Test Drove 2011 HO, then a Dmax...

[BGlidewell]

What is wrong with you. My new 2010 had more dang parts falling off it than you could count. It seems you are not open to the fact each truck has it stong and weak points.



Have you order your new Ram yet?

There are a lot of things wrong with me so I don't have enough time to type them all here.



I might buy a new truck when the wheels fall off the one I have, probably in 10 more years. It wont be a government motors obama nation though.

 

[domehead]

QC must have really improved in 1 year. My 2011 has not been back to the dealer for anything other than routine service (including minor recalls for power steering cap and door locks) since we've owned it.



Rusty

Rusty,



How many miles on yours and do you tow heavy?



I had 45,000 miles on mine and I think my truck was built either on monday or friday.



My truck was used for a work truck and it towed almost everyday either local or across the country.



Don

 

[RustyJC]

Rusty,



How many miles on yours and do you tow heavy?

Don,



Not that many yet - just over 5K miles. We use the truck to tow a 16K GVWR 5th wheel (see signature), and so far its been flawless. Probably 80% to 90% of the miles on the truck are towing miles.



For reference, when we bought this truck, we sold our 2002 3500 with only 46K miles on it, so we don't accumulate a lot of miles. I won't bore you with the details, but there was absolutely nothing wrong with the 2002 - we went to the 2011 only because I had to move from the NV5600 6-speed manual to the 68RFE automatic for medical reasons. The 2002 was still on its original lift pump and VP44.



Rusty

 

[HBarlow]

The problems I've experienced in ownership of three Dodge Rams since '01, all three used for towing heavy trailers, and putting a cumulative 650,000 miles on the three have been miniscule.

 

[Schumacher]

Anything yet? Oo.

1127mi no change, I did'nt expect one.

 

[domehead]

I had the the 6 speed manual in mine and it had clutch problems from the get go. Dodge redesign the pressure plate and that did help some but I think part of it was the DMF and self adjusting clutch did not help much.



Like Harvey I had few other Dodges before this one with out any major issues. I still think Dodge may have gone back to the old ways with some of the front end parts.



I hope the rest of the new trucks out there does not have any problems. I was towing a 10 ton goose neck loaded do with stuff I built for people some heavy some just bulky.



Take care Rusty and Harvey



Don

 

[Gonzo 1066]

IF the Chevy offered a manual transmission, then you could really tell the difference in low end torque between the Cummins and the Izuzu engine. Believe me it is huge. I can take off from any stop sign with the trailer loaded (GVW 23,000#) in low gear without touching the throttle in my Cummins. I had the displeasure to tow with a manual trans in both a early Dira and a 6. 0 PS. Both needed lots of RPM to get the load moving. . Quite dissipointing to say the least.

 

[BGlidewell]

never did like aluminum heads in a diesel either. WWTT?

 

[AH64ID]

Dmax with equal power has always out accelerated a Cummins when empty, but when towing its the opposite, which one is more important?

Also recall the Dmax has a bit more hp, which means more tq in the upper rpm band which is where you live doing an acceleration test.

The gears in the Allison 1000 and 68RFE are very similar, not enough to make a difference in acceleration, unlike the gearing in the new Furd trans.

 

[domehead]

A wise man once told me it's not how fast you can go it's how quick you can stop that matters.



I understand why we all like the low end grunt of the engine it's like being on a tractor. If all the trucks can move the load and after you have it moving what does it take to keep it moving. I would perfer lower RPMs and power on the road.

 

[HBarlow]

IF the Chevy offered a manual transmission, then you could really tell the difference in low end torque between the Cummins and the Izuzu engine. Believe me it is huge. I can take off from any stop sign with the trailer loaded (GVW 23,000#) in low gear without touching the throttle in my Cummins. I had the displeasure to tow with a manual trans in both a early Dira and a 6. 0 PS. Both needed lots of RPM to get the load moving. . Quite dissipointing to say the least.

That's a fact!

I've never driven a manual transmission Duramax but did once drive a manual six speed Furd Sick. Ohh. I've written about that experience here in TDR many times. Basically, out of habit I tried to drive it like I drove my '01 HO/six speed Ram. Declutch, shift into first or second, gently engage the clutch, then throttle up when rolling. I stalled the weak Furd every time I engaged the clutch. No torque whatseover at low rpm.

 

[domehead]

What I find interesting is that if low end torque was the end all be all wouldn't all engine builders design their engines the same as Cummins.



The other thing of interesting if we try to drive all vehicles the same than VW beetle will not act the same way as the Charger, so which vehicle is bad or does the driver have to adapt to how that vehicle operates.

 

[AH64ID]

What I find interesting is that if low end torque was the end all be all wouldn’t all engine builders design their engines the same as Cummins.

Its all about perception, most people think a V-8 is superior in every aspect to an I-6.

 

[HBarlow]

What I find interesting is that if low end torque was the end all be all wouldn’t all engine builders design their engines the same as Cummins.

The other thing of interesting if we try to drive all vehicles the same than VW beetle will not act the same way as the Charger, so which vehicle is bad or does the driver have to adapt to how that vehicle operates.

The operating characteristics of an engine are determined by the configuration.

The primary operating characteristic of an inline six cylinder, gas or diesel, is smooth nearly perfectly vibration free operation and low rpm torque that is available at idle and just above idle speed, lower rpm operation, and greater fuel economy. The con side of that design is slightly slower engine acceleration due to the long stroke and larger, heavier pistons and lower peak rpm. All modern OTR tractor engines are inline six cylinder configuration.

A diesel inline six cylinder uses a much heavier engine block casting and is heavier overall than a V8 of similar displacement and requires a longer engine compartment and stronger suspension to support the engine. The awesome off idle and low rpm torque requires stronger transmissions and driveline components.

A V8 engine uses shorter strokes and eight smaller and lighter pistons. It has good natural balance, gains rpm rapidly, and has high peak rpm capablity. It does not produce much torque at idle speed or low rpm.

For use in a working truck size and weight are not much of an issue. The advantages of a big, powerful inline six are the things that matter.

In a pickup truck or other light truck application V8 diesels are cheaper to build (or purchase) and easier to fit into a shorter engine compartment. Also easier to design front end slope other aerodynamic considerations.

For light truck use with automatic transmissions many owners don't know the difference between an inline six and a V8 diesel.

There are huge differences in low rpm operation, service life, ease of maintenance and repair, and cost of repairs when necessary.

One of the reasons that V8 diesels are considered superior by many, as AH64 said, is because most of us grew up with overhead valve V8 gasoline engines in cars and light pickups. For acceleration and ease of making performance modifications, nothing else could compare in the American car market. Small block and big block Chevrolets, Furds, and MOPARS beginning in the middle '50s could be purchased and modified cheaply and easily and were capable of incredible performance.

I confess to being that ignorant through the late '80s and early '90s. I had owned and used 3/4 ton pickups to haul truck campers and, later, tow trailers since the late '60s. They delivered terrible fuel economy and short service lives but they got the job done. I was dumb enough to think, "why would anyone want one of those dinky little Cummins six cylinders?"

I did some reading and began to understand that it was low rpm torque that mattered for towing or hauling. High rpm horsepower was useless except to accelerate when unloaded, waste fuel, and wear out early.

I also had no use for the slushbox 12 valve early Gen II Rams. I test drove one and reject ed it in favor of a big block Furd in '94.

But I told myself in the late '90s that if and when Dodge ever offered a Cummins diesel with a manual six speed I would buy one. In '01 I went to my local Dodge dealer and asked to test drive a new HO/six speed. When I felt the incredible torque push me back in the seat at 1000 rpm in second gear with no throttle I was amazed. I was instantly hooked.

I would not drive a free Furd or GM with V8 diesel (or gas). There is no comparison to anyone who understands the differences and capabilities of the Cummins inline six cylinder diesel. I have also learned to appreciate and respect the Dodge Ram platform. Mine have been essentially troublefree.

 

[BGlidewell]

Its all about perception, most people think a V-8 is superior in every aspect to an I-6.

I've been told by ford people that the v was considered easier to stuff under the hood in a pickup configuration... .

 

[tp0d]

I've been told by ford people that the v was considered easier to stuff under the hood in a pickup configuration... .

Possibly so, but it sure doesnt look like it when I compare a 2011 ford to a 2011 dodge. . Looks like ford threw a bunch of parts in there, no real symmetry. The pictures can do the rest of the talking.



edit-- forgot to throw the duramax pic in. gm doesnt look too bad



-j

 

[BGlidewell]

Good pics! True they look horrid. But the v is shorter than the inline six. A dodge v8 looks much better organized than a ford IMO

 

[domehead]

What year Furd is that

 

[Simplysmn]

that's not a furd it's a Dura Trash OOPS DIDN'T LOOK UP YEAH LOOK's to be a 11 turd

 

[Nyoest]

I've been told by ford people that the v was considered easier to stuff under the hood in a pickup configuration... .

And oddly enough when you need to r&r a 6. uh oh it's easier ( and I use easy loosely) to pull the cab.