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Old 01-04-2015, 12:22 PM   #29
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Originally Posted by Zigidachs View Post
We own a 2012 SB 4X4 2500 Ram. Rear ratio: 3.42 --Rated to tow 17k#. 6.7 Cummins. MPG: Towing-14+/- 0.2, Open road: 22

Truck is relatively oblivious to the AS being towed.
Zigidachs, When I went searching for the actual towing weight capacity of my 2012 truck, which by the way is equipped identical to yours, I found it rated to tow 9550 with a 17,000 GVWR at this site: http://www.google.com/url?sa=t&rct=j...82001339,d.aWw

I know if you go to the Ram truck site, it will tell you much more for the 14's and 15's equipped the same way. I would really like to know the difference.
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Old 01-04-2015, 12:39 PM   #30
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I don't expect to get a lot of response from this question because it is rather specific, but can't think of another way to get the data.

If you are towing with the above specifically mentioned vehicle, say 2011 and newer, what gear ratio do you have in your truck, what are you towing, and what is your typical towing fuel mileage?

I am asking this question because I'm considering changing the gears in my truck from 3.42 to 3.73, because by the specs that I have found, I'm over the limit as currently loaded.

I've tried the Cummins forum, but the majority of those guys are young hot rodders, and don't really give a flip about towing or fuel mileage.

Thanks for any input you may have.
I don't own a late model Ram Cummins, but will try to answer your question. I presume you have an automatic transmission. If you do, just shift it down to 5th gear with the paddle shifter if you think it's lugging the engine in 6th gear. The Chrysler 68RFE 6-speed automatic is a double overdrive transmission and sixth gear is double overdrive. Fifth gear is also overdrive and it should get good fuel mileage in fifth gear while giving you more towing power. Towing in fifth gear will not harm the transmission. Changing the axle(s) ratio from 3.42:1 to 3.73:1 in attempt to improve fuel mileage is not cost effective.

Try reading on the Turbo Diesel Register forum http://www.turbodieselregister.com/

You'll probably find more helpful information since there are many members who tow RVs on that forum. If I recall correctly, there are a few members of the TDR also on this forum.

Bill
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Old 01-04-2015, 02:14 PM   #31
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For the costs to re-gear from 3:42 to 3:73 is a drop in the bucket for much if any performance change.. Going to a lower profile tire would and could do the same for less cost.
We have Dodge dualys out here with 3:20 gearing pulling hay trailers with 30,000+ lbs. hay weight alone not counting the 7500 lb, trailer and pu weight..
Yea,, I know,,by the door sticker we are over loaded,, I know. But we live and work in the real world and not always pulling alum, trailers around on a paved interstate. Our trucks earn us our living and we get along just fine with our daily abuse. ( with a good driver)
The out of control clutch action you talked about is just not knowing how to apply the natural power of a diesel and proper clutch motion. Yes the way you tell the story is very hard on the drive train.. Try clutching a 100,000 lb. semi out of a soft field loaded down with corn.. The wrong clutch control,, a person will see the drive shaft rolling out from under the truck with a loud bang.. Or having the transmission case split into and the smell of hot gear oil on the ground. Seen it happen many times over the years and always with some punk kid thinking he knows everything..
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Old 01-04-2015, 04:10 PM   #32
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Sodbust, I'm not disagreeing with what you have said, but I already have the shortest tires on the truck that I'm comfortable with handling the load, and the truck is an automatic, so I'm not being too rough on the clutch.

For those that don't believe the thing is only rated for 9550lbs towing, I attach a copy of the section of the PDF file from Chrysler that gives the specs. My truck is underlined.

Actually noticed I made a mistake, mine is the Laramie, not SLT, so one block down.
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Old 01-04-2015, 04:27 PM   #33
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Question for owners of late model Ram 2500 6.7 Cummins Diesel Owners

At work we routinely load one tons to 26,000 GVW using trailers that weigh 5,000 to 8,000 pounds EMPTY.

These trucks last ten and twenty years in service.

The lighter one ton trucks allow more payload under the 26,000 lb CDL limit and they last just fine.

In over forty years of using trucks this way we have never experienced a chassis or suspension failure. Mechanical wear is not above what is typical for any like vehicle.

In this time, there has not been any kind of serious accident with these trucks. Set up right they are rock solid and very reliable. Click image for larger version

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This picture is one of the smaller trailers we pull. When I was just a kid my dad and I flew to Michigan and picked this trailer up brand new in 1973.

The Ford in the picture is ten years old.

1/2 Ton 4WD Truck, 72 Sovereign Hensley Arrow
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Old 01-04-2015, 04:34 PM   #34
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I would be more concerned about the wheel bearings on the As, than the truck being overloaded.......
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Old 01-04-2015, 04:42 PM   #35
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Good looking trailers.
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Old 01-04-2015, 06:54 PM   #36
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Ok, so the general consensus us, don't worry 'bout it?

Still would like to know why the 14's and 15's equipped the same way are rated for more towing and gross combined weight.
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Old 01-04-2015, 09:01 PM   #37
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I own a 2011 SLT Crew Cab 4X4 2500HD Ram (6 auto w/ stock wheels/tires) with the 3.42 rear ratio and tow a 2003 28' SO. I typically weigh in at 16.5K when towing. I am also a TDR member.

As to the question of "what are the differences," I can't respond. But, real life towing for me has been around 26K miles in the last three years with an average of 13.6 mpg for combined topography trips and 14.6 for coastal runs. In the Rockies, above 10K feet, mileage dropped to high 11s for sub-40 mph runs and averaged 12.6-12.8 for day long hauls between national parks. We have visited 39 states from Montana to Maine, Florida to Arizona, and most places in between. My truck seems oblivious of the trailer's weight in almost every scenario except braking, and then only slightly.

I have never encounter any problems (especially bucking) when starting on an especially steep grade at high elevation or elsewhere. My driveway is steeper than any highway, rising 45 feet over a 100 foot run, so I get to test the tow power with every exit. However, the driveway exit does require engaging the 4x4 when wet.

Personally, I have no need to consider a rear gear change. I'm no expert, but believe you are fine as equipped.
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Old 01-05-2015, 05:44 AM   #38
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Ok, so the general consensus us, don't worry 'bout it?

Still would like to know why the 14's and 15's equipped the same way are rated for more towing and gross combined weight.
This link should explain some of the reasons why the 2013 Ram 3500 and the 2014 Ram 2500 trucks have higher tow ratings over the prior models: 2013 Ram Heavy Duty Pickup Trucks: Ram 2500 and 3500


The changers were incorporated in the 2013 Ram 3500 series one year before the 2500 models since 3500s are used more for heavy hauling and towing. With the change to Selective Catalytic Reduction (SCR) in 2013, the engine is tuned for higher performance and efficiency. The fuel mileage should equal or possibly exceed the fuel mileage of prior to January 2007 5.9L Cummins engines. Also beginning in 2013, all Ram 2500 and Ram 3500 Single Rear Wheel (SRW) pickups equipped with a Cummins 6.7L diesel are only available from the factory with 3.42:1 ratio axles. Only a Ram 3500 with Dual Rear Wheels (DRW) are available from the factory with a choice of 3.42, 3.73, and a 4.10 axle ratios. Again the assumption is that a dual rear wheel truck will be used for heavier hauling and towing.

Bill
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Old 01-05-2015, 07:35 AM   #39
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Originally Posted by Retired Iron View Post
This link should explain some of the reasons why the 2013 Ram 3500 and the 2014 Ram 2500 trucks have higher tow ratings over the prior models: 2013 Ram Heavy Duty Pickup Trucks: Ram 2500 and 3500


The changers were incorporated in the 2013 Ram 3500 series one year before the 2500 models since 3500s are used more for heavy hauling and towing. With the change to Selective Catalytic Reduction (SCR) in 2013, the engine is tuned for higher performance and efficiency. The fuel mileage should equal or possibly exceed the fuel mileage of prior to January 2007 5.9L Cummins engines. Also beginning in 2013, all Ram 2500 and Ram 3500 Single Rear Wheel (SRW) pickups equipped with a Cummins 6.7L diesel are only available from the factory with 3.42:1 ratio axles. Only a Ram 3500 with Dual Rear Wheels (DRW) are available from the factory with a choice of 3.42, 3.73, and a 4.10 axle ratios. Again the assumption is that a dual rear wheel truck will be used for heavier hauling and towing.

Bill
Thanks Bill, that explains a lot. Had no idea there were that many changes between my truck and the new ones.
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Old 01-05-2015, 11:42 AM   #40
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My nephews'S early 07 5.9 empty gets 18 to 22 mpg, my 07 6.7 which is only a few months later , 14 for a high empty...but the technology is is moving so fast It is hard to keep up with, like the computor generated traction control.....
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Old 01-05-2015, 12:52 PM   #41
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The changes culminating in the 2014 models make for the first time since mine was built (2004) a truck worth upgrading to. But not before.
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Old 01-05-2015, 01:14 PM   #42
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Ya know, the link that Bill provided says they changed to a new wider range transmission, which would support the increased towing weight rating, but I've been surfing the window stickers of trucks on the dealer's lots, both '14's and 15's, and they all spec the exact same transmission that is in my truck, the 68RFE.

Think I smell a rat.
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