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7.2L Cummins Rumors

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thecastle

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Looks like TFL states that there is a rumor that Cummins will be building a 7.2L diesel for a variety of reasons. Possibly for the 27 model year, but maybe sooner... By my calculations if todays HO 6.7 was swapped with the larger 7.2L with the same volumetric efficiency (same hp / tq per L). Swapping to a 7.2L would result in a 450hp / 1155ft/lbs. So with some tweaking, better airflow the engine probably will match or exceed the power output of the 6.7 ford. But another way to read into this (my speculation), is that the '25 cummins 6.7 may not see much of a power change, since they are working on a larger displacement engine.

 
Personally, I doubt that a 7.2L Cummins is coming for the RAM. Development takes years and there is usually info available well in advance of production and release. I think the 2025 may be 100% carryover with the exception of the 'new' grill and headlights.
 
Phillipjon said:
We do not need more power... we need more RELIABILITY!!
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I agree, why not address a few problem areas: 1) swaying with 5th wheel RV's on 2500's, 2) Payload on 2500, increase GVWR to >11,000lbs, 3) Transmission reliability....
 
thecastle said:
Looks like TFL states that there is a rumor that Cummins will be building a 7.2L diesel for a variety of reasons. Possibly for the 27 model year, but maybe sooner... By my calculations if todays HO 6.7 was swapped with the larger 7.2L with the same volumetric efficiency (same hp / tq per L). Swapping to a 7.2L would result in a 450hp / 1155ft/lbs. So with some tweaking, better airflow the engine probably will match or exceed the power output of the 6.7 ford. But another way to read into this (my speculation), is that the '25 cummins 6.7 may not see much of a power change, since they are working on a larger displacement engine.

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2025 will be 430/1075 for both 2500 and 3500.
 
johanh13 said:
I agree, why not address a few problem areas: 1) swaying with 5th wheel RV's on 2500's, 2) Payload on 2500, increase GVWR to >11,000lbs, 3) Transmission reliability....
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While I agree on reliability not all 2500s have the issues you are stating, my 19 2500 has no issue with large 5th wheels even before the bags, no issue with the trans. besides the 8 speed should be much stronger than the 68RFE even though they are a good trans with slight line pressure increase they can hold 550HP reliably… the GVWR on the 2500 is irrelevant since the GVWR is ONLY for registration not a weight limit.
 
H3LZSN1P3R said:
While I agree on reliability not all 2500s have the issues you are stating, my 19 2500 has no issue with large 5th wheels even before the bags, no issue with the trans. besides the 8 speed should be much stronger than the 68RFE even though they are a good trans with slight line pressure increase they can hold 550HP reliably… the GVWR on the 2500 is irrelevant since the GVWR is ONLY for registration not a weight limit.
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Is payload also irrelevant? My door sticker shows about 2,000 lbs payload (10,000 lbs GVWR - 8,000 lbs curb weight = 2,000 lb payload). Axle ratings easily support 11,000 lb GVWR, which would increase payload to 3,000 lbs.
For the record, with my previous RAM (RIP), I [may have] towed a gooseneck trailer with 3,000 lbs on the ball, and it handled it just fine, was still about 1.5" off the bumpstop....
 
johanh13 said:
Is payload also irrelevant? My door sticker shows about 2,000 lbs payload (10,000 lbs GVWR - 8,000 lbs curb weight = 2,000 lb payload). Axle ratings easily support 11,000 lb GVWR, which would increase payload to 3,000 lbs.
For the record, with my previous RAM (RIP), I [may have] towed a gooseneck trailer with 3,000 lbs on the ball, and it handled it just fine, was still about 1.5" off the bumpstop....
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Yea payload means nothing legally your GAWR matters which is 6k front 6k rear for a total of 12k
 
johanh13 said:
Is payload also irrelevant? My door sticker shows about 2,000 lbs payload (10,000 lbs GVWR - 8,000 lbs curb weight = 2,000 lb payload). Axle ratings easily support 11,000 lb GVWR, which would increase payload to 3,000 lbs.
For the record, with my previous RAM (RIP), I [may have] towed a gooseneck trailer with 3,000 lbs on the ball, and it handled it just fine, was still about 1.5" off the bumpstop....
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I'm not going to use real numbers because I simply don't know them, but it occurs to me that if you take two 2500s equipped identically except one has the 6.4L and one has the 6.7L the 6.4L is going to have a cargo carrying capacity significantly higher than the 6.7L.
If I hook up a 5th wheel that the pin weight is below the CCP of the 6.4L but above the CCP of the 6.7L, do you (the generic you) think the 6.7L is suddenly going to roll over?
That cargo carrying capacity value is nothing more than the actual weight of the truck subtracted from the administratively imposed 10,000 GVWR.

As an RV transporter using my F350 DWR 6.7L without a CDL I was limited to a combined gross vehicle weight rating of 26000 pounds. If I chose to pay more money and get a CDL my combined gross vehicle weight rating would suddenly increase exponentially without changing a single thing other than that piece of paper.
 
Brutal_HO said:
2025 will be 430/1075 for both 2500 and 3500.
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That's what I would speculate as well based on the rumors '25. Or at best a minor tweak to the existing engine. Or less likely standardizing on some in-between output between the 370hp standard and the current 420hp HO as the rumors are 1 engine output level. The '25 face lift is pretty minimal in updates. We won't know until the official specs are released for the '25s, which may not be until next year based on TFL's info. My opinion is that Stalantis is putting little/no engineering money into the HD rams mechanicals and they're just phoning in some styling changes and retrofitting interior tech updates from the 1500. The 25 is just a tweak, to try to keep sales up. The 8spd auto will be the only significant drivetrain/mechanical tweak.
 
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Gear box said:
There are tons of real Cummins 6.7s rolling in box trucks and flatbeds with 280HP with millions of miles.We do not need more power in a pick up. It’s all smoke and mirrors from the Big 3!
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There are ratings up to 360/800 for RVs and EVs.
 
The "power wars" have gotten ridiculous. Current power levels across all 3 brands is enough to tow whatever the truck is capable of towing with power to spare. Unless you're trying to set some kind of 0-60 towing record.

I'd rather they focus on reliability and efficiency.
 
Yeah the current (24) 3500/4500/5500 cab and chassis are at 360/370hp as listed on Rams website. I suspect few if any of the 6.7 cummins in pickups makes it to a million miles without significant engine work. The B50 lifetime of the engines are 350,000 miles from what I read. As in 50% of the engines while required heads off or oil pan off repairs, at or before that mileage. How much reliability makes fincial sense? The more durable the engine the more expensive to build. At what point does the cost of a highly reliable exceed the repair costs, or market costs (these engines are already a 10K upgrade)? Then how many people actually keep their trucks 350K+ miles, I suspect the average owner keeps their vehicle less than 5 years which is the industry average. The extra reliability just costs the 1st owner more and benifits the 3rd-4th. To me the engines are reliable enough, I've had very little trouble with my 6.7 in 75K miles. The only issue was a failed t-stat.
 
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Riccochet said:
The "power wars" have gotten ridiculous. Current power levels across all 3 brands is enough to tow whatever the truck is capable of towing with power to spare. Unless you're trying to set some kind of 0-60 towing record.

I'd rather they focus on reliability and efficiency.
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I often wish for a bit more power out of my 2019 HO when merging while towing. Texas has short on-ramps to the interstate especially at rest stops, or no ramps on some highways. While towing and merging with my foot to the floor I often have a hard time breaking even 55mph (on to a 75) when leaving the on-ramp. Also a little more reserve for passing on the interstate in the mountains would be nice, sometimes I get stuck behind slow moving traffic and lack the power to safely enter the "passing" lane. But generally I find the truck to be just fine but its not a speed demon.
 
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The 7.2L B series was unveiled today. I don't know much about it, other than it's a bit bigger, but I believe this will replace the 6.7L in most B series applications, aka, not automotive.

I see what's presumably a CP8 pump, and...is it overhead cam? Not sure what's going on up top.


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Probably a few years before Ram sees the larger 7.2 engine. I'm excited to see what they do to the after-treatment systems to improve reliability.

Personally, I'd love to see some Right-to-Repair laws go into effect on these systems. It scares the hell out of my wife and me to buy a new diesel to tow our trailer knowing we could get stranded somewhere over a simple sensor that only a RAM dealer can install, since most of our recent dealer service visits have been weeks if not months out when needed.

I'd love it if we could repair these things ourselves when needed, with access to diagnostic software when we need to recalibrate sensors and things like that.
 
jharp said:
I'd love it if we could repair these things ourselves when needed, with access to diagnostic software when we need to recalibrate sensors and things like that.
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You can currently do that, you would need a subscription to Stellantis/techathority, a j2534 interface device and a laptop. Of course it won't be free. Other than software updates, jscan and alfaobd can do most things that a dealer scan tool can do.
 
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