Ike Gauntlet 2017 3500s DRW 22,800# load

You know the funny thing is when the Ram was the slowest up a hill by seconds the other two fan clubs didn't have any problem pointing that out. Now that Ford is the slowest kid up the hill it isn't a big deal. Got to the the hypocrisy.

They all build great trucks and they all have been for a long time.

As for the GM gear ratio, speculating what a 4.1 or lower gear would do doesn't mean a thing. GM decided not to offer an optional gear ratio for their trucks and I can guarantee you there is a reason.

Dadoffourgirls any truth to the rumor that GM is parting company with Allison and going in house?

Don

The Duramax remains king of the hill but I have to say I'm shocked at how the Cummins kept up. I'm toying with the idea of ordering a new 2017 as my forever truck and it's honestly so tough- the Duramax Ally is better than ever, the Cummins I've always had a soft spot for, while the new Super Duty is stunning. I have no clue what to do- suppose there's no wrong choice, just personal preference and what I can do the best deal on.

Frames would be a a major factor for me but they're all well up to spec re weight and safety, GMs new in 2011, Dodge's in 2013 and Ford's (finally!) in 2017. Close enough that that's not going to be a factor for me.

If the Duramax was going to perform "better" with a 4.10 axle, that's what it would have. Clearly, GM thinks a 3.73 is best as they've stuck with that since the Duramax was introduced in 2001. 3.73 is and continues to be the only axle ratio available in a 2500HD or 3500 for the past 16 years. That says something.

With Ram, they have had 3.21, 3.55, 3.73 and 4.10 (4.44 and 4.88 in the C+C units) paired with the Cummins from 2001 until now.

Ford has had a similar spread. 3.31 to 4.30 with the powerstroke.

RCMAN46 wrote:


Here is possibly a major reason the GM Duramax and Allison does so well.

The Allison was designed with the Duramax and the controllers talk to each other. Also the GM engineers probably found with the Duramax and Allison combination the 3.73 gear gave the best performance for a wide variety of towing conditions including the Ike Gauntlet.

I did a spreadsheet comparison with a 4.1 vs 3.73 for the Duramax and the 3.73 would give the best results at 40 and 50 mph.

At 60mph the choice would be the 4.1.

I agree that the Duramax Allison 3.73 are a good combination for the test but so is the Powerstroke/TorqShift/4.10. And the Cummins/Aisin/4.10 .

I don't agree that the Duramax did so well. If it does any better than the outgoing Duramax the increase is negligible yet it apparently has 150 lbft more torque and 48 more horsepower....It ran virtually neck and neck with the Cummins which has 60 less ponies as well as less torque. The extra power of the Duramax really should have been enough for it get to the top of the hill at least 2 minutes ahead of the Ram.

4x4ord wrote:


If you don't want to drive like a "jackass teenager" why did you tamper with your truck?

Because I wanted to and it is my truck, but if you must know I custom tune or modify all of my vehicles to fit my preferences. I like a more sensitive throttle like the old cable driven throttle used to be instead of the laggy drive by wire systems of today. I like my truck to shift later in the rpms(no sooner than 1,400) in order to keep the engine from lugging instead of the it shifting too soon like most do now to conserve fuel. I like my transmission to shift quickly and firmly instead of the smooth and slow shift. I like having the ability to always keep my exhaust brake in the on or auto position instead of it turning off every time I shut off and restart the truck. I like having more power and torque in the rpms that I drive in(below 2,000) instead of the higher rpms that I usually don't. I wanted better timing for better fuel economy. There are more reasons, but it all boils down to me customizing my truck to my preferences instead of driving a generic vehicle made for everyone.

RCMAN46 wrote:

transamz9 wrote:

ShinerBock wrote:
At least 930 lb-ft? Meh... I am sitting at 950 lb-ft at the wheels in my 2014 CTD, and that is just the the light tow tune.

Do you have the Aisan transmission? I've heard that they are having trouble tuning the Aisan trucks because it is on its own controller. I've heard it shifts funny with power added?

Here is possibly a major reason the GM Duramax and Allison does so well.

The Allison was designed with the Duramax and the controllers talk to each other. Also the GM engineers probably found with the Duramax and Allison combination the 3.73 gear gave the best performance for a wide variety of towing conditions including the Ike Gauntlet.

I did a spreadsheet comparison with a 4.1 vs 3.73 for the Duramax and the 3.73 would give the best results at 40 and 50 mph.

At 60mph the choice would be the 4.1.

Are you implying that the engineers designed to the test?

transamz9 wrote:

ShinerBock wrote:
At least 930 lb-ft? Meh... I am sitting at 950 lb-ft at the wheels in my 2014 CTD, and that is just the the light tow tune.

Do you have the Aisan transmission? I've heard that they are having trouble tuning the Aisan trucks because it is on its own controller. I've heard it shifts funny with power added?

Here is possibly a major reason the GM Duramax and Allison does so well.

The Allison was designed with the Duramax and the controllers talk to each other. Also the GM engineers probably found with the Duramax and Allison combination the 3.73 gear gave the best performance for a wide variety of towing conditions including the Ike Gauntlet.

I did a spreadsheet comparison with a 4.1 vs 3.73 for the Duramax and the 3.73 would give the best results at 40 and 50 mph.

At 60mph the choice would be the 4.1.

ib516 wrote:
Looks like the RAM is getting an update. This was posted today...
Link

As I have mentioned I took the Cummins Factory tour last summer and I had a high up engineer doing our tour because someone was sick. She told me they she was working on the 2019 6.7 at that time.

The engine will be free of any emissions, it will be all downstream. Cummins claims 10 percent increase in HP and 20 percent in TQ. That would be insane numbers!

Huntindog wrote:

Cummins12V98 wrote:

Huntindog wrote:

patriotgrunt wrote:

Lessmore wrote:
Chevies have always been known for outstanding power...all starting back in 1955 with the introduction of the legendary small block Chevy V8. Power and lots of it...has been a bow tie tradition in both gas and diesel engines over the years.

So no....not at all...nope.... I'm not surprised that Chevy came first and Ford was at the tail end.

Some say horse power is horsepower....but in my humble opinion horses are rated differently....there are Shetland horses (blue oval) and then there are Clydesdale's (bow tie). :B

All I can say...is it is a good thing that the Chevy was 'hobbled' with 3.73's to the Ford's 4.10's....or could you imagine what the Chevy times would of been.

Remind my again why these trucks are only pulling 22,800#s? :B

That 30K spec is not a realistic number for Rvers.
A 30K 5ver will have approx. 7500# pin weight.
None of the trucks are capable of that.

Lots of guys hauling big car trailers. So the upper numbers do apply just not to the masses. If they could pass the SAE test with 30K in tow they sure would have!

Heck my RV is borderline with the GM's.

I just watched the video again..
I noticed that the RAMs payload is ONLY 5690#.
It could just barely handle the pin weight of your 5ver.... If you packed light and skipped lunch. :B

You seem to know a lot (compliment intended). But thinking My above comment you quoted was "SNIDE" is not how I meant it!!!

This is the way it is on most any truck out there especially the Class 3 trucks. The 14K is just a number to keep the trucks in non commercial category. They take that number and subtract the actual curb weight from 14K that is where the 5,690# you quoted comes from. BTW I am well over that number! So the REALITY when hauling a gooseneck or 5er is the payload is what the rear axle can carry ready to tow up to it's RAWR plus a 100# or so that is added to the front axle. If my truck were to be sitting curb weight ONLY and the rear pin was loaded to the RAWR of 9,750# and add that to my empty 5,200# +- front axle weight I am OVER my GVWR by about 1,000#. MY "payload" that I have on my truck that puts me at my RAWR and a few hundred pounds under my FAWR is around 7,000#. Dry truck 8,500# loaded Cat scales truck 15,500#.

Now my 23K has around 25+ percent pin it has two axles. Triple axle DRV's are closer to 20 percent pin. So a triple axle 43' DRV could easily load out to 26K+ and still be within my axle and combined ratings. If you take the towing weights they are advertising those are with gooseneck trailers having 15 percent pin.

So yes IMHO if GM could post SAE towing numbers in the 30K plus arena they sure would.

Me Again wrote:

Cummins12V98 wrote:
" All three brands do it with much heavier loads than your 5th wheel."

Correct, I think I was saying that. From my experience the VAST majority of Car Haulers are doing go with RAM trucks.

Cool: Blue Oval on the building and the vans. How did you stage that? Chris

Funny the stars aligned, I was on Hwy 111 in Cathedral City near PalmSpprings, CA traffic was stop n go and took it at just the right moment. If I want to tease the Ford guys I bring this pic out. :B