2014 Ram 3500 without Aisin Tranny

[DarrellQ2001]

I can get an incredible deal on a new Ram 3500 SRW, 6.7 Cummins, but it does not have the Aisin tranny. My eventual intentions would be to tow a 16,000 lb. fiver. Would it be worth me ordering a 2015, with the Aisin? Probably at a cost of about $6K more ($2200 upgrade to Aisin; $4000 worse deal)

Or, would the regular Ram tranny hold-up towing 16,000 lbs on a semi-regular basis?

[M_GO_BLUE1]

DUALLY

[NC_Hauler]

joshuajim wrote:
My opinion of DRW trucks is similar ti twin engine aircraft. When one engine fails, the second one is only there to carry you to the scene of the crash.

On a DRW, if you get a nail in one dual and it goes flat, you probably will not notice it until it shreds, but by that time the other tire is ruined by carrying twice the design load and is trash also. Buy 2 tires instead of one.

............or.........just the opposite of your analysis...6 of 1, half dozen the other....tire goes flat, the other will carry you to get repair or both replaced.....


A good pilot very well may land that one engine airplane safely, if both go out, a VERY GOOD pilot MIGHT be able to glide to safety..one just never knows...not a very good analogy..

[joshuajim]

My opinion of DRW trucks is similar ti twin engine aircraft. When one engine fails, the second one is only there to carry you to the scene of the crash.

On a DRW, if you get a nail in one dual and it goes flat, you probably will not notice it until it shreds, but by that time the other tire is ruined by carrying twice the design load and is trash also. Buy 2 tires instead of one.

[garysol]

I had an 2008 3500 with the 68rfe and now I tow with a 2014 3500 SRW with the 68rfe. GVWR of our rig is 15,500. The truck squats a couple of inches and tows the load with no drama. My SRW's payload rating is 4,022 and max tow rating 17,150. In 6 years of owning and towing with the 68 we have never had any tranny issues at all.

[NC_Hauler]

I had a 2010 Ram 3500 CC/LB/DRW 4X4 with the 68RFE..it had a GVWR of 12,200#, the 2012 that I had for about 6 months was also a 3500 CC/LB/DRW/4X4 HO Cummins with 68RFE, GVW was 12,300# and a GCWR of 25,000#. I towed my 5er, with a GVW of 16,950# and loaded anywhere from 15,985# to 16,200# with both of these trucks all through the mountains of NC, TN, VA and WV...the 68RFE never gave me the first problem, never an issue. It's a good tranny; add the EB and T/H to the equation and you got a towing aninmal . All three of my trucks had/has the 4:10 gearing so that may make some difference. Believe the Ram SRW is only offered with the 4:42, but again, if 16,000# or under, don't see an issue with the 3500 SRW truck towing the OP's 5er.

[AH64ID]

brholt wrote:

AH64ID wrote:
All diesel's have hydro, there is no vacuum on a diesel.

Thanks for the link, I couldn't find that information when I searched earlier.

Pretty sure the F250 Diesel uses Vacuum boost. As I understand it the " 6.7's have a really nice wet vacuum pump mounted on the front cover driven off the opposite side of the gear for the HP fuel pump. They use the vacuum for waste gate control and EGR cooler bypass control. ".

You need to step up to the F350 to get hydro-boost in a diesel, DRW in a gas

I guess it's possible, but I understood them to use hydro-boost.

[brholt]

AH64ID wrote:
All diesel's have hydro, there is no vacuum on a diesel.

Thanks for the link, I couldn't find that information when I searched earlier.

Pretty sure the F250 Diesel uses Vacuum boost. As I understand it the " 6.7's have a really nice wet vacuum pump mounted on the front cover driven off the opposite side of the gear for the HP fuel pump. They use the vacuum for waste gate control and EGR cooler bypass control. ".

You need to step up to the F350 to get hydro-boost in a diesel, DRW in a gas

[AH64ID]

All diesel's have hydro, there is no vacuum on a diesel.

Thanks for the link, I couldn't find that information when I searched earlier.

[brholt]

AH64ID wrote:

brholt wrote:


All other things being equal this is probably accurate. However, in late model trucks, at least Ford, you also get different components such as better brakes and a stronger rear axle.

Ford advertises the same brakes on all pickups, F-250 thru F-450.

Same rotor Diameter (14.29).
However, rear brakes on DRW (F350 and F450) get bigger piston calipers (2.13 instead of 1.89) and get hydro boost instead of Vacuum.

See page 83 here:

2013 SuperDuty specs

2014 and 2015's are the same except for the F450 with the 19.5 wheels.

[AH64ID]

brholt wrote:


All other things being equal this is probably accurate. However, in late model trucks, at least Ford, you also get different components such as better brakes and a stronger rear axle.

Ford advertises the same brakes on all pickups, F-250 thru F-450.

The rear axle is different, a Dana 80 vs Sterling 10.50".

From 03-12 Dodge used the same axle for SRW or DRW, which is the same axle GM has used since 01, IIRC, the AAM 11.5. Dodge now uses the AAM 11.8 on some 3500 applications, which is a slightly stronger variant of the 11.5.

All of the axles are rated for more than any RAWR put on the trucks, so it's not really a big deal.

[brholt]

AH64ID wrote:
SRW vs DRW is always a debate. Yes there is more stability when comparing apples to apples. 4 LRE tires are more stable than 2, and it's not just the width (really little with the width IMHO) it's the stifness. If the outers where the same width as the SRW and you could keep the springs in the same spot the DRW would still be more stable.

Both the SRW and DRW pivot the suspension at the same point, so any sway reduction or stability improvement on a DRW is from a lack of tire deflection.

Super single, for a pickup they are the 19.5" conversions. While it's probably not quite as stable as a DRW I am willing to bet that for most loads it is. LRG sidewalls are much stiffer than LRE, and designed differently.. but somehow they really don't ride any worse on a 1 ton.

So 2 tires at 110psi to carry 9,000lbs or 4 tires at 65 psi to carry 9,350 lbs (limits on SRW (245/70R19.5) and DRW applications for same truck, i.e. 03-12 Dodge). Probably about the same.

Stock for stock a DRW will walk all over a SRW, but if a DRW isn't an option it's not difficult to make a SRW compete in all aspects with a DRW.. and it still is easy to drive on tight back roads.

All other things being equal this is probably accurate. However, in late model trucks, at least Ford, you also get different components such as better brakes and a stronger rear axle.

[4x4ord]

Here is a little info on the Aisin
And here is how the 68rfe stacks up against the Allison and Torqshift:

The Aisin weighs about 50% more than the 68rfe. It is designed inline with what GM and Ford offer behind their Diesels. (I believe Ford puts the 6r140 in all their Super Duty trucks)

[dodge_guy]

RoyJ wrote:

N-Trouble wrote:
Apples and oranges... Duallies are recommended due to their extra width and stability they provide. Going to a super single on a big rig does not change the width and from what I have seen these super singles are primarily being run on the trailers and not the tractor.

Nit picking here, but super singles ARE narrower than a standard set of 11R22.5/24.5s.

Their primary goal is fuel savings, there're both lighter than lower in rolling resistance. However, there're also drawbacks, including cost and spare availability, and many carriers are switching back.

A big drawback is trying to drive in the snow on them!!!

[Madhatter1]

The one reason I went to a dually was safety in a blow out situation. Extra stability is nice but not a concern. I tow 15K toy hauler and researched like crazy. My 05 SRW 3500 pulled the camper no problem but I saw pictures of what happens on a SRW rear tire blow out and while not causing a crash there was major damage. As for the likelihood of a blow out I drive 50K per year and over 15 years I have had 3 newer quality MFG tire go boom so it is a possibility. Of course this is for the OP to decide based on how much and where he will tow.

For us campers the number one benefit of the Aisin is the PTO which with a little redneck engineering should be able to run the blender!

As for the 68RFE my 08 has 223K trouble free miles on it before I sent it to an untimely appointment with co-part. Current truck is 14 3500 with same tranny.