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[RamEngineers]

New 2010 3500 crew cab with the long bed

Hi I ordered a new a new 2010 3500 crew cab with the long bed my first question if I have a superhitch... Brand name that bolt to the frame of my 03 3500 has there been changes to the fram of the new truck that not allow me to use this hitch? Also and inverter was added which is a nice feature but why with only a 2 prong plug?

I am not familiar with that specific hitch nor do I know if it is a underbody tag hitch or an in-bed goose/5th wheel.



The shape of the frame has not significantly changed but I can't be sure about bolt holes and incidental brackets that may conflict . Contact your hitch manufacturer and they should have the answer for compatability with the new truck.



The inverter does not have the third prong as that would imply we have an earth ground like a residential outlet which is not possible in a vehicle on tires. Secondly, the inverter is designed for small load devices such as cell phone chargers or laptop power supplies. These devices tend to have two prong plugs and this is a way to discourage use of larger current draw items.

 

[RamEngineers]

Can you clarify the GCWRs for the 2010 3500 DRW

Can you clarify the GCWRs for the 2010 3500 DRW with regard to 2WD vs 4WD, 4. 10 vs 3. 73, G56 vs 68RFE, and why the differences?

Thanks.

Bill

For 2010 the GCWR for 2WD and 4WD models are now equal.



The following specifications are for 3500 DRW models -

For the G56 6spd manual the standard axle gear ratio is 3. 42 with a 19,000 GCWR and the 3. 73 is optional at 21,000. In the case of the 68RFE 6spd auto the standard gear is the 3. 73 at 21,000 GCWR with the 4. 10 optional and rated at 24,500 GCWR.



For someone that is not looking for max towing and would prefer a fuel economy improvement the auto is available with a 3. 42 rated at 17,000 GCWR. The reason that rear axle ratio affects GCWR is that it alters the available torque at the wheel which is what moves your load. The auto and manual are offered with different axle ratios due to the different ratios used within the transmissions themselves. The manual is not available with a 4. 10 as it puts the engine in an unacceptable rpm range for the average user.

 

[RamEngineers]

Why is the Mega Cab is not offered with a long bed?

Ramengineer,



Can you explain why the Mega Cab is not offered with a long bed?



I think this truck would sell very well. There are many of us out there with families and stuff to tow. A wife, two kids and a 90 lb dog take up a lot of room. I need every inch of the Mega cab and also an 8' bed to tow and haul stuff in.

Currently the short box is the far more popular choice with 4 door cabs in the general pickup market. The Mega Cab is already a lower volume product so adding a even lesser desired combination does not look favorable. There have already been comments of how long the Crew Longbox seems and this would be another 11 inches. This would give us the longest possible configuration to tune for all our acceptance criteria and government regulations for a what would be our smallest sales quantity configuration.

 

[RamEngineers]

Monitor % of dpf soot load using overhead monitor.

From BSchwarzli 11-18-2009 09:19 AM



Quote:

Originally Posted by willde01 (Post 2101680)

It would also be nice if the driver could monitor the percent of dpf soot load on the overhead monitor.



VERY much agreed!



As it is obviously available in the system, why not make it avilable even if it is a user activated thing like the performance sub system in the SRT-8's (0-60 times, g meter, etc), that would be great!



Robert

Thank you for the feature suggestion! We will consider this for future use.

 

[RamEngineers]

Few questions; so here it goes....

Hey guys,



Few questions so here it goes.



Curious if any thought or discussions have been thrown across the table into utilizing the 1/2 ton Ram truck platform in junction with a CR smaller displacement diesel. Much like your current on-road platforms similiar to the old 4BT or the current 4. 5L CR motors, I was curious why... or consequently why not in regards to utilizing such a durable and fuel efficient powerplant in a 1/2ton isn't being addressed yet. I noticed Ford at one time had a 4. 5L Powerstroke that was going to see the light of day in an F150... but it was then cancelled due to budget perhaps... . has this idea met the same fate?



Long story short, I know there would have to be some extensive work done in regards to fuel delivery and burn cycle to maximize efficiency and lower emissions to CAFE standards... but I would assume most of the R & D from the motors lower end and turbo managment would already be complete. Head design and after-turbo systems would need to be ironed out.





It might be a shot in the dark... . but I currently have a Cummins 4BT 8V in a 1947 Ford 1. 5 Ton DRW and its fuel mileage exceeds my 2005 1/2ton, and also the Cummins outperforms from a towing standpoint as well.





Also any thought given into head design and runners for better top end design in its current CR platform?





~Mike K

Green Bay, WI



University of Minnesota

Institute of Technology

Mechanical and Jet Turbine Engineering

BSME Graduate of 2006

We can't really discuss future product plans here, but it is obvious our whole industry is considering diesel alternatives. Chrysler offers many diesel packages in many vehicle lines for europe and other parts of the world. North American government regulations prevent those drivelines from being saleable as is in the USA and compliance to these regulations are either technically or financially very challenging.



If a vehicle is too costly to initially purchase or too costly to run, it defeats the purpose of considering diesel powertrains as an economical alternative for the consumer.



Thanks,

 

[RamEngineers]

Regeneration process for environmental purposes

From tommike1 11-13-2009 05:56 AM



Does the regeneration process for environmental purposes create a possible fire hazard if you are driving off road in a dry grassy area? If so how could we correct this other than not driving off the paved highway?

There is a US Forestry regulation covering this issue which we comply with. Also our regen strategy compensates for stationary and slightly off-idle driving.



Thanks,

 

[RamEngineers]

TDR Issue 64, p.62

From wgood 11-13-2009 09:09 PM



Gcwr



TDR Issue 64, p. 62 says:



"GCWR has increased to 25,400 lbs. (up from 24,000 lbs. ) on 3500 DRW models equipped with an automatic transmission and the 4. 10 rear axle. GCWR has increased to 24,000 lbs. (up from 23,000 lbs. ) on 3500 two-wheel drive models. "



This statement is confusing. It seems to be comparing apples and oranges.



Is it saying that 4 WD models (not mentioned in the above statement) have a GCWR of 25,400 while similarly equipped 2WD models only have a GCWR of 24,000? Why would that be when the 4WD model weighs more than the 2 WD model. Prior to 2010 models I don't think there has been a different GCWR for 2 WD and 4 WD models.



OR... ... is it supposed to say that models equipped with a 3. 73 rear axle (also not mentioned in the statement) have a lower GCWR than those with 4. 10.



OR..... no mention is made regarding the effect on GCWR of having the G56 manual transmission instead of the automatic. Is this really the issue that was supposed to be addressed?



Please review the statement and provide clarification. Is it an error or oversight by TDR, or is it something the engineers need to explain?



Bill

For 2010 the GCWR for 2WD and 4WD models are now equal.

The following specifications are for 3500 DRW models -

For the G56 6spd manual the standard axle gear ratio is 3. 42 with a 19,000 GCWR and the 3. 73 is optional at 21,000. In the case of the 68RFE 6spd auto the standard gear is the 3. 73 at 21,000 GCWR with the 4. 10 optional and rated at 24,500 GCWR. For someone that is not looking for max towing and would prefer a fuel economy improvement the auto is available with a 3. 42 rated at 17,000 GCWR. The reason that rear axle ratio affects GCWR is that it alters the available torque at the wheel which is what moves your load. The auto and manual are offered with different axle ratios due to the different ratios used within the transmissions themselves. The manual is not available with a 4. 10 as it puts the engine in an unacceptable rpm range for the average user.

 

[RamEngineers]

Is the current 5500 chassis cab model suitable for class C manufacturers

From Matt400 12-05-2009 05:34 PM



Quote:

Originally Posted by nightowl (Post 2106502)

is the current 5500 chassis cab model suitable for class C manufacturers

Thats an interesting question. Wonder how big it could be? 4x4 might be nice for some folks.

While the 4500/5500 chassis has adequate specifications for this, the passenger area is not configured properly for a motorhome conversion. We cannot comment on any future products.

 

[RamEngineers]

2007.5 one ton flatbed getting 22.9 mpg highway weighing 9000 lbs

1) I have a 2007. 5 one ton flatbed getting 22. 9 mpg highway weighing 9000 lbs. , but it wasn't easy doing that. Why not make it like that from the factory? Using propane injection and a few other tricks. Is a 43% improvement from what you gave me from the factory. I am not a genius, but you engineers need to see one of these done up right. You might rethink how you do things. Am working on 26 mpg. and am almost there. Shrum Diesel. Do like the truck better than all others, though.

I am confident that a truck "done up right" would not pass the government regulations (specifically emissions) we have to meet in order to put the truck on the market. Not knowing what you have done exactly, I am not sure if it would meet our acceptance criteria for other features of the truck as well. You as an individual owner have the freedom to choose not comply with many items that an automaker must in order to sell its products.

 

[RamEngineers]

Design of trucks for use as a truck?

From JasonMcNabb 12-08-2009 11:38 AM



Design of trucks for use as a truck?



General Statement: Is it possible to ever consider building a truck that can be used on gravel roads, dirt roads, and in the cold weather? My last four trucks (three dodge) are getting progressively poorer for my needs: Driving on gravel roads and use below freezing.



Question 1: Is it possible to change the location of the rear axle speed sensor. The current location (my knowledge only extends up to 05 models) lasts less than 1000 miles on gravel before the rocks clean off the sensor and the related piece of harness. The worst conditions are heavy wet slushy snow and gravel rocks. I am forced to fabricate metal guards on the rear axles to protect this sensor and cover the harness with hydraulic hose to make it last.



Question 2: Is it possible to change the design of the rear fenders and box to eliminate the plastic fender liners. One trip down a gravel road at -30 deg C with a new set of A/T Hankook tires and I shattered my plastic fender liners on my 04 truck. The plastic fender liners on my 99 truck lasted only untill the weather got cold. I was forced to replace the plastic ones on the 99 with metal extension to the inner fenderwell to protect the exposed fuel fill lines.



Question 3: Same as question 2 but on my 05 dually I put 1000 miles on it and I am throwing rocks through the top surface of the fender. The plastic fender liners again don't last. Why can a more appropiate fender liner or fender design be used that will stand up to gravel roads, fresh tires, and -20 deg C?



Question 4: Following the same thought as the previous have you ever examined a truck that has driven down a gravel road? Once the spare tire is removed (which is a requirement here because when you need it, the tire cannot be removed once it is frozen in) the rear licence plate holder, licence plate light housings, and all the rear bumper wiring is now exposed to the gravel and sand off the road. Why does this all have to be left exposed and can it not be better planned out in the first place?



All of the above problems are relevant to much of the North American market as I only live about 80 miles north of Havre, MT. We put about 25,000 miles / year on our trucks. I am more than happy to provide detailed digitial photos and suggestions to make the next generation of trucks more durable.



I look forward to your comments.

Thanks

Thank you for bringing these items to light. We will have to study your duty cycle and determine our best course of action to adapt to these conditions.

 

[RamEngineers]

I use my vehicle off-road frequently.....

I use my vehicle off-road frequently. So much so that I have equiped it with 37" tires, 4. 56 gears, and a Detroit Truetrac torque sensing front differential. It would be nice if a package was available from the factory with these options. Read these forums and see how members equip their trucks. You will quickly see that this is a package that would sell quickly to a lot of diesel enthusiasts.

When we release a package to the public we need to balance many attributes of the overall vehicle. These include government regulations, durability, ride and handling, noise and vibration, etc. While your modifications suit your needs and your driving style, I am not sure that your vehicle would still pass all our criteria and I am also not sure I would feel comfortable letting an average driver with less experience drive a vehicle with those specifications.

 

[RamEngineers]

Thought anything about the European market?

From dixdodge 11-13-2009 09:17 AM



Hi



I like to know if they have thought anything about the European market at all this time.

Has there been any tests done according to the EU regulations. For example, setabeltanchorage, tank, noise, emissions, brakes etc.

E marked lightning ?

Or are we still not an interresting market ?



What will be the GVWR for the future 1500 Ram diesel ?

Same here, will it be left out from the EU market ?



Dick Tilander / Boulder Maskin Sweden. Independent importer

We are not able to comment about plans for Europe at this time. As you know, personal use pickups are an extremely small market in Europe and we would need to establish a business case to justify the regulatory work you have mentioned.

 

[RamEngineers]

Few questions; so here it goes....

Hey guys,



Few questions so here it goes.



Curious if any thought or discussions have been thrown across the table into utilizing the 1/2 ton Ram truck platform in junction with a CR smaller displacement diesel. Much like your current on-road platforms similiar to the old 4BT or the current 4. 5L CR motors, I was curious why... or consequently why not in regards to utilizing such a durable and fuel efficient powerplant in a 1/2ton isn't being addressed yet. I noticed Ford at one time had a 4. 5L Powerstroke that was going to see the light of day in an F150... but it was then cancelled due to budget perhaps... . has this idea met the same fate?



Long story short, I know there would have to be some extensive work done in regards to fuel delivery and burn cycle to maximize efficiency and lower emissions to CAFE standards... but I would assume most of the R & D from the motors lower end and turbo managment would already be complete. Head design and after-turbo systems would need to be ironed out.





It might be a shot in the dark... . but I currently have a Cummins 4BT 8V in a 1947 Ford 1. 5 Ton DRW and its fuel mileage exceeds my 2005 1/2ton, and also the Cummins outperforms from a towing standpoint as well.





Also any thought given into head design and intake runners to aid in some top end power?



Im here as a respresentative also from a 4BT and 6BT repowering community that has now started divesting into the more electronically controlled Common Rail systems.....



So more or less, I'm here to report back... . what can I expect from my daily driver in 2010... and what can I expect in terms of Cummins and its perceptions on repowering programs.







~Mike K

Green Bay, WI



4BTSWAPS. COM



University of Minnesota

Institute of Technology

Mechanical and Jet Turbine Engineering

BSME Graduate of 2006

We can't really discuss future product plans here, but it is obvious our whole industry is considering diesel alternatives. Chrysler offers many diesel packages in many vehicle lines for europe and other parts of the world. North American government regulations prevent those drivelines from being saleable as is in the USA and compliance to these regulations are either technically or financially very challenging. If a vehicle is too costly to initially purchase or too costly to run, it defeats the purpose of considering diesel powertrains as an economical alternative for the consumer.

 

[RamEngineers]

Are the manual trans in 2010's published tow specs under-rated?

Are the manual trans in 2010's published tow specs under-rated? How can you get a greater tow rating from the auto over the manual? Of course I'm on the second trans in my second gen. Other than the official warrenty period, how long do you think the auto will last, working the truck as it was designed- to tow, say with a 4:10 rear and from a design spec, what makes it stronger over the manual.

The GCWR is established through testing and is a function of final drive ratios as well as available torque. With an auto trans we have the ability to optimize certain characteristics to allow a higher GCWR. Our competition has higher ratings for automatics as well.

 

[RamEngineers]

When can we hope to see lock out hubs?

When can we hope to see lock out hubs? As an option I would buy then.

Thank you for this input - we value our customers interests and consider them when planning future models

 

[RamEngineers]

Currently I am very happy with my Ram..

Currently I am very happy with my Ram yet I like to keep up on new offerings should I decide on a new purchase so with that in mind I would like to ask a tough question. .



What will Dodge/Cummins bring to the table that would detour a purchase from the 2011 Ford product? in terms of direct comparison. None of usual, one is new and unproven while the other is- but more concrete stuff like towing capacity, brake size, exhaust braking, fuel efficiency, turning radius, interior comforts, 4x4 features, serviceability and such.



I think HD truck owners today are demanding more than looks, they want usefulness, comfort, lower cost to operate.



Changing ball joints before 100K or pulling the cab off the chassis for turbo access makes cost to operate skyrocket even more so than fuel economy.

Settling for a plain radio vs a Bose system takes a gouge out of comfort and trying to figure out how to put a lift kit on a 5th wheel to stuff under the high bed sides of a 4x4 is just silly when thats what you bought a Diesel for.



So whatcha got for us?

We are not able to compare ourselves with a future competitor with unknown specs and performance. We can say that currently only Ram HD has an exhaust brake which makes towing far more comfortable and extends brake life and capability. We are rated by outside sources as having the best diesel fuel economy of our competitors. We do NOT require the use of Urea aftertreatment fluid as our competitors will. Our testing has shown that we can pull our rated weight at a faster speed, keeping closer to the flow of traffic than our competition. Lastly, all press reviews have complimented our 2010 on ride quality, cabin noise and occupant comfort within the HD segment. Our 'basic' radio is now an AM/FM CD MP3 player, which can be optioned up to a hard drive, satellite, navigation system, subwoofer, DVD player, satellite TV, or hands-free phone. We are also setting the standard with available 110V power outlet, front and rear heated seats, heated steering wheel, and cooled front seats

 

[RamEngineers]

I have a 5.9 and it gets great mileage...

I have a 5. 9 and it gets great mileage. I have not bought an new truck because I hear the 6. 7's only get 15-17 mpg. Are you working to improve this into the 19-21 mpg (or higher) range either with the motor or a drive train change? motor seems to have plenty of power.

I also have replace three auto transmissions in my two 5. 9 trucks. Are the new autos any better or will I be forced to buy a stick in my next truck?

For the 2007 model year, new emission regulations were instituted for diesel HD pickups. The tuning and modifications required to meet this regulation resulted in a loss in fuel economy. This is true for all 3 companies producing diesel HD pickups. With that said, you can be sure we are always striving to improve upon it.

 

[RamEngineers]

Why did you get away from the softer foam in the (drivers) seat?

Why did you get away from the softer foam in the (drivers) seat. I have to drive 03 or 04 because the seats in the newer trucks are too hard for my back, (had surgrey) very difficult to find anything that I can set in for 1 hour with out extreme pain Except my 04

Thank you for your time.

DDT

The seats in our 2010 HD have been rated as much more comfortable than the 2009 model by those who have experienced them. The improvement in ride quality should also help aleviate your issue. We can only ask that you try them for yourself as this feature is very personal to each individual.

 

[RamEngineers]

Trucks designed w/aftermarket in mind???

Can we please have a truck that is designed WITH the aftermarket in mind? Common things like lift/lowering, caps, REAL bumpers, ect.

We work with various aftermarket suppliers so that they can have their products ready to market close to the same time as a new vehicle launch.

 

[RamEngineers]

Ram/Cummins Engine Break

Will the Dodge/Cummins ever be designed with a REAL engine brake?

Though we cannot comment on future products; we can state that our current exhaust brake is very well received in the marketplace.