2015 auto or manual trans?

[Cummins12V98]

Honestly, I don't think the 4th gen trucks' brakes are much better. Still seem lackluster to me. Obviously they're "better" because the trucks are much heavier, but the seat of the pants stopping power really isn't awe-inspiring IMHO.

I can tell you the brakes on my 11 Dually worked better than my 15 do. But with the full on EB the brakes are great.

 

[SnoKing]

I can tell you the brakes on my 11 Dually worked better than my 15 do. But with the full on EB the brakes are great.

Turn off the EB and seat the pads in!!!! SNOKING

 

[Cummins12V98]

Turn off the EB and seat the pads in!!!! SNOKING

I did and the 11's brakes were better. New truck is heavier so who knows!

 

[AH64ID]

I did and the 11's brakes were better. New truck is heavier so who knows!

Interesting. I don't think there was any change to the brakes at all from your '11 to your '15 and I hate to think the minimal weight gain is enough to make you feel the brakes different. Maybe they just need to seat in more?

Looking at the curb weights they should be about 300lbs different. In looking those up I don't know that I realized (or remembered??) how low the GCWR was on a DRW with 3.42's in 2011. 17K is really low!

 

[Newsa]

Is GVWR dependent on rear diff?

 

[AH64ID]

Is GVWR dependent on rear diff?

GVWR is not, but GCWR is.

 

[SnoKing]

Interesting. I don't think there was any change to the brakes at all from your '11 to your '15 and I hate to think the minimal weight gain is enough to make you feel the brakes different. Maybe they just need to seat in more?

Looking at the curb weights they should be about 300lbs different. In looking those up I don't know that I realized (or remembered??) how low the GCWR was on a DRW with 3.42's in 2011. 17K is really low!

You sure that is not tow rating. GCWR should be 24 or 25k. Snoking

 

[AH64ID]

You sure that is not tow rating. GCWR should be 24 or 25k. Snoking

Yes. Tow rating on a 2011 Laramie Longhorn 4x4 DRW 6.7 68RFE with 3.42's is 8,900lbs

http://www.rambodybuilder.com/2011/docs/ram/rammlup3500.pdf

 

[Mingoglia]

Yes. Tow rating on a 2011 Laramie Longhorn 4x4 DRW 6.7 68RFE with 3.42's is 8,900lbs

http://www.rambodybuilder.com/2011/docs/ram/rammlup3500.pdf

That's funny. I can tow 7,400lbs with my Durango. Who needs a 1-ton truck and a diesel?

 

[AH64ID]

That's funny. I can tow 7,400lbs with my Durango. Who needs a 1-ton truck and a diesel?

Yeah kinda silly, but as 12V98 can testify to it was slightly under-rated.

 

[SnoKing]

Yes. Tow rating on a 2011 Laramie Longhorn 4x4 DRW 6.7 68RFE with 3.42's is 8,900lbs

http://www.rambodybuilder.com/2011/docs/ram/rammlup3500.pdf

Don't tell Cummins12V98 that. SNOKING

 

[AH64ID]

Don't tell Cummins12V98 that. SNOKING

See my above comment....

It was definitely an engineer that wasn't comfortable with the gearing but they must have proved them wrong as the ratings are much higher now.

It was pretty silly that a rig with 800 lb/ft of tq and a GVWR of 12,300 only has a 17,000 GCWR. Heck my 05 had 610 lb/ft and a 21K GCWR with 3.73's.

 

[SnoKing]

See my above comment....

It was definitely an engineer that wasn't comfortable with the gearing but they must have proved them wrong as the ratings are much higher now.

It was pretty silly that a rig with 800 lb/ft of tq and a GVWR of 12,300 only has a 17,000 GCWR. Heck my 05 had 610 lb/ft and a 21K GCWR with 3.73's.

Heck, my 2001.5 2500 has a higher GCWR than that!

 

[Cummins12V98]

I remember several on here crying the sky is falling when i told of my truck and the combined load I was hauling with my HO 11 Dually. I think the Chrysler engineers started looking at what the truck could actually do and changed their minds.

I was planning to swap to 4:10's since DS said they would do both axles for $1,500 but I was happy and I spoke to the head West Coast warranty rep from Chrysler about the weight and he said if I was happy "just run it it won't hurt it's self".

 

[Mingoglia]

Yeah, I think the rating differences between the gearing options is silly. Heck, if you have a 2:1 rear axle ratio and you're going up hill locked up, you're not overheating, and you're going a speed that you can live with, go for it. I care more about going down hill and/or operating outside the capability of the components actually carrying the weight...and all this stuff typically isn't affected by gear ratio. Truckers have the saying, never go down hill in a gear higher than you went up the hill... so with engine braking being somewhat limited, just make sure you go down hill in the same gear if you're overloaded so your revs are up.

 

[Ozymandias]

This saying only works if you have an Exhaust Brake, it wont work without.

 

[NIsaacs]

This saying only works if you have an Exhaust Brake, it wont work without.

It worked back in the day when there were no freeways, no engine brakes and low engine power output. It is still a good thought to keep in mind and adjust accordingly to your load, rig and surroundings. On a good down hill straight freeway, let'er rip, the faster ya go the less braking you need

Nick

 

[SnoKing]

It is strange, but the V8 diesel that used grade braking for a number of years before they got exhaust brakes held back on hills a fair amount. The Cummins I-6 just seems to want to free wheel down hills with virtually little or no hold back. I have know this from the beginning when I would fool the TC to stay locked with OD, and in recent years when I turn off the exhaust brake but leave the TC locked with my smart controller.

Towing heavy with a Cummins/RAM/Dodge requires an Exhaust Brake if you are going to tow in the mountains.

SNOKING

 

[Ozymandias]

Some Diesels have a Butterfly Valve in the Intake for more retarding power, so I know from Toyota Diesels. May the Ford had something in it.

 

[kthaxton]

Yeah, I think the rating differences between the gearing options is silly. Heck, if you have a 2:1 rear axle ratio and you're going up hill locked up, you're not overheating, and you're going a speed that you can live with, go for it.

While I realize you're using an exaggerated ratio to make a point, the higher the ratio, the more load on the entire drivetrain ahead of the ring and pinion, so limiting load based on axle ratio has merit.