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What will the 2023 MY bring us?

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With all the supply chain issues, I would bet the Ram gets the equivalent of "BNG (Bold New Graphics)" for 2023.

They need a trans fast, anyone who has driven one of the new 10 speeds will see this.

They are pure bliss, especially with transmission tuning. Always in the right gear, no lugging, skip shifts, all that good stuff.

Really makes you want to dump a 20 year old 4 speed Chrysler slush box...
BNGs?
You must be a snowmobiler!
I remember the BNG days from Snowest!
 
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Dirtbiking actually. Although the snow bikes have peaked my interest.
Since this thread is so far off topic, it's zip code changed....
Sno bikes are a BLAST! 'Bout the most fun you can have with your pants on!
Where they excel in tight trees and steep terrain, though, they fall down in raw power.
Around here, they are great. If I was riding 10kft + back in CO and big open terrain, I'd be on a sled though.
 
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And here we are approaching the 5th year of production on the "4.5 gen" and 14 years into the basic body style and the best RAM has to offer is bngs? (new dash and different mirrors...)
Stellantis deserves every potential customer that goes and buys a Flowerjoke or Dirtymax instead of a new Ram diesel!
 

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I do agree the 68rfe is one of the clunkyist, random shifting, noisy transmissions I’ve ever had. Wish they would update it but doubt that will have for a while
Yeah, it's almost embarrassing...for both vehicle owners and RAM. They went from the chittiest most outdated auto trans in 3rd Gens (47/48re), to a marginal, semi out of date 6 speed (68rfe) in the late 2000s and have yet to improve significantly.
But I guess if you can make money selling cheap azz chit sandwiches (68rfe), no need to upgrade to bologna (Aisin) or god forbid something really good like pastrami (10 speed Alli) or roast beef (10 speed Ford).
Perhaps most shocking is in 2001, when Dodge was pimpin a 5 year old model of a 30 year old design, with OD added, GM introduced the Allison to light duty trucks, and it smoked the 4r100 and 47re like cheap cigars. Then Ford got with the program in 2003 with the 5r110 torqshift or whatever the designation was, which was 2nd fiddle to the Alli, but FAR better than the Dodge upgrade to the 48re.

By mid/late 2000s, both GM and Ford were improving a bit and in the 6 speed category. Dodge intro'd the 68re. Massive upgrade for Dodge, albeit with a few early growing pains, but nothing like the 6 speed Alli or 6 speed Ford trans. Solid unit generally, but 10 years...10 YEARS after it's intro, the 68rfe still shifted like a wet bag of dog crap! At least by the mid 2000s to mid 2010s, Chrysler admitted defeat in the lighter duty auto trans market and employed the NAG1 (Mercedes) and 8HP (ZF), putting them top of the heap in those markets, but what happened to the big trucks??
If but not for the G56 continuing until 4 years ago (with NO attempt to give it a durable clutch, btw) up-ordering to get an Aisin was a Ram buyers only other option for a decent trans. And even those don't shift as well as a certain transmission that is now this year old enough to buy booze legally!!
 
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Curious to see how the 10-speed “Allison branded” GM/Ford joint venture trans holds up mid- to long-term. I’m personally not sold that the Cummins, with a half-mile-wide torque curve, really needs those other four gears if it’s being used to tow. But I’m sure it would be nice for unloaded daily driving, and/or mall-crawler BroDozer’ing with the mirrors stretched out like Invisible Blasted Lats Syndrome towing a massive Bluetooth freedom trailer thru the Home Depot parking lot…

…Says the guy (me) with a 15yo mega dually that hasn’t had a trailer hitched up in prolly 4-5 years…
It will be interesting to see the new 10 speeds durability over the long haul. But the big 10speeds aren't a Ford/GM JV. That's jsut the half ton slushboxes. They are different transmissions.

That said, your analysis of "who" could use more gear splits, the hauler or the mall crawler is 180deg off course. Mall crawler could theoretically get by with a beefed up Powerglide and 2.73 or 3.08 gears behind the big C.
It's the heavy work that would benefit from more gear splits, deeper low gears, etc.
 

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Sorry I gueas the sarcasm didn’t come thru via written word on the gears thing. I figured everyone here would catch that given we all understand why the big inline 6 class 8 trucks run 18-speed over/under boxes, more gears is always better on a big bore engine that only revs to 3k but isn’t real terribly happy outside of an 1800-2200 rpm window. What’s oddest I thought about the v8 diesels using the extra gears and dodge resisting was that those V8s comparatively can rev to the moon, with a much wider spread between their torque and horsepower peaks. One would think dodge would take advantage of the closer inline engine peaks by using extra gears. More complicated? Yes, but it seems there’s a lot more stupid high mile Cummins on the road working than Dmax or PS engines… been sorta anticipating a 10-speed (or at least an 8-speed) was gonna be the gen 5 bombshell ram would drop on the hotshot world.
My apologies, yes I did not read into your sarcasm....Doesn't help that more than one person has actually claimed, "The Cummins has such a flat torque curve that it won't benefit from more gears, unlike them wimpy V8 diesels..." or something to that effect.

Moral of the story, don't be surprised if you get some mis-guided folks agreeing with your sarcasm! LOL
 
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Pssst... I'm here if ya' need me buddy. ;)
Dude, not you too?
I thought you were one who understood "too much" about vehicles (hence the reason for your general paranoia about these trucks), not the other way around...
 
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We always say on here “torque without rpm breaks parts”, so I can’t understand how giving the truck more options to transmit torque under boost at a higher rpm could be a bad thing. Or roll a lower rpm at low load conditions - cruising 70-75 mph across Kansas at barely above idle might be kinda nice.

Halfway between all the gears 1-5 would be nice splits, ie launch in 1st, 1 over, 2, 2 over, 3, 3 over, 4, 4 over, 5th and 6th. There’s your 10 gears… program it so T/H mode doesn’t allow 6th, and you solve a BIG problem the 68rfe has… namely, cooking the OD gears trying to push boost thru literally the weakest gear the transmission has. Electronically limit the truck to 4th (or in this hypothetical case, 8th) and you solve most of the rest of the problem by keeping boost off the OD pack altogether.

I understand the ZF 10-speed in the gassers is barely bigger than the previous 6-speed; I’ve heard a buddy with a diesel shop say the diesel 10 speed isn’t much bigger either, proportionately maybe the same increase as the ZF-10 over say the 6L80. Hopefully they managed to smash enough clutch in there to hold these “new and improved” torque numbers they’re bragging about, AND enough case rigidity to hold the gears in place like they should be.
I agree. And having a 68rfe, a GM/Ford 1/2 ton 10 speed and a ZF8HP 8 speed car all in the stable (plus prev owner of a G56 truck that after 13 years of owning and driving still had me randomly reaching for 7th gear sometimes, literally...) it's pretty easy to see how more gear splits applied to the Big C powered trucks would be an actual game changer.
What I've found is from the 8/10 speed (gassers) and another 8 speed Chevy gasser truck I had for a bit, is, 8 gears behind a/any typical gasser is enough. The 10 speed in my Silverado 1500 is of diminishing returns. 9th or 10th could go away and never be missed. 150 rpms between deep OD and a smidge deeper OD means nothing, especially since it doesn't top 2000 rpms in top gear until like 90 mph....and stops running at 98mph, lol. By those speeds, fuel mileage is largely wind resistance and not rpms related, IMO.
8 speed ZF in the car is also perfect. Can lock out 1st for putzing around with 500hp under the hood and not smokin the tires with a slight twitch of the go pedal from a stop light and it cruises at very low rpms at far over the speed limit.
By contrast a double OD 6 speed in the Cummins has too wide of gear splits. My situation is exaggerated a little with 3.42s and 37s, but the 1-2 upshift will almost lug the engine if you're easy on the skinny pedal and it doesn't run up over 2000rpms a ways before shifting. 2-3 and 3-4 are similar. It does much better, towing, but still need to "drive around" it making an early upshift, especially with a heavy trailer, because it's a little harsh and grumbly when you're digging a bit and it drops almost 1000 rpms on diesel engine when upshifting.
To be fair, there are way better 6 speeds to compare and contrast than the 68rfe. This behavior is NOT an issue with an Allison Duramax or Powerstroke 6 speed, but only because they are smarter transmissions.

IDK what TF Stellantis hang up is with getting the Cummins transmissions upgraded. I have a buddy who is an Engineer for ZF, and he was driving home 4th Gen duallys with the ZF Powerline 8 speed fitted in them for initial testing 4? years ago now I believe.
THAT one thing might make me just go hand over my $ for a new Ram. An 8 speed manual trans Cummins WOULD make me fork out the cash tomorrow! But that's even more of a dream than Ram actually getting up to date with their auto transmissions...lol
 
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