RAM HD -- All 1000 lbs-ft in 1st gear?

RCMAN46 wrote:
Boy there are many on this Forum that do not understand Horsepower and Torque.

At a given engine RPM and throttle setting gears and transmissions can not and do not change the horsepower that is delivered to the rear wheels.

Gears and transmissions can only change the torque delivered to the rear wheels which also changes the rear wheel rpm for a given engine rpm.

If anything the gears and transmission will lower the horsepower delivered to the rear wheels due to losses in the gears and transmission.

A torque converter can alter the amount of the engines horsepower going to the trans and rear wheels. When it is unlocked it is passing through less power that is being made by the engine. How mush less depends on its efficiency. When it is locked, it is passing all power made by the engine.

One of my tunes locks up my TC in 4th at 45 mph when not towing. It was very pronounced with my old TC due to how inefficient it was and almost felt like it was shifting into another gear. All you see is the engine revving about 1,800 in 4th, and then all of the sudden it would lock and you would feel a rush of power with the rpms dropping to around 1,400 in 4th. With my new tighter TC, you hardly feel it lock because you get almost the same power with it unlocked.


These articles better explains what I am talking about.

Put More Power to the Ground with the Right Torque Converter

Transferring The Power Back, Understanding Torque Converters

For all the chicken littles surrounding the 1000ftlbs worrying about snapping stuff.
Go rest easy. There are sooo many diesel pickups running around at 1000+ right now with no torque management and full lockup, it’s not even funny. They aren’t breaking parts left and right.
I’ve got one in my garage that fits that description and while it doesn’t tow heavy, often, it has, can and will. Never done broke none o them drivelinees...

Boy there are many on this Forum that do not understand Horsepower and Torque.

At a given engine RPM and throttle setting gears and transmissions can not and do not change the horsepower that is delivered to the rear wheels.

Gears and transmissions can only change the torque delivered to the rear wheels which also changes the rear wheel rpm for a given engine rpm.

If anything the gears and transmission will lower the horsepower delivered to the rear wheels due to losses in the gears and transmission.

I wonder if DCT will make it into the pickup lines and be any better than we currently have. I know Mitsubishi has wet dual clutches in some of its Fuso line, but I don't hear much about this type of transmission except in lighter automobiles. Is it due to lack of torque multiplication?

The torque converter has been around for while now and seems to work well if you can manage the heat produced. I have not seen an automatic transmission that mechanically locks first gear, but see no technical reason why it couldn't be done.

With electronically controlled transmissions like the 68RFE and Aisin, you can control TC lockup and therefor control horsepower to the wheels. The locking and unlocking of the TC is also controlled between shifts as well resulting in shift flare which is prominent with the Aisin and 68RFE.

Torque is multiplied when unlocked, but how much depends on the efficiency of the TC and how tight/loose it is. The stock TC on my Ram was very loose with low efficiency which in my view was to probably done to save costs and other parts from breaking. I swapped it for a tighter dual clutch TC when I installed my built trans and it made a dramatic improvement in torque multiplication and horsepower sent to the wheels when unlocked.

With my stock TC, it was so inefficient when unlocked that I can actually feel when it locks because there would be a major increase in power felt. With my new TC, you can hardly tell when it locks because it has a much higher efficiency that is much closer to when it is locked. Essentially, going from a 70% to 100% locked is felt more than going from 95% to 100%.

Hydraulic coupled TC's multiply torque when unlocked

Locked, there is no torque multiplication

Generally, torque control on an ICE is done controlling the ICE

ksss wrote:


The operator is the weak link. As much as I am looking forward to no nannies between me and all an engine and drivetrain have to offer, I am not sure the general public is. Operating class 8 trucks in a construction application makes that case. Twisted drivelines, broken undercarriage components are the cost of unregulated high hp in challenging conditions.

They could regulate HP mechanically by changing the trans tuning to keep the torque converter from locking in the first few gears. You don't get full hp when the TC is unlocked. If the TC is say 70% when unlocked like most say the Ram TC's are on a good day, then you aren't sending that much power to the wheels until it locks even with the engine giving you 100% power. If this "software update" removes TC locking in the first gear during up shifts, then that might be how they are able to give you 100% engine power.

FF 2 years and when everyone is snapping the (insert component here) there will be an "update" :) :) Hope not.... but it could happen.

I busted a Detroit locker in my IHC with 335 ft lbs of torque! Granted I have 4.33 gears, 31" tires, and a 10.08 low gear! I'll go with KSSS comments, at some point in time, things WILL bend and get broke, unless their is a safety of some sort built in!

Marty

dodge guy wrote:

ib516 wrote:

Cummins12V98 wrote:
Larger rear differential and updated AISIN trans.

And updated driveshafts front and rear.

Yes, but that doesn’t add HP/TQ to the engine! Everything down from the engine is after they added more power.

The question was what did they do to handle the increase in power. Answer is, several things were made stronger.