2500 Chevy Duramax vs 2500 Ram Cummins on the Ike Gauntlet
Good to see some Ike Gauntlet pulls again and no surprise the Ram performed better than the Chevy in braking performance and fuel economy.
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Huntindog wrote:
rhagfo wrote:
The 500 LBS is mostly due to it being a higher trim level.... Which will actually work against it in the performance attributes of this test.cptqueeg wrote:
Payload was much different and somehow it was overlooked in the recap.
They did touch on the difference in payload, that the Ram was a true 3/4 ton the Chevy was a one ton labeled as a 3/4 ton with a GVWR of 11,300# if I heard correctly. The Chevy was also 500# heavier than the Ram.
What about the higher trim would add 500# ?Huntindog wrote:
FishOnOne wrote:
Good to see some Ike Gauntlet pulls again and no surprise the Ram performed better than the Chevy in braking performance and fuel economy.
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Measuring MPGs over such a short distance, using the built in lie O meters is not an accurate representation.
Same with the click fill method.Huntindog wrote:
Cummins12V98 wrote:
Not correct. The GM has 3.42, they used to be 3.73FishOnOne wrote:
My take is with this small camper the 6 speed/Cummins combo was a good fit. Go to 30k lbs and I believe you'll see a different outcome or different varying size slopes/hills.
YES let's see the big three with their DRW trucks towing 30k up and down. RAM should have the 4.10, GM only has 3.73 and not sure what Ford offers. Mileage and control of the load will go to the RAM. Ford will probably be faster than RAM but who knows.
The inline 6 does JUST FINE with the 6 speed. Higher revving V8 diesels may do better with more gears. I tow more weight than most anyone on here and West coast to boot. I see ZERO benefit to my heavy towing having any more gears.
Thanks! I forgot.FishOnOne wrote:
Huntindog wrote:
FishOnOne wrote:
It would help if they read the owners manual.
The main issue with the Chevy is it didn't downshift until a brake application and then the rpms went up to ~2,500 rpm's like the Ram and it held the speed thereafter.
That is how the GM is designed to work. They may not like it, but it has zero to do with how well it works.
I have absolutely no experience with the current Duramax with the 10 speed Allison, so are you saying you should use the brake pedal to set your speed for the exhaust brake to maintain?
two way to start the exhaust brake on a GM duramax
1) anything over about 2005 set cruise control. when downhill speed gets above the set speed exhaust brake starts working and it if needed it will start downshifting.
2) tap the brakes
I use (1), works greatrhagfo wrote:
cptqueeg wrote:
Payload was much different and somehow it was overlooked in the recap.
They did touch on the difference in payload, that the Ram was a true 3/4 ton the Chevy was a one ton labeled as a 3/4 ton with a GVWR of 11,300# if I heard correctly. The Chevy was also 500# heavier than the Ram.
That's my point they touched on it, calling into question the RAM trailering # at 20,000 lbs, but then glossed over it in the recap.Huntindog wrote:
cptqueeg wrote:
???????Huntindog wrote:
Agree on the weights.
7K is more like 1/2 ton testing.... And what is with being conerned about operating temps with snow on the ground? Latch some serious weight on, and do it in the summer to push these trucks a little
Black Series product placement limits the weight available to test.
So tow something else. Is this a towing test, or an RV/TT test?
It's a product placement for Black Series in the guise of a towing test.rhagfo wrote:
The 500 LBS is mostly due to it being a higher trim level.... Which will actually work against it in the performance attributes of this test.cptqueeg wrote:
Payload was much different and somehow it was overlooked in the recap.
They did touch on the difference in payload, that the Ram was a true 3/4 ton the Chevy was a one ton labeled as a 3/4 ton with a GVWR of 11,300# if I heard correctly. The Chevy was also 500# heavier than the Ram.cptqueeg wrote:
Payload was much different and somehow it was overlooked in the recap.
They did touch on the difference in payload, that the Ram was a true 3/4 ton the Chevy was a one ton labeled as a 3/4 ton with a GVWR of 11,300# if I heard correctly. The Chevy was also 500# heavier than the Ram.FishOnOne wrote:
Yes. That is how it knows what speed you wish to maintain.Huntindog wrote:
FishOnOne wrote:
It would help if they read the owners manual.
The main issue with the Chevy is it didn't downshift until a brake application and then the rpms went up to ~2,500 rpm's like the Ram and it held the speed thereafter.
That is how the GM is designed to work. They may not like it, but it has zero to do with how well it works.
I have absolutely no experience with the current Duramax with the 10 speed Allison, so are you saying you should use the brake pedal to set your speed for the exhaust brake to maintain?
Or you can use CC, as it is integreated with it.cptqueeg wrote:
???????Huntindog wrote:
Agree on the weights.
7K is more like 1/2 ton testing.... And what is with being conerned about operating temps with snow on the ground? Latch some serious weight on, and do it in the summer to push these trucks a little
Black Series product placement limits the weight available to test.
So tow something else. Is this a towing test, or an RV/TT test?
