Ram HD 1000 lb-ft MPG loop

mich800 wrote:

Me Again wrote:

ShinerBock wrote:


I am also pretty sure that any class 7/8 truck driver out there would disagree with the not needing extra gears when towing too. Go drive an Eaton 8 speed, 10 speed, and 13 speed up and down a few hills behind the same exact engine and you will see what a few extra gears will do.

I drove a class 8 tractor with a 13 speed roadranger. It had a 8V71 350 that's power band was from 1900-2200 RPM. Today's trucks have much wider power bands and fewer gears are needed and/or installed.

If RAM gets more gears a lot the reason will be keep up with the Jones! Why would someone buy 6 speed when the other two have 8, irregardless that they are V8's and the Cummins is a I-6.

I had to drive a Ryder box truck a week ago with the Cummins and Allison transmission. It was a six speed I believe. That thing was a dog and could not get out of its own way. More gears definitely would have made the drive more enjoyable.

Nope! It was a dog to protect the engine. De tuned.

ShinerBock wrote:
If you ever towed 33-35k combined and was not able to hold the speed limit going up a grade,then you probably needed more gears.

YAWN

Is it just me or did the payload seem low for a upgraded frame and increased towing?.... 5,300 seems low for a brand advertising over 7k in a regular cab

I'm always in for more gears, but not so that we can fly up grades at 60 mph grossing 37,000 lbs.

This is why we can't have fuel efficient trucks in North America - unrealistic power standards.

Having driven Class 8s here in BC, you can not go up any grade at 60 mph, maybe bob tailing. My 18 spds allowed me to pull in the most efficient rpm (1500) at a reasonable road speed (25 - 35 mph). And never once did I feel like a "hazard".

Me Again wrote:

ShinerBock wrote:


I am also pretty sure that any class 7/8 truck driver out there would disagree with the not needing extra gears when towing too. Go drive an Eaton 8 speed, 10 speed, and 13 speed up and down a few hills behind the same exact engine and you will see what a few extra gears will do.

I drove a class 8 tractor with a 13 speed roadranger. It had a 8V71 350 that's power band was from 1900-2200 RPM. Today's trucks have much wider power bands and fewer gears are needed and/or installed.

If RAM gets more gears a lot the reason will be keep up with the Jones! Why would someone buy 6 speed when the other two have 8, irregardless that they are V8's and the Cummins is a I-6.

I had to drive a Ryder box truck a week ago with the Cummins and Allison transmission. It was a six speed I believe. That thing was a dog and could not get out of its own way. More gears definitely would have made the drive more enjoyable.

ShinerBock wrote:


I am also pretty sure that any class 7/8 truck driver out there would disagree with the not needing extra gears when towing too. Go drive an Eaton 8 speed, 10 speed, and 13 speed up and down a few hills behind the same exact engine and you will see what a few extra gears will do.

I drove a class 8 tractor with a 13 speed roadranger. It had a 8V71 350 that's power band was from 1900-2200 RPM. Today's trucks have much wider power bands and fewer gears are needed and/or installed.

If RAM gets more gears a lot the reason will be keep up with the Jones! Why would someone buy 6 speed when the other two have 8, irregardless that they are V8's and the Cummins is a I-6.

Slowmover wrote:

ShinerBock wrote:

Slowmover wrote:

ShinerBock wrote:
If you ever towed 33-35k combined and was not able to hold the speed limit going up a grade,then you probably needed more gears.

But why would you have to maintain upper limit? What’s the importance?

Especially seeing as other vehicles won’t. And now you’ve just killed NECESSARY vehicle spacing. With other idiots now running up from behind and into this slower traffic making a bad thing worse.

Sounds like remedial training time. Basics.


The downgrade matters. Not the ascent.

Because I don't want to be a slow mover(pun intended), and like to stay within a reasonable speed when I tow instead of taking a hill at 40 mph becoming a hazard on the road. More gears, means more opportunities to be at peak power and efficiency at certain mph. Another plus is that you can operate at safer temps depending on the situation. More gears also helps on the decent too.

I am also pretty sure that any class 7/8 truck driver out there would disagree with the not needing extra gears when towing too. Go drive an Eaton 8 speed, 10 speed, and 13 speed up and down a few hills behind the same exact engine and you will see what a few extra gears will do.

OK. You’re a big boy. Some here aren’t. Listen up:

Nope, this is about how far I got into that spiel and I am not going to bother reading the rest of the posts. Not sure why you feel the need to tell me what I am suppose to like and not like. If you like going slow then by all means that is your prerogative and I respect that which is why I am not trying to tell you that should like anything else. All I ask is to return that respect.

My 63’ combined rig usually scales above 17k.

The 555 motor must be underpowered.

It isn’t. It’s grossly overpowered for this trailer.

But fuel economy mattered. 15-mpg is the average

Why others want to buy an additional 45/gals to travel 1k miles is past me. Their rigs have no more amenities than mine.

Gears & power are nice.

At today’s price, 17-cpm is a whole lot nicer than 29-cpm fuel cost.

Anyone, take your time. In rig research and on the road. The best day on the road is the one you’ve forgotten.

IMO , in the same way, the best rig is the one doesn’t need replacement.

Grit dog wrote:
I guess there's some truth to slowmover's handle!
That's the point of more power or more gears....to be able to travel at the speed you wish with the load you have. If ya want to do 30mph up the Ike Grapevine or 1000s of other grades out there, they make pickup trucks for that too. They're called gassers! Lol

The new Ram test sounds like good mileage for that load for sure, but I wouldn't put money on it getting appreciably better mileage in real world conditions than any other newer diesel out there.

Conditions dictate travel speed. Not operator or equipment.

And as a pickup is the vehicle with the highest likelihood of a rollover on the highway (curb, pothole, broken pavement, etc) adding a trailer only makes them worse. Rollovers account for one-Third of fatalities.

What’s your total tested braking distance to zero with your loaded rig?
Would it be possible to do it more than once?
Or will the trailer brakes be ruined?

Anti-lock travel trailer disc brakes (TUSON) “might” give you a little more leeway. That and fully independent trailer suspension is MAJOR risk reduction. Despite the unstable tow vehicle.

But why does ascent speed matter in the first place?

Feelz? Your snowflake safe space on denial of the reality around you?

Like SB, you’re revealing more than you realize.

(Both y’all making this too easy).

.

FWIW, I tend to start my passes about 350’ out. Earlier than others expect, but statistically worthy.

I sure get a kick out of left-laners who think I’m asking permission.

——_______


The only real trick these days is avoiding the packs. The stupids. There are always gaps between them. Your travel speed is irrelevant. The Below always applies

1). Get them around you. Cancel cruise.

2). Leaving a stoplight at the edge of town? It’ll take the stupids THIRTY MILES to separate. Just drag along till they’re gone. Same for increased speed limit. Wait MORE THAN five miles.

3). Same for construction.

4). Once within 75-miles of a metro center, you’re in that traffic. Back down.

You’re doing it right when you always have a half-mile around you. Today’s computer-control multi-speed trans vehicles make being smooth really easy. Fuel efficient despite changing from steady state to manage traffic around you.

Why are Interstates “fast”?

It isn’t the upper limit.

1). Limited access
2). Non-stop

It’s all about average speed (barely related to travel speed). Under 300-miles in a day , and 68 isn’t faster than 60.

Do the test. Engine run time versus the clock.

You’ll waste more time with the TV channel changer that same day