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Old 01-03-2015, 09:05 AM   #1
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Question for owners of late model Ram 2500 6.7 Cummins Diesel Owners

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.
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Old 01-03-2015, 10:59 AM   #2
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We have the stock gearset, tow a 30' Airstream, and we're seeing 13.6 mpg overall, mostly towing (usually on hills, too). Note it's a new truck - we only have 2,500 miles on it - so I wouldn't be surprised to see it increase as it breaks in.

The overall average is calculated using the sum of the trip odometer readings divided by the sum of the gallons put in, just in case you're using a different calculation.
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Old 01-03-2015, 11:56 AM   #3
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We have a 2012 2500HD, 6.7 Long Bed with a 3.73 rear end, 19000 miles on the dial. We tow a 27FB pretty fully loaded We finished a 3900 miles trip from Tucson through Utah, Idaho and Western and Central Montana (including the construction detour over Mt. Washburn in Yellowstone) in September. We crossed the Continental Divide 4 times. We averaged 13.36 miles per gallon, measured as above (total miles/total gals.).

We filled up a mile from the house on the way out and the same coming in for a landing. Fuel quantity measured by the station's automatic shut-off.
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Old 01-03-2015, 12:00 PM   #4
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Question for owners of late model Ram 2500 6.7 Cummins Diesel Owners

With your level of engine power versus loaded combined weight I really don't see an advantage given the 68-series auto trans.

The only ones I've known to change the gear set was in oilfield hotshot, and then because the gross was exceeding 30,000-lbs.

The six speed autos really changed things. Your change is equivalent to running 4.11 gears in the old days. Gives the TV more punch but highway rpms hurt FE.

FWIW, I am still considering changing from 3.73 to 3.42 on my 305/555 2004 to have the long-distance cruise rpm as well as city rpm in the fuel economy sweet spot. Mine has not the power rating of yours but with the six speed manual I have a good deal of control over operational rpm.

That said, I am still weighing it against higher altitude losses. I don't much care about ascent speeds. But there will be a trade off some where I may not like.

Put your question up on TDR after a search. That crowd is more likely to give you a fair appraisal. I'll guess that none of them will find your GCWR of any concern.

I'd be more inclined to delete the truck as your question is about available engine power. As I believe even mine is overpowered for the task (18k likely max) I also see higher gearing as an option as above.
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Old 01-03-2015, 12:14 PM   #5
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The reason I am concerned is because I am over the gross rating, and had one instance last year where I had to stop on about a 7% uphill grade for construction at about 10,500 feet, and for a while didn't think the rig would get going again.

When it did finally untrack, the front of the truck was bouncing like a 18 wheeler that popped the clutch at a red light. That's got to put some stress on things like drive shafts.
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Old 01-03-2015, 12:21 PM   #6
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Question for owners of late model Ram 2500 6.7 Cummins Diesel Owners

That, sir, is the dilemma to pose to the wise heads on TDR.

OTOH, it is part of using the truck like truck. Remember that the hotshot crowd is doing that weekly. Trucks last about 300k with one or more clutch or trans rebuild.

As you are retired and the truck something of a dedicated TV, then gears, delete and trans components are worth looking at.

But as the 2014+ trucks are a real jump forward -- and you are not overjoyed by yours -- it may be worth looking at the changes and better configurations possible.
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Old 01-03-2015, 12:48 PM   #7
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Question for owners of late model Ram 2500 6.7 Cummins Diesel Owners

I think maybe you are over thinking things.

If the truck pulls well it should be cool.

That engine should have more than enough torque to deal with your Airstream no matter the ratio.

Plus,,, lower gearing may well render your first gear essentially worthless.


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Old 01-03-2015, 12:58 PM   #8
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4 door short box with 6.7 . 3.73 ratio ,6 speed auto my actual average on a 4000 mile trip is 12.. No matter if we go to calif, or to Maine...You got to remember the 5 the gear is over drive..it runs at 64 ish at 1500 rpm about like my big truck..2007..
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Old 01-03-2015, 01:06 PM   #9
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I just found the dodge guide 2014 model...6.7 6 speed manual transmission, 3,42 gears, GCWR is.....24000 lbs 1000 less than 25000 lbs for the auto.17000 lbs max loaded trailer weight, so how are you over loaded, unless you have a very large dog....
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Old 01-03-2015, 01:18 PM   #10
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Quote:
Originally Posted by tjdonahoe View Post
I just found the dodge guide 2014 model...6.7 6 speed manual transmission, 3,42 gears, GCWR is.....24000 lbs 1000 less than 25000 lbs for the auto.17000 lbs max loaded trailer weight, so how are you over loaded, unless you have a very large dog....
Yes, I've seen those numbers and they are part of what confuse me. I do not have a 2014, but a 2012, and the numbers are here on this chart: http://www.google.com/url?sa=t&rct=j...82001339,d.aWw

Check for a Laramie Crew Cab Short Bed, 2500 4X4, auto trans, with the 6.7L engine, and you will see the max towing is 9550lbs, and GCWR is 17,000. My trailer GVW is 11,500, and my scaled combined weight is 18,100 lightly loaded.

So, my real question is, why is a 2014 rated to tow more than the 2012 with the same equipment?
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Old 01-03-2015, 02:31 PM   #11
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Tow ratings ain't all about equipment as much as they are about product liability and generating sales.

The market pushes these things around.

Could be that in 12 they wanted to sell more one ton trucks, and it could be that in 14 a competing brand rated their 3/4 tons higher so Dodge followed suit to maintain market share.


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Old 01-03-2015, 02:43 PM   #12
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And it is the wheel/tire ratings that matter. The others are more in the way of suggestion.
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Old 01-03-2015, 02:48 PM   #13
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Quote:
Originally Posted by J. Morgan View Post
Tow ratings ain't all about equipment as much as they are about product liability and generating sales.

The market pushes these things around.

Could be that in 12 they wanted to sell more one ton trucks, and it could be that in 14 a competing brand rated their 3/4 tons higher so Dodge followed suit to maintain market share.


1/2 Ton 4WD Truck, 72 Sovereign Hensley Arrow
J., I am beginning to believe you are correct. I've not talked to Chrysler about this because normally you can't find anyone with any real knowledge, and whoever you find that will talk with you feeds you a line of sunshine just to get rid of you.

Think this might be another example for the need of standard SAE ratings.

Been towing like this for a year, probably 14,000 miles, and nothing has broken or fallen off (knock on wood, and watch for the bus load of orphans).
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Old 01-03-2015, 02:51 PM   #14
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SAE J2807 is also fraught with assumptions not always pertaining to what a vehicle can do.
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