That’s good to know. Are the progressive springs in the Rams a newer add or have they always been that way? I’d really like to give that a try sometime. We may be looking to trade the f150 this year. Idk if I need another full-size, but it might happen.
Ram 1500 3.6 lower tow capacity than mid size - what gives?
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One other thought on J2807 tow ratings; a lot of this is surprisingly "deceptive" (though not intentionally)
Ram v6 with 3.92 is rated to tow up to 7370 lbs.
Ram v8 with 3.21 is rated to tow up to 8240 lbs.
Anybody towing with those 2 trucks will laugh and tell you that the v6 feels far less powerful than just 900 pounds shy of the hemi. Off the line... maybe closer than you think due to that strong rear axle in the v6. But once the trucks are rolling, the hemi is going to blow past the v6 no matter what rear axle you put in it.
Ram v6 with 3.92 is rated to tow up to 7370 lbs.
Ram v8 with 3.21 is rated to tow up to 8240 lbs.
Anybody towing with those 2 trucks will laugh and tell you that the v6 feels far less powerful than just 900 pounds shy of the hemi. Off the line... maybe closer than you think due to that strong rear axle in the v6. But once the trucks are rolling, the hemi is going to blow past the v6 no matter what rear axle you put in it.
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I believe the progressive springs are only on the new 5th gen rams. Could be wrong.
Unless I missed it, he never mentioned what gear ratio he had. If it’s 3.21 that’s quite impressive. Looking at the spec sheets only the 3.55 trucks will pull what he’s saying it’s rated for.
Seeing that engine struggle with up grades is really making me go for the Hemi or Ford Ecoboost. That thing was screaming.
I felt like the 6400# tow rating might answer that??
I haven't dug into the specs/tables/charts and don't care that much.
My one question is altitude, which no one ever thinks about. Those might have been good grades, but a steep grade at 3k feet is VERY different than the exact same grade at 10k feet.
The 3.6 wasn't meant for towing day in and out. Can't get around the fact that it's a lesser engine. But a number of engines have lived quite happily at high rpm and high load, and not worn out prematurely. The fact that the engine is spinning fast is uncomfortable, but not necessarily to the engine itself.
I’ve always been told the Pentastar is relatively easy to work on.
The serpentine belt on these is difficult enough to take it in?
Your answer was posted in #13 by @02SE . Tow rating is no longer marketing like it may have been in the 80's.. It is a very specific set of SAE tests now, and you get what you get.
My understanding is one of the biggest tests is the ability to pull the load up a long steep incline somewhere in NV, for like 4 miles at 70mph, with AC on on a 100F day. There are other parts, but my understanding is this is the part of the test most tap out.
Does it mean the truck doesn't have the technical ability to tow more on flat ground - no. But its all anecdotal. The test is like any other test - its standardized so you can compare capabilities directly under the same conditions.
My understanding is one of the biggest tests is the ability to pull the load up a long steep incline somewhere in NV, for like 4 miles at 70mph, with AC on on a 100F day. There are other parts, but my understanding is this is the part of the test most tap out.
Does it mean the truck doesn't have the technical ability to tow more on flat ground - no. But its all anecdotal. The test is like any other test - its standardized so you can compare capabilities directly under the same conditions.
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To be honest none of the base v6's are good options if you expect to tow signficant. A dump run is one thing, but it depends on what and how often you tow.
But on the other hand, this reviewer (and TFL etc) does not treat trucks the way I would when towing. He literally does max/WOT runs to see the best it can do, so naturally the engine is screaming away at times. You don't have to floor it taking off.
In my truck, I very rarely tow my RV past 3800 RPMs, 99% of the time its at 2200 with spikes to 3000+ here and there, yet a lot of towing reviews will show the engine redlineing out and this isn't always necessary. I take my time and I'm easy on it. The only places where you are stuck is up hills on a freeway or something where if you want to maintain speed the engine is going to downshift, but occasional spikes aren't the end of the world especially if oil temps are still well within range.
The ecoboost revs lower, but that doesn't mean it's "working less hard". We tend to associate RPMs with "wear", but low rpms high torque/load is worse for your bottom end, its hard on the bearings. The Ford 2.7 does a nice job towing though if you like a quiet experience, much better than the pentastar. But then you have to trade off on the rest of the truck, some years the 10 speed has significant issues etc.
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Yes they are decent rigs for sure. I owned a 2019 classic with the V6 and really liked the truck actually. I'm looking to buy a truck in the near future and due to the rather low towing capabilities I won't consider it this time but it is a nice vehicle. I was always able to get pretty solid fuel mileage out on the highway with that truck.
Good luck on your search!
Good point raised on the tow hitch pkg that comes standard. Many (if not most) RAMs come with the class III hitch pkg, but there is a class IV pkg that is technically rated for 10K lbs. even if the truck itself (because it's a crew cab, has 4x4, etc.) is not rated to tow that much.
My Big Horn came equipped with the class IV hitch and the trailer brakes adjust. I sometimes wish I'd have gotten the air ride suspension as that would help minimize sag under load (I tow a 6k lbs boat-trailer combo) and would otherwise improve the ride significantly. Instead, I chose to add the Timbren SES bump stops which replace the factory foam ones. When running unloaded, absolutely no difference in ride. When the boat is attached or I've got 40 bags of mulch in the bed, it makes a huge difference.
My Big Horn came equipped with the class IV hitch and the trailer brakes adjust. I sometimes wish I'd have gotten the air ride suspension as that would help minimize sag under load (I tow a 6k lbs boat-trailer combo) and would otherwise improve the ride significantly. Instead, I chose to add the Timbren SES bump stops which replace the factory foam ones. When running unloaded, absolutely no difference in ride. When the boat is attached or I've got 40 bags of mulch in the bed, it makes a huge difference.
I had a chevy with the 5.3 and 6L80 trans, rated to tow 6800lbs w/ 3.08 rear end, 11,000lbs with a 3.73 rear end... Significant difference with identical trucks!
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You've got to remove a bracket around the alternator. Not a huge deal but overall, the Pentastar is a plastic engine. Of course, most everything else is these days.
http://www.wanderingtrail.com/Mechanical/2012JK/36LDriveBelt/36LDriveBelt.html
Everything is unfortunately. I’m somewhat in the market for a vehicle. The 1500 with the Pentastar sounds like an okay choice although the Gladiator would be more the size I’m looking for. Somewhat simple NA engine.
Wow! That format's a throwback to write-ups from the late '90s
Get a hemi
These low spec freeway flying rear end 1/2 tons are super common from all vendors.
They are also the highest mileage versions that up the corporate mileage average and work just fine for 80% of the "truck" people that fill the bed and the hitch with air.
(if there is ever a hitch in the receiver)
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