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2025 Ram order guides.

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Fuel Mileage and Regens

For comparison of delivery timing, Ram used the old emission system through the calendar year of 2012 whereas they usually changed the model year on July 1. They had problems with the front frame crossmember and the new engine cover so no one saw 2013s until April or May of 2013. Then they changed to 2014s on July 1, 2013.
 
For comparison of delivery timing, Ram used the old emission system through the calendar year of 2012 whereas they usually changed the model year on July 1. They had problems with the front frame crossmember and the new engine cover so no one saw 2013s until April or May of 2013. Then they changed to 2014s on July 1, 2013.

I remember talk about that, even when I wasn't closely following RAM. This past summer when I was at my local RAM dealer getting some warranty work done, there was a gentleman that was kind of complaining about the short timing of the HD trucks. So you figure, dealers won't have them on the lot till earliest of March of 2025, but usually end production Octoberish for the 2025 model year to retool and prep for 2026. It sure is interesting. You'd think that from a sales perspective, ordering should commence way earlier to make it seem more like a "full" years worth of production to the consumer.

It's fascinating how these auto manufacturers work.
 
It's fascinating how these auto manufacturers work.


they will also carryover production on old models with old equipment simultaneously with the new models on the floor. sometimes for years, hence the Ram Classic.
or in my case previously I had a 2000 Chevy Crew cab K 3500 Classic.. which was a 3500 OBS manufactured while all the other Chebby truck models aka 1500,2500, Burban, Tahoes etc had already carried over to the style used from 99 on. ..
truck 002.JPG
 
When I buy my next truck, I will buy it with the 3.42 ratio with the Powerline. Especially if these newer trucks will have so much HP and torque being put to the ground.

Unless I was towing 90% of the time at heavy loads, for me, a 4.10 ratio would not be needed. But I know my usage scenarios. Different for everyone else.
A few years ago I jumped ship and bought a used 6.7 powerstroke with 3.55 gearing. I liked the setup for all around driving and towing. It had the 6 speed automatic, so I agree with you about the 3.42 axle
 
342s are OK until you get enough weight and you deal with alot of this

View attachment 142470

Yes, but some folks like me who will buy a truck as a daily driver will appreciate the 3.42 ratio.

It depends on what you'll be doing with the truck.

At one time in my life I loved high ratio rear axles. Had to be 4.10 or higher. Now, not so much, especially with these new transmissions.

My Dakota has a 3.92 axle, when I redo it, I plan on lowering the ratio. It's just too high, but back then, we special ordered it. Now it's a regret.
 
Yes, but some folks like me who will buy a truck as a daily driver will appreciate the 3.42 ratio.

It depends on what you'll be doing with the truck.

At one time in my life I loved high ratio rear axles. Had to be 4.10 or higher. Now, not so much, especially with these new transmissions.

My Dakota has a 3.92 axle, when I redo it, I plan on lowering the ratio. It's just too high, but back then, we special ordered it. Now it's a regret.

yeah... only purpose for my truck is to tow a 13000 lb+ fifth wheel.. its been all the way from Florida to Alaska and all sorts of parts in between.
I couldn't imagine pulling that trailer with 342 gears in some of the places I have been.. dually with the 68RFE, 410 gears and stock tires it runs 2000 rpm in 6th at 70mph, which is just above the peak torque rpm... 60mph in 5th is about 2200 rpm and 50 in 4th is about 50 mph.. which is perfect for heavy pulling and descents on the tough grades.. but driving empty it is a waste.
 
342s are OK until you get enough weight and you deal with alot of this

View attachment 142470

For my use, local hauls, mostly off highway at max rated GCW 26-27k, the ZF and 3:42's will be way better than my 68 RFE and 3:73's. A long grade in 1st, unlocked, is brutal. I assume the ZF will lock in 1st.

Even with tow/haul, the 68 is usually in the wrong gear and will unlock rather than down shift a lot of the time, especially in the lower gears, slow road and steep/short hills. Out on the open highway, the 68 performs very well.
 
Agreed, we still don't know anything. I think some surprise's are in the works. Why would Cummins make such big changes on the 6.7 if they are working on a 7.2? I wonder if all the changes mentioned, is in fact, the 7.2?

Cummins did away with the L9 and X12, in favor of one engine, the new X10. Is something like that on the way for the 6.7, the 7.2?

I know some have said the 7.2 is on the way but not for Ram. How do they know this? Cummins and Ram have us in the dark, big time.


I don't think my comments above are very far off. If Cummins is going back to the iron block and they changed the head, is it the 7.2 in disguise?

6.7 v/s 7.2 is not a big difference. A stroker crank and or a small bore increase and you have a 7.2.

The 6.7 is just a warmed over 5.9.

For an example, I will just use the Ford FE block. It displaced 332-428 cubes. Same block and heads.
 
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