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ZF’s New PowerLine 8-Speed Automatic Could Make It To Cummins Diesel Rams:

H3LZSN1P3R said:
Exactly, if you look at the final drives from all 3 company's they are almost the same so its only the in between gears which dont really get used often…. I remember when the NV4500 and NV5600 were always compared by people without brains saying how much better the nv5600 was for fuel milage when the only difference was one gear that split the 3-4 shift from the nv4500 other than that all the other gears were identical ratios… its a marketing game and unless the 3500s start pulling 45-50k lbs then a 6speed is more than enough gears, more gears means more failure points and a larger heavier trans
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They have their place in gas engines with a large RPM spread.

Diesels, however, dont have much need/use for 10 speeds due to the short RPM range and flat/mountainous torque curve.
 
gimmie11s said:
They have their place in gas engines with a large RPM spread.

Diesels, however, dont have much need/use for 10 speeds due to the short RPM range and flat/mountainous torque curve.
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Yes i guess i should have clarified i was only referring to diesels
 
Cummins don't NEED 8 gears, but I would take the ZF 8-speed with 2nd gear no load starts and skip shift in a heartbeat.

The current Aisin 1st gear is great for moving a load but too low for empty driving. The abrupt downshifts in TH mode with EB can be a bit harsh. An extra gear split in there would help.

I think the only thing that would bug me is the electronic dial and the possibility of issues like the current ZF trucks can have with it going into limp or park in the middle of an intersection.
 
Brutal_HO said:
Cummins don't NEED 8 gears, but I would take the ZF 8-speed with 2nd gear no load starts and skip shift in a heartbeat.

The current Aisin 1st gear is great for moving a load but too low for empty driving. The abrupt downshifts in TH mode with EB can be a bit harsh. An extra gear split in there would help.

I think the only thing that would bug me is the electronic dial and the possibility of issues like the current ZF trucks can have with it going into limp or park in the middle of an intersection.
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Well.....
 
H3LZSN1P3R said:
Exactly, if you look at the final drives from all 3 company's they are almost the same so its only the in between gears which dont really get used often…. I remember when the NV4500 and NV5600 were always compared by people without brains saying how much better the nv5600 was for fuel milage when the only difference was one gear that split the 3-4 shift from the nv4500 other than that all the other gears were identical ratios… its a marketing game and unless the 3500s start pulling 45-50k lbs then a 6speed is more than enough gears, more gears means more failure points and a larger heavier trans
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Well then, why not just go back to a Gen. 3 4 speed then?
 
Minimization said:
Well then, why not just go back to a Gen. 3 4 speed then?
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There is to much spread between speeds where the 6 speed is almost ideal, my 48re does just fine for what it is but ends up holding gears for longer
 
mxsnow said:
BringMoreWrenches! It wont be the same trans though,Ram has had good luck with ZF so far
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ZF are used in heavy duty trucks throughout Europe. 700 hp class MAN and Scania, etc. They are no joke. M-B makes their own transmissions.

Example: MAN D2868 16.2 L V8 (671 hp/2,213 lb ft) with ZF AS-Tronic 16 speed.
 
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Minimization said:
I am pretty sure Both Ford and GM improved mi/gal highway and acceleration going from 6 to 10 speeds.
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That has been proven myth look at the ike gauntlet challenge videos the mpg is close across the board less than 1MPG variance and the acceleration is marginal at best they are V8 are naturally faster but I6 is stronger
 
gimmie11s said:
Please cite your source (there wont be one). None of that is published and hasnt been in decades for HD diesel trucks.



Sounds like a great idea.
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Not an exact direct comparison but the difference is so large that most of it has to be attributed to gearing.

Car and Driver hit 0-60 mi/h in 6.1 s in a 2020 F250 CC SB 4x4. I believe they have a number for a similar but 6 speed at 6.5 s or something. I will try to locate these sources.
 
Minimization said:
Not an exact direct comparison but the difference is so large that most of it has to be attributed to gearing.

Car and Driver hit 0-60 mi/h in 6.1 s in a 2020 F250 CC SB 4x4. I believe they have a number for a similar but 6 speed at 6.5 s or something. I will try to locate these sources.
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This is laughable at best as a source and .4 of a second is minimal and could be driver error for such a minimal difference…also as far as i am concerned 0-60 claims have no bearing on hd trucks when they are made for towing not racing
 
H3LZSN1P3R said:
This is laughable at best as a source and .4 of a second is minimal and could be driver error for such a minimal difference…also as far as i am concerned 0-60 claims have no bearing on hd trucks when they are made for towing not racing
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The 2020 power strokes dyno about 50 wheel horsepower higher than the 2019’s and 70-75 more wheel torque.

That would be the reason they are .4 faster to 60, not the trans.
 
mxsnow said:
Be patient, maybe a couple years
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I think your statement is laying down smoke for something that’s happening now. Almost 2 weeks of production (at 760 p/day) and it doesn’t appear that any 22MY has gone KZ status. BTW, I do appreciate what you share considering the position your in.
 
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