I’ve watched many of these videos and this man is towing exactly how he should be when loaded. If your in a hurry then drink one less beer, go to bed early and leave and hour earlier. Killing somebody is not worth any amount of money.
It's Tortoise and the Hare between the 3500 and 5500. After a few pulls and mileage the old 5500 turtle will still be going and the 3500 will have joint pain, smokers lungs, and a collection of old shoes. Overconfidence, good looks, bragging, speed can't compare with common sense, steadiness, and humility really.
The 3500 4:10 gear holds 2200 RPM in direct drive at 52.2 MPH. The 5500 with 4:44 gears holds 2480 RPM. The 5500 with 4.88 holds 2725 RPM at the same MPH. The lower gear puts the engine under less load "stress" at higher weights. Also with higher trailer weights it hard to legally scale a 3500 because you can't get enough trailer tong weight and keep 10% over the truck rear tires. If you load your Diamond C to 34,000 over the trailer tires you can add 10,000 lbs to the tong putting the drive axle at 13,500. That's 44,000 lbs towed with a trailer weight on a 44 ft hydraulic ramp trailer weighing 11,620 lbs. That's 32,386 lbs you can legally and safely load on the trailer and scale. It gets harder with the axle weight capacity of the 3500. Also moving this type of weight you want the bigger rear diff and wheel bearing. Not to mention brakes. Also direct drive is 4th gear. The 1:0 gear ratio in the trans.
I need to add one more thing. The trailer and coupler are rated at 40,000 lbs. So you can get yourself into a spot that you can legally scale more than the trailer coupler and trailer is rated at. But the you add fuel tanks and tools to the bed of the 5500 the trailer weight capacity comes down. So you can add 4,000 lbs of fuel and tools and tow 40,000lbs. Minus 11,620 lbs trailer is 28,380lbs all day legal tow rating. This gives you max volume on the trailer. You could tow an extra 4,000lbs with a shorter trailer or leave off some options. Mine is loaded.
The issue with all of 3500/F350 w/+35k tow ratings, is the lack of pin weight. Same with the 1500s and the 14k hitch weight. Once you cross the 10k GTW you should have 15% tongue weight(bumper pulls). Well 15% of 12k is 1800lbs, 15% of 14k is 2100lbs. Well beyond the capability of EVERY CLASS 1(2b) trucks rear hitch. And the same applies to the GN/5th, once you cross about the 20k mark you should have 20-25% on the truck. To get a 37k trailer behind any 1ton DRW crewcab pickup you should have 7,400lbs(20%) to 9,250lbs(25%). The actual maximum weight is closer to 6500lbs payload(17.5%) that's a reg cab 2wd tradesmen HO diesel. If you look at the crew cab DRW the payloads are 5590lbs(15.1%) that's a best case scenario tradesmen crew cab. Too many people don't understand the way things work. Hp is just work rate(how fast work is getting done) 1000lbft@1313rpm is 250hp 1000lbft@2626rpm is 500hp 1000lbft@3939rpm is 750hp 1000lbft@5252rpm is 1000hp All the same capability the engine is doing the work at a faster rate. It's not any stronger. If it was a measure of strength why can't my 475hp 6.7 Powerstroke(475hp@2600 = 960lbft) do the same job as a 475hp D13(475hp@1700 =1467lbft) or a 475hp Cat C15(475hp@1500rpm = 1663lbft) it's all 475hp right???? Because is a rate of work calculation. Hell a 485hp 6.4 hemi is pathetic. 485hp@6000rpm is only a meager 424lbft. If hp was the strength of an engine that hemi should out work every example I listed.
@@jnk26 finally someone who understands. I am loaded right now with a 5500 ram. 47,860 gross. I am a little heavy on the rear axle at 14980 but I am under the tire rating. Steers are 6240 and trailer is 26640. I wish I could send a picture of this load. I can shift weight to the rear of the trailer if I need to lighten the rear axle by 1500.
@@5inchborespaceing there is a reason so many guys doing "hotshot" with a 3500/F350 wreck their trucks. Part is the inexperience of such a heavy load(traveling too fast/too close, braking too late) and the under capable rear axle loading(15% hitch weight) people fail to understand that the rear axle of the truck is the "steer" axle of the trailer. Same thing applies when bumper pulling a heavy trailer, and unloading the steer axle of the truck. In the semi world you have minimum steer axle weights for certain truck and trailer combinations. Controlling the truck means you have the capability to control(lead) the trailer. Unless you are heavy gooseneck towing with a 2500/3500 2019 or newer GM HD pickup(, gooseneck ball location is behind the rear axle center line on the short bed HDs.
I think in the long run you are better off going with the 5500. Hp isn't everything. I'd be more worried about how the truck handles the extra weight and how much longer it will last compared to the 3500. My brother-in-law had a 2011 1500 and I had a 2500hd. His truck would pull better off the line and up hills. But my truck would handle the weight way better and lasted longer than his did.
I think you need to do the test again after you hit 15,000miles. Which i believe is the official breakin mileage still. At that point the difference might not even be perciveable. But it will certainly be interesting to find out.
Those 2 spd rearend wanters will be sorry, I have owned a couple 2 1/2 to 5 tons back in the day they are noting but trouble stay away! Multi spd transmission is the only way to go.
I drive a 2020 5500 everyday, I was told that 3,500 mi. is when things start improving factory settings allow it to have break in time, cab, and chassis have just anybody driving them in a fleet! Great trucks!!
Aisin already has an 8 speed. I wonder when that bad boy is going to be in a ram. Also it’s insane that we are even talking about “off the lot” trucks with 800-1000 ft lbs. I remember my dads 02 with the HO was making 245 hp and 505 lbs of torque and that was like insane to me.
I’m just as blown away when i tell people I’m gonna buy the new 7.3 gas and they act as if 475ft lbs with a 10 speed and 4.30 gears isn’t enough. Like uhhhh y’all didn’t say squat about the 7.3 power stroke i had that only made 500ft lbs stock with a 4 speed what gives lol
@@derekroose6940 comparing a 7.3 gas to a 7.3 diesel. I would still take the diesel. The gas is great compared to othe gas motors, but torque is king and 500lbft@1600 will do more work with less fuel that the 475lbft@3800. That 250hp@2600rpm is 500lbft. Where as the 430hp@5500rpm is only 410lbft. So from peak to peak the diesel is still more capable especially if the transmission were the same. 7.3 with the 10spd would be different. Now before you start in with anything that old 7.3 with the 6spd had a GCWR of 30k lbs. The best you can get with the gas 7.3 is 28k GCWR(35k in the F650-750). GCWR is the best way to measure capability, because that's the limit of the total combined weight of a combination.
@@BuckInchuteranch1 the 7.3 IDI at best was 380lbft@1400(N/A) 388lbft@1400(turbo) and 185hp@3000 N/A(323lbft, 190hp@3000 turbo(332lbft). Whish is still more than the gas engines of their time. The N/A has the same working torque(hp rating) of 1st gen 5.7Hemi with 345hp@5600(323lbft) and its has better off the line torque 388@1400 vs 375@4400(hemi). I'm not putting down the hemi but I'm making you aware that it's not that impressive. On a working scale a 2003 gas engine just comes to be comparabe with a 1988 N/A diesel for capability(not speed)
Sam, What I'd like to see is the same run, but with your dad's 4500 with 4.10's. (Do I have that correct? 370hp vs 370, identical trucks, but with different gearing. Ram obviously makes a huge deal out of gearing and what gvcwr the truck gets because of that selected ratio. But, I think we miss some of the fact that we don't have a 1 spd transmission. While different gears will effect dead stop launch, and final high speed rpm, that big middle ground area can have a lot to do with trans gearing. Simply put, a 4.10 truck might pull a hill in 3rd and higher rpm, and a 4.88 identical truck might be able to pull it in 4th, with both basically mustering up about the same mph overall. That's my guess
LOL THESE TRUCKS DELETEDE CAN RUNB 90 MPH OR MORE UP 7% INCLINES FULLY LOADED WITHOUT STRUGGLING ONCE DELETED. THE ENGINE BREAK STOPS YOU WITHOOUT EVEN USING THE BREAKS. NO MORE LOCK OUT IN 5TH GEAR I CRUISE ON 80 TO 85 WITH MY 25K RV IN 6TH NEVER BOGS. YOYU NEED A DELETE.
What sort of brakes do you have on a trailer of this weight and do you need a CDL for private use? In Australia (where you can buy a RAM 3500 for 130K USD) you need full air brakes........ a full semi truck licence. These trucks are starting to become popular down here - even at huge prices. Between the different brands and models (1500 - 3500) they are selling about 3,000 of these trucks per year.....and it's increasing every year too.
@@IManOPERATOR mine didnt do that. glad to see they changed that from thw 15 models. literally pulled and drove the same, it just down shifted with the exhaust brake in tow haul. heck it wouldn't down shift pulling till it lugged it plum out, then it would drop 2 gears instead of one, hit the rev limit...cut out...then upshift to the next gear where it needed to be and then go on. i had to drive it like Sam does his most of the time if I was towing in hilly country, or even manually downshift on the interstate just so it wouldnt rev to the moon 😂😂😂
What does “de-rated” mean on the 5500? I thought that the high output cummins put in both the 3500 and 5500 made the same exact power given they have the same powertrain.
All cab and chassis across all brands are derated on engine power. They are more truck, but don’t put out the same power numbers the 3500/350s do. I think Sam is kinda proving it doesn’t really matter tho.
@VBELTandSON ok...I do not have a cdl. I'm strongly considering starting a forrestry company and trying to figure out tow rigs trailers equipment etc. Locally the cat dealer has a used d3k2 with masticator head, they are proud of the machine, but where I am everything is steep, 7,500'. I know my local forrestry guys as I'm in the state sponsored forrestry program on my property, but it's a huge leap of faith with getting work etc. I currently have an old tree farmer I use to skid logs with, have a hand full of videos of it on my channel, I sold some land and trying to be responsible with money and forrestry co see Ed like a good idea.
I love your RUclips channel but in my opinion horsepower doesn't really matter when it comes to towing hauling heavy loads it's all about the torque and the gear ratio
@@bighorn9119 normal ppl dont understand the difference for RUclips sake is simpler to say horsepower but if you know you know. Gear ratio hp compensator. Gear ratio torque multiplier
@@VBELTandSON speaking of this, can you measure the 5500 from left ball joint to the right ball joint? I want to see if that's where the "wide track" is or if it is just wider dually adapters. From a geometric standpoint it should be a wider pivot point (ballpoint to balljoint) than a 3500.
The 5500 is a piece of .... except for the thick, boxed frame. Why do men loving men love Ram's? I drove an '07 tow truck 5500 with the lame-tuned 6.7. Dash layout exceptional - with the same graphics and finish I remember from a '94 Intrepid taxi. GM/Ford also junk, but in a different league.
Really interesting to have a diamond C-trailer and a 5500 dually over here in Europe to transport lighter machines like you guys. The big question is if it should work with our regulations here in Europe. It looks really durable instead for a semi-rig. Lower fuel-, tax-, maintenancecost is three things I directly think of. How long is your 5500 rig?
I have a 2019 3500 drw with 3.73s and flatbed. Truck only is 12k. I tow heavy quite a bit with gooseneck and it does great. Mostly flat roads and off road. I think the 4.10 with aisin is built for towing better we have a cab and chassis 3500 and pulls better
How's the truck do when you don't control the shifting? Like let the trans do it's job and shift itself? I just ask because you and operator both always talk about it shifting your automatic trucks.
It has more than one EGT. You just don't see it. The EGTs are monitored for many reasons. All of the tuning comes from CUMMINS. They set the limits, they design it. The fuel mileage is based on, BMEP and that's based on torque curves. Towing isn't about speed. Any real heavy load(140k is not heavy) it's not fast a process. More torque means you can do more work at 60-65mph. Horsepower is just a rating for how fast a certain amount of work get done. 370hp at 2800rpm is 694lbft. The Aisins 2nd gear is 2.00:1 and the axle is 4.44:1. So at 2800rpm in second with TC locked your truck to the axle shafts is making 6,162lbft to turn the wheels. The 3500 in the same position(gear) with more torque and less ratio is 787lbft x 2.00:1 x 4.10:1 = 6,459lbft. It looks like his truck has 19.5" tires on it so it has no advantage on tires size(smaller diameter tires lose less torque) so he has a slight advantage. I understand that the trucks were over 2800rpm and that's not the point. I'm making. Hp is a fancy way of rate of work, that's is so commonly misunderstood. I would take the 5500 over the 3500 just on the brakes and tires alone. You are far more incontrovertible with a 19,000lbs lead vehicle than a 14k lead when your rolling over 40k gross. This is why a semi tractor is 46k(12k steer, 34k drive) of the 80k gross. Unless your in Canada where we have 58k tractors(16k steers, 42k drives) with 140k gross. That's still 42% of the total weight of the combination
😆😅😂🤣 Ford Mode I love it!!! It's true!!! Durajunk and Powerjoke and awesome high rev engines but they don't hold back for shit it's like a runaway freight train!!!
True, I apologize for my ignorance. I shouldn't have used that language. I do own a ram 3500 but I like the 5500. ( ones opinion, right?) Same engine just different gear settings. The 5500 has a larger chassis with heavier suspension. I enjoy your videos keep them coming.
The only thing the 8 speed transmission is good for is mpg.i was talking to a person he said that they will put the same tune in the 5500 as what is in the 3500.
I have a few 3500s with 40 ft hydraulic doves and they won't pull anymore than a 299d3 or a 305 mini excavator and the brakes on the 21s are trash the 2018s are better thank God for hydraulic disc on trailers these ho motors at Eisenhower tunnel with 25k lbs runs at 30 mph pretty sad
Sorry to say but I have tons of experience with all the last generations of rams and what you’re saying doesn’t add up. Maybe take your parking brake off it sounds like.
How do you properly spell T’s name. I follow you both comment every video. Sam is easy to spell 😂. I don’t want to screw his up if I am. Haha just saw it in video after making this comment.
Fords you have to drive like a semi without hydronic breaks , once you help break check the engine break and keep it in range it's like it just floats and you don't have to stay on the breaks , because it down shifts and engages almost 50 percent engine break automatically,, which I think is what you're looking for
I'm a Ford man for life but my 08 6.4 F-550 has all the breaking I won't in tow haul mode 1 bump of the breaks it kicks down like it's supposed to and up hill with my utility box full of tools and the bed full of tools you never know anything is behind it even though few things have fell off
Cab chassis trucks are derated for reliability, they're more likely to be loaded all the time than a pickup, so less power means things last longer when being worked hard. Figure most CC trucks the bed that gets put on them is probably heavier empty than 90% of the 3500 HO will see loaded until they get a couple owners down.
@@Itsa_Mea & @renen71 EXACTLY! The best explanation I've heard or read to explain that was concerning the duty cycle and/vs HP rating on the "same" engine with the same warrantee parameters (if there could or would be a difference) in a marine vessel. That helped explain why it costs so much more to buy the higher HP engine and also to "buy" an increase in HP from the OEM (Cat, Cummins, etc) "when all it is is a different tune in the ECM computer". I don't remember where I found that info but the "Marine Propulsion" section of an OEM's website, or a search for "marine propulsion duty cycle horse power rating" or such, should have it. Not all engines have a duty cycle and some manufacturers don't list (use?) that at all (Kubota, for instance). I didn't intend to get so long winded.....
Cool Video. We've got 3500's and 5500's and a 4500 on order. All tow our stuff great. I've been pondering exhaust and intake for the new 4500 coming, maybe a tune. But not deleting
I personally would tune the 5500 to the same as the 3500 if at all possible. The more torque you have the better and it will break eventually so why not bump up the power?
So to a guy that all of these stats sounds like Charlie Brown's teacher. What platform is the better choice for RVing and hotshotting? I would rather have the muscle and not need it than not have and need it. Looking towards a 5th wheel or possibly gooseneck RV
Im looking at getting a living quarters horse trailer as well as a truck to pull it. I contacted the manufacturer of the trailer and they informed me that the trailers, which have a gvwr of around 20k lbs, have a pin weight of around 4600 lbs when the trailer is empty which is about 12500 lbs dry. Im trying to decide if i should get a 3500 drw or a 4500. I would rather have the 3500 since this will be for personal use and ive been told the 4500 will make getting insurance more difficult/expensive. My only concern is that even a lightly optioned 3500 will only get me around 5500 lbs of payload. I figure if the empty trailer pin weight is 4600lbs then fully loaded, i would be looking at 5k lbs+ which would be really tight. Especially if the pin weight ends up being closer to 6k lbs. I dont have experience with towing this heavy so im trying to get advice from prople who do before i vommit to a purchase. I dont want to get the wrong truck and later find out its not enough truck. Based on my needs, do you think i need to step up to a 4500? Thank you
@VBELTandSON thank you for the reply. In that case, do you think the high output version is necessary based on the results if this video or would the standard output be good enough since it's still got higher numbers than the cab and chassis version?
Rolled across the scale with my 19 cc drw f350 35ft gooseneck and an excavator at just under 42k lbs gross weight. Truck did have emissions friendly 100hp tune but pulled it no problem. I wasn’t trying to win any races but, I wasn’t trying to be a Sunday driver either.
Ill stick with the silverado i like rams and ive owned rams but overall in my 2500 going up hill i have no issues at all that thing keeps pulling and the allison transmission helps a lot w the fuel mileage at the end of the day its all preference besides engine and transmission chevy gives me more options all around the truck but thats my opinion like insaid preference
Page 2 they put self leveling air suspension 2 bags in the front and rear has 4 bag suspension or hydraulic suspension all the way around. A turn key truck minimum 150k
@V-BELT and SON it's not how much you can pull it's what you can stop. I found the specs on my 2021 3500 single rear wheel 3500 with 370 hp 850 torque 22670 lbs if I were to lose my electric brakes I'm not stopping anything in a panic stop. The max I tow is 10000 lbs only one time I went to 19000 lbs .
@@VBELTandSON well you need to have a CDL first. Once you have the AZ(Class 1) there isn't a heavy haul, ot doubles or triples endorsement. We do have TDG(hazmat for US) but it's not a huge deal to get like down there. We built our system around efficiency, same trucks pull 40k more with the same license. With heavy haul, it's done by permit just like down there. To move a real excavator(like a Cat 385C) we would use a tandem tractor, with a tandem jeep with a 4 or 5 axle RGN. Only the truck needs a permit, driver has to be experienced and covered by insurance to move it of course.
You should make a quick 5 minute video of no talking so a asmr style video and do a split screen of doing a 0-80mph pull and a 80-0mph engine brake test. Also, pulling that hill in the video, hook up to the same trailer fully loaded that both trucks can do and again do a split screen side by side syle video. Just mount a go pro camera to the steering wheel Cullum.
My guess is a long-term the Derated truck would last longer short term the other truck would tow better but in reality emission systems will kill them both before they ever reach their full potential
Invaluable info here guys. Couldn’t put a price on it. So you’re telling me it depends on what the trailer’s doing and the terrain’s doing. 😎 If I have to get that heavy in the public sector I’ll go class 8 as the perimeters there can’t be as controlled as the private sector specific not to brakes but to trailer tire. I guessed the 3500 on the way up and 55 on the way down due to the engine numbers. The high output being derated like that at the high temps is a little reassuring. When it turns itself down I won’t have to freak out thinking something is going goofy.
You guys are goin back and fourth on these, I'm still pulling day in day out with a carborated big block and a four speed... I wish I could pull those grades at 25. I need to buy a truck ...
Buy a new one and never get rid of that big block. There's something to be said about old trucks, they just have a feel while driving that new trucks dont. Love seeing old war horses still putting in work 👍
Nobody hauls the weight like eastern Kentucky coal haulers they used to roll off the scales at 80 and 85 ton every load every day. Tabbot has to have a whole other level of skill to haul that kind of weight.
I went with a 22 HO 3500 dually 4.10s because I haul heavy and the registration and insurance on a 5500 commercial vehicle is expensive. As well as the fact I can resell my "grandma" driven dually for more than I could ever recoup with a 5500 work truck.
I have 2 RAM 3500's, a 2011 SRW deleted and a 2017 DRW with all emissions. The 2011 gets about 4 MPG better than the 2017 empty and about 2 MPG hauling about 30,000 lbs. BUT they both go up the same passes at about the same speed when towing. No real difference.
I'll take heavy frame and bigger brakes EVERY TIME. I'm saying it is incredibly easy decision. I hauled a cord of fire wood in a 1981 c10 chevrolet with a short block chevy 305. It did the job. What's the power 200 hp 300 torque on a good day 3 speed auto. I have a 18 ram 5.7 and a 16ft average trailer I use occasionally it's plenty for hauling a car at 80mph
1986 6.9 turbo with 4+2 and its great. Runs off of the home made black diesel. Fun video guys, im still a ford guy, but i dont think ill ever get anything newer than 2005 after working on em. Pretty trucks P.s. I have ADHD so shifting gear while towing keeps the brain occupied
Seriously, put a Ford on the channel and do the exact same thing. You guys act like the Ford is good for nothing but carrying some miscellaneous parts and material in the bed? This is a joke and test have proven the Ford beats the shit out of the Dodge and gets better fuel mileage. GTFOH!
@@D.c.0 first off it’s not an engine brake it’s an exhaust brake two completely different things there super trucker I had a 2019 6.7 power stroke before going to a 2021 ram HO Cummins and the exhaust brake on the ford is non existent compared to the Cummins duramax exhaust brake is a joke as well compared to the Cummins only people that think otherwise are those that haven’t driven and towed with a 6.7 Cummins truck
Not everyone needs to tow 20k+ at 80 mph, most folk just need it to get in gear and pull reliably.
Time is money. I gotta where I'm goin so I bought a f350. 80mph everywhere I go with whatever is behind me lol
I’ve watched many of these videos and this man is towing exactly how he should be when loaded. If your in a hurry then drink one less beer, go to bed early and leave and hour earlier. Killing somebody is not worth any amount of money.
@@chriseagle7231in person, you look more stupid than you write?
@@nathanurick8320good advice Nathan
I can go 300k miles on a set of brakes on my freightliner, i don't use the breakes unless i need to. I let the engine do all the work.
How does the Duramax compare in the engine braking department ?
Doesn’t compare very well. Cummins hands down has the best engine brake
It's Tortoise and the Hare between the 3500 and 5500. After a few pulls and mileage the old 5500 turtle will still be going and the 3500 will have joint pain, smokers lungs, and a collection of old shoes. Overconfidence, good looks, bragging, speed can't compare with common sense, steadiness, and humility really.
The 3500 4:10 gear holds 2200 RPM in direct drive at 52.2 MPH. The 5500 with 4:44 gears holds 2480 RPM. The 5500 with 4.88 holds 2725 RPM at the same MPH. The lower gear puts the engine under less load "stress" at higher weights. Also with higher trailer weights it hard to legally scale a 3500 because you can't get enough trailer tong weight and keep 10% over the truck rear tires. If you load your Diamond C to 34,000 over the trailer tires you can add 10,000 lbs to the tong putting the drive axle at 13,500. That's 44,000 lbs towed with a trailer weight on a 44 ft hydraulic ramp trailer weighing 11,620 lbs. That's 32,386 lbs you can legally and safely load on the trailer and scale. It gets harder with the axle weight capacity of the 3500. Also moving this type of weight you want the bigger rear diff and wheel bearing. Not to mention brakes. Also direct drive is 4th gear. The 1:0 gear ratio in the trans.
I need to add one more thing. The trailer and coupler are rated at 40,000 lbs. So you can get yourself into a spot that you can legally scale more than the trailer coupler and trailer is rated at. But the you add fuel tanks and tools to the bed of the 5500 the trailer weight capacity comes down. So you can add 4,000 lbs of fuel and tools and tow 40,000lbs. Minus 11,620 lbs trailer is 28,380lbs all day legal tow rating. This gives you max volume on the trailer. You could tow an extra 4,000lbs with a shorter trailer or leave off some options. Mine is loaded.
Thanks for these comments
The issue with all of 3500/F350 w/+35k tow ratings, is the lack of pin weight. Same with the 1500s and the 14k hitch weight. Once you cross the 10k GTW you should have 15% tongue weight(bumper pulls). Well 15% of 12k is 1800lbs, 15% of 14k is 2100lbs. Well beyond the capability of EVERY CLASS 1(2b) trucks rear hitch. And the same applies to the GN/5th, once you cross about the 20k mark you should have 20-25% on the truck. To get a 37k trailer behind any 1ton DRW crewcab pickup you should have 7,400lbs(20%) to 9,250lbs(25%). The actual maximum weight is closer to 6500lbs payload(17.5%) that's a reg cab 2wd tradesmen HO diesel. If you look at the crew cab DRW the payloads are 5590lbs(15.1%) that's a best case scenario tradesmen crew cab. Too many people don't understand the way things work. Hp is just work rate(how fast work is getting done)
1000lbft@1313rpm is 250hp
1000lbft@2626rpm is 500hp
1000lbft@3939rpm is 750hp
1000lbft@5252rpm is 1000hp
All the same capability the engine is doing the work at a faster rate. It's not any stronger. If it was a measure of strength why can't my 475hp 6.7 Powerstroke(475hp@2600 = 960lbft) do the same job as a 475hp D13(475hp@1700 =1467lbft) or a 475hp Cat C15(475hp@1500rpm = 1663lbft) it's all 475hp right???? Because is a rate of work calculation. Hell a 485hp 6.4 hemi is pathetic. 485hp@6000rpm is only a meager 424lbft. If hp was the strength of an engine that hemi should out work every example I listed.
@@jnk26 finally someone who understands. I am loaded right now with a 5500 ram. 47,860 gross. I am a little heavy on the rear axle at 14980 but I am under the tire rating. Steers are 6240 and trailer is 26640. I wish I could send a picture of this load. I can shift weight to the rear of the trailer if I need to lighten the rear axle by 1500.
@@5inchborespaceing there is a reason so many guys doing "hotshot" with a 3500/F350 wreck their trucks. Part is the inexperience of such a heavy load(traveling too fast/too close, braking too late) and the under capable rear axle loading(15% hitch weight) people fail to understand that the rear axle of the truck is the "steer" axle of the trailer. Same thing applies when bumper pulling a heavy trailer, and unloading the steer axle of the truck. In the semi world you have minimum steer axle weights for certain truck and trailer combinations. Controlling the truck means you have the capability to control(lead) the trailer. Unless you are heavy gooseneck towing with a 2500/3500 2019 or newer GM HD pickup(, gooseneck ball location is behind the rear axle center line on the short bed HDs.
I think in the long run you are better off going with the 5500. Hp isn't everything. I'd be more worried about how the truck handles the extra weight and how much longer it will last compared to the 3500. My brother-in-law had a 2011 1500 and I had a 2500hd. His truck would pull better off the line and up hills. But my truck would handle the weight way better and lasted longer than his did.
You and Tabbot have the best towing weapons on the planet. No question ☝️💪🏻👍
Awesome. I like the idea of mixing older Dodge Ram Cummins trucks (1998-2002) with the newer ones. Also, the videos are great.
I think you need to do the test again after you hit 15,000miles. Which i believe is the official breakin mileage still. At that point the difference might not even be perciveable. But it will certainly be interesting to find out.
Those 2 spd rearend wanters will be sorry, I have owned a couple 2 1/2 to 5 tons back in the day they are noting but trouble stay away! Multi spd transmission is the only way to go.
I drive a 2020 5500 everyday, I was told that 3,500 mi. is when things start improving factory settings allow it to have break in time, cab, and chassis have just anybody driving them in a fleet! Great trucks!!
I was wondering if there was something like that in play. Excited to see if anything changes
I got 44k on my 4500 and 5500 both 2019s, not a single issue.
It is not how fast you can go it is how well you can stop.
We have a RAm 5500 with 4:89 gears to haul our 22000 Plus lb 5th wheel around the country and couldn't be happier with the way it handles the job.
Great demo on the exhaust brakes👍
I would have bought the 5500. For the weight you pull you need the bigger brakes. It's not how fast you can go but what you can stop.
I’m a nervous wreck when we tow with dads 2017 f250 we haul 15k or less and it just does not handle the weight on any scale
No f250 or 2500 will feel as stable as a F350+/ 3500+ Dually. That's why so many people go to a dually truck.
I guess 3500 wins but longevity I’d go with 5500
FCA doesn't touch the Cummins Engine Calibrations. Cummins does their own testing and validation as well.
Love the way you fly your passengers door flag right.
Aisin already has an 8 speed. I wonder when that bad boy is going to be in a ram. Also it’s insane that we are even talking about “off the lot” trucks with 800-1000 ft lbs. I remember my dads 02 with the HO was making 245 hp and 505 lbs of torque and that was like insane to me.
I’m just as blown away when i tell people I’m gonna buy the new 7.3 gas and they act as if 475ft lbs with a 10 speed and 4.30 gears isn’t enough. Like uhhhh y’all didn’t say squat about the 7.3 power stroke i had that only made 500ft lbs stock with a 4 speed what gives lol
@@derekroose6940 comparing a 7.3 gas to a 7.3 diesel. I would still take the diesel. The gas is great compared to othe gas motors, but torque is king and 500lbft@1600 will do more work with less fuel that the 475lbft@3800. That 250hp@2600rpm is 500lbft. Where as the 430hp@5500rpm is only 410lbft. So from peak to peak the diesel is still more capable especially if the transmission were the same. 7.3 with the 10spd would be different. Now before you start in with anything that old 7.3 with the 6spd had a GCWR of 30k lbs. The best you can get with the gas 7.3 is 28k GCWR(35k in the F650-750). GCWR is the best way to measure capability, because that's the limit of the total combined weight of a combination.
@@jnk26 what about my 7.3 with the ZF5? Oh did I forget to mention 7.3IDI 😂
@@BuckInchuteranch1 the 7.3 IDI at best was 380lbft@1400(N/A) 388lbft@1400(turbo) and 185hp@3000 N/A(323lbft, 190hp@3000 turbo(332lbft). Whish is still more than the gas engines of their time. The N/A has the same working torque(hp rating) of 1st gen 5.7Hemi with 345hp@5600(323lbft) and its has better off the line torque 388@1400 vs 375@4400(hemi). I'm not putting down the hemi but I'm making you aware that it's not that impressive. On a working scale a 2003 gas engine just comes to be comparabe with a 1988 N/A diesel for capability(not speed)
ZF has a 8 speed class 8 transmission (TX-8) used in PACCAR chassis. It's rated for 54,000 pounds, I wonder why they don't use it in the Ram 🤔
These are like class 8 semi's lite, the power these trucks have now!
Its not about the power but weight. Far from a tractor trailer🤣.
Sam,
What I'd like to see is the same run, but with your dad's 4500 with 4.10's. (Do I have that correct? 370hp vs 370, identical trucks, but with different gearing. Ram obviously makes a huge deal out of gearing and what gvcwr the truck gets because of that selected ratio. But, I think we miss some of the fact that we don't have a 1 spd transmission. While different gears will effect dead stop launch, and final high speed rpm, that big middle ground area can have a lot to do with trans gearing. Simply put, a 4.10 truck might pull a hill in 3rd and higher rpm, and a 4.88 identical truck might be able to pull it in 4th, with both basically mustering up about the same mph overall. That's my guess
Awesome information in this video.
LOL THESE TRUCKS DELETEDE CAN RUNB 90 MPH OR MORE UP 7% INCLINES FULLY LOADED WITHOUT STRUGGLING ONCE DELETED. THE ENGINE BREAK STOPS YOU WITHOOUT EVEN USING THE BREAKS. NO MORE LOCK OUT IN 5TH GEAR I CRUISE ON 80 TO 85 WITH MY 25K RV IN 6TH NEVER BOGS. YOYU NEED A DELETE.
I’d go with the 5500 Cab n chassis
What sort of brakes do you have on a trailer of this weight and do you need a CDL for private use? In Australia (where you can buy a RAM 3500 for 130K USD) you need full air brakes........ a full semi truck licence. These trucks are starting to become popular down here - even at huge prices. Between the different brands and models (1500 - 3500) they are selling about 3,000 of these trucks per year.....and it's increasing every year too.
5500 with holding more weight and doing it with ease!
if im not mistaken the tow haul on the ram doesnt change shift points...but it downshifts when in tow haul
Holds rpm till 2000 before shifting in tow haul. Even if you have no load on the truck it will stay in 3rd gear let’s say till you pass 2k rpm
@@IManOPERATOR mine didnt do that. glad to see they changed that from thw 15 models. literally pulled and drove the same, it just down shifted with the exhaust brake in tow haul. heck it wouldn't down shift pulling till it lugged it plum out, then it would drop 2 gears instead of one, hit the rev limit...cut out...then upshift to the next gear where it needed to be and then go on. i had to drive it like Sam does his most of the time if I was towing in hilly country, or even manually downshift on the interstate just so it wouldnt rev to the moon 😂😂😂
You're mistaken, atleast on my 18 it's a noticable difference not only in upshifts but the exhaust brake is way more aggressive on a deceleration.
does the trans shift differently from the 3500 to 5500.
I had a 2008 5500 the trans really shifted nice would down shift like a big rig
What does “de-rated” mean on the 5500? I thought that the high output cummins put in both the 3500 and 5500 made the same exact power given they have the same powertrain.
Same power train but it’s de tuned in cab chassis trucks for longevity in work trucks I think
All cab and chassis across all brands are derated on engine power. They are more truck, but don’t put out the same power numbers the 3500/350s do. I think Sam is kinda proving it doesn’t really matter tho.
Do you have a CDL or is there a way around that?
@@Mountaintoptractor cdl required
@VBELTandSON ok...I do not have a cdl. I'm strongly considering starting a forrestry company and trying to figure out tow rigs trailers equipment etc. Locally the cat dealer has a used d3k2 with masticator head, they are proud of the machine, but where I am everything is steep, 7,500'. I know my local forrestry guys as I'm in the state sponsored forrestry program on my property, but it's a huge leap of faith with getting work etc. I currently have an old tree farmer I use to skid logs with, have a hand full of videos of it on my channel, I sold some land and trying to be responsible with money and forrestry co see Ed like a good idea.
Great video Sam 💪🏻👍🏻
Great video Sam thanks.
I love your RUclips channel but in my opinion horsepower doesn't really matter when it comes to towing hauling heavy loads it's all about the torque and the gear ratio
@@bighorn9119 normal ppl dont understand the difference for RUclips sake is simpler to say horsepower but if you know you know. Gear ratio hp compensator. Gear ratio torque multiplier
Do you notice that much of a difference with your 3500 dually vs your 5500 with the wide track front end in regards to turning radius?
Huge difference. 5500 even being longer turns way sharper
@@VBELTandSON Hopefully soon can see how the 5500 does with the 310 behind it 🤞🏻
@@VBELTandSON speaking of this, can you measure the 5500 from left ball joint to the right ball joint? I want to see if that's where the "wide track" is or if it is just wider dually adapters. From a geometric standpoint it should be a wider pivot point (ballpoint to balljoint) than a 3500.
@@Itsa_Mea I’ll send you an ig video of it. 👍🏻
What is the name of your intro song ?
Another honest review with real testing👍🏻thanks for sharing Sam 👍🏻👍🏻👍🏻🇺🇸💪🏻
The 5500 is a piece of .... except for the thick, boxed frame. Why do men loving men love Ram's? I drove an '07 tow truck 5500 with the lame-tuned 6.7. Dash layout exceptional - with the same graphics and finish I remember from a '94 Intrepid taxi. GM/Ford also junk, but in a different league.
Really interesting to have a diamond C-trailer and a 5500 dually over here in Europe to transport lighter machines like you guys. The big question is if it should work with our regulations here in Europe. It looks really durable instead for a semi-rig. Lower fuel-, tax-, maintenancecost is three things I directly think of. How long is your 5500 rig?
I have a 2019 3500 drw with 3.73s and flatbed. Truck only is 12k. I tow heavy quite a bit with gooseneck and it does great. Mostly flat roads and off road. I think the 4.10 with aisin is built for towing better we have a cab and chassis 3500 and pulls better
How's the truck do when you don't control the shifting? Like let the trans do it's job and shift itself? I just ask because you and operator both always talk about it shifting your automatic trucks.
Trans always wants next gear to early. Not bad tho with lighter loads
@@VBELTandSON makes sense thanks for the insight
Always enjoy your videos!
What do you get for fuel mileage
It has more than one EGT. You just don't see it. The EGTs are monitored for many reasons. All of the tuning comes from CUMMINS. They set the limits, they design it. The fuel mileage is based on, BMEP and that's based on torque curves. Towing isn't about speed. Any real heavy load(140k is not heavy) it's not fast a process. More torque means you can do more work at 60-65mph. Horsepower is just a rating for how fast a certain amount of work get done. 370hp at 2800rpm is 694lbft. The Aisins 2nd gear is 2.00:1 and the axle is 4.44:1. So at 2800rpm in second with TC locked your truck to the axle shafts is making 6,162lbft to turn the wheels. The 3500 in the same position(gear) with more torque and less ratio is 787lbft x 2.00:1 x 4.10:1 = 6,459lbft. It looks like his truck has 19.5" tires on it so it has no advantage on tires size(smaller diameter tires lose less torque) so he has a slight advantage. I understand that the trucks were over 2800rpm and that's not the point. I'm making. Hp is a fancy way of rate of work, that's is so commonly misunderstood. I would take the 5500 over the 3500 just on the brakes and tires alone. You are far more incontrovertible with a 19,000lbs lead vehicle than a 14k lead when your rolling over 40k gross. This is why a semi tractor is 46k(12k steer, 34k drive) of the 80k gross. Unless your in Canada where we have 58k tractors(16k steers, 42k drives) with 140k gross. That's still 42% of the total weight of the combination
😆😅😂🤣 Ford Mode I love it!!! It's true!!! Durajunk and Powerjoke and awesome high rev engines but they don't hold back for shit it's like a runaway freight train!!!
You can order whatever the f**k you want if you have the $. Your opinion on what you like and use it for?
Always nice to have more info when ordering from the hip
True, I apologize for my ignorance. I shouldn't have used that language. I do own a ram 3500 but I like the 5500. ( ones opinion, right?) Same engine just different gear settings. The 5500 has a larger chassis with heavier suspension. I enjoy your videos keep them coming.
Great video 👍
So is the main difference between the two payload?
Different frame, different brakes, different differentials. Claim the 3500 tows more but 5500 hauls more
Sam 🤙. Cummins forever 👍💪🏻
Slow 🐌 😂
The only thing the 8 speed transmission is good for is mpg.i was talking to a person he said that they will put the same tune in the 5500 as what is in the 3500.
I’ll take a 5500 any day of the week and twice on Sunday to tow any weight over a 3500
I work a lot in the mining industry, the dodge's run and pull great but the body, interior and body fall apart after a few years.
All of mine are doing fine🤷🏼♂️
I have a few 3500s with 40 ft hydraulic doves and they won't pull anymore than a 299d3 or a 305 mini excavator and the brakes on the 21s are trash the 2018s are better thank God for hydraulic disc on trailers these ho motors at Eisenhower tunnel with 25k lbs runs at 30 mph pretty sad
Sorry to say but I have tons of experience with all the last generations of rams and what you’re saying doesn’t add up. Maybe take your parking brake off it sounds like.
How do you properly spell T’s name. I follow you both comment every video. Sam is easy to spell 😂. I don’t want to screw his up if I am. Haha just saw it in video after making this comment.
Tavit 👍🏻
Fords you have to drive like a semi without hydronic breaks , once you help break check the engine break and keep it in range it's like it just floats and you don't have to stay on the breaks , because it down shifts and engages almost 50 percent engine break automatically,, which I think is what you're looking for
I’ve driven the fords. The don’t have any engine brake value at all.
What's your buddy's channel
Should have bought a chevy with 10 speed won't be hunting for gears
Have me hunting for an engine brake then …
I'm a Ford man for life but my 08 6.4 F-550 has all the breaking I won't in tow haul mode 1 bump of the breaks it kicks down like it's supposed to and up hill with my utility box full of tools and the bed full of tools you never know anything is behind it even though few things have fell off
With my program I can't run 90 in the 550 but it gets there fast and doesn't know anything behind it and it a work truck
I have a 2020 3500 and a 2020 5500. Why does the 5500 have less horsepower?
Cab chassis trucks are derated for reliability, they're more likely to be loaded all the time than a pickup, so less power means things last longer when being worked hard. Figure most CC trucks the bed that gets put on them is probably heavier empty than 90% of the 3500 HO will see loaded until they get a couple owners down.
Longevity for Commercial Use.
Thanks for the clarification. I have been told Ford and GM do the same with their larger trucks.
@@Itsa_Mea & @renen71
EXACTLY! The best explanation I've heard or read to explain that was concerning the duty cycle and/vs HP rating on the "same" engine with the same warrantee parameters (if there could or would be a difference) in a marine vessel. That helped explain why it costs so much more to buy the higher HP engine and also to "buy" an increase in HP from the OEM (Cat, Cummins, etc) "when all it is is a different tune in the ECM computer". I don't remember where I found that info but the "Marine Propulsion" section of an OEM's website, or a search for "marine propulsion duty cycle horse power rating" or such, should have it. Not all engines have a duty cycle and some manufacturers don't list (use?) that at all (Kubota, for instance).
I didn't intend to get so long winded.....
from what I have read there is actually a difference in pistons one has higher compression and less boost the other less compression more boost
Was in Morgantown about to month ago
Cool Video. We've got 3500's and 5500's and a 4500 on order. All tow our stuff great. I've been pondering exhaust and intake for the new 4500 coming, maybe a tune. But not deleting
Great 👍 thanks for sharing
Great vid Thanks!
i was towed 2 less gear down
I personally would tune the 5500 to the same as the 3500 if at all possible. The more torque you have the better and it will break eventually so why not bump up the power?
one has higher compression than the other believed its from different pistons from what I've read
@erikdobrovolny4484 I'm pretty sure the C&C trucks are the same engine as the HO 3500's.
Very curious if it really is the same motor with a de-rate
Do you run 19.5s on all your rigs ? If so where would you send me to get some ?
Only have 19.5 on my 5500s. Not sure where my buddy got his for his 3500.
Still haven't found your buddy's channel
I’m an operator
what would be the difference in 4500 vs the 3500 and 5500.
45 and 55 same the different sticker
I bet the 5500 wins
So to a guy that all of these stats sounds like Charlie Brown's teacher. What platform is the better choice for RVing and hotshotting? I would rather have the muscle and not need it than not have and need it. Looking towards a 5th wheel or possibly gooseneck RV
3500 will do it all
@@VBELTandSON appreciate the reply
What model excavator is that you are hauling?
A 310 and an 080
Want to see some videos on these Ford's y'all speak of.
I filmed a ford video
Im looking at getting a living quarters horse trailer as well as a truck to pull it. I contacted the manufacturer of the trailer and they informed me that the trailers, which have a gvwr of around 20k lbs, have a pin weight of around 4600 lbs when the trailer is empty which is about 12500 lbs dry. Im trying to decide if i should get a 3500 drw or a 4500. I would rather have the 3500 since this will be for personal use and ive been told the 4500 will make getting insurance more difficult/expensive. My only concern is that even a lightly optioned 3500 will only get me around 5500 lbs of payload. I figure if the empty trailer pin weight is 4600lbs then fully loaded, i would be looking at 5k lbs+ which would be really tight. Especially if the pin weight ends up being closer to 6k lbs.
I dont have experience with towing this heavy so im trying to get advice from prople who do before i vommit to a purchase. I dont want to get the wrong truck and later find out its not enough truck. Based on my needs, do you think i need to step up to a 4500?
Thank you
I’d get a 3500. It will handle that weight no problem
@VBELTandSON thank you for the reply. In that case, do you think the high output version is necessary based on the results if this video or would the standard output be good enough since it's still got higher numbers than the cab and chassis version?
High out put gets you the better transmission. Highly recommend the aisin over the 68 trans when planning on towing
My 2022 3500 HO is sitting in Benecia, waiting to be delivered to the dealer. Like a kid waiting on Christmas morning!
Rolled across the scale with my 19 cc drw f350 35ft gooseneck and an excavator at just under 42k lbs gross weight. Truck did have emissions friendly 100hp tune but pulled it no problem. I wasn’t trying to win any races but, I wasn’t trying to be a Sunday driver either.
Hell Ya Brother
LOL Dodge guy's sea hills everywhere by a Ford And those hills disappear
Because you hit a tree because ford has no engine brake? Please check your spelling and grammar.
@VBELTandSON No need Im glad you understand. And I do agree that Dodge has better engine break because they don't have regular brakes lol
@@vcch5116 🤨😂
Ill stick with the silverado i like rams and ive owned rams but overall in my 2500 going up hill i have no issues at all that thing keeps pulling and the allison transmission helps a lot w the fuel mileage at the end of the day its all preference besides engine and transmission chevy gives me more options all around the truck but thats my opinion like insaid preference
Do you tow a boat only?
@VBELTandSON no Sir i do hotshot trucking
@@ezurmnd non cdl?
What’s the setup for the ram 3500
Not sure what you mean?
last
Qqqq question
There is a company that orders 5500 with high output for big rvs . They also put full air or hydraulic suspension and a rv bed .
Where?
@V-BELT and SON it's at a mega rv puller . I think it is luxury rv .they order the trucks then put self level
Page 2 they put self leveling air suspension 2 bags in the front and rear has 4 bag suspension or hydraulic suspension all the way around. A turn key truck minimum 150k
@V-BELT and SON it's not how much you can pull it's what you can stop. I found the specs on my 2021 3500 single rear wheel 3500 with 370 hp 850 torque 22670 lbs if I were to lose my electric brakes I'm not stopping anything in a panic stop. The max I tow is 10000 lbs only one time I went to 19000 lbs .
5500 has the better brakes
110%
2nd......
You guys talk about 120,000lbs like that's heavy. Lol we play at 140k all day long, here in Canada. No permit, no special training required.
Sounds reckless most ppl can’t drive a normal car very well
@@VBELTandSON well you need to have a CDL first. Once you have the AZ(Class 1) there isn't a heavy haul, ot doubles or triples endorsement. We do have TDG(hazmat for US) but it's not a huge deal to get like down there. We built our system around efficiency, same trucks pull 40k more with the same license. With heavy haul, it's done by permit just like down there. To move a real excavator(like a Cat 385C) we would use a tandem tractor, with a tandem jeep with a 4 or 5 axle RGN. Only the truck needs a permit, driver has to be experienced and covered by insurance to move it of course.
@@jnk26 so it is the same as here…
👍🏻
Over gcwr
Under tow rating but ok
You should make a quick 5 minute video of no talking so a asmr style video and do a split screen of doing a 0-80mph pull and a 80-0mph engine brake test. Also, pulling that hill in the video, hook up to the same trailer fully loaded that both trucks can do and again do a split screen side by side syle video. Just mount a go pro camera to the steering wheel Cullum.
You want me to go 25 over the speed limit?
@@VBELTandSON lol, no go somewhere you can go to go 65-80mph away from traffic so you can do those tests
You want Sam to start making asmr videos???
@@paultasker9759 lol, only when it comes to comparison videos. He'd get tons of more views
My guess is a long-term the Derated truck would last longer short term the other truck would tow better but in reality emission systems will kill them both before they ever reach their full potential
Invaluable info here guys. Couldn’t put a price on it.
So you’re telling me it depends on what the trailer’s doing and the terrain’s doing.
😎
If I have to get that heavy in the public sector I’ll go class 8 as the perimeters there can’t be as controlled as the private sector specific not to brakes but to trailer tire.
I guessed the 3500 on the way up and 55 on the way down due to the engine numbers. The high output being derated like that at the high temps is a little reassuring. When it turns itself down I won’t have to freak out thinking something is going goofy.
You guys are goin back and fourth on these, I'm still pulling day in day out with a carborated big block and a four speed... I wish I could pull those grades at 25. I need to buy a truck ...
Buy a new one and never get rid of that big block. There's something to be said about old trucks, they just have a feel while driving that new trucks dont. Love seeing old war horses still putting in work 👍
Nobody hauls the weight like eastern Kentucky coal haulers they used to roll off the scales at 80 and 85 ton every load every day. Tabbot has to have a whole other level of skill to haul that kind of weight.
First
I went with a 22 HO 3500 dually 4.10s because I haul heavy and the registration and insurance on a 5500 commercial vehicle is expensive. As well as the fact I can resell my "grandma" driven dually for more than I could ever recoup with a 5500 work truck.
I have 2 RAM 3500's, a 2011 SRW deleted and a 2017 DRW with all emissions. The 2011 gets about 4 MPG better than the 2017 empty and about 2 MPG hauling about 30,000 lbs. BUT they both go up the same passes at about the same speed when towing. No real difference.
I'll take heavy frame and bigger brakes EVERY TIME. I'm saying it is incredibly easy decision. I hauled a cord of fire wood in a 1981 c10 chevrolet with a short block chevy 305. It did the job. What's the power 200 hp 300 torque on a good day 3 speed auto. I have a 18 ram 5.7 and a 16ft average trailer I use occasionally it's plenty for hauling a car at 80mph
1986 6.9 turbo with 4+2 and its great. Runs off of the home made black diesel. Fun video guys, im still a ford guy, but i dont think ill ever get anything newer than 2005 after working on em. Pretty trucks
P.s. I have ADHD so shifting gear while towing keeps the brain occupied
I am a Ford guy since 2012. 12 250 and a 22 350 srw. I 100% agree the exhaust brake is useless. The Cummins sounds so good and pulls low rpm.
I pull 2 trailers behind me with my 18 ram. I pull 28k, its not hilly and does awesome. I wonder if an 8 speed would do better on my 7 mpg.
Seriously, put a Ford on the channel and do the exact same thing. You guys act like the Ford is good for nothing but carrying some miscellaneous parts and material in the bed? This is a joke and test have proven the Ford beats the shit out of the Dodge and gets better fuel mileage. GTFOH!
Cry a river sally… already had a ford on the channel. Did this same test. Catch up up! Go watch that video and comment again.
Emotional damage
@@D.c.0 first off it’s not an engine brake it’s an exhaust brake two completely different things there super trucker I had a 2019 6.7 power stroke before going to a 2021 ram HO Cummins and the exhaust brake on the ford is non existent compared to the Cummins duramax exhaust brake is a joke as well compared to the Cummins only people that think otherwise are those that haven’t driven and towed with a 6.7 Cummins truck