Ram 1500 with 3.0 diesel
Continuing my research for a possible new(er) TV. Anyone own/towing with the Ram 1500 with the 3.0 diesel? Might be to small for my towing needs, but something to think about. Thanks,
Forum Discussion
Fordlover wrote:SoCalDesertRider wrote:
Two trucks are going to tow trailers up the infamous Grapevine in California.
Truck 1 is a 1995 Peterbilt 379 tandem axle tractor with a Detroit Diesel Series 60 12.7l inline-6 turbo diesel engine and Eaton 13 speed manual. The engine will be the early 350 model, which makes 350 hp at 1800 rpm and 1350 lb-ft at 1200 rpm, which is the lowest horsepower rating this engine was available with for on-highway truck use.
Truck 2 is a 2016 F150 with an EcoBoost 3.5l V6 turbo gas engine and Torqshift 6 speed auto, with HD Payload and Max Tow option packages. This engine makes 365 hp at 5000 rpm and 420 lb-ft at 2500 rpm.
Both trucks will tow a total combined weight (weight of truck, trailer and cargo together) of 40,000 lbs up the hill. The trailer will be a flat bed triple spread axle semi trailer. The cargo load will be pallets of concrete building block.
Because the Peterbilt tractor weighs about 20,000 lbs, the trailer will be loaded to 20,000 lbs gross (weight of trailer and cargo together). The total 40,000 lbs combined weight is a very light load for this truck. 20,000 is a very light load for the trailer as well.
The F150 will tow the same trailer, but will pull it using a common single axle dolly (converter gear), typically used in commercial double trailer towing, so that, together with the spread axle design of the trailer, the tongue weight will be manageable for the F150. The F150 weighs about 5,000 lbs, so the dolly and trailer combination will be loaded to 35,000 lbs, to make the total combined weight = 40,000 lbs.
The dolly/trailer air brake system will be operated by an electric over air controller installed into the F150. Air will be supplied by a self powered air compressor, which will stay running during the test, loaded as cargo on the trailer.
The F150's mighty EcoBoost engine has slightly more horsepower than the Peterbilt's Detroit Diesel (365 vs 350), but the Detroit has a bit more than 3 times the torque output (420 vs 1350).
Because the F150 lacks low enough transmission gearing to get the load moving from a dead stop, the Peterbilt will tow the F150 and trailer, by chain, starting on the flat before the bottom of the grade, until the F150 is moving at 55 mph. A remote operated disconnect hook will release the chain from the F150, so it can go on it's own way up the hill on it's own power.
The Peterbilt will begin it's test while already moving at 55 mph at the bottom of the grade, to be fair to both trucks.
The Peterbilt will run 3.90 axle gearing with it's 11R-22.5 tires (42" dia), while the F150 will run 3.73 axle gearing with it's factory tire size, which is about 31" dia. For the axle/tire gearing to be fair, the Peterbilt would have to run 5.05 axle gearing, due it's much taller tires. The F150 has the clear overall axle/tire gearing advantage over the Peterbilt, when both transmissions are in direct 1:1 gear. Drivers of both trucks can use whatever transmission gears they wish while climbing the grade.
What does everyone think will be the results of this test?
Are you serious?
This is indeed creative. I don't care how one launches stops and controls 35klb behind a 1/2 ton truck at highway speed. The results will be ugly at best.
