2014 Ram 3500 without Aisin Tranny

AH64ID wrote:
SRW vs DRW is always a debate. Yes there is more stability when comparing apples to apples. 4 LRE tires are more stable than 2, and it's not just the width (really little with the width IMHO) it's the stifness. If the outers where the same width as the SRW and you could keep the springs in the same spot the DRW would still be more stable.

Both the SRW and DRW pivot the suspension at the same point, so any sway reduction or stability improvement on a DRW is from a lack of tire deflection.

Super single, for a pickup they are the 19.5" conversions. While it's probably not quite as stable as a DRW I am willing to bet that for most loads it is. LRG sidewalls are much stiffer than LRE, and designed differently.. but somehow they really don't ride any worse on a 1 ton.

So 2 tires at 110psi to carry 9,000lbs or 4 tires at 65 psi to carry 9,350 lbs (limits on SRW (245/70R19.5) and DRW applications for same truck, i.e. 03-12 Dodge). Probably about the same.

Stock for stock a DRW will walk all over a SRW, but if a DRW isn't an option it's not difficult to make a SRW compete in all aspects with a DRW.. and it still is easy to drive on tight back roads.

All other things being equal this is probably accurate. However, in late model trucks, at least Ford, you also get different components such as better brakes and a stronger rear axle.

Here is a little info on the Aisin
And here is how the 68rfe stacks up against the Allison and Torqshift:

The Aisin weighs about 50% more than the 68rfe. It is designed inline with what GM and Ford offer behind their Diesels. (I believe Ford puts the 6r140 in all their Super Duty trucks)

RoyJ wrote:

N-Trouble wrote:
Apples and oranges... Duallies are recommended due to their extra width and stability they provide. Going to a super single on a big rig does not change the width and from what I have seen these super singles are primarily being run on the trailers and not the tractor.

Nit picking here, but super singles ARE narrower than a standard set of 11R22.5/24.5s.

Their primary goal is fuel savings, there're both lighter than lower in rolling resistance. However, there're also drawbacks, including cost and spare availability, and many carriers are switching back.

A big drawback is trying to drive in the snow on them!!!

The one reason I went to a dually was safety in a blow out situation. Extra stability is nice but not a concern. I tow 15K toy hauler and researched like crazy. My 05 SRW 3500 pulled the camper no problem but I saw pictures of what happens on a SRW rear tire blow out and while not causing a crash there was major damage. As for the likelihood of a blow out I drive 50K per year and over 15 years I have had 3 newer quality MFG tire go boom so it is a possibility. Of course this is for the OP to decide based on how much and where he will tow.

For us campers the number one benefit of the Aisin is the PTO which with a little redneck engineering should be able to run the blender!

As for the 68RFE my 08 has 223K trouble free miles on it before I sent it to an untimely appointment with co-part. Current truck is 14 3500 with same tranny.

SRW vs DRW is always a debate. Yes there is more stability when comparing apples to apples. 4 LRE tires are more stable than 2, and it's not just the width (really little with the width IMHO) it's the stifness. If the outers where the same width as the SRW and you could keep the springs in the same spot the DRW would still be more stable.

Both the SRW and DRW pivot the suspension at the same point, so any sway reduction or stability improvement on a DRW is from a lack of tire deflection.

Super single, for a pickup they are the 19.5" conversions. While it's probably not quite as stable as a DRW I am willing to bet that for most loads it is. LRG sidewalls are much stiffer than LRE, and designed differently.. but somehow they really don't ride any worse on a 1 ton.

So 2 tires at 110psi to carry 9,000lbs or 4 tires at 65 psi to carry 9,350 lbs (limits on SRW (245/70R19.5) and DRW applications for same truck, i.e. 03-12 Dodge). Probably about the same.

Stock for stock a DRW will walk all over a SRW, but if a DRW isn't an option it's not difficult to make a SRW compete in all aspects with a DRW.. and it still is easy to drive on tight back roads.

mileshuff wrote:
I was under the impression that the Aisin is not a better transmission (nor worse) but rather for two different applications. The Aisin has a PTO port for use on a dump bed etc. The 68RFE does not. This is why the Aisin is typically used on the cab/chassis trucks and the 68RFE on the 2500/3500's. I see the Aisin is now an option on the 3500's but if no need for the PTO port I would think the 68RFE is every bit as good. My 2007 Ram has the 68RFE and zero problems and truck is used 80% of the time for towing.

The pickup Aisin is a different Aisin than the 07-12 C&C Aisin.

As 12V said, they don't break.. where the 68RFE will work for most people.

The Aisin design, gears/clutches/etc, is designed more towards heavy duty use. Not that the 68RFE is weak, just different.

fly-boy wrote:

4x4ord wrote:

fly-boy wrote:
4000# payload is more than sufficient to haul 16k trailer! Your pin weight should run between 2400 and 3000#'s. You are right in the sweet spot!

A 4000 lb payload may be sufficient but certainly not excessive. Many use 20% as a rule of thumb for determining pin weight.... so a 16k fiver could have a pin weight of 3200 lbs. My 5th wheel hitch and passengers weigh at least 750 lbs combined when we go camping so if I was towing a 16k fiver I might expect a total payload of 3950 lbs ... enough to put me well over my GVWR and I'd say it's pretty much maxed out on my tire ratings.

Ratings are for continuos duty and warranty costs are certainly factored into the how/what a manufacture rates a given truck. The same goes for tires.

750 pounds worth of hitch and people is a lot of weight. You might think about putting your hitch on a diet. :)

It depends how many are in the family. I often travel with 5 in the truck and sometimes 6. Take 100 lbs off for the Turnoverball and another 100 lbs for the 5ver hitch, 200 lbs off for me and it only leaves 350 lbs for the other 3 or 4 passengers so I guess the 750 lbs for hitch and passengers was an understatement. Buying a truck that you plan to overload your tires on is stupid.

I am my way back from Colorado to central Texas. My 2014 Ram srw 3500 towing mr 14000 lb. Big Horn performed great. I pulled out of Palo Duro Canyon in Texas with a long10% grade, Slumgullan pass in Colorado with an 11% grade and Red Mountain pass just south of Ouray Colorado. Never had any concern about weither the truck could handle it. My previous tow vehicle was a 2005 Ram 2500. The biggest difference between the two vehicles was the stopping power. The new Ram 3500 has greatly improved the stopping power and handling with the programed down shifting and the exhaust brake. Huge improvment over my 2005.

With the 2005 I would arrive with brake dust covering yhe front wheels. I hardly had touched the brakes in the 2014. I always felt in total control of my rig in long steep declines down mountain passes. I love this new truck. Buy one.

My 2013 Bighorn has a door jam sticker of 3825. Yep, the newer 1-tons from RAM are much more capable than the past trucks.

Turtle n Peeps wrote:

donn0128 wrote:
From my experience the 68 RFE is a great transmission. I would have no qualms taking that truck. As long as it is a dually!

X2. The tranny is a non issue.

It's funny. Most of the people around here demand a dually but a lot of the big rigs are going super singles. :h

Around here...super singles on big rigs are not so common. Concerns seem to be...if super single goes...there's no tire....unlike a DRW...that still has one tire left.

I've seen one or two big rigs with the super single....but that's it. Up here....currently.... the super single doesn't seem to be getting any traction. :B

Not saying that won't change, though.

Les

If the truck is in
specs go for it.
But if it's not want you want then don't.