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So Ummmm

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SolidAxleorBust

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www.thedrive.com

Dealer Leak Claims Hemi V8 Ram 1500 and More Powerful TRX Coming Next Year

With former CEO Carlos Tavares out at Stellantis, the V8 could find its way back into Ram's half-ton truck lineup.
www.thedrive.com www.thedrive.com

Is this why we cannot order a 2025 in 2025? They are revising and starting from scratch? 6.4 in a 1500, Diesel in a Power Wagon? Hoax? Real? Time to wait for the 2026 models to roll out?
 
Oh damn. A high output diesel PW??!! That would be sick
 
IDK if it makes sense or not.

The 2500 frame, suspension and drive train are already about right for that much power.

Maybe they will just call it a 1500 ( special edition ) to keep get people who are allergic to 2500s happy, but what do I know ?
 
we already have the diesel rebel, and I don’t see a diesel power wagon anytime soon.
a) with the reduced gvwr on the PW and the heavy Cummins, you would probably have less than 1,000lb payload

b) no room for the winch in the front bumper with the intercooler

c) I believe there is some concern about the front differential locker being able of holding 1075ft-lb of torque x 4.71first gear x 2.64 low range x 0.5

d) Ram has previously publicly stated they never put the diesel in the PW because the front heavy engine wasn’t great offroad
 
Not sure what is going on, but I am betting at least a Agnostic Cummins. The way they released some 2025 order ability just before its time to roll out 2026 models make it possible something is a foot. Given even 2024 6.4 engines consider lifters and cams as regular maintenance I may swap in a new engine and wait to see what 2026 or 2027 brings.
 
el_barto said:
c) I believe there is some concern about the front differential locker being able of holding 1075ft-lb of torque x 4.71first gear x 2.64 low range x 0.5
Click to expand...

Nothing in the driveline can handle that much torque, which is why we have torque management.
 
el_barto said:
d) Ram has previously publicly stated they never put the diesel in the PW because the front heavy engine wasn’t great offroad
Click to expand...
Jeep said something pretty similar about how they couldn't put a V8 in a wrangler because it was too much for the wheelbase and the engine bay wasn't large enough, and yet…

Not saying they haven't said that, or you're wrong.
 
I am wondering if all the chaos this year was really because the Cummins alternatives were not ready, and trying to use up parts. But given 2024 6.4s are spitting out lifters still, I think I might have to drop a new engine in my 2018 and see if 2026 or 2027 reveals the Fuel Agnostic option. If they indicate 6.4 goes in the 1500( hopefully with fixed design flaws) then that does mean the PW and heavy duty needs something new.
 
SolidAxleorBust said:
I am wondering if all the chaos this year was really because the Cummins alternatives were not ready, and trying to use up parts. But given 2024 6.4s are spitting out lifters still, I think I might have to drop a new engine in my 2018 and see if 2026 or 2027 reveals the Fuel Agnostic option. If they indicate 6.4 goes in the 1500( hopefully with fixed design flaws) then that does mean the PW and heavy duty needs something new.
Click to expand...
That 2025 Cummins is the largest change to the Cummins platform since we went from the 5.9 to the 6.7, so I personally wouldn't hold your breath for any major engine changes by 2027. I think the biggest thing Ram is working on for the HD trucks is to revamp the cab, but I don't anticipate that happening till 2027 at the earliest. At this point, dodge may as well wait till 2030 so they can give the current badge a 20th anniversary or something.
 
So you are saying the 6.4 goes into the light duty, and the heavy duty maintains the same legacy engine? I do not see that generating interest.
 
Cummins specs put the B4.5 heavier than the B6.7, but that might be application specific.
 
HarryN said:
Maybe they are trying to figure out a pathway to compete with the 3 liter GM duramax ?

HP, torque and weight wise, it is sort of like what a 4 cylinder version of the 6.7 cummins might be like.

Click to expand...
You mean the duramax turd with a oil pump drive belt that needs to be changed after 100k miles and you have to do major tear down to change and the belt and rear engine cover have to be replaced at the same time?
 
H3LZSN1P3R said:
You mean the duramax turd with a oil pump drive belt that needs to be changed after 100k miles and you have to do major tear down to change and the belt and rear engine cover have to be replaced at the same time?
Click to expand...
GM has raised the replacement interval to 200k.
 
24Megacab said:
But it’s a GM, they can just do the belt when the transmission is out for rebuild haha.
Click to expand...
I have no doubt of that. I've never had a GM transmission last 200k except for the TH400/4L80 units. Unfortunately those days are long gone.
 
AH64ID said:
Cummins specs put the B4.5 heavier than the B6.7, but that might be application specific.
Click to expand...

Probably no one would do this, but my thinking was much simpler:
- Take the 6.7
- Chop off 2 or 3 cylinders
- Modify the cam / crank shaft and manifolds to match the cylinders count
- Focus on parts commonality vs optimizing every gear for the exact torque required.

Work it a little harder to keep up with the competition power wise, which is more in line with how diesels like to be operated anyway.

Obviously no modern engine is operated this way, because everything gets super optimized for the exact application, vs focusing on parts commonality.

Just a crazy idea.
 
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