Whata ya think?
2018 Ram 3500 CC LB DRW 4X4 Cummins Aisin Laramie Pearl White
2018 Landmark Oshkosh
2008 Bigfoot 25C9.4
2014 NauticStar 21 ShallowBay 150HP Yamaha
2016 GoDevil 18X44 35HP Surface Drive
Winnebago 2101DS TT & 2022 Chevy Silverado 1500 LTZ Z71, WindyNation 300 watt solar-Lossigy 200 AH Lithium battery. Prefer boondocking, USFS, COE, BLM, NPS, TVA, state camps. Bicyclist. 14 yr. Army -11B40 then 11A - (MOS 1542 & 1560) IOBC & IOAC grad
Either will do the job.
Will you be towing in the mountains much? Driving empty often?
Ed So.Calif
1950 Ford F1 street rod
1968 Baha Bug with 2.2 ecotec motor 170 hp, kingcoil
2000 National Sea Breeze 5th wheel trailer
1998.5 Dodge 2500 4x4 Cummins,4.10 gears,turbo,trans,injectors,oil cooler,lockers,edge EZ, 35" BFG's, air dog lift pump etc.
2021 F150 2.7 Ecoboost - Summer Home 2017 Bighorn 3575el. Can Am Spyder RT-L Chrome, Kawasaki KRX1000. Retired and enjoying it! RIP DW 07-05-2021
Me Again wrote:
Why trade. We tow a 16K 5th wheel with a SRW and 3:42's work great. Chris
Why trade. We tow a 16K 5th wheel with a SRW and 3:42's work great. Chris
I agree with this. You already have enough truck. And I'm not sure why you are locking out 6th with your current trailer. Sure isn't necessary.
As for your question, I have 4.10s. And I wouldn't buy them again. Just don't need them with the new trucks - plenty of power, don't really need the low gears.
2012 RAM 3500 Laramie Longhorn DRW CC 4x4 Max Tow, Cummins HO, 60 gallon RDS aux fuel tank, Reese 18k Elite hitch
2003 Dodge Ram 3500 QC SB 4x4 Cummins HO NV5600 with Smarty JR, Jacobs EB (sold)
2002 Gulf Stream Sea Hawk 29FRB with Honda EV6010
Bionic Man wrote:
I agree with this. You already have enough truck. And I'm not sure why you are locking out 6th with your current trailer. Sure isn't necessary.
As for your question, I have 4.10s. And I wouldn't buy them again. Just don't need them with the new trucks - plenty of power, don't really need the low gears.
Me Again wrote:
Why trade. We tow a 16K 5th wheel with a SRW and 3:42's work great. Chris
Why trade. We tow a 16K 5th wheel with a SRW and 3:42's work great. Chris
I agree with this. You already have enough truck. And I'm not sure why you are locking out 6th with your current trailer. Sure isn't necessary.
As for your question, I have 4.10s. And I wouldn't buy them again. Just don't need them with the new trucks - plenty of power, don't really need the low gears.
60MPH is 1750 RPM with 3:42's. My Aisin will not shift to 6th in T/H until 65 MPH, and I do not tow that fast normally.
It is all related to the tall gears using it the way RAM designed. Chris
* This post was edited 09/01/17 11:47am by Me Again *
Highway, I might peak into 13mpg. City driving, 10mph. Towing, 8-9mpg.
2017 Spartan 1245 by Prime Time
2018 Ram 3500 Crew Cab DRW w/ 4.10 gears and 8' bed
FW Hitch: TrailerSaver TS3
Learn to RV- learn about RVing - Towing Planner Calculators - Family Fulltiming FB page
Like your current truck with 3:42 gears, you can have your cake and eat it too. Chris
* This post was edited 08/31/17 10:44pm by Me Again *
If I do this I'm thinking 3:73 for the mix of towing and empty mileage. Probably best to cool my heels and see where we end up with a 5th.
TxGearhead wrote:
I'm borderline payload, rated 4018#, with my cabover. I know how 5th wheel pin weights are fudged by the Rv manufactures. I'm looking at Alpines with advertised pins of 2400-2600. I'm thinking that will realistically be 3500+ after the W/D and all the other junk we haul around. Our Montana HC was advertised at 2175# and scales around 3500.
If I do this I'm thinking 3:73 for the mix of towing and empty mileage. Probably best to cool my heels and see where we end up with a 5th.
I'm borderline payload, rated 4018#, with my cabover. I know how 5th wheel pin weights are fudged by the Rv manufactures. I'm looking at Alpines with advertised pins of 2400-2600. I'm thinking that will realistically be 3500+ after the W/D and all the other junk we haul around. Our Montana HC was advertised at 2175# and scales around 3500.
If I do this I'm thinking 3:73 for the mix of towing and empty mileage. Probably best to cool my heels and see where we end up with a 5th.
As long as it isn't a toy hauler, you can use this to get a fairly decent guesstimate at the wet/loaded pin weight:
http://towingplanner.com/Estimators/TonguePinWeightFromDry
This post is my opinion (free advice). It is not intended to influence anyone's judgment nor do I advocate anyone do what I propose.
Sold 04 Dynasty to our son after 14 great years.
Upgraded with a 08 HR Navigator 45’...
FTR, if I was just hauling gooseneck and backhoe, I would prefer the 4:10. Current configuration handles it fine for the 6-10 times a year we haul it, but is a chore.
Duramax + Grand Design 5er + B & W Companion
SBGTF
How much towing do you do would be a major factor for me.
GPG
GPG ">
2014 Ford F250, 6.2L, 4.30 Ratio, 6 speed
2014 Cougar (by Keystone) 327 RES
2023 F350 SRW Platinum short box 4x4.
B&W Companion
2008 Citation Platinum XL 34.5
2015 RAM LongHorn 3500 Dually CrewCab 4X4 CUMMINS/AISIN RearAir 385HP/865TQ 4:10's
37,800# GCVWR "Towing Beast"
"HeavyWeight" B&W RVK3600
2016 MobileSuites 39TKSB3 highly "Elited" In the stable
2007.5 Mobile Suites 36 SB3 29,000# Combined SOLD
Me Again wrote:
60MPH is 1750 RPM with 3:42's. My Austin will not shift to 6th in T/H until 65 MPH, and I do not tow that fast normally.
It is all related to the tall gears using it the way RAM designed. Chris
Bionic Man wrote:
I agree with this. You already have enough truck. And I'm not sure why you are locking out 6th with your current trailer. Sure isn't necessary.
As for your question, I have 4.10s. And I wouldn't buy them again. Just don't need them with the new trucks - plenty of power, don't really need the low gears.
Me Again wrote:
Why trade. We tow a 16K 5th wheel with a SRW and 3:42's work great. Chris
Why trade. We tow a 16K 5th wheel with a SRW and 3:42's work great. Chris
I agree with this. You already have enough truck. And I'm not sure why you are locking out 6th with your current trailer. Sure isn't necessary.
As for your question, I have 4.10s. And I wouldn't buy them again. Just don't need them with the new trucks - plenty of power, don't really need the low gears.
60MPH is 1750 RPM with 3:42's. My Austin will not shift to 6th in T/H until 65 MPH, and I do not tow that fast normally.
It is all related to the tall gears using it the way RAM designed. Chris
Well, my truck has the 68RFE not Aisin (I assume auto correct gave you Austin above), and I rarely tow below 65 MPH. I guess in your situation you might lock out 6th (although I still wouldn't). I think the Aisin with 3.42 would tow very nicely at 65-70.
Keep in mind however, that a 4.10 -1 rear is turning faster (more revolutions per mile) than a 3.73 -1 rear is. More revolutions equal greater internal heat (there is heat produced friction back there) and all the moving components, bearings, seals and gears are wearing faster. The intermediate (transmission) retio's will be the most important factor however.
2015 Backpack SS1500
1997 Ford 7.3 OBS 4x4 CC LB
Ron & Charlotte
WD8CBT since 1976
32' Gulfstream Ameri-Camp & 05 Ram QC LB
I started with nothing and I still have most of it left
I never fail, I just succeed in finding out what doesn't work
.JPG)
thomas201 wrote:
Have you tried taking it up to 65, let it make the shift to 6th, hold a minute and drop back to 60 to 63 where you feel comfortable? It should stay in 6th. Keep the girl that brung ya!
Have you tried taking it up to 65, let it make the shift to 6th, hold a minute and drop back to 60 to 63 where you feel comfortable? It should stay in 6th. Keep the girl that brung ya!
Then the engine would be way down on the torque curve and turned at to low of RPM for efficient towing and fuel mileage. 60 in 6th is around 1300 RPM(on Edit) and the engine would be lugging. I will verify that later today.
I tow at 24500 combined at 1750 RPM in 5th works very well at 60 MPH.
Chris
* This post was edited 09/02/17 11:49pm by Me Again *
ependydad wrote:
Highway, I might peak into 13mpg. City driving, 10mph. Towing, 8-9mpg.
Highway, I might peak into 13mpg. City driving, 10mph. Towing, 8-9mpg.
Wow, is this diesel? I do far better than that with my Hemi unloaded. Towing about the same but only 11,000#.
Me Again wrote:
Then the engine would be way down on the torque curve and turned at to low of RPM for efficient towing and fuel mileage. 60 in 6th is around 1200 RPM and the engine would be lugging. I will verify that later today.
I tow at 24500 combined at 1750 RPM in 5th works very well at 60 MPH.
Chris
thomas201 wrote:
Have you tried taking it up to 65, let it make the shift to 6th, hold a minute and drop back to 60 to 63 where you feel comfortable? It should stay in 6th. Keep the girl that brung ya!
Have you tried taking it up to 65, let it make the shift to 6th, hold a minute and drop back to 60 to 63 where you feel comfortable? It should stay in 6th. Keep the girl that brung ya!
Then the engine would be way down on the torque curve and turned at to low of RPM for efficient towing and fuel mileage. 60 in 6th is around 1200 RPM and the engine would be lugging. I will verify that later today.
I tow at 24500 combined at 1750 RPM in 5th works very well at 60 MPH.
Chris
Thanks Chris. You got it.
Eh?
Me Again, similar to my Tahoe.
mtofell1 wrote:
Wow, is this diesel? I do far better than that with my Hemi unloaded. Towing about the same but only 11,000#.
ependydad wrote:
Highway, I might peak into 13mpg. City driving, 10mph. Towing, 8-9mpg.
Highway, I might peak into 13mpg. City driving, 10mph. Towing, 8-9mpg.
Wow, is this diesel? I do far better than that with my Hemi unloaded. Towing about the same but only 11,000#.
That is about normal for a pre DEF RAM. Chris
Figure out exactly what RPM you want to run and at what speed, and go from there.
The difference between 3.42 and 3.73 is basically nothing in RPM difference.
Again, go check a gear chart and let us know your thoughts.
3.73, Aisin in 6th at .63 overdrive, equals 1555 rpm at 65 mph.
3.42, Aisin in 5th at .77 overdrive, equals 1743 rpm at 65 mph.
3.42, Aisin in 6th at .63 overdrive, equals 1426 rpm at 65 mph.
385 HP at 2800 rpm and 900 ft lb torque at 1600.
I guess if you want to get higher HP the 3.73 looks better. The 3.42 in 6th gear is well under max torque.
My 3.42 works OK locked out of 6th, but the 3.73 looks like it would have higher HP. Something of a trade-off between more HP/torque and lower rpm for fuel mileage.
TxGearhead wrote:
3.73, Aisin in 5th at .77 overdrive, equals 1900 rpm at 65 mph.
3.73, Aisin in 6th at .63 overdrive, equals 1555 rpm at 65 mph.
3.42, Aisin in 5th at .77 overdrive, equals 1743 rpm at 65 mph.
3.42, Aisin in 6th at .63 overdrive, equals 1426 rpm at 65 mph.
385 HP at 2800 rpm and 900 ft lb torque at 1600.
I guess if you want to get higher HP the 3.73 looks better. The 3.42 in 6th gear is well under max torque.
My 3.42 works OK locked out of 6th, but the 3.73 looks like it would have higher HP. Something of a trade-off between more HP/torque and lower rpm for fuel mileage.
3.73, Aisin in 5th at .77 overdrive, equals 1900 rpm at 65 mph.
3.73, Aisin in 6th at .63 overdrive, equals 1555 rpm at 65 mph.
3.42, Aisin in 5th at .77 overdrive, equals 1743 rpm at 65 mph.
3.42, Aisin in 6th at .63 overdrive, equals 1426 rpm at 65 mph.
385 HP at 2800 rpm and 900 ft lb torque at 1600.
I guess if you want to get higher HP the 3.73 looks better. The 3.42 in 6th gear is well under max torque.
My 3.42 works OK locked out of 6th, but the 3.73 looks like it would have higher HP. Something of a trade-off between more HP/torque and lower rpm for fuel mileage.
On edit using what I note in following post. 4th gear (1:1) and 3.42's provide 2224 RPM climbing a mountain pass a 60 MPH. 24500 LBS runs right up a 6 percent grade in 4th without a problem(except curves in the road). Why do some not want to use the gears provided in a 6 speed tranny. Run up a mountain pass at 60 MPH is 3rd gear(1.34) would have the engine turning 2980 RPMs, busy but doable. On highway 152 from Gilroy, Ca over to I-5 I was down in 3rd pulling a really windy slower section of the little pass, that was with the old 5th wheel and 22K combined.
I towed for years with a 2001.5 with a 47RE that was 325/650-700 at the rear wheels but was gear bound by only 4 forward gears, and much wider splits.
The difference with having 6 speeds forward is night and day.
I edited earlier post 60 MPH in 6th is around 1300 RPM.
I will take the low RPM's of 3.42's at 70-80 MPH any day over any lower gear ratio.
I tow at 800 pounds under the rated combined weight of 25,300 for CC 4x4 Aisin 2015 and just do not see an issue that I would address with a different gear ratio.
Disclaimer, before purchasing the truck I was sure that I would have gotten 3.73 if they were available. I now know that would have been a mistake, as they are not needed within the ratings of the truck.
And I repeat again I will take the low RPM's of 3.42's at 70-80 MPH any day over any lower gear ratio.
Chris
* This post was edited 09/03/17 09:48am by Me Again *
TxGearhead wrote:
3.73, Aisin in 5th at .77 overdrive, equals 1900 rpm at 65 mph.
3.73, Aisin in 6th at .63 overdrive, equals 1555 rpm at 65 mph.
3.42, Aisin in 5th at .77 overdrive, equals 1743 rpm at 65 mph.
3.42, Aisin in 6th at .63 overdrive, equals 1426 rpm at 65 mph.
385 HP at 2800 rpm and 900 ft lb torque at 1600.
I guess if you want to get higher HP the 3.73 looks better. The 3.42 in 6th gear is well under max torque.
My 3.42 works OK locked out of 6th, but the 3.73 looks like it would have higher HP. Something of a trade-off between more HP/torque and lower rpm for fuel mileage.
3.73, Aisin in 5th at .77 overdrive, equals 1900 rpm at 65 mph.
3.73, Aisin in 6th at .63 overdrive, equals 1555 rpm at 65 mph.
3.42, Aisin in 5th at .77 overdrive, equals 1743 rpm at 65 mph.
3.42, Aisin in 6th at .63 overdrive, equals 1426 rpm at 65 mph.
385 HP at 2800 rpm and 900 ft lb torque at 1600.
I guess if you want to get higher HP the 3.73 looks better. The 3.42 in 6th gear is well under max torque.
My 3.42 works OK locked out of 6th, but the 3.73 looks like it would have higher HP. Something of a trade-off between more HP/torque and lower rpm for fuel mileage.
The problem with using most gear calculators is they do not use static load radius, and just ask for tire diameter. When the 15.5 static load radius for a LT275/70R18E is used, then your numbers come out much closer to what I see on my tach of around 1750 RPMs at 60 MPH. I used 31" as diameter not 33.1 with is the listed diameter.
So your number become when I applied the use of static load radius x2:
3.73, Aisin in 5th at .77 overdrive, equals 2023 rpm at 65 mph.
3.73, Aisin in 6th at .63 overdrive, equals 1656 rpm at 65 mph.
3.42, Aisin in 5th at .77 overdrive, equals 1855 rpm at 65 mph.
3.42, Aisin in 6th at .63 overdrive, equals 1518 rpm at 65 mph.
Chris
The added piece of the puzzle is that tire manufacturers are frequently very optimistic with listed diameters. Especially with truck tires.
Regardless of the diameter used, you will get a useful rpm delta between two potential axle ratios.
:-)
TxGearhead wrote:
I'm borderline payload, rated 4018#, with my cabover. I know how 5th wheel pin weights are fudged by the Rv manufactures. I'm looking at Alpines with advertised pins of 2400-2600. I'm thinking that will realistically be 3500+ after the W/D and all the other junk we haul around. Our Montana HC was advertised at 2175# and scales around 3500.
If I do this I'm thinking 3:73 for the mix of towing and empty mileage. Probably best to cool my heels and see where we end up with a 5th.
I'm borderline payload, rated 4018#, with my cabover. I know how 5th wheel pin weights are fudged by the Rv manufactures. I'm looking at Alpines with advertised pins of 2400-2600. I'm thinking that will realistically be 3500+ after the W/D and all the other junk we haul around. Our Montana HC was advertised at 2175# and scales around 3500.
If I do this I'm thinking 3:73 for the mix of towing and empty mileage. Probably best to cool my heels and see where we end up with a 5th.
I'm saying the difference in mileage will be very minimal if even noticeable at all. Getting the 4.10s will just make pulling that much easier and easier on your equipment. Just my opinion.
2015 Ram 3500/DRW/Aisin/auto/Max tow/4.10s,Cummins, stock Laramie Limited--Silver
Tequila Sunrise 2012 Ultra Classic Limited
2018 Raptor 428SP
SidecarFlip wrote:
Final drive ratio's are dependent on intermediate ratio's. You need to ascertain what the gear ratio's of the transmission are before selecting the final drive ratio.
Keep in mind however, that a 4.10 -1 rear is turning faster (more revolutions per mile) than a 3.73 -1 rear is. More revolutions equal greater internal heat (there is heat produced friction back there) and all the moving components, bearings, seals and gears are wearing faster. The intermediate (transmission) retio's will be the most important factor however.
Final drive ratio's are dependent on intermediate ratio's. You need to ascertain what the gear ratio's of the transmission are before selecting the final drive ratio.
Keep in mind however, that a 4.10 -1 rear is turning faster (more revolutions per mile) than a 3.73 -1 rear is. More revolutions equal greater internal heat (there is heat produced friction back there) and all the moving components, bearings, seals and gears are wearing faster. The intermediate (transmission) retio's will be the most important factor however.
So on the flipside, no pun intended, with the 4.10s more revolutions equal easier pulling, less strain on equipment!
Jim
Jim & Kathy, (Boxers, Buddy & Sheba)
2016 Ram 3500 DRW Longhorn 4X4/CC/LB/Aisin/4.10/rear air assist ...Pearl White.
2016 DRV MS 36RSSB3/ W&D/ slide toppers/ DTV satellite/ 5.5K Onan propane gen.
B&W RVK3600 Hitch
Fulltiming in WV & TX
USAF 71-75 Viet Nam Vet
My Son's Limited had AISIN with 3.42's and on a grade with around 27-28K combined the truck took off no issue and no axle wrap. My 11 HO RAM Dually had 3.42's and was great towing 28K, only exception was starting on a grade with the 68RFE it did struggle a bit. Towing at 60 or so the rpm was about 1,750 in 5th a perfect rpm basically the same as my current 15 with 4.10's in 6th.
3.73's just don't fit in the perfect world like the above do.
Chart says 29.300# combined for a 15 Dually 4x4 with AISIN.
3500 CC LB 4x4 DRW Aisin 3.42 tow rating: 20,520 (a6g*)
3500 CC LB 4x4 DRW Aisin 3.73 tow rating: 25,020 (a6i*)
3500 CC LB 4x4 DRW Aisin 4.10 tow rating: 30,320 (a6k*)
4x4ord wrote:
If you can pull your trailer up a 6% grade in 6th gear with 4 10 gears you've got the wrong final ratio.
If you can pull your trailer up a 6% grade in 6th gear with 4 10 gears you've got the wrong final ratio.
I will be honest, I can NOT!!! Not with my 33-35K combo for sure but towing a friends 16' cargo trailer unloaded in 6th, YES.
I can attest that the 3.42's in 5th will tow as much as the 4.10's in 6th at a given speed.
RPMs in each gear. 60 mph is not possible in gear 1 and 2 with all rear gears.
3.42 3.73 4.1
60 mph 60 mph 60 mph gear
8340 9096 9999 1
4448 4851 5333 2
2980 3250 3573 3
2224 2426 2666 4
1712 1868 2053 5
1401 1528 1680 6
It looks to me like the best fit for the 6.7 Cummins with the Aisin 6 speed is the 3.42 gear when towing at 60mph. Even the 3.73 looks better than the 4.1
You just have to run one gear down from the 4.1 with the 3.42. That is the whole purpose of a transmission.
When down one gear the 3.42 can put more horsepower to the road than the 4.1.
Now some will say they need the 4.1 in first gear.
But I am sure even with the 6.7 cummins and Aisin transmission enough torque can be put down to tear the tires off of the wheel rims.
Probably could be a good discussion about which is more important towing.
My 3.42 tows great with 6th locked out.
TxGearhead wrote:
Yeah but....the Cummins doesn't hit max HP until 2800. Torque max is 1900.
Probably could be a good discussion about which is more important towing.
My 3.42 tows great with 6th locked out.
Yeah but....the Cummins doesn't hit max HP until 2800. Torque max is 1900.
Probably could be a good discussion about which is more important towing.
My 3.42 tows great with 6th locked out.
Max torque is at 1700 RPMs. Chris
Jim
chevman
chevman
2019 rockwood 34 ft fifth wheel sold
2005 3500 2wd duramax CC dually
prodigy
KSH 55 inbed fuel tank
scanguage II
TD-EOC
Induction Overhaul Kit
TST tire monitors
FMCA # F479110
Me Again wrote:
Max torque is at 1700 RPMs. Chris
TxGearhead wrote:
Yeah but....the Cummins doesn't hit max HP until 2800. Torque max is 1900.
Probably could be a good discussion about which is more important towing.
My 3.42 tows great with 6th locked out.
Yeah but....the Cummins doesn't hit max HP until 2800. Torque max is 1900.
Probably could be a good discussion about which is more important towing.
My 3.42 tows great with 6th locked out.
Max torque is at 1700 RPMs. Chris
It also comes on earlier and stays on longer at nearly the same level.
No wonder our 3.42 and 4.10 ratios work so well, yours in 5th and mine in 6th at around 1700 at 60.
Me Again wrote:
Max torque is at 1700 RPMs. Chris
TxGearhead wrote:
Yeah but....the Cummins doesn't hit max HP until 2800. Torque max is 1900.
Probably could be a good discussion about which is more important towing.
My 3.42 tows great with 6th locked out.
Yeah but....the Cummins doesn't hit max HP until 2800. Torque max is 1900.
Probably could be a good discussion about which is more important towing.
My 3.42 tows great with 6th locked out.
Max torque is at 1700 RPMs. Chris
It also comes on earlier and stays on longer at nearly the same level.
No wonder our 3.42 and 4.10 ratios work so well, yours in 5th and mine in 6th at around 1700 at 60.
I sure like my 3.42!
It's all iffy what we are going to do. I would like to get that last RV. But I'm not shelling out good money for it to sit outside and bake in Texas sun. Our son just closed on his country acreage. We'll see how his schedule is for building a barn and pivot this around him.
We were leaving for Arizona right after Christmas and did not have time to order a 2016. I had been watching trucks across the country from NW Washington. Wanted a Laramie, with buckets, no sun roof, etc etc. They had three matching builds in three different colors. They all had $64,595 window stickers and the Deep Cherry Red on was on the internet for $53,545. We did not even argue the price, we just wired the money and jumped on a flight Sunday Morning to Denver, got a motel at the airport and had a nice dinner in a sports bar in the area.
In the morning the Laurie the internet gal picked us up and drove us the hour North to the dealership where we completed the paper work, bought the four 5th wheel bed pucks and in bed wiring, and 8 year 120K extended warranty at a fairly decent price, within a 100 dollars or so of the best I have seen.
We left at 12:25 and took hiway 287 to Laramie, Wy driving easy and varying the speed from time to time. Stopped and had a late lunch in Laramie and forgot to take a picture of our new Laramie in Laramie!!
We got on I-80 and built cruse speed up to 80 MPH taking turns on at the wheel, reading the owners manual to figure things out and high five'ng each other like a couple young kids. Afternoon day one and 407 miles. This truck just likes to cruise fast and is steady as a rock at speed.
Day two we drove 660 miles first part still at 80(Eastern Utah) and then 65, 70, 75, never exceeding the posted limits.
Morning of day three we drove 265 miles and arrived home at 12:25 exactly 48 hours after leaving the dealership, with motel receipts for two nights.
It was a great adventure and we learned a great deal about the truck right out of the box and fell completely in love with it.
Being in our seventies it is an experience that we will remember fondly in our remain years on this planet. OBTW we had enough air miles to fly out to Denver first class!
So we then knew the new RAM with 385HP and 865 lb ft with 3.42 gears was a freeway cruiser turning at quiet low RPMs. We towed our 12,400 5er to Arizona and back that first winter. Coming home in the spring we were shopping for a new trailer as the Cardinal 29 WBLX was 11 years old.
Last winter we made the round trip to Arizona with a new fully loaded 16K 39'4' new Big Horn 5th wheel trailer and a combined weight of 24500 pounds. That is when we really learned that the low first and second gear in the Aisin tranny works just fine with 3.42 gears and heavy loads. And that towing in 5th gear at 60 MPH is a sweet spot for the setup. We can easily tow at higher speeds, however that takes more fuel and we are retired and not in that much of a hurry.
That's our story, we lived it, enjoyed it and hope to be able to continue it for many more years. We are off to the Balloon Fiesta in NM in less than three weeks and then onto Az for the winter.
This is our third RAM/Cummins and each has been much better than the one before it. I would note that the TSB applied while in Az last winter cured a 4-5th gear shifting hunt on small hills. It now drops to 4th when needed and holds it unit it crests the hill.
Two years and 33K miles to date. We had a round trip last Christmas with a box trailer from AZ to WA to get household stuff for a park model with Az room that we built last winter.
Chris
* This post was edited 09/09/17 10:58pm by Me Again *
Me Again wrote:
Max torque is at 1700 RPMs. Chris
TxGearhead wrote:
Yeah but....the Cummins doesn't hit max HP until 2800. Torque max is 1900.
Probably could be a good discussion about which is more important towing.
My 3.42 tows great with 6th locked out.
Yeah but....the Cummins doesn't hit max HP until 2800. Torque max is 1900.
Probably could be a good discussion about which is more important towing.
My 3.42 tows great with 6th locked out.
Max torque is at 1700 RPMs. Chris
And this Max torque at 1,700 RPM is at Wide Open Throttle (WOT).
People always forget this minor detail thinking they're going to get Max torque driving this RPM down the highway. Doesn't happen unless your running WOT. The same applies to HP.
'12 Ford Super Duty FX4 ELD CC 6.7 PSD 400HP 800ft/lbs "270k Miles"
'16 Sprinter 319MKS "Wide Body"
FishOnOne wrote:
And this Max torque at 1,700 RPM is at Wide Open Throttle (WOT).
People always forget this minor detail thinking they're going to get Max torque driving this RPM down the highway. Doesn't happen unless your running WOT. The same applies to HP.
Me Again wrote:
Max torque is at 1700 RPMs. Chris
TxGearhead wrote:
Yeah but....the Cummins doesn't hit max HP until 2800. Torque max is 1900.
Probably could be a good discussion about which is more important towing.
My 3.42 tows great with 6th locked out.
Yeah but....the Cummins doesn't hit max HP until 2800. Torque max is 1900.
Probably could be a good discussion about which is more important towing.
My 3.42 tows great with 6th locked out.
Max torque is at 1700 RPMs. Chris
And this Max torque at 1,700 RPM is at Wide Open Throttle (WOT).
People always forget this minor detail thinking they're going to get Max torque driving this RPM down the highway. Doesn't happen unless your running WOT. The same applies to HP.
And in normal driving it will mostly shift down to a lower gear before you reach max torque or will be at max torque for only a few seconds before it shifts down. Chris
Year 14 on my 8.1L with 4.10 rear end and Allison. Pull an
Artic Fox 295T. Still very pleased with performance, towing,
dependability. Have accepted MPG as "is what it is" . Cannot
think of an instance where I regretted getting the 4.10.
Reassuring to know I have it if needed.
Charles
2003 2500HD, 8.1L,CC,4.10,2WD,Allison
Standard bed
Ride-rite air bags
Prodigy
Husky 16K sliding
2013 Artic Fox 29-5T Silver Fox Ed.
Pin wt.(CAT Scale) 2660#
5th (Cat Scale) 12600#
I'll want the Frim Fram sauce with the Ausen Fey with
Chafafa on the side.... Nat
cdlaine wrote:
Not nearly as scientific about it as many of these posts...
Year 14 on my 8.1L with 4.10 rear end and Allison. Pull an
Artic Fox 295T. Still very pleased with performance, towing,
dependability. Have accepted MPG as "is what it is" . Cannot
think of an instance where I regretted getting the 4.10.
Reassuring to know I have it if needed.
Charles
Not nearly as scientific about it as many of these posts...
Year 14 on my 8.1L with 4.10 rear end and Allison. Pull an
Artic Fox 295T. Still very pleased with performance, towing,
dependability. Have accepted MPG as "is what it is" . Cannot
think of an instance where I regretted getting the 4.10.
Reassuring to know I have it if needed.
Charles
If we use the 8.1 gas as the standard with a 4.1 gear as ideal then the Ram 6.7 diesel would work best with a 2.73 gear.
8.1 max hp is at 4200 rpm the 6.7 is at 2800 rpm.
4200/2800=1.5 thus 4.1/1.5=2.73
RCMAN46 wrote:
If we use the 8.1 gas as the standard with a 4.1 gear as ideal then the Ram 6.7 diesel would work best with a 2.73 gear.
8.1 max hp is at 4200 rpm the 6.7 is at 2800 rpm.
4200/2800=1.5 thus 4.1/1.5=2.73
cdlaine wrote:
Not nearly as scientific about it as many of these posts...
Year 14 on my 8.1L with 4.10 rear end and Allison. Pull an
Artic Fox 295T. Still very pleased with performance, towing,
dependability. Have accepted MPG as "is what it is" . Cannot
think of an instance where I regretted getting the 4.10.
Reassuring to know I have it if needed.
Charles
Not nearly as scientific about it as many of these posts...
Year 14 on my 8.1L with 4.10 rear end and Allison. Pull an
Artic Fox 295T. Still very pleased with performance, towing,
dependability. Have accepted MPG as "is what it is" . Cannot
think of an instance where I regretted getting the 4.10.
Reassuring to know I have it if needed.
Charles
If we use the 8.1 gas as the standard with a 4.1 gear as ideal then the Ram 6.7 diesel would work best with a 2.73 gear.
8.1 max hp is at 4200 rpm the 6.7 is at 2800 rpm.
4200/2800=1.5 thus 4.1/1.5=2.73
Pretty fuzzy math. Inline diesels make towing power a little differently than gas V-8s and even diesel V-8s because of their longer strokes.
I am towing at 24,500 combined weight and seldom exceed 2300 RPM, and that is towing in the Western States. 95 or higher percent of over the road trucks are I-6's for that reason, with some of them having three times the torque number vs the hp number. Chris
William
2013 Fleetwood Discovery 40G
TOADS: 12 Jeep JKUR Wrangler, 16 Cherokee Trailhawk, 15 Grand Cherokee, 13 RAM 1500 Longhorn (not a toad) American STEEL = American profits
RET USAF MSGT (26yrs) and still DoD ATC.
DW,DS,DD in the MH w/Westley the killer PUG!
![[image]](https://i.imgur.com/yMZ30mql.jpg)
![[image]](https://i.imgur.com/WfbXZrrl.jpg)
![[image]](https://i.imgur.com/ceTxgMTl.jpg)
The Cummins torque curve looks more like the 8.1 than the Duramax.
If anything the 8.1has a flatter torque curve than the Cummins.
It is interesting that the Duramax gets to max torque at a lower rpm than the Cummins.
RCMAN46 wrote:
If anything the 8.1has a flatter torque curve than the Cummins.
If anything the 8.1has a flatter torque curve than the Cummins.
At less a half of the Cummins.
Chris
The Duramax is a sweet motor and I love the GM trucks. But I will stick to my Cummins. I do not care if my 8.3 or 6.7 Cummins is popular with the "in" crowd, I just like that they keep plugging along, cool and quiet.
W
2018 Silverado 3500 DRW
2011 Montana Mountaineer 285RLD
jaycocamprs wrote:
The DW and I have begun talking about replacing the current 05 Duramax with a new truck. Question is another GM or the Ram, it won’t be a Ford. I get what yall are saying, at the 12k scaled weight that we are running I could get by with a SRW 6.4 Hemi. But we have a DRW diesel truck, and we don’t want less than we now have. I know that the Cummins with a 3:42 will pull this or even a larger trailer just fine. I also don’t need a DRW truck that cruises 80 MPH empty. I just don’t drive that fast. In this part of the country that will get you face time with a LEO, and that is something I try to avoid. Fact is I want a TV pull my trailer up to 65 MPH in comfort on cruise control. I rarely drive my current truck long distance or on the interstate not towing. I have other vehicles for that. So a truck that won’t shift into top gear below that speed towing does not make sense to me. So if a Ram with a Cummins and 4:10 gear tows it like it’s not there, it’s ok. I won’t come back and complain about having too much truck. And if we ever buy a larger trailer, I won't have to worry if I have enough truck.
The DW and I have begun talking about replacing the current 05 Duramax with a new truck. Question is another GM or the Ram, it won’t be a Ford. I get what yall are saying, at the 12k scaled weight that we are running I could get by with a SRW 6.4 Hemi. But we have a DRW diesel truck, and we don’t want less than we now have. I know that the Cummins with a 3:42 will pull this or even a larger trailer just fine. I also don’t need a DRW truck that cruises 80 MPH empty. I just don’t drive that fast. In this part of the country that will get you face time with a LEO, and that is something I try to avoid. Fact is I want a TV pull my trailer up to 65 MPH in comfort on cruise control. I rarely drive my current truck long distance or on the interstate not towing. I have other vehicles for that. So a truck that won’t shift into top gear below that speed towing does not make sense to me. So if a Ram with a Cummins and 4:10 gear tows it like it’s not there, it’s ok. I won’t come back and complain about having too much truck. And if we ever buy a larger trailer, I won't have to worry if I have enough truck.
You are still not understanding the beauty of the 3:42's and Aisin tranny. You do not have to be in 6th to tow 65 RPM with the RAM set up that way. 5th will be about the same RPMs and 4:10's in 6th.
Unhook the trailer and you cruise at comfortable low RPMs in 6th at 60, 65, 70 etc. It will shift to 6th at lower RPMs when not in tow haul.
Chris
Me Again wrote:
You are still not understanding the beauty of the 3:42's and Aisin tranny. You do not have to be in 6th to tow 65 RPM with the RAM set up that way. 5th will be about the same RPMs and 4:10's in 6th.
Unhook the trailer and you cruise at comfortable low RPMs in 6th at 60, 65, 70 etc. It will shift to 6th at lower RPMs when not in tow haul.
Chris
jaycocamprs wrote:
The DW and I have begun talking about replacing the current 05 Duramax with a new truck. Question is another GM or the Ram, it won’t be a Ford. I get what yall are saying, at the 12k scaled weight that we are running I could get by with a SRW 6.4 Hemi. But we have a DRW diesel truck, and we don’t want less than we now have. I know that the Cummins with a 3:42 will pull this or even a larger trailer just fine. I also don’t need a DRW truck that cruises 80 MPH empty. I just don’t drive that fast. In this part of the country that will get you face time with a LEO, and that is something I try to avoid. Fact is I want a TV pull my trailer up to 65 MPH in comfort on cruise control. I rarely drive my current truck long distance or on the interstate not towing. I have other vehicles for that. So a truck that won’t shift into top gear below that speed towing does not make sense to me. So if a Ram with a Cummins and 4:10 gear tows it like it’s not there, it’s ok. I won’t come back and complain about having too much truck. And if we ever buy a larger trailer, I won't have to worry if I have enough truck.
The DW and I have begun talking about replacing the current 05 Duramax with a new truck. Question is another GM or the Ram, it won’t be a Ford. I get what yall are saying, at the 12k scaled weight that we are running I could get by with a SRW 6.4 Hemi. But we have a DRW diesel truck, and we don’t want less than we now have. I know that the Cummins with a 3:42 will pull this or even a larger trailer just fine. I also don’t need a DRW truck that cruises 80 MPH empty. I just don’t drive that fast. In this part of the country that will get you face time with a LEO, and that is something I try to avoid. Fact is I want a TV pull my trailer up to 65 MPH in comfort on cruise control. I rarely drive my current truck long distance or on the interstate not towing. I have other vehicles for that. So a truck that won’t shift into top gear below that speed towing does not make sense to me. So if a Ram with a Cummins and 4:10 gear tows it like it’s not there, it’s ok. I won’t come back and complain about having too much truck. And if we ever buy a larger trailer, I won't have to worry if I have enough truck.
You are still not understanding the beauty of the 3:42's and Aisin tranny. You do not have to be in 6th to tow 65 RPM with the RAM set up that way. 5th will be about the same RPMs and 4:10's in 6th.
Unhook the trailer and you cruise at comfortable low RPMs in 6th at 60, 65, 70 etc. It will shift to 6th at lower RPMs when not in tow haul.
Chris
Never understood why we have to tow in 6th gear or the top gear.
That is the whole purpose of a transmission. I agree the 3.42 is the ideal rear gear for the Cummins with the Aisin.
Unloaded as said you can cruise at a comfortable and fuel saving rpm even at 80-90 mph which I often see out here in the west with speed limits at 80 mph.
RCMAN46 wrote:
Never understood why we have to tow in 6th gear or the top gear.
That is the whole purpose of a transmission. I agree the 3.42 is the ideal rear gear for the Cummins with the Aisin.
Unloaded as said you can cruise at a comfortable and fuel saving rpm even at 80-90 mph which I often see out here in the west with speed limits at 80 mph.
Never understood why we have to tow in 6th gear or the top gear.
That is the whole purpose of a transmission. I agree the 3.42 is the ideal rear gear for the Cummins with the Aisin.
Unloaded as said you can cruise at a comfortable and fuel saving rpm even at 80-90 mph which I often see out here in the west with speed limits at 80 mph.
Never said I have to tow in high gear. What I was trying to say is not everyone needs the gearing for high speed unloaded use. Gear for the speed you drive. The amount of non towing miles that I drive my truck is very low, and most of that is below 60. And I get that seat of the pants the 3:42 in 5th is equal to the 4:10 in 6th. Either would be a big jump from the 305 hp 5 speed truck I now have. I would rather have the extra gearing down low, even though I know it's not really needed.
I am looking at 2 2017 Ford DRW F350s. Both trucks are close on equipment but the rear ends are different. I am trying to figure this out. And the truck will have to be my daily driver along with family trips without the fifth wheel.
2017 Heartland Bighorn 3760EL
2017 Ford F350 DRW Lariat
bluegrass smokers wrote:
OK someone help me out here and let me know if this is the correct line of thinking. With a 4.10 I can tow easier but driving unloaded the truck will work harder at high speeds and with the 3.55 it works harder towing but easier at unloaded highway speeds? Basically right? My fifth wheel is about 16500lbs.
I am looking at 2 2017 Ford DRW F350s. Both trucks are close on equipment but the rear ends are different. I am trying to figure this out. And the truck will have to be my daily driver along with family trips without the fifth wheel.
OK someone help me out here and let me know if this is the correct line of thinking. With a 4.10 I can tow easier but driving unloaded the truck will work harder at high speeds and with the 3.55 it works harder towing but easier at unloaded highway speeds? Basically right? My fifth wheel is about 16500lbs.
I am looking at 2 2017 Ford DRW F350s. Both trucks are close on equipment but the rear ends are different. I am trying to figure this out. And the truck will have to be my daily driver along with family trips without the fifth wheel.
If we use the Cummins with the Aisin transmission when going about 60 mph.
Rpm with 3.42 in 5th gear 1712
Rpm with 4.1 in 6th gear 1680
If anything the Ram will do better with the 3.42
16500lbs will be nothing with all three of the current diesel pick-ups with any of the available rear gears.
2018 Ram 3500 SRW CC LB 6.7L Cummins Auto 3.42 gears
2018 Grand Design 337RLS
bluegrass smokers wrote:
OK someone help me out here and let me know if this is the correct line of thinking. With a 4.10 I can tow easier but driving unloaded the truck will work harder at high speeds and with the 3.55 it works harder towing but easier at unloaded highway speeds? Basically right? My fifth wheel is about 16500lbs.
I am looking at 2 2017 Ford DRW F350s. Both trucks are close on equipment but the rear ends are different. I am trying to figure this out. And the truck will have to be my daily driver along with family trips without the fifth wheel.
OK someone help me out here and let me know if this is the correct line of thinking. With a 4.10 I can tow easier but driving unloaded the truck will work harder at high speeds and with the 3.55 it works harder towing but easier at unloaded highway speeds? Basically right? My fifth wheel is about 16500lbs.
I am looking at 2 2017 Ford DRW F350s. Both trucks are close on equipment but the rear ends are different. I am trying to figure this out. And the truck will have to be my daily driver along with family trips without the fifth wheel.
The 2017 DRW with 3.55 gears is rated to handle a 27,000 lb trailer. You don't need to consider 4.10 gears for a 16,500 lb trailer. Even the 2017 SRW is rated for an 18,000 lb rv with 3.55 gears.
The weight of the trailer, the wind resistance and incline of the road determine how much power is required to tow your trailer. The gear ratios just allow the engine to run at a suitable rpm. If your towing a 16,500 rv down a level highway you only need to be making about 100 hp. The 6.7 can produce 925 lbft of torque at 1600 rpm. That means it is capable of making 282 HP at 1600 rpm. This engine can very easily handle a 16500 lb trailer. Your tire size and speed dictate the rpm of your rear axle...so a 2017 Ford dually at 60 mph will have its rear axle turning 640 rpm. With a 3.55 axle ratio the transmission can select any of any of 4 different gears to obtain that rear axle speed:
3rd gear - the engine will be turning 3453 rpm .... it might select 3rd gear for grade braking going down a steep hill.
4th gear - the engine will be turning 2613 rpm ... it will select this gear for pulling up a steep hill where maximum power can be obtained. This is a good gear to be in when the engine is working hard as there is the least amount of power lost in the drive line while running in 4th gear. (the ratio which is closest to 1:1)
5th gear - the engine will be turning at 1954 rpm....the transmission will select this gear in a high wind situation or when pulling up a moderate hill.
6th gear - the engine will be turning 1522 rpm ... this gear will be selected while cruising down the highway, pulling in light winds or slight inclines.
So far what I am reading is the truck will work with either gear ratio since the weight is 16500? The 3.55 will make less RPMs when driving at highway speeds without the trailer load?
I am a wood/building guy, I know where the fuel goes in on my truck and that's about it.
bluegrass smokers wrote:
The tire size is 245/75SR17.
So far what I am reading is the truck will work with either gear ratio since the weight is 16500? The 3.55 will make less RPMs when driving at highway speeds without the trailer load?
I am a wood/building guy, I know where the fuel goes in on my truck and that's about it.
The tire size is 245/75SR17.
So far what I am reading is the truck will work with either gear ratio since the weight is 16500? The 3.55 will make less RPMs when driving at highway speeds without the trailer load?
I am a wood/building guy, I know where the fuel goes in on my truck and that's about it.
You can put your numbers in here and see what your rpms would be.
http://www.crawlpedia.com/rpm_gear_calculator.htm
3.55's are def the way to go with those tires
5th @65=2140
6th @65=1698
4.10
5th @65=2473
6th @65=1961
Pop-Pop C wrote:
You may sacrifice some mileage with the 4:10 as a daily driver but when on the road will be highly beneficial. There can be steep hills or mountains where ever you may go.wouldnt want to limit your self just to,flat lands. Not sure where that would be.
You may sacrifice some mileage with the 4:10 as a daily driver but when on the road will be highly beneficial. There can be steep hills or mountains where ever you may go.wouldnt want to limit your self just to,flat lands. Not sure where that would be.
You'd have a hard time finding a circumstance when the 4.10 would be beneficial over 3.55 gears towing a 16,500 lb rv. It would take an 8% grade at 60 mph before the 6.7 would even start pulling down from 2600 rpm in 4th gear with the 3.55 final drive. The 4.10 is reserved for heavier loads where the engine hasn't enough power to manage 60 mph.
4x4ord wrote:
You'd have a hard time finding a circumstance when the 4.10 would be beneficial over 3.55 gears towing a 16,500 lb rv. It would take an 8% grade at 60 mph before the 6.7 would even start pulling down from 2600 rpm in 4th gear with the 3.55 final drive. The 4.10 is reserved for heavier loads where the engine hasn't enough power to manage 60 mph.
Pop-Pop C wrote:
You may sacrifice some mileage with the 4:10 as a daily driver but when on the road will be highly beneficial. There can be steep hills or mountains where ever you may go.wouldnt want to limit your self just to,flat lands. Not sure where that would be.
You may sacrifice some mileage with the 4:10 as a daily driver but when on the road will be highly beneficial. There can be steep hills or mountains where ever you may go.wouldnt want to limit your self just to,flat lands. Not sure where that would be.
You'd have a hard time finding a circumstance when the 4.10 would be beneficial over 3.55 gears towing a 16,500 lb rv. It would take an 8% grade at 60 mph before the 6.7 would even start pulling down from 2600 rpm in 4th gear with the 3.55 final drive. The 4.10 is reserved for heavier loads where the engine hasn't enough power to manage 60 mph.
If we pick 60 mph as a desired speed both the 4.1 and 3.55 will require 3rd gear in the Ford for near 2600 rpm (max hp)
At 2600 rpm (max hp) the 3.55 will net 57 mph where as the 4.1 will limit the speed at 49 mph.
I would say the 3.55 is the better choice for the Ford 6.7.
2015 Ram 3500 Dually
Sundowner 2286GM Pro-Grade Toyhauler
Wild Card wrote:
Yall can throw all the numbers you want out. I can yank my 16k# hauler up a 10 mile 6% grade at 65/70 miles an hour like it's nothing with my 4.10s. 1/2 to 1 mile to the gallon is pointless in the equation. I will smoke ya at the stop light and at the top of the hill. Bragging rights. ..bragging rights
Yall can throw all the numbers you want out. I can yank my 16k# hauler up a 10 mile 6% grade at 65/70 miles an hour like it's nothing with my 4.10s. 1/2 to 1 mile to the gallon is pointless in the equation. I will smoke ya at the stop light and at the top of the hill. Bragging rights. ..bragging rights
OK, when do you want to meet at Davis Dam? I will bet we get to the top at about the same time. My combined weight is around 24,500, what is yours? Chris
Wild Card wrote:
Yall can throw all the numbers you want out. I can yank my 16k# hauler up a 10 mile 6% grade at 65/70 miles an hour like it's nothing with my 4.10s. 1/2 to 1 mile to the gallon is pointless in the equation. I will smoke ya at the stop light and at the top of the hill. Bragging rights. ..bragging rights
Yall can throw all the numbers you want out. I can yank my 16k# hauler up a 10 mile 6% grade at 65/70 miles an hour like it's nothing with my 4.10s. 1/2 to 1 mile to the gallon is pointless in the equation. I will smoke ya at the stop light and at the top of the hill. Bragging rights. ..bragging rights
That is the point.... your Cummins can tow your 16k hauler up a 6% grade at 70 mph which means, you don't have the best gear ratio for your application. It obviously works but just not as good as 3.42 gears for such a light load. 4.10 gears are better suited for a heavier trailer and/or on steeper grades. If you're foot is to the floor and your doing 70 mph with 4.10 gears up that hill then your in 5th gear and running at 2335 engine rpm. With 3.42 gears you'd be in 4th gear running at 2530 rpm and accelerating.
4x4ord wrote:
That is the point.... your Cummins can tow your 16k hauler up a 6% grade at 70 mph which means, you don't have the best gear ratio for your application. It obviously works but just not as good as 3.42 gears for such a light load. 4.10 gears are better suited for a heavier trailer and/or on steeper grades. If you're foot is to the floor and your doing 70 mph with 4.10 gears up that hill then your in 5th gear and running at 2335 engine rpm. With 3.42 gears you'd be in 4th gear running at 2530 rpm and accelerating.
Wild Card wrote:
Yall can throw all the numbers you want out. I can yank my 16k# hauler up a 10 mile 6% grade at 65/70 miles an hour like it's nothing with my 4.10s. 1/2 to 1 mile to the gallon is pointless in the equation. I will smoke ya at the stop light and at the top of the hill. Bragging rights. ..bragging rights
Yall can throw all the numbers you want out. I can yank my 16k# hauler up a 10 mile 6% grade at 65/70 miles an hour like it's nothing with my 4.10s. 1/2 to 1 mile to the gallon is pointless in the equation. I will smoke ya at the stop light and at the top of the hill. Bragging rights. ..bragging rights
That is the point.... your Cummins can tow your 16k hauler up a 6% grade at 70 mph which means, you don't have the best gear ratio for your application. It obviously works but just not as good as 3.42 gears for such a light load. 4.10 gears are better suited for a heavier trailer and/or on steeper grades. If you're foot is to the floor and your doing 70 mph with 4.10 gears up that hill then your in 5th gear and running at 2335 engine rpm. With 3.42 gears you'd be in 4th gear running at 2530 rpm and accelerating.
Is my 1.0 to 1 direct drive 4th gear more efficient than his .77 overdrive 5th gear??? Chris
chevman
justme wrote:
There is no easy answer, but if you pull a heavy load most of the time the lower gear is the better. Otherwise the high gear is prefer for light loads and intermittent heavy loads. Fuel mileage and engine wear (piston travel/mechanical stress) is important for long term wear and tear. For my experience the higher gears are preferred because I pull a heavy load intermittently. I pull a 165000GVW trailer with a F350 SRW with a 3.5 rear end. I have 40k miles on the trailer and 90K miles on the 2012 diesel truck. The TV pulls very well and if the tranny starts hunting between 5th an 6th gear, I lock it in 5th and everything is good. The torque on the F350 is fantastic and pulls grades very well. I see no need for 4:11 rear end.... I average 12mpg pulling 20mpg not pulling. I set the cruise control to 60 mph pulling and 75mph not pulling.
There is no easy answer, but if you pull a heavy load most of the time the lower gear is the better. Otherwise the high gear is prefer for light loads and intermittent heavy loads. Fuel mileage and engine wear (piston travel/mechanical stress) is important for long term wear and tear. For my experience the higher gears are preferred because I pull a heavy load intermittently. I pull a 165000GVW trailer with a F350 SRW with a 3.5 rear end. I have 40k miles on the trailer and 90K miles on the 2012 diesel truck. The TV pulls very well and if the tranny starts hunting between 5th an 6th gear, I lock it in 5th and everything is good. The torque on the F350 is fantastic and pulls grades very well. I see no need for 4:11 rear end.... I average 12mpg pulling 20mpg not pulling. I set the cruise control to 60 mph pulling and 75mph not pulling.
That is very good fuel economy. Do you have a programmer on it? I might see 20 mpg empty if the stars are all aligned and I don't exceed 60 mph. Pulling I'm more like 9 - 10 per US gallon. My overall average mileage for how I use the truck is 12.5 mpg.
4x4ord wrote:
That is very good fuel economy. Do you have a programmer on it? I might see 20 mpg empty if the stars are all aligned and I don't exceed 60 mph. Pulling I'm more like 9 - 10 per US gallon. My overall average mileage for how I use the truck is 12.5 mpg.
justme wrote:
There is no easy answer, but if you pull a heavy load most of the time the lower gear is the better. Otherwise the high gear is prefer for light loads and intermittent heavy loads. Fuel mileage and engine wear (piston travel/mechanical stress) is important for long term wear and tear. For my experience the higher gears are preferred because I pull a heavy load intermittently. I pull a 165000GVW trailer with a F350 SRW with a 3.5 rear end. I have 40k miles on the trailer and 90K miles on the 2012 diesel truck. The TV pulls very well and if the tranny starts hunting between 5th an 6th gear, I lock it in 5th and everything is good. The torque on the F350 is fantastic and pulls grades very well. I see no need for 4:11 rear end.... I average 12mpg pulling 20mpg not pulling. I set the cruise control to 60 mph pulling and 75mph not pulling.
There is no easy answer, but if you pull a heavy load most of the time the lower gear is the better. Otherwise the high gear is prefer for light loads and intermittent heavy loads. Fuel mileage and engine wear (piston travel/mechanical stress) is important for long term wear and tear. For my experience the higher gears are preferred because I pull a heavy load intermittently. I pull a 165000GVW trailer with a F350 SRW with a 3.5 rear end. I have 40k miles on the trailer and 90K miles on the 2012 diesel truck. The TV pulls very well and if the tranny starts hunting between 5th an 6th gear, I lock it in 5th and everything is good. The torque on the F350 is fantastic and pulls grades very well. I see no need for 4:11 rear end.... I average 12mpg pulling 20mpg not pulling. I set the cruise control to 60 mph pulling and 75mph not pulling.
That is very good fuel economy. Do you have a programmer on it? I might see 20 mpg empty if the stars are all aligned and I don't exceed 60 mph. Pulling I'm more like 9 - 10 per US gallon. My overall average mileage for how I use the truck is 12.5 mpg.
No everything is stock. I traveled from California to the east coast and averaged 12.2 mpg for the entire trip. When I travel not pulling from Florida to Connecticut I get 20.1 mpg average for the whole trip. I use cruise control where possible and I use an additive to increase the Ctane rating of the diesel. The Ctane and quality of the fuel is noticeable. Most states mandate a Ctane of 40 while California mandates a Ctane of 50. So Californians should see a better mpg. If you use B20 you will see a significant decrease in mpg. If you use B5 in a good brand you will see an improvement. One time I had 23 mpg from fuel I bought on the NJ turnpike which is best mpg I have ever had. I wished I lived closer to that pump. Most of the truck stops are 40 while the do vary between 40 to 45 depending on the batch. Then of course environmental conditions and driving habits plan a big role :-)
If you use the power that your engine is capable of you will greatly decrease the economy. I some times wonder if the newer Fords that have increase their torque and H.P. would be more of a challenge to get better mpg than my 2012. That power increase may be nice but I could imagine that it will gabble up fuel much faster when one demands that power. My truck has all the power I need and I am happy with it, but I am jealous as well :-)
* This post was edited 09/23/17 06:54am by justme *
TxGearhead wrote:
Upon further reflection....
I sure like my 3.42!
It's all iffy what we are going to do. I would like to get that last RV. But I'm not shelling out good money for it to sit outside and bake in Texas sun. Our son just closed on his country acreage. We'll see how his schedule is for building a barn and pivot this around him.
Upon further reflection....
I sure like my 3.42!
It's all iffy what we are going to do. I would like to get that last RV. But I'm not shelling out good money for it to sit outside and bake in Texas sun. Our son just closed on his country acreage. We'll see how his schedule is for building a barn and pivot this around him.
If you are only towing a bit over 12,000# stick with the current TV. I tow almost that much with my 2001 2500 5.9 with 3.55's and with 5 speed stick use 5th all the time.
Russ & Paula the Beagle Belle.
2016 Ram Laramie 3500 Aisin DRW 4X4 Long bed.
2005 Copper Canyon 293 FWSLS, 32' GVWR 12,360#
"Visit and Enjoy Oregon State Parks"
