Why do you Cummins guys want more gears
I’ve heard a number of Cummins fans saying they are waiting for an 8 or 10 speed transmission before getting a new truck. Why? Does the Cummins struggle to get your trailer moving from a stop? Or are ...
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ShinerBock wrote:FishOnOne wrote:
Here's a crude test of a F350 vs Ram 3500. Torque rise or not the 10 speed delivered the performance for reasons we all should know.
Link
BTW... Towing Just Got Easier!
Very crude. That Aisin doesn't shift fast and the 2-3 gear is very steep and almost sounded like he left off at 6:53 of the video due to how low 3rd gear drops the RPMs Definitely aren't going to win any races with the Aisin. With 4.10 gears at full throttle, going from 2nd to 3rd will drop you almsot 1,000 rpm from about 2,850 to 1,900. That is if the TC locks up. If the TC isn't locked, then you are limited to how effiecnent your TC is at putting engine power to the trans.
Although, I am more concerned about how the trucks do at 90+F temps holding 65 mph while towing at 14k fiver. That is a more useful test for me.
In regards to the 6R140 and 10R140, I am just going based on what I am seeing in Ford ServiceNet. The 10R140 uses the same base shifting controls and engagement as the 6R140 which they had ZF design for them. ZF has been using thius type for years and was the only ones do do so. Ford never used this type of controls before the 6R so in my book they used what they learned from ZF in the 6R and carried it over to the 10R hence for the 6R was the basis for the 10R. They also share many base parts.
I believe this crude video again answers the OP question. This isn't about torque converter efficiency, gear shifting, TC lockup, etc... It's about having the right gear for the application and there's almost infinite amount of applications of hills, mountains, load, not lugging the engine, and keeping the engine in it sweet spot which only helps with long term reliability and improved fuel efficiency...etc...etc...
