New Ram/Cummins vs GM/Duramax on the IKE

Cummins12V98 wrote:
Too funny on these AISIN "SLOW SHIFTING" comments and the such. Not sure what it's supposed to do. Mine works flawlessly with ZERO dead pedal or shifting issues.

I am glad yours works flawlessly for you, but the fact is that it is a very slow shifting trans compared to the others whether you wish to admit it or not. I am not the only one who has stated this either. Many of the truck review sites that have driven these trucks back to back have stated this, and so did my friend who thought his Aisin shifted quickly until he driven my 68RFE and another friends Allison. It is what it is, and it ain't what it ain't.

Too funny on these AISIN "SLOW SHIFTING" comments and the such. Not sure what it's supposed to do. Mine works flawlessly with ZERO dead pedal or shifting issues.

Grit dog wrote:

Cummins12V98 wrote:
The 10 speed with lower combined load should have stomped the measly 6 speed with 6 tires dragging the road.

Same downhill braking. GM should have been better with lighter load and higher revving engine to give more braking HP.

Heavier combined load but better economy.

How many here still think the “BRANDED” 10 speed is the Savior???

Put 4.10 gears behind the 10speed and then sit back and watch. Have to build the driveshaft outta drill stem!

Once you are rolling it's not going to make much difference. I towed 29k combined with the WRONG 3.42's. They worked GREAT except for launching. AISIN would have cured that.

I have 4.10's now and tow 33k Combined. To do it again I would go 3.42's for solo economy with AISIN. Been there done that with 6 gears it really does not matter. Now with my 01 3.55's and 4sp auto 4.10's sure would help.

RCMAN46 wrote:

Actually the Duramax reaches max torque (1600 rpm) at 200 rpm less than the Cummins (1800 rpm). Both engines produce max horsepower at the same 2800 rpm.

True, but the Cummins produces 90 lb-ft more torque at 1,800 rpm and more than likely produces the same amount of torque as the Duramax does at 1,600 rpm.

The other thing is that the Cummins is more of a natural torque at lower rpms while the Duramax is boost assisted torque at lower rpms. This does mean much in a wide open throttle situation where the short stroke Duramax shines, but at part throttle under normal driving conditions you can feel that Cummins has a lot more natural torque between 1,100 and 1,600 rpm without the need of the turbo spooling that much to make it.

If you have ever driven a Duramax(or Powerstroke) and a Cummins back to back then you will know what I mean. My Cummins(even stock) will just pull me up a long hill close to my house at 1,250 rpm at 60 mph the whole way up with little boost while my cousins tuned LML would build boost and then eventually downshift half way up to maintain 60 mph. My Father in laws new 2018 Powerstroke would do the same, but will hold 6th a little longer. This is probably why people say that the Cummins pulled like a train because it does so with little effort at low rpms versus many other diesels I have driven.

Not saying that it is a bad thing tat a Duramax has less natural torque, it is just a product of it's design and how these two engines drive different under normal driving conditions. Wide open throttle, the Duramax will win especially if the Cummins has a slow shifting Aisin behind it. The thing feels like it takes forever to shift under wide open throttle versus my 68RFE.

Or......all 3 big diesels have insane power and there’s pretty much not a hill or a sane load that’ll slow any of them down. Kudos to the General and mr Fiat!

Cummins12V98 wrote:
The 10 speed with lower combined load should have stomped the measly 6 speed with 6 tires dragging the road.

Same downhill braking. GM should have been better with lighter load and higher revving engine to give more braking HP.

Heavier combined load but better economy.

How many here still think the “BRANDED” 10 speed is the Savior???

Put 4.10 gears behind the 10speed and then sit back and watch. Have to build the driveshaft outta drill stem!

Removed as I had bad data.

"I believe the V8 and the I6 diesels deliver peak torque at essentially the same rpm's."

Actually the Duramax reaches max torque (1600 rpm) at 200 rpm less than the Cummins (1800 rpm). Both engines produce max horsepower at the same 2800 rpm.

Me Again wrote:

RCMAN46 wrote:
" The 10 speed did not beat the 6 speed in a drag race "

I do not recall there was a drag race.

I suspect from a standing start towing 16,000 lbs or more so with 35,000 lbs the 10 speed will definitely shine against the 6 speed.

One with highest torque off the line will be ahead. At the end of the race the one with highest HP will be ahead.

Also V8 are normally quicker that I-6.

Is anyone still putting V8's is OTR trucks? Most now that low RPM high torque I-6's.

So based on what you said I would think the GM would be ahead on the top of the hill with 45 more HP.

OH, maybe RAM puts down MORE advertised HP than the competition??? Think this hav been proven true many times.

Walaby wrote:
What this video showed me is, even after all that, it comes down to payload and GRAWR.

Nice to see a SRW that can handle 16K up the Ike, but a 16K 5er will probably have close to 4K pin weight, which means it will exceed the RAWR of the Chevy (since they said 3K pin weight was max). Assuming the 3K max pin weight of the chevy is based on rear axle weight, my Ram 3500 SRW has a 3750 rear axle capacity remaining after spray in bed liner and tonneau cover.

So, even with all that, it would appear that the Chevy SRW is still gonna be limited to 5ers in the 14K range (give or take).

There lies the problem! Uninformed people watching the vid THINK they can now tow a 16k 5er with a new 2500 GM. Gooseneck trailers typically have lower percentage pin weights.