โJul-30-2015 11:14 AM
โAug-03-2015 07:22 AM
โAug-03-2015 05:31 AM
โAug-02-2015 09:01 PM
โAug-02-2015 07:20 AM
06Fargo wrote:
- side notes to the sand throwing contest so far - I read that the FLT guys contacted Chrysler about the 6.4's performance - apparently the engine is programmed to settle back into a climbing rpm to pull a long grade if the driver holds it in racer mode rather than truck driver mode - pedal to the rug - revving to the governor try an upshift - no can't pull that gear - downshift- rev to the governor and repeat... its not really designed as a hill racer it behaves more like a truck engine...
โAug-01-2015 08:40 PM
ib516 wrote:
If you haven't ever read it before, the tfl guys posted a follow up to the Ike gauntlet test of the 6.4 Hemi after hearing from Ram engineers.
We spoke with Ram and here's what they said about the slower Results of this Ike Gauntlet Run: "During the Silverado drive, you spoke negatively of the shift calibration. The tested Chevy was we assume hunting between 1st and 2nd, and ranged from 5300 rpm to around 2800 rpm, which you didnโt seem to like. The Chevy revved very high up the hill for extended periods of time, over 5000 rpm.
Ram Truck โinventedโ the first gear hold feature โ and calibrated it โ to avoid gear hunting and driving at excessively high rpmโs.
Ike is a variable grade and we worked hard to develop a calibration that appropriately manages torque on the run and other grades.
We donโt want the truck to rev high for extended periods of time and purposely hold 4,200 rpm.
Bottom line โ our truck performed exactly as expected by delivering a more comfortable hauling experience, better vehicle longevity and improved fuel economy. Time to the top of the hill is only one small piece of the driving experience and our engineers take a number of variable into consideration. Ask yourself if just over one minute is worth other negative driver inputs."
โAug-01-2015 08:31 PM
โAug-01-2015 08:24 PM
โAug-01-2015 08:20 PM
IdaD wrote:
It failed because because it didn't have enough power or torque to upshift because the ratios aren't well matched to the 6.4. I doubt it would be an issue with your trailer or most situations, but it does hamper the engine. There was a guy from Colorado on here a month or two ago who was ready to trade because he ran into similar issues as you saw on that YouTube video. I'm not sure what came of it but I'm sure you can search and find the thread. He got stuck going 30 mph or something on some grades. Again not likely something you'll run into very often. I think not having the exhaust brake maybe a bigger tradeoff. That thing rocks.
โAug-01-2015 03:34 PM
โAug-01-2015 03:14 PM
โAug-01-2015 02:58 PM
โAug-01-2015 02:48 PM
โAug-01-2015 02:41 PM
Danattherock wrote:
^^^^ that's good to hear man.
I also read lots of stuff about the 68RFE having issues. Hopefully just web ramblings and BS. But for folks like me not familiar with trucks, it was bad to hear. It led me towards wanting the AISIN, which requires Cummins diesel, and a 3500 one ton. Viscous cycle.
But I heard from lots of folks that loved the 68RFE and slowly my mind changed, or opened I should say. That led to me deciding on a Mega cab 2500 with Hemi, with 68RFE transmission, and 4.10 rear diff. Will be a special order 2016 Laramie Limited 4x4.
As for the above comment about flat lands in Canada, he tows a 12k lb 5er through the Canadian Rockies. I saw his YouTube 8 min video and that Hemi had that 12k lbs rolling quickly. There is no short supply of power in that 410 horse Hemi!!
Dan
โAug-01-2015 02:39 PM
Cummins12V98 wrote:
" 68RFE doesn't really have a great reputation "
Where do you get this impression? The 68RFE is a great transmission with very few issues. 65K on mine towed a combined30K load at least 1/2 of those miles even had the wrong 3:42 gears never even a burp!
โAug-01-2015 02:36 PM