Cummins goes to 1075 lb-ft

[TFucili]

I don't hear much of anything about the Maxi-pad anymore, is it dead ?, or is it GM is tired of having to repair diesels.

They seem to be stuck at 910(?) Ft/Lbs. Perhaps they are at the limit of what their current architecture can hold??? I have friends that have them, and they have been trouble free, and they are super quick around town. Almost gasser like quickness/performance.

The L5P seems to have shed the crank issues, and does not run a CP4.

 

[JPM]

Just a higher number to be wiped out through Torque Management. I'll take an 8-10 speed transmission over the TQ bumps.

I thought the torque management was reduced or eliminated with the new cinder block engine?

 

[JR]

 

[JR]

Just kidding!

The TM is there for the rest of the drive line. Ram doesn't offer a transmission, tcase, driveshaft or rear end that could make it past warranty without TM.

 

[KCJackson1]

GM is staying at 910 lb-ft because it gives them the flattest torque curve right now.
Cummins: 1075 @ 1700 -> 430 hp @ 2800 = 806 lb-ft, 25% drop
PowerStroke: 1050 @ 1600 -> 475 hp @ 2600 = 959 lb-ft, 9% drop
Duramax: 910 @ 1600 -> 445 hp @ 2800 = 835 lb-ft, 8% drop

If Ford does go to 500/1100...
1100 @ 1600 -> 500 @ 2600 = 1010 lb-ft, 8% drop - and the marketing advantage of saying 1000+ lb-ft through to the hp RPM peak.

Unless/until Cummins can reduce that torque drop, it's not as useful through the rev range.

 

[Ltngdrvr]

Well, don't know about all the torque curves and drop figures, but I drove a 2020 F250 PSD a few weeks ago and it is super fast. Couldn't test it towing, but am sure the 10 speed will make it a towing monster. If the exhaust brake worked as well as the Cummins, nothing could touch it for best towing truck I bet.

 

[DHayden]

I have a new F450 at work. It is quick, the 10 speed trans is nice, but the exhaust brake is near worthless.

 

[DavidC]

Lifting the hood on the Ford or GM and seeing that mess dismisses any thoughts of owning one.

 

[Wiredawg]

My BILs 2019 F250 4x4 CC with utility bed has death wobble, EB mostly useless. Interesting issue, the frame seems to flex like it arches where the cab and bed meet. I've seen that on a few Fords. Not sure what it is but it don't look good.

If you're looking for faster acceleration, Ford or Chevy might be the ones to go with, last race towing up and down hills, Ram did the best down hill EB is the best.

Anyway, we'll see how it plays out.

Cheers, Ron

 

[Ltngdrvr]

Lifting the hood on the Ford or GM and seeing that mess dismisses any thoughts of owning one.

It's really not that bad, at least from the standpoint of the regular maintenance, much easier on the Ford than my RAM. I used to do the maintenance on my dad's F350 and my previous F250 and the fuel and oil filters are lots easier to get to.

 

[Cummins12V98]

And the same two transmission choices, slip and slam

Have I mentioned I love my AISIN???

 

[JR]

You do?

Tell us all about it

 

[Cummins12V98]

Towing our home on wheels West 20 TX right now. It’s 41 out and trans is running 163. If it were 100 the trans on a long 6% grade may get to 170. So that’s just one reason.

Only 34k combined

 

[TFucili]

Not a TFL fan, but the Ford got up the Ike faster than the Cummins, and got better MPG, to boot. We have lost our historic fuel economy edge. For sure, the Cummins exhaust brake is far, far better. A couple minutes faster up the hill is not a big deal to me, but you can't argue with the power the Ford is laying down.

 

[DHayden]

The 10 speed trans in the Ford and Chevy had a big impact on those times.

 

[JR]

GM is staying at 910 lb-ft because it gives them the flattest torque curve right now.
Cummins: 1075 @ 1700 -> 430 hp @ 2800 = 806 lb-ft, 25% drop
PowerStroke: 1050 @ 1600 -> 475 hp @ 2600 = 959 lb-ft, 9% drop
Duramax: 910 @ 1600 -> 445 hp @ 2800 = 835 lb-ft, 8% drop

If Ford does go to 500/1100...
1100 @ 1600 -> 500 @ 2600 = 1010 lb-ft, 8% drop - and the marketing advantage of saying 1000+ lb-ft through to the hp RPM peak.

Unless/until Cummins can reduce that torque drop, it's not as useful through the rev range.

You make a good point but that's assuming they're published numbers are anywhere near actual. A few years back TFL took all 3 brands to (I think) ATS performance and threw them on the dyno. The Ram had the lowest published numbers on paper but ended up beating the other 2 in torque and the GM in HP. Real world numbers could really change your %.
I know it's not popular opinion here but those extra 4 gears absolutely make a difference in efficiency and performance. I'd bet money even an 8 speed behind the I6 would put Ram back on top in fuel economy.

 

[AnonEd]

The max tow option includes bigger axles and bigger brakes, even the wheels are different

Bigger axles yes but I can't find anything about bigger brakes. I believe because of the larger axles/bearings the wheels on ALL duallies, HO or not, the wheels are different (8 x 200?) because Ram couldn't see complicating things with two different bolt patterns for duallies.

Ram is still updating their materials...HO HP rating will be 420.

 

[DeansRedRam]

Not a TFL fan, but the Ford got up the Ike faster than the Cummins, and got better MPG, to boot. We have lost our historic fuel economy edge. For sure, the Cummins exhaust brake is far, far better. A couple minutes faster up the hill is not a big deal to me, but you can't argue with the power the Ford is laying down.

I couldn't agree more, I think TFL needs a little more science to their test.. those Lie-o-meters are different on all trucks and I wished they monitored temps.. thats like one of the biggest factors on longevity of an engine, sure it can tow it fast but how long can it do that for?

I also have to admit... I'm not a Ford guy by any means but they do put down some power..

I wish Ram would get going on an 8 speed or I would prefer a 10 speed... yeah they can make the power, but putting it down to the ground efficiently is a whole different story.

 

[Wiredawg]

Bigger brakes and bigger payload main reason I went with my 5500... I know not for everyone, but my primary and really only reason for owning it is towing big trailers.

I'd hate to be in a Max Tow 3500 at max tow rating and lose trailer brakes. Anyhoo, it is impressive the big GCWR numbers the series 3 trucks are rated at.

Cheers, Ron

 

[TFucili]

I couldn't agree more, I think TFL needs a little more science to their test.. those Lie-o-meters are different on all trucks and I wished they monitored temps.. thats like one of the biggest factors on longevity of an engine, sure it can tow it fast but how long can it do that for?

I also have to admit... I'm not a Ford guy by any means but they do put down some power..

I wish Ram would get going on an 8 speed or I would prefer a 10 speed... yeah they can make the power, but putting it down to the ground efficiently is a whole different story.

On the MPG, I was referring to the loaded MPG loop they do, which is separate from the Ike, and they hand calculate the mileage. I agree looking at the Lie-O-Meter for a foot to the floor run is pretty worthless.