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Old 02-17-2019, 03:19 PM   #21
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Also have ‘19 RAM 1500

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Originally Posted by dlenhert View Post
I bought the 2019 Ram 1500 Limited with the 5.7 Hemi engine plus e-torque option a few months ago. I couldn't be happier. Before buying I spent quite a bit of time comparing, test driving, etc. before my purchase. For me it's the perfect truck and more than enough for my 22ft Sport.
dlenhert, I also ended up with a 2019 RAM 1500 but only a Laredo Sport. I worked with a dealer to locate a towing-specific truck so 3.92 axle, 33 gal tank, tow package and Hemi were top priorities.

Can I ask what the cargo capacity is on your door sticker? It’s shown on the white and yellow tire sticker. Dealer told me during negotiations the specs were 11,340 lbs towing and 1840 lbs cargo on our truck.

My “real” cargo number on the sticker is 1220 lbs.; not what we expected. Won’t be an issue for a Sport but we’ve got a 27’ Globetrotter on order so that’s disappointing.

Otherwise, love the truck’s coil spring suspension ride plus the interior is top-notch. Enjoy your ride!
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Old 02-17-2019, 04:13 PM   #22
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The new GM 2500 with the 400+hp and 469lbs of torque is interesting to me with the 10 speed transmission. I'm not a diesel fan only because of cost of maintenance, payback, etc. And don't tow enough to get the payback. This should work just fine for my 28' and the payload numbers should be excellent. Also the nice feature that I've read about is a camera system that almost lets you see through your trailer (or it appears that way). That would be a great towing feature.

I have an F150 with 34,000 so I'm a ways off from getting a different truck. But by the time I get around to buying one again (in about 3 years), they should have a track record.
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Old 02-17-2019, 07:52 PM   #23
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I picked the 2018 F150 Lariat 4x4 with the new turbo diesel and 10 speed trans. I get 18mpg towing a 2018 20’ Flying Cloud and 29 mpg on the open road.
I couldn’t be more pleased and I have all the power I could ever ask for! Great truck!
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Old 02-17-2019, 08:30 PM   #24
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Thanks Randy - Here is what I found

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Originally Posted by RandyNH View Post
The baby 10 speed was a joint venture, I don't believe the HD 10 speed is.
A good review of the updates at the Detroit Motor Show.

This transmission is part of a joint-venture between General Motors and Ford Motor Company to design and engineer two transmissions, a longitudinal 10-speed transmission and a transverse 9-speed trans-axle. Each company will manufacture its own unique version of the transmissions in their own factories. [1][2]

The improved performance is the result of smaller steps between each ratio, maximizing engine power under acceleration, while a wide 7.39 overall gear ratio spread and a lower numerical top gear ratio results in improved efficiency by reducing engine revolutions at highway speeds.

Ford 10R80/10R140 / GM 10L80/10L90
Overview
Manufacturer General Motors/Ford
Production 2017–
Body and chassis
Class 10-speed longitudinal automatic transmission
Chronology
Predecessor GM 8L90
Ford 6R80

Contents
1 Variants
2 Gear Ratios
3 Applications
3.1 General Motors[4]
3.1.1 10L80 MF6
3.1.2 10L90 MGL
3.2 Ford
3.2.1 10R80
3.2.2 10R140
4 Production
5 References
6 External links
Variants[edit]
The initial Ford transmission of this series is designated 10R80, and the initial General Motors transmission of the same design is designated 10L80, both in keeping with existing naming conventions for each company.

The 10R140 TorqShift 10-speed replaces the 6R140 in some 2020 Ford Super Duty trucks. It shares the same basic architecture of the 10R80, so it has the same number and arrangement of clutches and planetary sets. All the 10R140’s drive hardware is beefier than in the 10R80, with the two transmissions sharing only 7% of components, mostly small fasteners, springs, valves, and other parts inside the hydraulic control that are independent of the load the transmission carries.[3][/B][/B]
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Old 02-17-2019, 08:40 PM   #25
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Question

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Originally Posted by dznf0g View Post
Only when non-top tier fuel is used for extended periods. Or very high idle times. Carbon buildup has not been an issue for the last 5 years or so of my career. But old problems persist in the urban legend world.
How does the top tier fuel flow across the intake valve with direct injection that goes into the cylinder.? High EGR recirculation with cam overlap has added to the buildup issue. Hence adaptive strategy with a combination of port fuel has been developed. Gotta was them valves off with something.
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Old 02-17-2019, 08:46 PM   #26
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Originally Posted by Life is a Highway View Post
How does the top tier fuel flow across the intake valve with direct injection that goes into the cylinder.? High EGR recirculation with cam overlap has added to the buildup issue. Hence adaptive strategy with a combination of port fuel has been developed. Gotta was them valves off with something.
It doesn't, but it has less contaminants which remain after combustion and become part of the blow by content. Also, there is some (not nearly as much as port) that does get to the backside of the valve due to valve overlap.

Another important part of this equation is the use of synthetic oils, which has far less contaminants and minerals which cause coking. There will always be some oil on the valves, whether from pcv or coming down the valve stem.
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Old 02-17-2019, 08:57 PM   #27
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Oil catch

Its not off topic as for 2020 this is an engine improvement. Interesting, on my 2020 new truck engine reviews I see GM and Ford addressing new design oil and PCV separators to keep oil out of the intake, turbos and EGR systems.

Are you a Vocational Instructor? I was a ASE Master Tech. Taught Transmission, Vehicle Emissions, Computers and and Electrical until they retired me out to pasture. Enjoyed your explanation.


Quote:
Originally Posted by Amsterdamer View Post
It’s interesting that Ford is addressing intake valve cleaning in their engine design again.

I have the GM 6.2L with direct injection and I love it. The power and fuel economy are exceptional. Since fuel does not pass over the intake valves with direct injection, the crud from crank case ventilation gets burned onto the back of the intake valves. It used to be that the detergents in fuel would keep these clean. I added a catch can to collect the crud before it goes back into the intake in hopes of keeping my intake valves cleaner.

Catch can explained:

https://youtu.be/PWz6vCnJ4CA
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Old 02-17-2019, 09:22 PM   #28
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Originally Posted by Life is a Highway View Post
Its not off topic as for 2020 this is an engine improvement. Interesting, on my 2020 new truck engine reviews I see GM and Ford addressing new design oil and PCV separators to keep oil out of the intake, turbos and EGR systems.

Are you a Vocational Instructor? I was a ASE Master Tech. Taught Transmission, Vehicle Emissions, Computers and and Electrical until they retired me out to pasture. Enjoyed your explanation.
Having trouble determining if you are addressing me or Amsterdamer. But I was a GM factory rep for 35 years before retiring last month. Fo last 20, I called on fleet accounts. The valve coking was a problem for police agencies in my world back when the 3.6 di engine went into impala. Several reasons why police saw it more back then...central fuelling with non-top tier combined with very high idle times. Fuel education helped dramatically. Once dexos spec oil included 100% synthetic base stock, I cant think of a single call for carbon on intakes. Synthetic dexos spec also eliminated deposit buildup on DI turbo piston heads, which caused holes in piston head.
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Old 02-18-2019, 01:36 AM   #29
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Something about the year 2020.
Holding out to see what Toyota makes and hope it's not something lame as their "three row crossover" the Lexus RX 350XL that was debuted.
Other choice is Ford. Exciting year for sure.
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Old 02-18-2019, 06:12 AM   #30
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My 3 cents worth:
When I was shopping for better truck to pull new AS, I had a concern about the Ford approach. Years ago, every company that introduced "turbo" engines didn't keep them for long. I noticed GM and Ram used big block V8s that would shutdown cylinders under light load. Ford chose smaller V6s that would "boost up" for heavy demands. Climbing a long mountain grade in hot weather under load would cause increased heat, that is an enemy to Turbos. I have the GMC 6.2 w/8spd and am amazed at its torque. I purchased it because it had the most torque without stepping up to the diesels.
So, now, a few years later, it seems the V6/turbos are doing OK, and smaller diesels are coming out. The other concern is the DEF fluid requirements of the newer diesel trucks. The fluid is "consumed" and once that tank is empty, the diesel doesn't want to go. This gives me great pause for traveling into the stretches of deserts.
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Old 02-18-2019, 06:34 AM   #31
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Originally Posted by Deeno View Post
The other concern is the DEF fluid requirements of the newer diesel trucks. The fluid is "consumed" and once that tank is empty, the diesel doesn't want to go. This gives me great pause for traveling into the stretches of deserts.

Yeah - it’s kinda like gas, when your tank is empty the truck doesn’t run very well fortunately a tank of def lasts 3,000-6,000 miles and you can refill it pretty much wherever you get diesel...
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Old 02-18-2019, 08:40 AM   #32
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I have 230,000 miles on my 2008 F250 V-10 and will seriously look at the new 7.3 V-8 . Claims of 465 HP and 500 lbs of torque, sounds outstanding.
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Old 02-18-2019, 08:47 AM   #33
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Thats a $100.00 answer for the 3 cents. I agree with what you said. I think the big 3 GM Ford and Ram are maying all moving back to old school engines with the high tech fuel management, ignition and variable cam timing. I have seen how oil cooks with high turbo heat. I select the turbo gauge vs the transmission heat on my dash and try to select gears that do not spool up that turbo unless needed.
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Old 02-18-2019, 08:56 AM   #34
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One member stated my thoughts, Ford body, Ram 6 Cyl and Allison and lets add Toyota reliability. TO bad we can’t all shop a vehicle like that.

I know all truck companies are combining talents on co-use powertrains. I hear over seas you can get some Toyota bullet proof diesel engines. The emissions keep them away from us.

I’m intrigued on how they are listening and lowering the body’s down 1-1.5 on Ford and GM and as Moosetags said look at the GM’s tailgate design impressive. Rams new 8 inch display screen. I have to hand it to all the safety and convince is impressive.
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Old 02-18-2019, 09:31 AM   #35
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Originally Posted by Life is a Highway View Post
And now a HD 10 speed joint Ford/GM designed transmission. Allision has let GM now build the 10 speed under supervision in house.
The HD ten speeds are not reported to be joint Ford/GM as the lighter duty ten speeds are, but rather unique to each brand.

The GM HD one was designed and is being built by GM Powertrain, not Allison. It is reported to be branded as an Allison, following testing and validation. Allison is now a separate company.

Also, Allison have a new HD transmission of their own. The GM ten speed will be used up to 3500 models, and the new Allison 6 speed will be used on 4500 and 5500 medium duty models.
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Old 02-18-2019, 12:02 PM   #36
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Quote:
Originally Posted by jeffmc306 View Post
dlenhert, I also ended up with a 2019 RAM 1500 but only a Laredo Sport. I worked with a dealer to locate a towing-specific truck so 3.92 axle, 33 gal tank, tow package and Hemi were top priorities.

Can I ask what the cargo capacity is on your door sticker? It’s shown on the white and yellow tire sticker. Dealer told me during negotiations the specs were 11,340 lbs towing and 1840 lbs cargo on our truck.

My “real” cargo number on the sticker is 1220 lbs.; not what we expected. Won’t be an issue for a Sport but we’ve got a 27’ Globetrotter on order so that’s disappointing.

Otherwise, love the truck’s coil spring suspension ride plus the interior is top-notch. Enjoy your ride!
--
jeffmc306, My yellow tire sticker has cargo weight of 1402 lbs. It probably varies due to different tire ratings. I have 22" rims with Goodyear Eagle Touring 285/45R22 tires (which come as an option on the Ram Limited).

Trailer Life has a handy towing guide: http://www.trailerlife.com/trailer-towing-guides/

It has my crew cab, 4x4, 5.7 v8 w/e-torque, 3.92:1 axle, short bed listed as 11,190 lbs. Ram's official specs for my truck has 11,290 and a 1,780 max payload. Not sure why the 100 lb difference for max towing figure.

I think with your Globetrotter's 7,600 GVWR and 800 lb hitch weight, you'll be fine.
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Old 02-18-2019, 05:20 PM   #37
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Trucks - one of my favorite topics

Have to admit, I admire those who are even considering a new truck with the prices these days. They are technical marvels. However, recovering from having two boys in college at the same time, while now having one in law school, I will have to stay happy with my 2001 Cummins Quad six speed. Still answers the call no matter what number I dial.
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Old 02-18-2019, 08:00 PM   #38
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Originally Posted by dlenhert View Post
--
jeffmc306, My yellow tire sticker has cargo weight of 1402 lbs. It probably varies due to different tire ratings. I have 22" rims with Goodyear Eagle Touring 285/45R22 tires (which come as an option on the Ram Limited).

Trailer Life has a handy towing guide: http://www.trailerlife.com/trailer-towing-guides/

It has my crew cab, 4x4, 5.7 v8 w/e-torque, 3.92:1 axle, short bed listed as 11,190 lbs. Ram's official specs for my truck has 11,290 and a 1,780 max payload. Not sure why the 100 lb difference for max towing figure.

I think with your Globetrotter's 7,600 GVWR and 800 lb hitch weight, you'll be fine.
dlenhert, thanks for sharing your sticker info - I’d take that 1402 rating! My Laramie also has the off-road package which includes the Falken 275/55R20 tires that may be hurting the capacity. I think 18” LT rated tires would probably be better although the Falken’s have a 2550 lbs load rating.

Airstream’s posted tongue weight for the 27’ Globetrotter is 871 but that does not include the 2nd AC unit and factory solar which ours will have.

I’m anticipating the actual tongue weight to come in closer to 1000 lbs. so 220 lbs left for passengers and gear. Good news is RAM did beef up the truck with 6 bolt wheels and 15” brake rotors this year. I’ll run over to the CAT scales to make sure we’re within maximum axle ratings of 3900 front and 4100 rear. Fingers crossed!
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Old 02-19-2019, 12:29 AM   #39
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Quote:
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I have 230,000 miles on my 2008 F250 V-10 and will seriously look at the new 7.3 V-8 . Claims of 465 HP and 500 lbs of torque, sounds outstanding.
The engineers are SO close to offering the advantages of diesel in a gas engine. Ironically it's Mazda that is leading the charge. A high compression engine at high speed with spark plugs and for the cylinders for the ignition at low. Mazda received huge accolades from every corner for their Sky active engine.
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Old 02-24-2019, 10:02 AM   #40
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I have had GMC products all my life, but I will NEVER buy another one and neither should you... here's why...

GMC Fires Thousands of Workers Despite Record Profits



I'm all for capitalism and have also been a conservative all my life as well. But GM continues to build products in Mexico and China while screwing its loyal American workforce and the taxpayers who funded their survival years ago. I will fight socialism till hell freezes over and then fight it on the ice... but when it finally comes, I will look to companies like GM and not wonder why I lost the battle...

So, if I had to buy a new truck today, it would be ANYTHING besides a GM product... most likely a Ford gasser...

Pay your money make your choice that's still America, but I sure hope you can sleep at night driving a GM truck...
Ditto :-)
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