traveling without a trailer, they did that for a lousy 190 lbs . Just dumb, the frame ,and cab is still from 2010 ,tiny windows,small windshield opening wierd sized rear doors ,too small or too big cab options, the bigger still not available with an 8 ft bed,, the smallest short bed, the lack of 3.73/4.10 options are just a slap in the face,and will push even more 3500 dually heavy hauling buyers to Fords. Ram is just a mess they should be priced a lot cheaper than their competitors,but they are not.
I've always enjoyed your channel. I recently fell for the Ram brand with the Cummins engine. I must say I can't help it I really enjoy my 2019 Ram 2500 with the Cummins. It's loud, it taps because of the lifters and heck it needs a new DPF filter, but still, I'm a sucker. Your channel helped me on my purchase and maintaining the truck. Oh, and I know everyone seems to think these are a male only purchase... not so. :)
You sound like you are not aware of why Ram is keeping the 2500 GVWR at 10,190 lbs? The reason is to give the customer a choice of not having to pay for in registration fees and have to do more paperwork for vehicles with GVWR over 10,500 lbs, a requirement in some states. Supposedly, some HOA's also charge additional fees for vehicles exceeding 10,500 GVWR. GM and Ford have exceeded that number, as you have pointed out, so a customer purchasing a 2500 will have to pay those additional fees. Ram is at least giving the customer a choice. If you want the higher payload capability and don't mind or you need the additional GVWR, then you can get the 3500. Pretty simple, but so many seem to be confused.
Yes but GM (and possibly Ford but I don’t know for sure) have it where you can choose whether or not you want a GCWR of more than 10,000 on your 3/4 ton. People are upset because Ram didn’t offer the option for so long, and now that they do, you only get 190 lbs while getting a lower payload number.
Very good points, I'm aware of the implication of having north of 10,000 lbs GVWR. I guess it would of been nice to have the option of having a higher GVWR if you wanted to pay for it like Ford and GM offer.
@GettysGarage I hear what you're saying. But at that point, I would just get a srw 3500/350. I own a carrier LLC HotShot and RV hauler company. At the point you tow up to near 20,000 pounds frequently enough you'd be better off with a 3500/350. The things you'd tow often enough at that weight are not common amongst many pickup owners. Few fifth wheels get to that weight and the ones that exceed it you wouldn't be towing with a 2500/250 anyway. Although their are a couple that require a payload that would see a benefit from that weight. That leaves a gooseneck or bumper pull with cargo that together reaches close to 20k pounds. Finally it's also a nice deterent. You wouldn't beleive how many Ford guys I've seen in an f250 overweight on the hitch and payload because they pushed the limits instead of getting a 350.
@ I feel like the guys that are buying 2500/250 trucks, really don't know what they are buying. They are mostly first time heavy duty buyers that are not informed on towing requirements and practices. I was one of those guys. I bought a 2500 and when I started towing heavier loads and had to consider tongue weight or even payload capacity with a pallet of stone, I was regretting not buying the 3500. Getting a 3500 for $1000 more is a no brainer.
I don’t think a single Ram drivers gives a toss about how loud it is. Most of us will rip the EPR and switch to a 5inch straight pipe as soon as the warranty is done.
The cost of trucks has gone ballistic! I’m in Canada as well and I ordered a 2024 GMC sierra last year. Double cab(I prefer the 6.5 box) in the elevation trim with the 2.7 turbomax. I get the employee discount and out the door I was almost $90,000!!! Now that did include an extended warranty that was very pricey and an interest rate of 2.9% but it was a shocker seeing that receipt! 😅
Great video, I await the actual towing video to see if there is truly a towing difference with the 8 speed ZF and the slight power increase, I am somewhat doubtful, but one can always hope.
I still haven’t seen anything direct from Cummins about the move from the CGI block back to grey iron. The Cummins website lists the new 2025 engine as having the exact same weight as previously (1070lbs).
0:45 well, at least you'll be more than ready for the next unveiling when they hopefully release a new chassis (and maybe the 7.2?) in the next couple years lol
As so many truck (both half-ton & HD models) now have turbo chargers can you do a video about the different types, which vehicles are more reliable and how to look after the turbo charger to make them last as they are very expensive to replace.
Cast Iron is not stronger than CGI. Cummins just didn’t know how to implement it correctly. CGI is 75% stronger and 75% more rigid than regular cast iron. Just because Cummins sucked at implementing doesn’t mean it’s suddenly not as strong as cast iron. Cummins is by no means perfect like many think.
It's not like CGI is doing anything for them. The weight savings are barely worth it, and its not the the cast iron blocks weren't holding up to time. If it just adds to the production cost, what's the point?
@@timothyparrucci809 They used CGI and then cut corners. They hollowed out huge areas around the main caps so the block was still able to flex it just wasn’t done correctly. Other manufacturers don’t have the issues Cummins did.
I could be wrong, I was told that because of more tooth engagement with helical style it can transfer more load/torque with less force applied to individual teeth making helical cut a more durable option. Maybe on pure strength the straight cut is a better option. If that makes sense.
At the end of the day a 2500 is for the person who could make a 1500 work but they need more payload for the family and RV or a contractor that wants more durability. If you’re towing anything big 3500 is your only choice.
@@jeremytownes3881 it’s full name is the ZF Torqueflite HD 8AP1075 so sounds like it’s rated for the 1075lb-ft this thing makes. Think earlier rumors or information didn’t have the exact model number yet.
I just went on RAM's website and built a 3500 dually and it shows you can choose 3.42, 3.73 & 4.10 when building a truck. I wish they could get rid of the EGR or pull the exhaust after the DPF.
It's a first year 8 speed truck transmission. Never buy a first year anything. Be patient and we'll see the 2026 will be better from learning on the 2025 mistakes. I believe they'll make some positive adjustments. I have a 2014 2500 and love my truck. I tow a 16,000 pound 5th wheel trailer with no problems. Over 200K.
This Powerline ZF 8-speed has been in school busses and delivery trucks for over 10 years. The only thing different is the installation in this series of trucks.
A set of front & rear ring and pinion isn't that expensive if it's that important to you. I'd be happy with capability of a mid 2000's truck if it brought the price down... .... I'd settle for the 4.5l I 4 at this point..... What in really excited to see is the Cummins octane.
Glad I'm not the only one disappointed. Ram needs more HP and torque. IF they have hit the max out of the stock 6.7 (in stock configuration) then change the displacement.
@@DUDEWithDODGES I’ve always been the opposite when it came to these modern powerful diesels. I always wondered how to derate one to the commercial spec, like taking this Cummins to the chassis cab tune which is 360hp and 800lb-ft. I envision that is done to help improve reliability and longevity and since that’s already tons of twisting power for towing 30k lbs than I feel I’d be just fine with it.
I mean I’m not unhappy about the power figures, you still want something reliable at the end of the day. But it would of been nice to see the GvWR go up on the 2500
Everything depends on the way you use the truck. Most people will never be towing those astronomical numbers. For me, as a rancher towing hay, livestock trailers, and equipment, I will go for the superior dependability of the Cummins. Of all the diesels I’ve owned, it has been the best hands down for reliability and durability.
googlefoo says the zf8 first gear is lower than a 10rford transmission first gear, so rear axle ratio isnt the only thing to reference and can be higher. sure there should be multiple options, probably custom orderable
The accessories on the B6.7 like the air compressor and the ps pump aren’t that hard to change on with the timing in the rear they are right on the side of the block
Outside of the low gear ratio in the 3.43s, what else drives the low payload/capacity? Is it a matter of strengthening the suspension?? Like you said, that motor should be good for more.
I did see that! I thought it was a mistake but I've gone back and it seems multiple sources are reporting 405 hp. could be testing or yes potentially some emission thing slightly dropping power figures
I wonder if now that they have the new cummins for almost 13,000. If they'll then add the 6.7 gas cummins for around 6 to 7 thousand dollar option which I feel would sell really well at that price being that the diesel would be twice as much and they would still keep the 6.4 as there base engine to keep pricing lower and people would opt for the gas cummins more in 2027 due to the new epa regulations that will change the diesel market so much that the gas cummins would seem very appealing.
With stalantis having its issues with pricing and going into the red of not selling vehicles hopefully the prices will come down soon within reason along with everyone else in the industry of vehicles.
I would argue that you are buying a HD truck for towing & payload performance and not necessarily fuel economy. Decent MPG is a bonus but not at a sacrifice to towing & payload. I agree that RAM needs to give gear ratio options. Someone who wants max towing probably should go with Ford.
If Ram used the ISB 4.5L 4cyl in the 2500. Fuel economy and payload would increase. My wife has a 2018 Ram 2500 Crewcab Tradesman 4wd 6.7L Cummins beast. The 370hp and 800#/ft torque before the Bank's Monster Ram, is plenty. The payload is a little over 2200lbs. Which is fine for the 4Wheel popup camper we carry. Towing our Jeep JLU behind on camping adventures. Since her truck has slightly less than 42k miles, I find a new truck a poor option. I will likely get a Powerline ZF 8-speed installed. Because I like the way the 3.92 ratio works with the ZF 8-speed in my Ram 1500, 4.10 gears and 35" tires would probably get added too.
Not cummins related, but if you look at the 24 models the 6.4 is called an mds engine and the 25 is the 6.4 HD engine. Also 24 is listed at 410 hp and the 25 shows 405 hp. They dropped the power?
Payload goes down, price goes up? C’mon Ram, get it together man. Carlos is gone and you have the best diesel powertrain in a light duty truck as a starting. it’s your time to SHINE again!
Stressing towing numbers on a 2500 is kinda silly as its intension is a smoother ride while capable. For the sake of beating its competitors numbers If the truck starts shaking on rough stuff unloaded its no longer a 2500. My 2 cents as a 04.5 2500 Cummins owner.
I think they are keeping numbers in an acceptable range for safety. People tend to overload their trucks and there seems to be a cargo capacity race going on between the big three. The numbers seem realistic and will likely keep real contractors to heavier duty units. In most cases a single axle is limited to the tire rating and the huge numbers they (big 3) have been using are obviously pushing physical boundaries on our roadways.
its not pushing road boundries 80k+ lbs semis roll down them every day these pickups r nothing. ram just playing it safe as far as towing these trucks can really tow more than what they rate them for but braking is a factor in it all too. i hoping ram is starting to lean towards more reliability cause theyve been slipping. that might be a reason for lower tow numbers too derate towing to keep the reliabilty higher.
@@fishonalbertaoutdoors9761 looks like the one your referring to the loaded camper weighed more than the trucks rated for. so that's not the trucks fault.
Thinking of getting a 2025 Ram 3500 Tradesman Crew Cab 4x4 DRW for $75k at the end of the year. Been looking for awhile and was going to get a 2023 F350 HO with 26k miles for $56k but someone else bought it. If I'm going to spend over $50k I might as well get something new and I don't want to wait until 2026-27 and the emissions and warranty changes take effect and any kind of diesel is 6 figures. Would have preferred to get something older but even the duallys only have a 15k lb towing capacity. Thought about a 2024 but they are literally the same exact price and if they are the same price I'm going to wait for all the 24's to sell so I can get into a 2025 for the same price. Can get a 2024 F350 dually for $76k and can't find any prices for 25's yet and if it is cheaper I will go with Ford I really like the dual batteries which isn't even an option for the 2025 Ram's anymore.
@WireEd1966 That is why @mordeth1964 is annoyed, you explained it correctly but the poster of the video does not explain it correctly, and that reaches a wider audience with incorrect terminology, leading people to end up possibly sounding like idiots within their friend groups when explaining something related. That is all easily avoidable by simply explaining ratios correctly in this case
Yeah I caught that too that reminds me of flashpoint like propane and natural gas has a low flash point and diesel fuel and kerosene has a high flash point
nobody really asked all the right questions to the engineers during the unveiling. 1. Fuel pump. 2. Lifters. 3. Transmission and rear gearing. 4. Towing and pay load. 5. Glow plugs solves the grid heater pretty much. That would have been my questions in order of importance lot of the bigger truck reviews channels are just paid actors how many of them make a living operating the equipment they review? some but definitely not the majority.
As some other RUclipsr mentioned, the Ram chases is probably the limiting factor, and this is why we don't see higher rear end ratios. I think Ram has done enough, basically the 8 speed transmission, to keep it in competition with the other two. For the next jump in towing performance we will probably have to wait until the new cabs finally arrive, and maybe then we will also see a 7.2L cummins diesel and gas options.
@@jackprick9797 supposedly there's a bunch more epa emissions regs coming up in 2027 surely they took that into account with this updated 6.7 cummins I wouldn't think they'd change a bunch of stuff on a motor just to scrap it 2 years later
@ probably not, but it depends on sales too. If no not enough sales, then they may move some redesigns up. A few years back, What really got a lot of people buying Rams was the class leading torque numbers and the interior. Ram knows it Ford knows it. To make that happen again, Ram is going to have to at least equal the HO power stroke 1200 ft lbs. No one needs 1200 ft lbs in a light duty truck but that’s all everyone can talk about.
@@jackprick9797 i agree far as I'm concerned every brand has tons of power im more concerned about reliability ill take something with a 100hp less if I ain't got to have it repaired for 200k miles. currently I have a new ford that's been a pos and I'm considering ram or chevy but worried about reliability on those too.
@@GettysGarageSo the way I see it the final gear ratio of the ZF 8, the Alison, and the 68rfe, are close to the very same. That means once cruising with my. 16K RV load plus gear in my dually ram would be shifting to lower gears frequently at the least incline AND lugging badly at 55-60 mph speeds on regular highways OR shifting constantly or I guess be locked out to the 5th or 6th gear. I have 3:73 gears and have 2014 SO dually and it loves 1800 rpm as for as temps and throttle position everything. 3:42 gears would be for me a step backward. I can’t believe the higher HP and torque will “make up that difference” to now tow at a final drive ratio between 1500 - 1650 rpm in final overdrive gear (50 -70 mph). Maybe I am wrong. I think they are chasing mileage at the expense of tow-ability for a 3500. I run factory size tires.
I'm starting to think that the 6.7 Cummins is getting close to the end.The powertrains they have now are turning the engine way too high.The New transmission is at best you get two underdrive gears but probably is going to be one underdrive and an extra overdrive. So you'll be running triple overdrive and the combination with the gearing keeps the engine rpm down in its power band.
I was kind of talking more on the inline 6 on RPM range. With the way the transmissions and gearing are getting set up lately. Basically more overdrive gears, higher gear sets are turn the engine RPMs past 2,000 to 2500 on an inline diesel. I just don't think it's too long for this world at the highway speeds we run.
There’s nothing wrong with the payload imo with the 2500. It does what it’s supposed to do. If you need more, get the 1 ton. 99.9% of these trucks will never carry 2500lbs of groceries. If you need to pull more than 36k lbs, just get a tractor with air brakes…there’s no substitute for air brakes and double frames.
You're ignoring the GCWR limits in the US where most of these trucks are sold. You need to get a commercial drivers license to fully take advantage of the Ford and GM products. The RAM chassis can easily handle the weight, but once you go over 26001 lbs you're in a different licensing scheme, state registration scheme, insurance scheme, emissions scheme for some states. If you need more payload and towing RAM offers products for that. But, frankly, most people purchasing 2500s shouldn't be at all. Most people 2500 owners (self included) should be purchasing a 2500 but aren't for the aforementioned reasons. I looked at 3500s before purchasing our 2500. The ancillary cost broke us into purchasing the 2500 instead. We use our truck to haul our RV. You can blame all of these "disappointments" on the EPA. California is on a full blitz to eliminate diesels. RAM is navigating the waters as best as they can and are cutting prices as of last week. 2025 there will likely be a lot of incentives around financing with FCA/Stellantis.
i think no one realy tows 40k sure some do but GM tooks hits from ford back in the 90/ for "passeger car !!!" suspension then ford backtracked and used it on f150 ,then ram took hits for coils but they had record sales cuz the ride was smooth. cat the end of the day ram went for durability lets see if towing 36k with mpg and durability wins out over towing at 40k and bad fuelpumps and lifters
I've been driving a truck for 37 years and I remember years ago I'm having the big trucks with the 411 rears and today we're running 450 horse motors with 290 to 300 gear ratio yeah a lot of your heavy haulers with 18 speed they're running 3:33 to 3:44 but what ram is doing is they're putting out a transmission in a motor that will maintain the pulling in the torque rating so you will get the best performance and fuel mileage you're a hot shot guys I want a truck that they can run 70 mile an hour with it still be able to get good fuel mileage a caring the same way just like they do with the big trucks in order to maintain decent fuel mileage that's not good can you say well you shouldn't be buying a HD truck if you worry about the fuel mileage you should worry about the fuel mileage if you're making your living with it
This “update” shows why Ram’s management either is out of money or just really bad. Their gas engine has the least power of all 3 and the payload is a big issue. My gas LT 2500 has 3400 lb payload because of its 10,850 lb gvwr. Why are they reluctant to up the gvwr? Also, the standard bed is 1/2 foot shorter than Ford and GM. Why? It would be one thing if these were discounted relative to the competition but they’re just as pricey.
Am i the only person here that finds it annoying when a mechanic does not know higher gears to lower gears? Higher gear ratio means a numerically lower axle ratio and a lower gear ratio means a numerically higher axle ratio. As in 4:10 is a lower ratio than a 3:42 which is more of a highway, fuel economy ratio that multiplies less torque. Simply put, the higher the number, the lower the ratio.
Thank you for the lesson David, 4.10 gear increases the final drive ratio whereas a 3.42 for example decreases final drive ratio, technically meaning that 4.10s are a higher ratio, where I can understand people getting upset is yes 4.10 gears at the same engine speed will result in lower road speeds hense a "low" gear set. But if we wanted to go the same road speed, the truck with 4.10 gears would need higher engine RPM because of the higher final drive ratio which is why I was always told the "higher the final drive - the higher the gearing" right or wrong were barking up the same tree.
the new chevys with the 10 speed and 3.42s made the fuel mileage way worse than the previous 6 speed with 3.73s. 2024 chevy 3500 drw gets around 800km to a tank while the previous 2018 chevy 3500 drw would get over 1200km. Same goes with towing, the 6 speed was way more efficient. hopefully the 8 speed will do better than the 10 speed. Fuel efficiency should be important why would you want to be throwing thousands away? these new trucks have been very disappointing
Wait WTF, you can't get a Cummins engine in a Regular Cab? Have Ram up and lost their mind, that's the tradesman day truck for hauling?! Wait nevermind, no the option is there on their website. I was going to say...
No one should be towimg over 3k with any 3500. Transmissions have different gearing to pair with a rear. It's not as cut and dry as my 4.10 is better than your 3.73. Big trucks have 3 different types of gearing. Asside from 13sp, 10sp, 18 etc. They have different ratios. So a ram with 3.42s, may be the same as another brand at 3.73 or even a 3.92. Same deal with any other brand.
I get what you’re saying there is a lot of ratios to consider calculating the final drive ratio. But why not add another option for more aggressive gearing for better towing, GM and Fords HD 10 speed transmissions share almost identical ratios yet ford offers 4.10s and GM does not.
@GettysGarage I did mis-type. I ment 30k lbs. Also, I do agree that they probably should at highest offer a 3.73. If this trans is geared lower, a 3.92 or 4.10 might not be realistic. I bought a 2000 international used. It had a direct 10sp with 2.79 rears. It didn't do anything well. The rpms were high because of no OD. and it didn't ha e power to keep it from consuming fuel. They really screwed up ordering it that way. I put a 13sp in it with 3.42 rears and turned it to around a 515. It was a 12.7l Detroit. I also had 2 KW with N14s turned to 525 with 3.73 and a 10sp. That I had drivers in. I'd out pull those trucks by quite a noticeable margin. As you already know, a lot goes into how the computer is setup. But if I'd have gone to a 3.73, I'd have killed my mpg. It would have ran like a raped ape, but I'd have paid dearly at the pump. I think we're going to see this trans make a big difference. It's supposed to breathe a little better. I'd be curious to see the dyno between the the last one and this one. See if you're getting tq 300rpms lower and holding it as long. I bet it walks away from gm amd holds strong against Ford.
In my opinon diesel engines should be noise . Dont build the engine gor the truck build the truck for the engine .build the 6.7 all castiron block and head and put bigger axles and get the payload up or get out of the bussiness . All these short cuts cost more money going back and forth . This is my opinon thats why we live in theUSA . ONE AIR FORCE VET
My personal opinion is that if you are towing 25-30K lbs regularly, you should be using a truck that is from the next level (medium duty?). I would want beefier brakes and such for that amount of weight. To me that means RAM being a few hundred pounds less than Ford or Chevy is really no big deal.
I disagree with much of this ... lol. First, I find the 2024 SO Cummins to be a nice/better separation between a half ton and a 3500. It seems to me that everyone wants to turn a 2500 into a 3500, I'd rather have a smaller, very fuel efficient diesel in a 2500, keep GVWR at 10k pounds, thats more than enough for a 3/4 ton. Secondly, 35k is more than enough for a max tow 3500. It seems that your disagreements are based on comparing what Ram has vs what Ford is doing, gotta keep up with the jones's. But realisitically, 8000 pounds is enough for a half ton, 15k for a 3/4 ton, and 30 for a 1 ton dually. Once those goals are met, reliability and MPG matter far more than chasing some bizarre "max" feature that Ford insists on wanting to be best at, so let them have it. Ford trucks are garbage, I'd rather have a great balance of power, reliability, and MPG. "Max tow" is just stupid, if you need that then you're already in the wrong truck.
This a result of the former Stellantis leadership. Europeans just don't seem to get the North American truck market. We use them on farms, travel trailers, and other long distance traveling. Europe really does not use their trucks for these purposes, and it shows. Just my uneducated opinion.
SCKS to be Stelantis! Media gripes about "It's to loud, it doesn't get enough mileage, it doesn't have all the accessories a woman needs, my Lexus does!". They fix all that, only to hear about the things needed to fix those problems are the problem. NOBODY can win when you're trying to build a mans TRUCK, for little ladies and millennials...
So basically, the new transmission is just gonna make up for the shortfall and gearing. We’re all back to square one, but Chrysler gets the towel better fuel economy for the federal mission standards, we gained absolutely nothing out of it Great.
Hope you enjoyed the video, I did want to add that you CAN order a standard cab with a Cummins engine. But it HAS to be a 4x4 (which tripped me up). A 2024 Standard cab 4x4 Cummins has a max payload of 2,810lbs meaning either way you look at it, technically we are still losing payload on the 2500 diesels. Sorry for the confusion!
Hi, this is Jane, your car is very cool, does this car has a carplay screen? if not, i would love to invite you to test our product.
i see you fine folks flushed the toilet on Trudeu! People might have a future in Canada again.
We can only hope!!
@@GettysGaragegenuinely happy for you
Ram actually did the best thing by doing large improvements to the current Cummins. Nobody needs to tow 36,000 lbs +.
hotshotters man
Pickup trucks just can't haul 36,000 lb reliably and continuously@@michaelsmustang5.099
That figure is truck, trailer, and load. The truck and trailer could weigh from 14K or up to 18K, depending on the size of the trailer one might own. Then there's trailer axle rating. There's more math involved than what is let on. But the truck is not pulling a 36,000 lb load.
Nah you are thinking of gcwr not towing capacity or gvwr a truck that can tow 36k and weights 10k will have a gcwr of 46k@kellymichael7362
I agree with you and it’s a combined weight but to the other guys point 36k is almost half of what a semi can legally weigh rolling down the highway. It blows my mind someone would want to pilot a 1 ton truck with that kinda of weight. Getting it moving is the easy part stopping it is a whole different story. I have ran service trucks (Pete and Kw) that weight around 30K and they do not stop and the air brakes on those trucks are much larger then the brakes on a 1 ton truck. It just amazes me that the DOT has not cracked down on the amount of weight these people with no training are capable of towing down the road.
You’re spot on with the rear end gear ratios. For people such as myself who tow heavy on a daily basis, a 4:10 gear ratio would have been nice for them to offer. Multiplying that torque in the differential really reduces the wear and tear on your drivetrain.
Does moving the point at which torque multiplication occurs really save components coming before it? I have not heard that before and am super curious if there have been studies or experiments to show wear differences.
Id rather two large gears in the rear end multiply torque for heavy weight than a much more expensive transmission.
@@dd5744 And a lot of people are putting larger tires on their trucks which further reduces the effective gear ratio
@@aceone7048great point, maybe the aftermarket will be selling re-gears again. Seems like re-gears have been less common the last decade or so.
@ I’ve had two trucks over the last few years that I’ve regeared. I had a 2015 super duty that I put 4.56 gears in. And the last one was a 2014 tundra that I put 4.88 gears in. Driveability was significantly improved. And it really didn’t hurt much of my fuel mileage even with larger tires. But using a good shop cost quite a bit. Just bought a new ram 2500 with the hemi. I made sure to buy it with the 4.10 gears so I didn’t have to re-gear. 80 mph and 35 inch tires I run a hair under 2200 RPM. 14.5 MPG.
24 DRW had a max towing option which had 4.10 & bigger brakes. 2500 price increase isn't bad bc diesel option went up to about 24 HO price.
I'd say the 25 2500 payload weak link is the coil spring since it has the same power train as 3500.
Once again I'm happy I bought a 24 HO
The payload is only low because of the 9,900 lbs GVWR to stay under 10,000 lbs and keep it a class 3 vehicule
@@sledforpeaceYup! I ordered a Super Duty with 10,000 pound GVWR so I don’t need a dot physical or card. Don’t need company name on sides of truck. Way less rules and regulations, and I still have 2,800 pounds payload because I went with the 7.3 Godzilla gas engine.
Ram is clearly ok with being solidly in last place.The problem with that is they are still priced like a top dog truck w modern technology. No heads up display on premium models, no massaging seats on premium models,( both available on the Ram 1500),busting the 10,000 lb gvwr limit so owners will now have to go thru DOT inspections when using the truck for business purposes traveling without a trailer, they did that for a lousy 190 lbs . Just dumb, the frame ,and cab is still from 2010 ,tiny windows,small windshield opening wierd sized rear doors ,too small or too big cab options, the bigger still not available with an 8 ft bed,, the smallest short bed, the lack of 3.73/4.10 options are just a slap in the face,and will push even more 3500 dually heavy hauling buyers to Fords. Ram is just a mess they should be priced a lot cheaper than their competitors,but they are not.
They're the cheapest AND most reliable according to jd power by a long shot.
I love my Ram 😂
@@sonsofliberty3081"JD Power" 😂 Zebra Corner just entered the chat 😂
I guess to me it seems odd some of the choices they made. You have a brand new powertrain, why not bring out of new platform as well.
@@sonsofliberty3081most reliable? Yeah right 😂
I've always enjoyed your channel. I recently fell for the Ram brand with the Cummins engine. I must say I can't help it I really enjoy my 2019 Ram 2500 with the Cummins. It's loud, it taps because of the lifters and heck it needs a new DPF filter, but still, I'm a sucker. Your channel helped me on my purchase and maintaining the truck. Oh, and I know everyone seems to think these are a male only purchase... not so. :)
the gear choices is exactly why i bought my 2024 dix four hemi
410 gears tows just fine
You sound like you are not aware of why Ram is keeping the 2500 GVWR at 10,190 lbs? The reason is to give the customer a choice of not having to pay for in registration fees and have to do more paperwork for vehicles with GVWR over 10,500 lbs, a requirement in some states. Supposedly, some HOA's also charge additional fees for vehicles exceeding 10,500 GVWR. GM and Ford have exceeded that number, as you have pointed out, so a customer purchasing a 2500 will have to pay those additional fees. Ram is at least giving the customer a choice. If you want the higher payload capability and don't mind or you need the additional GVWR, then you can get the 3500. Pretty simple, but so many seem to be confused.
Yes but GM (and possibly Ford but I don’t know for sure) have it where you can choose whether or not you want a GCWR of more than 10,000 on your 3/4 ton. People are upset because Ram didn’t offer the option for so long, and now that they do, you only get 190 lbs while getting a lower payload number.
@ on GM you can get a 2500 with Max tow package that is basically a 3500 with a 2500 badge. I don’t understand why someone would want that.
Very good points, I'm aware of the implication of having north of 10,000 lbs GVWR. I guess it would of been nice to have the option of having a higher GVWR if you wanted to pay for it like Ford and GM offer.
@GettysGarage I hear what you're saying. But at that point, I would just get a srw 3500/350. I own a carrier LLC HotShot and RV hauler company. At the point you tow up to near 20,000 pounds frequently enough you'd be better off with a 3500/350. The things you'd tow often enough at that weight are not common amongst many pickup owners. Few fifth wheels get to that weight and the ones that exceed it you wouldn't be towing with a 2500/250 anyway. Although their are a couple that require a payload that would see a benefit from that weight. That leaves a gooseneck or bumper pull with cargo that together reaches close to 20k pounds. Finally it's also a nice deterent. You wouldn't beleive how many Ford guys I've seen in an f250 overweight on the hitch and payload because they pushed the limits instead of getting a 350.
@ I feel like the guys that are buying 2500/250 trucks, really don't know what they are buying. They are mostly first time heavy duty buyers that are not informed on towing requirements and practices. I was one of those guys. I bought a 2500 and when I started towing heavier loads and had to consider tongue weight or even payload capacity with a pallet of stone, I was regretting not buying the 3500. Getting a 3500 for $1000 more is a no brainer.
I don’t think a single Ram drivers gives a toss about how loud it is. Most of us will rip the EPR and switch to a 5inch straight pipe as soon as the warranty is done.
Yeah most will remove the turbo silencer and do their thing from the EGR back to gain the sound the factory didn't think they wanted 😅
My local dealer is selling 2024 ram 3500 dually tradesmen for $52,000. The high output with the aisen transmission.
Sounds like a screaming deal
3.42 gear is a higher gear ratio compared to a 4.10
So a 4.56 gear is even lower ratio yet. Yes the number is larger but it's gearing is lower.
The cost of trucks has gone ballistic! I’m in Canada as well and I ordered a 2024 GMC sierra last year. Double cab(I prefer the 6.5 box) in the elevation trim with the 2.7 turbomax. I get the employee discount and out the door I was almost $90,000!!! Now that did include an extended warranty that was very pricey and an interest rate of 2.9% but it was a shocker seeing that receipt! 😅
In other countries you get a isuzu dmax with a duramax , for 35-40k , no def, only EGR and cat , prices in the US and Canada are crazy
Great video, I await the actual towing video to see if there is truly a towing difference with the 8 speed ZF and the slight power increase, I am somewhat doubtful, but one can always hope.
I still haven’t seen anything direct from Cummins about the move from the CGI block back to grey iron. The Cummins website lists the new 2025 engine as having the exact same weight as previously (1070lbs).
0:45 well, at least you'll be more than ready for the next unveiling when they hopefully release a new chassis (and maybe the 7.2?) in the next couple years lol
Nothing new coming for that, yet...
As so many truck (both half-ton & HD models) now have turbo chargers can you do a video about the different types, which vehicles are more reliable and how to look after the turbo charger to make them last as they are very expensive to replace.
Cast Iron is not stronger than CGI. Cummins just didn’t know how to implement it correctly. CGI is 75% stronger and 75% more rigid than regular cast iron. Just because Cummins sucked at implementing doesn’t mean it’s suddenly not as strong as cast iron. Cummins is by no means perfect like many think.
It's not like CGI is doing anything for them. The weight savings are barely worth it, and its not the the cast iron blocks weren't holding up to time. If it just adds to the production cost, what's the point?
@@timothyparrucci809 They used CGI and then cut corners. They hollowed out huge areas around the main caps so the block was still able to flex it just wasn’t done correctly. Other manufacturers don’t have the issues Cummins did.
Well said
It's just not worth it. The weight of a battery? Seriously cmon
@ it’s worth it if they would have done it right. It would have made the block 75% stronger.
If I’m not mistaken, helical gears are not as strong as straight cut gears, application being equal.
That's incorrect. More surface area touching.
I could be wrong, I was told that because of more tooth engagement with helical style it can transfer more load/torque with less force applied to individual teeth making helical cut a more durable option. Maybe on pure strength the straight cut is a better option. If that makes sense.
Boy I am so glad I got my 2024 ram 3500 mega change is sometimes good but takes years to figure out the quirks
Deceived regarding the 6.4. Biger alternator with minus 5HP. But, the ZF is a plus for sure.
Rear mounted engine gear trains reduced torsional vibration effects on the accessories that they drive.
Very interesting!
3.42 may save fuel empty but uses more loaded. When I bought my 2022 f450 I got 4.30s because I only use it for towing
4.30s are an aggressive gear no doubt about that!
Informative video much appreciated.
At the end of the day a 2500 is for the person who could make a 1500 work but they need more payload for the family and RV or a contractor that wants more durability. If you’re towing anything big 3500 is your only choice.
I seen information on the new zf transmission is only rated for 1000 torque but new engine produces more than that
@@jeremytownes3881 it’s full name is the ZF Torqueflite HD 8AP1075 so sounds like it’s rated for the 1075lb-ft this thing makes. Think earlier rumors or information didn’t have the exact model number yet.
Hello any updates on a 5.7 mileage loop test?
I just went on RAM's website and built a 3500 dually and it shows you can choose 3.42, 3.73 & 4.10 when building a truck. I wish they could get rid of the EGR or pull the exhaust after the DPF.
If you choose 3.73 or 4.10s it will change your engine option to the lovely 6.4L HEMI.
It's a first year 8 speed truck transmission. Never buy a first year anything. Be patient and we'll see the 2026 will be better from learning on the 2025 mistakes. I believe they'll make some positive adjustments. I have a 2014 2500 and love my truck. I tow a 16,000 pound 5th wheel trailer with no problems. Over 200K.
This Powerline ZF 8-speed has been in school busses and delivery trucks for over 10 years. The only thing different is the installation in this series of trucks.
@@jameseroh6544 oh they will change out some parts to save money
@jameseroh6544 well I didn't know that. Well then it's been proven to hold up to abuse. That's a good thing.
Those 4th gen trucks are solid units
A set of front & rear ring and pinion isn't that expensive if it's that important to you.
I'd be happy with capability of a mid 2000's truck if it brought the price down...
.... I'd settle for the 4.5l I 4 at this point.....
What in really excited to see is the Cummins octane.
Another great video, Can you do a video on how the new deisels are so quiet?
Glad I'm not the only one disappointed. Ram needs more HP and torque. IF they have hit the max out of the stock 6.7 (in stock configuration) then change the displacement.
@@DUDEWithDODGES I’ve always been the opposite when it came to these modern powerful diesels. I always wondered how to derate one to the commercial spec, like taking this Cummins to the chassis cab tune which is 360hp and 800lb-ft. I envision that is done to help improve reliability and longevity and since that’s already tons of twisting power for towing 30k lbs than I feel I’d be just fine with it.
I mean I’m not unhappy about the power figures, you still want something reliable at the end of the day. But it would of been nice to see the GvWR go up on the 2500
Ford is that king right now with the 6.7HO... 500HP 1200lb-ft torque from the factory!
@@cigarsgunsanddiesel8032 the market has spoken. people want hp, tq and not reliability
Everything depends on the way you use the truck. Most people will never be towing those astronomical numbers. For me, as a rancher towing hay, livestock trailers, and equipment, I will go for the superior dependability of the Cummins. Of all the diesels I’ve owned, it has been the best hands down for reliability and durability.
googlefoo says the zf8 first gear is lower than a 10rford transmission first gear, so rear axle ratio isnt the only thing to reference and can be higher. sure there should be multiple options, probably custom orderable
Fair enough, I still would have liked to see some options but it is what it is.
The accessories on the B6.7 like the air compressor and the ps pump aren’t that hard to change on with the timing in the rear they are right on the side of the block
Outside of the low gear ratio in the 3.43s, what else drives the low payload/capacity? Is it a matter of strengthening the suspension?? Like you said, that motor should be good for more.
I wish that the 3500 srw megacab version had a better suspension. Not for towing use but payload and ride
That’s why Kelderman exist.
@TheTripleDubya Thank you
@@harryniedecken5321 I should have said that I agree with you.
Also found it interesting that the hemi dropped from 410 to 405 hp.
Wonder whats up with that, a test change or something maybe.
I’m guess that it has something to do with emissions. 🤷♂️
I did see that! I thought it was a mistake but I've gone back and it seems multiple sources are reporting 405 hp. could be testing or yes potentially some emission thing slightly dropping power figures
and youll never notice the difference in performance
They put smaller fuel injectors 😂 to bump the mpg lmao 🤣😂
Great film sir Alex
I wonder if now that they have the new cummins for almost 13,000. If they'll then add the 6.7 gas cummins for around 6 to 7 thousand dollar option which I feel would sell really well at that price being that the diesel would be twice as much and they would still keep the 6.4 as there base engine to keep pricing lower and people would opt for the gas cummins more in 2027 due to the new epa regulations that will change the diesel market so much that the gas cummins would seem very appealing.
No
With stalantis having its issues with pricing and going into the red of not selling vehicles hopefully the prices will come down soon within reason along with everyone else in the industry of vehicles.
I would argue that you are buying a HD truck for towing & payload performance and not necessarily fuel economy. Decent MPG is a bonus but not at a sacrifice to towing & payload. I agree that RAM needs to give gear ratio options. Someone who wants max towing probably should go with Ford.
Maybe it's time for a two-speed rearend on 3500/4500's
If Ram used the ISB 4.5L 4cyl in the 2500. Fuel economy and payload would increase. My wife has a 2018 Ram 2500 Crewcab Tradesman 4wd 6.7L Cummins beast. The 370hp and 800#/ft torque before the Bank's Monster Ram, is plenty. The payload is a little over 2200lbs. Which is fine for the 4Wheel popup camper we carry. Towing our Jeep JLU behind on camping adventures. Since her truck has slightly less than 42k miles, I find a new truck a poor option. I will likely get a Powerline ZF 8-speed installed. Because I like the way the 3.92 ratio works with the ZF 8-speed in my Ram 1500, 4.10 gears and 35" tires would probably get added too.
Not cummins related, but if you look at the 24 models the 6.4 is called an mds engine and the 25 is the 6.4 HD engine. Also 24 is listed at 410 hp and the 25 shows 405 hp. They dropped the power?
Great info!!
Payload goes down, price goes up? C’mon Ram, get it together man. Carlos is gone and you have the best diesel powertrain in a light duty truck as a starting. it’s your time to SHINE again!
Stressing towing numbers on a 2500 is kinda silly as its intension is a smoother ride while capable. For the sake of beating its competitors numbers If the truck starts shaking on rough stuff unloaded its no longer a 2500. My 2 cents as a 04.5 2500 Cummins owner.
I think they are keeping numbers in an acceptable range for safety. People tend to overload their trucks and there seems to be a cargo capacity race going on between the big three. The numbers seem realistic and will likely keep real contractors to heavier duty units. In most cases a single axle is limited to the tire rating and the huge numbers they (big 3) have been using are obviously pushing physical boundaries on our roadways.
its not pushing road boundries 80k+ lbs semis roll down them every day these pickups r nothing. ram just playing it safe as far as towing these trucks can really tow more than what they rate them for but braking is a factor in it all too. i hoping ram is starting to lean towards more reliability cause theyve been slipping. that might be a reason for lower tow numbers too derate towing to keep the reliabilty higher.
Rams frames are snapping in videos and pics circulating online with campers🤣
@@fishonalbertaoutdoors9761 if your talking about the in bed campers ive seen a couple fords do that too
@@fishonalbertaoutdoors9761 looks like the one your referring to the loaded camper weighed more than the trucks rated for. so that's not the trucks fault.
When was this video filmed?? I don’t see much snow ❄️?
Couple of days ago.. Rough year for snow around here as you can see
My 2500 Fourth gen Cummins Ram 4x4 can easily end up overweight just towing a "half ton towable" camper.
Any news about the new Atlantis High architecture? What is it? Why did they do it?
Can you review midsized trucks?
Cant wait to see the disappointment on IKE. It may beat the GM but the SO Super Duty with 4.10 will walk it, and the HO is going to wipe the mountain
The HO is another animal.
Thinking of getting a 2025 Ram 3500 Tradesman Crew Cab 4x4 DRW for $75k at the end of the year. Been looking for awhile and was going to get a 2023 F350 HO with 26k miles for $56k but someone else bought it. If I'm going to spend over $50k I might as well get something new and I don't want to wait until 2026-27 and the emissions and warranty changes take effect and any kind of diesel is 6 figures. Would have preferred to get something older but even the duallys only have a 15k lb towing capacity. Thought about a 2024 but they are literally the same exact price and if they are the same price I'm going to wait for all the 24's to sell so I can get into a 2025 for the same price. Can get a 2024 F350 dually for $76k and can't find any prices for 25's yet and if it is cheaper I will go with Ford I really like the dual batteries which isn't even an option for the 2025 Ram's anymore.
id avoid the ford my 2023 f250 is a pos im looking to trade for another brand stay away. fords a joke and i used to be a lifetime ford guy but no more
@ thanks for sharing
@@JustAverageJeff no problem im just trying to help out the next guy and screw over ford as much as I can at this point hahaha
@@JustAverageJeff if you don’t mind traveling, I would look around. My local dealer has 2024 crew cab dually tradesmen for $52,000 currently
@ the only dealer with a 2025 even listed is 177 miles away.
Forgive me, but it irks me that every time you mention final drive ratios you state the higher ratios are lower and vice versa.
Higher numerical ratio means lower gears. For example, a 4.10:1 gear ratio is lower than a 3.54:1, even though the number is higher.
@WireEd1966 That is why @mordeth1964 is annoyed, you explained it correctly but the poster of the video does not explain it correctly, and that reaches a wider audience with incorrect terminology, leading people to end up possibly sounding like idiots within their friend groups when explaining something related. That is all easily avoidable by simply explaining ratios correctly in this case
@@longrange341yeah I re-listened again and see now. I heard it wrong the first time.
Yeah I caught that too that reminds me of flashpoint like propane and natural gas has a low flash point and diesel fuel and kerosene has a high flash point
nobody really asked all the right questions to the engineers during the unveiling.
1. Fuel pump.
2. Lifters.
3. Transmission and rear gearing.
4. Towing and pay load.
5. Glow plugs solves the grid heater pretty much.
That would have been my questions in order of importance lot of the bigger truck reviews channels are just paid actors how many of them make a living operating the equipment they review? some but definitely not the majority.
4.10:1 is NOT HIGHER gearing... it is LOWER gearing than 3.42:1.
All the massive towing doesn't matter the state dmv only allows so much per vehicle class license plates dictate everything
As some other RUclipsr mentioned, the Ram chases is probably the limiting factor, and this is why we don't see higher rear end ratios. I think Ram has done enough, basically the 8 speed transmission, to keep it in competition with the other two. For the next jump in towing performance we will probably have to wait until the new cabs finally arrive, and maybe then we will also see a 7.2L cummins diesel and gas options.
i dont see them using a 7.2 cummins they just changed quite a bit on the new 6.7 i dont see them switching anytime soon
@ probably a couple of years at least. A 7.2 cummins would probably require a new frame and then that would be the time to implement the 1500 cab.
@@jackprick9797 supposedly there's a bunch more epa emissions regs coming up in 2027 surely they took that into account with this updated 6.7 cummins I wouldn't think they'd change a bunch of stuff on a motor just to scrap it 2 years later
@ probably not, but it depends on sales too. If no not enough sales, then they may move some redesigns up. A few years back, What really got a lot of people buying Rams was the class leading torque numbers and the interior. Ram knows it Ford knows it. To make that happen again, Ram is going to have to at least equal the HO power stroke 1200 ft lbs. No one needs 1200 ft lbs in a light duty truck but that’s all everyone can talk about.
@@jackprick9797 i agree far as I'm concerned every brand has tons of power im more concerned about reliability ill take something with a 100hp less if I ain't got to have it repaired for 200k miles. currently I have a new ford that's been a pos and I'm considering ram or chevy but worried about reliability on those too.
You’re still describing higher and lower gearing backwards.
3.42 gears aren't new for dodge. I have a 2018 Cummins with 3.42s from the factory sitting in my driveway, its on the window sticker and everything
Nothing wrong with the 3.42s I just thought we would have a higher option as well for those who wanted it.
@@GettysGarageSo the way I see it the final gear ratio of the ZF 8, the Alison, and the 68rfe, are close to the very same. That means once cruising with my. 16K RV load plus gear in my dually ram would be shifting to lower gears frequently at the least incline AND lugging badly at 55-60 mph speeds on regular highways OR shifting constantly or I guess be locked out to the 5th or 6th gear. I have 3:73 gears and have 2014 SO dually and it loves 1800 rpm as for as temps and throttle position everything. 3:42 gears would be for me a step backward. I can’t believe the higher HP and torque will “make up that difference” to now tow at a final drive ratio between 1500 - 1650 rpm in final overdrive gear (50 -70 mph). Maybe I am wrong. I think they are chasing mileage at the expense of tow-ability for a 3500. I run factory size tires.
Im still waiting for a 10 speed manual cummins
why not just put a 13 speed eaton in it. higher low range with a splitter - lets goo
Yes that be nice to mount a RTLO by Eaton
They still offer 4.10 it's even in your video 7:49
4.10s for the 6.4 gas
It's for the Hemi
I'm starting to think that the 6.7 Cummins is getting close to the end.The powertrains they have now are turning the engine way too high.The New transmission is at best you get two underdrive gears but probably is going to be one underdrive and an extra overdrive. So you'll be running triple overdrive and the combination with the gearing keeps the engine rpm down in its power band.
Very well could be. Especially since Cummins will be upgraded to a 7.2L ISB engine for 2027 on the commercial side
I was kind of talking more on the inline 6 on RPM range. With the way the transmissions and gearing are getting set up lately. Basically more overdrive gears, higher gear sets are turn the engine RPMs past 2,000 to 2500 on an inline diesel. I just don't think it's too long for this world at the highway speeds we run.
There’s nothing wrong with the payload imo with the 2500. It does what it’s supposed to do. If you need more, get the 1 ton. 99.9% of these trucks will never carry 2500lbs of groceries. If you need to pull more than 36k lbs, just get a tractor with air brakes…there’s no substitute for air brakes and double frames.
You're ignoring the GCWR limits in the US where most of these trucks are sold. You need to get a commercial drivers license to fully take advantage of the Ford and GM products. The RAM chassis can easily handle the weight, but once you go over 26001 lbs you're in a different licensing scheme, state registration scheme, insurance scheme, emissions scheme for some states. If you need more payload and towing RAM offers products for that. But, frankly, most people purchasing 2500s shouldn't be at all. Most people 2500 owners (self included) should be purchasing a 2500 but aren't for the aforementioned reasons. I looked at 3500s before purchasing our 2500. The ancillary cost broke us into purchasing the 2500 instead. We use our truck to haul our RV.
You can blame all of these "disappointments" on the EPA. California is on a full blitz to eliminate diesels. RAM is navigating the waters as best as they can and are cutting prices as of last week. 2025 there will likely be a lot of incentives around financing with FCA/Stellantis.
Few engines sounds good like a high capacity diesel ....
i think no one realy tows 40k sure some do but GM tooks hits from ford back in the 90/ for "passeger car !!!" suspension then ford backtracked and used it on f150 ,then ram took hits for coils but they had record sales cuz the ride was smooth. cat the end of the day ram went for durability lets see if towing 36k with mpg and durability wins out over towing at 40k and bad fuelpumps and lifters
I've been driving a truck for 37 years and I remember years ago I'm having the big trucks with the 411 rears and today we're running 450 horse motors with 290 to 300 gear ratio yeah a lot of your heavy haulers with 18 speed they're running 3:33 to 3:44 but what ram is doing is they're putting out a transmission in a motor that will maintain the pulling in the torque rating so you will get the best performance and fuel mileage you're a hot shot guys I want a truck that they can run 70 mile an hour with it still be able to get good fuel mileage a caring the same way just like they do with the big trucks in order to maintain decent fuel mileage that's not good can you say well you shouldn't be buying a HD truck if you worry about the fuel mileage you should worry about the fuel mileage if you're making your living with it
This “update” shows why Ram’s management either is out of money or just really bad. Their gas engine has the least power of all 3 and the payload is a big issue. My gas LT 2500 has 3400 lb payload because of its 10,850 lb gvwr. Why are they reluctant to up the gvwr? Also, the standard bed is 1/2 foot shorter than Ford and GM. Why? It would be one thing if these were discounted relative to the competition but they’re just as pricey.
So ford is king of towing now 🎉
I think they have been for while now.
Ok, nit picky here, but it just drives me nuts. 4.10 is a LOWER gear than 3.42, not higher. Higher numerically, lower mechanically.
Those towing numbers are "vaporware". Sounds impressive on paper but really doesn't exist. It's the payload that determines what you can tow.
Am i the only person here that finds it annoying when a mechanic does not know higher gears to lower gears? Higher gear ratio means a numerically lower axle ratio and a lower gear ratio means a numerically higher axle ratio. As in 4:10 is a lower ratio than a 3:42 which is more of a highway, fuel economy ratio that multiplies less torque. Simply put, the higher the number, the lower the ratio.
Thank you for the lesson David, 4.10 gear increases the final drive ratio whereas a 3.42 for example decreases final drive ratio, technically meaning that 4.10s are a higher ratio, where I can understand people getting upset is yes 4.10 gears at the same engine speed will result in lower road speeds hense a "low" gear set. But if we wanted to go the same road speed, the truck with 4.10 gears would need higher engine RPM because of the higher final drive ratio which is why I was always told the "higher the final drive - the higher the gearing" right or wrong were barking up the same tree.
Everything has gone to fuel efficiency per government bs. The only towing you be able to do is towing to the ski slopes. 😊
My maverick has 1500lb payload
You have to have a lower gear ratio for maximum tow capacity........Ask a big rig driver.
This has an iron head, NOT aluminum
No mention of glow plugs, aluminum head and going back to a Bosch CP high px fuel pump.🤮
It has glow plugs, the head is iron, checked one today
If you want a bigger payload go buy a Pete or freightliner😊
RAM will not survive another year with that inflated pricing.
They need a minimum 35% MSRP reduction before people with a brain start buying.
People will buy them no matter what.
the new chevys with the 10 speed and 3.42s made the fuel mileage way worse than the previous 6 speed with 3.73s. 2024 chevy 3500 drw gets around 800km to a tank while the previous 2018 chevy 3500 drw would get over 1200km. Same goes with towing, the 6 speed was way more efficient. hopefully the 8 speed will do better than the 10 speed. Fuel efficiency should be important why would you want to be throwing thousands away? these new trucks have been very disappointing
Wait WTF, you can't get a Cummins engine in a Regular Cab?
Have Ram up and lost their mind, that's the tradesman day truck for hauling?!
Wait nevermind, no the option is there on their website. I was going to say...
Cummins 2500 Rams have about the same payload as 1500’s.
Sometimes it does seem that way
No one should be towimg over 3k with any 3500. Transmissions have different gearing to pair with a rear. It's not as cut and dry as my 4.10 is better than your 3.73. Big trucks have 3 different types of gearing. Asside from 13sp, 10sp, 18 etc. They have different ratios. So a ram with 3.42s, may be the same as another brand at 3.73 or even a 3.92. Same deal with any other brand.
I get what you’re saying there is a lot of ratios to consider calculating the final drive ratio. But why not add another option for more aggressive gearing for better towing, GM and Fords HD 10 speed transmissions share almost identical ratios yet ford offers 4.10s and GM does not.
@GettysGarage I did mis-type. I ment 30k lbs. Also, I do agree that they probably should at highest offer a 3.73. If this trans is geared lower, a 3.92 or 4.10 might not be realistic. I bought a 2000 international used. It had a direct 10sp with 2.79 rears. It didn't do anything well. The rpms were high because of no OD. and it didn't ha e power to keep it from consuming fuel. They really screwed up ordering it that way. I put a 13sp in it with 3.42 rears and turned it to around a 515. It was a 12.7l Detroit. I also had 2 KW with N14s turned to 525 with 3.73 and a 10sp. That I had drivers in. I'd out pull those trucks by quite a noticeable margin. As you already know, a lot goes into how the computer is setup. But if I'd have gone to a 3.73, I'd have killed my mpg. It would have ran like a raped ape, but I'd have paid dearly at the pump. I think we're going to see this trans make a big difference. It's supposed to breathe a little better. I'd be curious to see the dyno between the the last one and this one. See if you're getting tq 300rpms lower and holding it as long. I bet it walks away from gm amd holds strong against Ford.
In my opinon diesel engines should be noise . Dont build the engine gor the truck build the truck for the engine .build the 6.7 all castiron block and head and put bigger axles and get the payload up or get out of the bussiness . All these short cuts cost more money going back and forth . This is my opinon thats why we live in theUSA . ONE AIR FORCE VET
I think we're all hoping for that as well. We need more truck in these trucks, lol.
My personal opinion is that if you are towing 25-30K lbs regularly, you should be using a truck that is from the next level (medium duty?). I would want beefier brakes and such for that amount of weight. To me that means RAM being a few hundred pounds less than Ford or Chevy is really no big deal.
These trucks can all safely tow much more weight than rated. Its a tax thing not a power thing lol
@@bradleycooper5436 yup this
I disagree with much of this ... lol. First, I find the 2024 SO Cummins to be a nice/better separation between a half ton and a 3500. It seems to me that everyone wants to turn a 2500 into a 3500, I'd rather have a smaller, very fuel efficient diesel in a 2500, keep GVWR at 10k pounds, thats more than enough for a 3/4 ton. Secondly, 35k is more than enough for a max tow 3500. It seems that your disagreements are based on comparing what Ram has vs what Ford is doing, gotta keep up with the jones's. But realisitically, 8000 pounds is enough for a half ton, 15k for a 3/4 ton, and 30 for a 1 ton dually. Once those goals are met, reliability and MPG matter far more than chasing some bizarre "max" feature that Ford insists on wanting to be best at, so let them have it. Ford trucks are garbage, I'd rather have a great balance of power, reliability, and MPG. "Max tow" is just stupid, if you need that then you're already in the wrong truck.
This a result of the former Stellantis leadership. Europeans just don't seem to get the North American truck market. We use them on farms, travel trailers, and other long distance traveling. Europe really does not use their trucks for these purposes, and it shows. Just my uneducated opinion.
SCKS to be Stelantis! Media gripes about "It's to loud, it doesn't get enough mileage, it doesn't have all the accessories a woman needs, my Lexus does!". They fix all that, only to hear about the things needed to fix those problems are the problem. NOBODY can win when you're trying to build a mans TRUCK, for little ladies and millennials...
This is insane
If you have a 4th generation ( 12 to 18 ) Ram Cummins
KEEP IT
Just saying
higher gear is 3.31 you mean lower gear is like 4.10
Idk that’s how we’ve always talked about gearing lol maybe we have it backwards up here
No more regular cab cummins, stupid! HD trucks are for work, not mall crawlers. Inlove the cummins sound.
At least on the website you can’t order or build a standard cab with a Cummins engine.
342 gears are high gears 373 ,410 is a low gear .
Fair
2019 will be my last 😢
Prices for these trucks are just plain INSANITY!
Put the gears you don't want a diesel sounding like a gas enguines
So basically, the new transmission is just gonna make up for the shortfall and gearing. We’re all back to square one, but Chrysler gets the towel better fuel economy for the federal mission standards, we gained absolutely nothing out of it Great.