Ram Goes to Stunning 900 lb-ft of torque

I'd like to see it hitched up to it's max and taken to the grade. This truck did a fine job with 17k lbs in my opinion but, I'd like to see if it lives up to it's hype. Now with even more tow capacity, lets see what it does with that much weight. 44mph at 2800rpm with foot to floor is nowhere near the claims here of easing up the grades at the speed limit in O/D at less than 2k rpm at half the truck's tow rating.

https://www.youtube.com/watch?v=2I_BTKOTCFQ

Cummins12V98 wrote:

goducks10 wrote:
Almost every head gasket issue is from the guys doing deletes and using tuners. I've been on the Cummins forum for 3 years and only read about 1-2 head gasket issues in trucks that weren't deleted. In fact whenever some guy starts posting about this code# or that code# I usually just scroll down in his post and sure enough he's deleted. Lots of guys delete and have no issues but the majority of engine running issues seem to come from deleted guys.
Have had my 12 non DEF CTD for 3 years and zero issues with the DPF clogging. And I just drive around town when not towing. I don't baby it in town and 100% of the time use the EB. Always use the shift toggle and stick it in a gear that keeps the rpms up above 1500. JMO but the guys having DPF clogging issues don't know how to drive em or are idling too much. There were early teething problems with emissions but from what I've read all that has been sorted out.

Yup Fish likes to post head gasket problems but as you said are all because of tuners. RAM corrected the early problems with software updates and DID stand behind their trucks under warranty.

As I said my 11 RAM was flawless with 65K on it when I traded for the 15.

Yeah they fixed the problem by adding a shrader valve to the turbo so the diesel tech could simply connect the cleaning additive to the turbo without having to remove it, tear it apart and clean it, just so it could clog up again. BTW... My cous still performs this service so I'm going to say the problem was not entirely fixed.

And why do you think those poor folks installed a tuner? It was part of the emission delete kit and yes folks had head gaskets go pop when pulling a heavy load with just a very mild tune, and they were left with a truck with no warranty and they had to pay the piper.

In 09 my BIL found out the expensive $$$ way the soot clogging problems from the cummins 6.7 was not fixed. Conversations my BIL had with the diesel tech and service manager on this on going problem, they both told him to delete the emissions junk and then he'll have a good truck and there wasn't anything more they could do other than repeat the cleaning process, force a regen, and tell him to run fresh fuel. This particular RAM dealer claimed they overlooked tuners/delete kits but my BIL wasn't buying that claim so he decided to take the hit $$$ and sell the truck. This truck was used to pull a huge cattle trailer and a truck that wasn't 100% reliable was unacceptable for this job.

Off my soap box!

wilber1 wrote:

Bird Freak wrote:
Can't believe you guys have made 20 pages over maybe 35 ft lb of torque.

It's about the 900 not the 35. An 11 HP increase at 1700 RPM but look how much attention it is getting them. Smart guys

I know, but its just a increase of 35 but the 900 sounds good even if ever needed.

Bird Freak wrote:
Can't believe you guys have made 20 pages over maybe 35 ft lb of torque.

It's about the 900 not the 35. An 11 HP increase at 1700 RPM but look how much attention it is getting them. Smart guys

Can't believe you guys have made 20 pages over maybe 35 ft lb of torque.

goducks10 wrote:
Almost every head gasket issue is from the guys doing deletes and using tuners. I've been on the Cummins forum for 3 years and only read about 1-2 head gasket issues in trucks that weren't deleted. In fact whenever some guy starts posting about this code# or that code# I usually just scroll down in his post and sure enough he's deleted. Lots of guys delete and have no issues but the majority of engine running issues seem to come from deleted guys.
Have had my 12 non DEF CTD for 3 years and zero issues with the DPF clogging. And I just drive around town when not towing. I don't baby it in town and 100% of the time use the EB. Always use the shift toggle and stick it in a gear that keeps the rpms up above 1500. JMO but the guys having DPF clogging issues don't know how to drive em or are idling too much. There were early teething problems with emissions but from what I've read all that has been sorted out.

Yup Fish likes to post head gasket problems but as you said are all because of tuners. RAM corrected the early problems with software updates and DID stand behind their trucks under warranty.

As I said my 11 RAM was flawless with 65K on it when I traded for the 15.

Almost every head gasket issue is from the guys doing deletes and using tuners. I've been on the Cummins forum for 3 years and only read about 1-2 head gasket issues in trucks that weren't deleted. In fact whenever some guy starts posting about this code# or that code# I usually just scroll down in his post and sure enough he's deleted. Lots of guys delete and have no issues but the majority of engine running issues seem to come from deleted guys.
Have had my 12 non DEF CTD for 3 years and zero issues with the DPF clogging. And I just drive around town when not towing. I don't baby it in town and 100% of the time use the EB. Always use the shift toggle and stick it in a gear that keeps the rpms up above 1500. JMO but the guys having DPF clogging issues don't know how to drive em or are idling too much. There were early teething problems with emissions but from what I've read all that has been sorted out.

Perrysburg Dodgeboy wrote:
Fish and his fishy 1000'# stories. Link it Fish or it ain't true! BTW did someone say GM/Chevy D-Max is going to hit 900 also but in 2017. As far that pickupjoke.com link you posted goes Troy that was some sad jurnalism right there!

Isn't the pumpkin or pig normally referred to what Ford uses? Unbolt it and the whole assembly comes out from the front axle housing as one unit . Where GM and Chrysler you remove the cover on the back of the axle housing pull the axles out, remove bearing caps (2) and the assemble comes out the back? I do recall going to the junk yard and picking up a pig for our 70 Ford Ranch Wagon when my brother did a burn out in the grass. When the car got to the road it went SNAP and we went OH SH!T Dad's going to kill you!

Bill Ford posts on FTE once in a great while and he's the source. Your a big boy so go to the web site and use the search feature. :W

mr61impala wrote:
This is just hilarious, FishOnOne must own a Ford dealership.

The only diesels I have ever owned were/are farm tractors but I find this forum entertaining.

I have worked 40+ years in the Automotive repair industry, the last 20 in a major BROWN truck shop. I have spent the last 11 of those 20 years in management so am extremely familiar with maintenance side and can speak to the fuel economy, longevity, reliability, maintenance cost, and ease of service of many engines, diesel and gasoline.

FWIW, here are a couple of general observations which you may or may not find to be of value.

The B series Cummins is the money making-est engine I have ever seen, it will go farther, with fewer repairs, than any other medium duty diesel and burn less fuel in the process. It doesn't matter if it's a 1995 12v or a 6.7L with DPF and DEF, it's also easier to work on and easier to change out on those occasions when a driver decides to be a submarine commander.

Cummins has no teething issues with new products as they are introduced, they are the best at working the bugs out of any new system such as DPF/DOC and DEF before releasing them to the market.

They also have the best parts/service website on the planet, once you log in and enter your engine number everything pertains to your engine. There are hyperlinks so you can bounce back and forth between service manual, parts book, torques specs, service bulletins, etc, at will. Very well thought out, just like everything else they do.

Another very good engine for us was the T444E, basically a 7.3L Powerstroke but with a mechanical lift pump in the valley as opposed to an electric pump. The reliability was on par with the B series Cummins but they were thirstier, average around 10 mpg in delivery service as opposed to around 12 with the B-series. The B series was also quicker, however it was in a truck that weighed a few hundred pounds less.

The least reliable engine that we ever utilized was called the Navistar VT365, also known as the 6.0L Powerstroke. We purchased a large number of these in 2005. Avoid this engine as it has design flaws which make it unreliable and it has a significantly shorter life span in our operation. It WILL break down and it WILL be expensive to fix.

The 6.4L and 6.7L Navistar/Max Force engine are 2 more engines to avoid, their motto must be "if EGR is good then triple EGR is better".

I cannot speak to the 6.7L Ford products because we went primarily Cummins after 6.0L experience in 2005, the exception being of a hand full of MB and Isuzu products which have both been good.

We don't use Duramax, I don't know why.

Just a different perspective which someone my find helpful.

And cummins98v and PBDodgeboy don't own a Chrysler dealership? :W

The 6.7 cummins didn't have DPF, EGR, turbo soot clogging issues? Many owners were forced to delete and voided their warranty just to keep their truck on the road and out of the shop to only have head gasket ploblems later?

Just so you know my BIL had an 09 RAM 6.7 and after multiple trips to the dealer he unloaded that truck just after 9 months of ownership. He went back to a 5.9 cummins and had a good truck then. :W

Also just so you know we own a lot of farm equipment/diesel tractors, combines, cotton pickers, etc... And use diesel powered trucks from all brands at one time or another and some just hold up better to this type of environment.

mr61impala wrote:
This is just hilarious, FishOnOne must own a Ford dealership.

The only diesels I have ever owned were/are farm tractors but I find this forum entertaining.

I have worked 40+ years in the Automotive repair industry, the last 20 in a major BROWN truck shop. I have spent the last 11 of those 20 years in management so am extremely familiar with maintenance side and can speak to the fuel economy, longevity, reliability, maintenance cost, and ease of service of many engines, diesel and gasoline.

FWIW, here are a couple of general observations which you may or may not find to be of value.

The B series Cummins is the money making-est engine I have ever seen, it will go farther, with fewer repairs, than any other medium duty diesel and burn less fuel in the process. It doesn't matter if it's a 1995 12v or a 6.7L with DPF and DEF, it's also easier to work on and easier to change out on those occasions when a driver decides to be a submarine commander.

Cummins has no teething issues with new products as they are introduced, they are the best at working the bugs out of any new system such as DPF/DOC and DEF before releasing them to the market.

They also have the best parts/service website on the planet, once you log in and enter your engine number everything pertains to your engine. There are hyperlinks so you can bounce back and forth between service manual, parts book, torques specs, service bulletins, etc, at will. Very well thought out, just like everything else they do.

Another very good engine for us was the T444E, basically a 7.3L Powerstroke but with a mechanical lift pump in the valley as opposed to an electric pump. The reliability was on par with the B series Cummins but they were thirstier, average around 10 mpg in delivery service as opposed to around 12 with the B-series. The B series was also quicker, however it was in a truck that weighed a few hundred pounds less.

The least reliable engine that we ever utilized was called the Navistar VT365, also known as the 6.0L Powerstroke. We purchased a large number of these in 2005. Avoid this engine as it has design flaws which make it unreliable and it has a significantly shorter life span in our operation. It WILL break down and it WILL be expensive to fix.

The 6.4L and 6.7L Navistar/Max Force engine are 2 more engines to avoid, their motto must be "if EGR is good then triple EGR is better".

I cannot speak to the 6.7L Ford products because we went primarily Cummins after 6.0L experience in 2005, the exception being of a hand full of MB and Isuzu products which have both been good.

We don't use Duramax, I don't know why.

Just a different perspective which someone my find helpful.

Yup x2

Here's a sweet lil 4BT...

http://www.trucktrend.com/cool-trucks/0709dp-1966-ford-bronco/