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2025 Ram Heavy Duty To Get New ZF Powerline® 8-Speed

LegendaryLawman said:
while the ZF might be more stout than the 68rfe- I don’t want the power of the HO with lower compression and worse MPG- I want longevity. The 68RFE has ran great in the 22 and 24. I don’t want a skip shift and neutral shift at every stop light- sounds like excess wear to me. I can’t wait to compare rebuilt costs on this this. Maybe I’m boring but I’m happy with old tech.
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Expect an "SO" @ current numbers, an HO @500HP/1200lb.ft (or likely more than Ford).
 
johanh13 said:
Why would it be hard to do on an I-6? I have a friend with a toyota supra and the 3.0L I-6 that puts down over 1,000HP to the rear wheels. Also, another friend who had a BMW 335i with 3.0L I-6 that put down about 750HP to the rear wheels. AND another one of my friends had an old 5.9L Cummins that put down 1,500HP to the rear wheels. Just a few examples to show what's possible is not limited by inline configuration or V configuration, there are tons of other variables that come into play.
Some mild tuning on the 6.7 Cummins HO easily beats the stock Ford HO, so just curious why you think it will be hard to do on an I-6 ?
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Because it's just common knowledge that I-6 diesel configuration isn't great for horsepower. When you're building mass produced engines that have to meet lots of NVH, emissions, and reliability targets you can't turn them up like your buddy's old Cummins. Apples to apples within the guidelines they have to remain in for production vehicles, it's just harder to do big horsepower with an I-6. Torque isn't a problem, but horsepower is. Do you think Ram has the slowest diesel engine in the marketplace because they want to?

This new update will be fine. It'll make buyers happy I think. The Cummins has a lot more going for it and horsepower isn't the only thing buyers care about.
 
Brutal_HO said:
You thinking a true diesel/electric hybrid?

I'd drive a locomotive.
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Man, that would be awesome. But I’m betting more along the lines of the 1500 Ram Charger, which honestly is pretty much like that except with batteries in the middle for storage. As I’ve said here before, that thing is practically an HD truck as it is. It’s even 8-lug.

Put in some bigger motors and batteries and a diesel as a charger and you’ve got 1000 HP and TQ, and a 1000 mile range.
 
I know we are getting further off topic here so I apologize if this is straying too far.

From what I understand the 1500 Ram Charger is going to be rated at 14000 lbs towing. If they make a HD version that is closer to 20k lbs it'll probably be my next truck. I really like the concept of a full electric drive train with a gas/diesel engine to extend the range. With this setup you can charge at home, which is really cheap in my area, for shorter trips and you'll run the engine at peak efficiency when needed for longer trips and you'll have great range. Plus hopefully if the generator is diesel running it at a constant speed/load should help with emissions components actually working right. Also, in a lot of ways this whole setup is less complex that what we drive now.
 
Deltron said:
I'd rather they fix the emissions system, nothing but trouble Stellantis seems unable to fix on my '22.
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I have a fix :p lol, emissions systems are not great id be all for it if they could be more reliable
 
Let's get back on topic...

I expect @Deltron primary issue is covered in this thread:

hdrams.com

Automatic Regen too often

I know this has been beat to death but I can’t find a good answer to this other than “drive it harder”. I have a 2022 Ram 2500 with a Cummins (not high output) at roughly 8500 miles I got the regen too often code and my mileage dropped from roughly 17 average to 14, took it to the dealer and...
hdrams.com hdrams.com


If you hover over a member name, it will popup and show how many messages they have posted and that link will open a page showing all their posts. Pretty simple sleuthing from there.

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1720590175186.png
 
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Grateful Dad said:
Ram needs to go the way of GM and stop chasing the stupid “number’s crown”……. Make the CTD with somewhere around 450 HP and 950 ft/lbs and call it a day, the trans should be able to reliably hold that all day long. The crazy high torque numbers are nice but if the trans needs torque management to keep itself alive what’s the point? Give me a torque level the trans can handle without the nannies and let’s F’n Go!
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To be quite honest, my 2016 RAM 3500 HO with 900 Ft torque was way more then I ever needed for a 40+ RV at 18K. The only reason I sold it was pin weight. Maybe the 2025 will fit the bill etc?
 
jsalbre said:
Man, that would be awesome. But I’m betting more along the lines of the 1500 Ram Charger, which honestly is pretty much like that except with batteries in the middle for storage. As I’ve said here before, that thing is practically an HD truck as it is. It’s even 8-lug.

Put in some bigger motors and batteries and a diesel as a charger and you’ve got 1000 HP and TQ, and a 1000 mile range.
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It has to be 8 lugs due to weight, all are air suspension so far
 
brv10 said:
It has to be 8 lugs due to weight, all are air suspension so far
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Of course. The weight, (so far) advertised GVWR, payload, and towing capacity are all pretty firmly in HD territory.
 
jsalbre said:
Of course. The weight, (so far) advertised GVWR, payload, and towing capacity are all pretty firmly in HD territory.
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All because of battery and frame updates, not for towing and cargo capacity
 
LegendaryLawman said:
That’s where you see manufacturers skimp- not just ram but everyone- saving .12 cents on a cheaper u joint that causes frustration down the road.

I was bored last night and read something about the new ZF trans. Supposedly part of the fuel economy “savings” is a feature called “start-stop”. It basically shifts the trans from drive to neutral every time vehicle comes to a complete stop. Sounds like the engine start stop the industry went to on everything to meet Obama’s CAFE standards. I find this the most annoying feature on new cars and it turned a $200 starter into a $1000 starter with extra wear and tear.

The integration of a similar feature in the transmission will likely cause addition wear on the transmission and just complicates it which likely will increase cost to save a little fuel. I know .gov has caused this problem and the manufacturers have their hands forced, but it’s still frustrating.
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Not happening
 
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