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Old 01-14-2019, 06:46 AM   #1
Frank G
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1000 ft lb of torque

Just revealed at the Detroit auto show, the new Ram 3500 CTD will have 1000 ft lb of torque and towing capacity up to 35,000 lbs.
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Old 01-14-2019, 07:17 AM   #2
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Most likely a software change, I look for the other two to be right behind.
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Old 01-14-2019, 07:41 AM   #3
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We knew that was coming. Let the torque wars begin!
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Old 01-14-2019, 07:47 AM   #4
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Another feather in the cap of the "towing war". Now, if they would increase the carrying capacity and not just the towing capacity they would really have something. There's a reason why the truck commercials bragging about towing capacity show the incredible weight being towed on a flatbed trailer.
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Old 01-14-2019, 08:48 AM   #5
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Originally Posted by flybouy View Post
Another feather in the cap of the "towing war". Now, if they would increase the carrying capacity and not just the towing capacity they would really have something. There's a reason why the truck commercials bragging about towing capacity show the incredible weight being towed on a flatbed trailer.
Exactly ^^^^^^^
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Old 01-14-2019, 11:39 AM   #6
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For all the "know it all's" out there the new Ram 3500 has a payload of 7,680 lbs properly equipped. Yes, all new frame, drivetrain, wheels, and brakes.
https://www.allpar.com/news/2019/01/...st-truck-43347
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Old 01-14-2019, 11:47 AM   #7
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Cummins put the 6.7 on a diet, would love to know the new weight! That massive payload is for a 6.4 Tradesman DRW.
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Old 01-14-2019, 02:09 PM   #8
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A few more details;

The 6.7-liter Cummins inline-6 High Output Turbo Diesel gets extensive upgrades for 2019 and puts down a segment-busting 1,000 lb-ft of torque @ 1800 RPM and 400 horsepower @ 2,800 RPM. Starting at the core, the Cummins uses a new compacted graphite iron (CGI) engine block. Ram says the pistons are lighter and stronger than the outgoing 6.7-liter and feature new low-friction rings. These new pistons connect to the crankshaft via new forged connecting rods. Up top is a newly designed cast iron cylinder head with new exhaust valves, springs, and rocker arms. Bolted to that cylinder head is an all-new exhaust manifold that is the mounting point for an improved variable-geometry turbocharger with laminated heat shields, delivering boost pressure up to 33 psi. This High Output Cummins is optional on Ram 3500’s only.

The above was copied from HDRAMS.com
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Old 01-14-2019, 03:23 PM   #9
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Wow! A whopping 7.68 lbs of payload, that can't haul my DWs purse!
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Old 01-14-2019, 05:24 PM   #10
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Quote:
Originally Posted by rhagfo View Post
Cummins put the 6.7 on a diet, would love to know the new weight! That massive payload is for a 6.4 Tradesman DRW.
60 lbs less.
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Old 01-14-2019, 08:58 PM   #11
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A gentleman I follow on YouTube recently purchased a nearly identical 2018- 3500 Ram SWR. Mine is the ST model his the Tradesmen.... pretty much apples to apples in options. One obvious difference in weight is transmission... mine 2012 Ram, 3500, ST 8' bed, 4x4, 68rfe trans (268lbs) his Aisin (400lbs). Well then my truck should have the edge on payload? His "door sticker" compared to mine.... his truck has a whopping 1,135 pounds more payload.

Seems all the truck companies keep upping the payload and towing every year begs the question to the "companies" what are you doing in making the trucks "heavier duty" besides lip service and new door stickers? They can't just slap in an extra leaf spring (if you will) and not make the adjustment to the bearings, wheels, tires, frame, u-joints and the list is endless! Where are the 1,100 pounds coming from? Just thinking out loud with my keyboard....thanks for listening.
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Old 01-14-2019, 09:02 PM   #12
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Gvwr

Yours has a 10,100 GVWR and his a 12,300(long bed). His has the newer HD frame that came online in 2013 models and has tires that allow a 7K RGAWR.

Tires might be in play also. Do you have 17" rims and tires, the step child of pickup tires?
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Old 01-14-2019, 09:21 PM   #13
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Quote:
Originally Posted by Snoking View Post
Yours has a 10,100 GVWR and his a 12,300(long bed). His has the newer HD frame that came online in 2013 models and has tires that allow a 7K RGAWR.

Tires might be in play also. Do you have 17" rims and tires, the step child of pickup tires?
Chris, spot on answer! When I started looking I had that change in 2013 when Ram put out some real numbers. Glad I landed to 2016 DRW with 14K GVWR.

They don’t just slap on a new larger sticker! Most changes in GVWR were accompanied by frame redesigns. Most 1 ton trucks have an axle rated by the manufacturer at 9,000#+ it is tires, springs and brakes that are the limiting factors.
The new Ram 3500 DRW still 14,000# GVWR just put a larger rear axle in to handle the 400 hp and 1,000 lb. ft. of torque.
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Old 01-15-2019, 04:54 AM   #14
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For all the "know it all's" out there the new Ram 3500 has a payload of 7,680 lbs properly equipped. Yes, all new frame, drivetrain, wheels, and brakes.
https://www.allpar.com/news/2019/01/...st-truck-43347
What is "properly equipped?" Typically stripped down single cab, no radio, 2 wheel drive, no bed liner, etc. You know, the kind of truck most rv enthusiast pulling a $100K + 5vr. My previous comment was not a dispersion on this new miracle truck offering from Ram but a general observation on the "big 3" and their marketing techniques. Reading your link it said a stronger chassis not a new one so I'm not sure what that means. I guess "later this year" when they start hitting the lots we'll get to hear real numbers and impressions as apposed to pr releases at a car show. JMHO, YMMV
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Old 01-15-2019, 06:35 AM   #15
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Frank G:
"The 6.7-liter Cummins inline-6 High Output Turbo Diesel gets extensive upgrades for 2019 and puts down a segment-busting 1,000 lb-ft of torque @ 1800 RPM and 400 horsepower @ 2,800 RPM. Starting at the core, the Cummins uses a new compacted graphite iron (CGI) engine block. Ram says the pistons are lighter and stronger than the outgoing 6.7-liter and feature new low-friction rings. These new pistons connect to the crankshaft via new forged connecting rods. Up top is a newly designed cast iron cylinder head with new exhaust valves, springs, and rocker arms. Bolted to that cylinder head is an all-new exhaust manifold that is the mounting point for an improved variable-geometry turbocharger with laminated heat shields, delivering boost pressure up to 33 psi. This High Output Cummins is optional on Ram 3500’s only."

I counted the word "new" 6 times in your post. My experience tells me there are still a few bugs to be worked out with all those "new" engine components.
I know they do testing and engineering, but all those changes still have to face the real test,the consumer.
RMc
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Old 01-15-2019, 08:16 AM   #16
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Yours has a 10,100 GVWR and his a 12,300(long bed). His has the newer HD frame that came online in 2013 models and has tires that allow a 7K RGAWR.

Tires might be in play also. Do you have 17" rims and tires, the step child of pickup tires?
Thank you for your reply.... did the unnecessary snarky comment make you feel better?
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Old 01-15-2019, 08:52 AM   #17
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This is an opinon, not necessarily "accurately factual"....

That said, the more things change, the more they remain the same. It's no surprise that the exterior shape of most vehicles in any specific class has "aerodynamically equalized" to the most economically smooth shape. For years now, I've heard the statement that they only thing that's different between all the car company designs is the grill and the tail lights.... Ford, in 2011 introduced a "compacted graphite block" in their new diesel. That's been "copied" by other manufacturers. In 2015, Ford introduced an aluminum body on the F150. That was immediately "scorned by dropping tool boxes into the bed" by a competitor whose new truck design includes "many aluminum panels BUT an all steel bed inner lining".... Ford and GM just "jointly designed" a new 10 speed transmission to be used by both companies in new models. There are valid reasons why Chrysler has chosen to continue to use a 6 cylinder diesel and make evolutionary changes to that design rather than abandon it for the "conventional V8" used by Ford and GM. Then again, there are valid reasons why Ford and GM use the V8 design rather than the inline 6 cylinder.

I suspect that as things continue to change, they will continue to be more and more similar. Following the "basic rules of physics" there's only "one best way" to do things and all the manufacturers, as they move toward refining their products, come closer to achieving that commitment. Gone are the days of big fins, long hoods, steel steering wheel shafts and hand crank windows. Some by design, some by evolution and some by choice...

Soon, the only "reasonable" styling choices will be square or round headlights as a departure from the basic rules of economy and physics. I'd suspect the "joint venture to design a perfect transmission" will lead to more "cohesive design efforts" which result in even more "innovation that achieves similarity"....
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Old 01-15-2019, 09:56 AM   #18
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Thank you for your reply.... did the unnecessary snarky comment make you feel better?
Nothing snarky about it. 17" LT tires have lower ratings than 16", 18" and 20" LT tires. Tire manufactures have abandon this size. There use to be available some higher rated 17's however today almost none have ratings above 3195 lbs. This becomes a limiting factor on weight carrying ability.
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Old 01-15-2019, 03:45 PM   #19
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Nothing snarky about it. 17" LT tires have lower ratings than 16", 18" and 20" LT tires. Tire manufactures have abandon this size. There use to be available some higher rated 17's however today almost none have ratings above 3195 lbs. This becomes a limiting factor on weight carrying ability.
This is exactly why I didn't "Upgrade" my 2001 Ram from 16" wheels to 17" wheels. my 16" tires 265/75-16E are rared at 3,415# ea. If I had gone to 17" 265-70-17E (3,195# ea.) I would have lost 220# of capacity ea.
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Old 01-16-2019, 08:37 AM   #20
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Quote:
Originally Posted by JRTJH View Post
This is an opinon, not necessarily "accurately factual"....

That said, the more things change, the more they remain the same. It's no surprise that the exterior shape of most vehicles in any specific class has "aerodynamically equalized" to the most economically smooth shape. For years now, I've heard the statement that they only thing that's different between all the car company designs is the grill and the tail lights.... Ford, in 2011 introduced a "compacted graphite block" in their new diesel. That's been "copied" by other manufacturers. In 2015, Ford introduced an aluminum body on the F150. That was immediately "scorned by dropping tool boxes into the bed" by a competitor whose new truck design includes "many aluminum panels BUT an all steel bed inner lining".... Ford and GM just "jointly designed" a new 10 speed transmission to be used by both companies in new models. There are valid reasons why Chrysler has chosen to continue to use a 6 cylinder diesel and make evolutionary changes to that design rather than abandon it for the "conventional V8" used by Ford and GM. Then again, there are valid reasons why Ford and GM use the V8 design rather than the inline 6 cylinder.

I suspect that as things continue to change, they will continue to be more and more similar. Following the "basic rules of physics" there's only "one best way" to do things and all the manufacturers, as they move toward refining their products, come closer to achieving that commitment. Gone are the days of big fins, long hoods, steel steering wheel shafts and hand crank windows. Some by design, some by evolution and some by choice...

Soon, the only "reasonable" styling choices will be square or round headlights as a departure from the basic rules of economy and physics. I'd suspect the "joint venture to design a perfect transmission" will lead to more "cohesive design efforts" which result in even more "innovation that achieves similarity"....
Spot on as Ford and Chevy are already collaborating on the 10 speed transmission. You can only go so far with what’s avaible, and throw in cost/profit and collaboration will be the wave of the future. Ford is already in talks with VW for future products together.
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