Yeah these clowns dont know how stuff actually works though.

+1

I have never owned a diesel, so excuse my ignorance. Do these trucks allow you to set a top gear? Do they have a manual mode where you can select the gear? I'm guessing they no longer come in a standard transmission.

@@anthonyzhang4918, correct they are no longer available with manual transmissions, but you can electronically select/limit the top gear. In my Ram I can select 5 instead of allowing the computer to upshift to 6th if it senses the appropriate conditions. I prefer to modulate the throttle to keep the desired engine and road speed...I will go a little slower if it keeps the trans from hunting/shifting gears...which can drive up trans temps!

@@anthonyzhang4918 yeah gas trucks will too. You can manually lock out gears where it will shift up to but not above.

yeah. it's good to know it can handle the stress of constant shifting. but that's exactly why I just pick a gear and keep it from upshifting and downshifting each time the road momentarily flattens out.

I would have pulled it down one gear!!

That's what I do on my 03 put it in a certain gear an pull the incline.

I would take this test one step forward run these HD twice uphill and downhill. That seems more realistic.

It would be cool to actually see all trucks tested this way, even the small ones. I use torque to watch my temps in my 99 Tacoma with the 3.4l. We hit 110F back in June here, and I saw my temps hit 222f up steep grades on the highway, and staying over 200 at idle. Turns out it was low a half gallon of coolant, even the overflow was empty. A shop had replaced my thermostat the week before, and they forgot to replace the coolant that came out when the thermostat was removed. Since I topped off the coolant, and with the new thermostat, the highest I've seen is 208F up those same steep grades, and idle is back down to 188F where its been for years in the summer. This was with 102F ambient temp. We never had another 110F day, but it would have been interesting to see how it would have done if it had gotten that hot again. Edit: Wanted to mention my truck has a manual transmission, and the ECU doesn't report transmission temp, so no way of knowing how hot it runs.

How much do you usually tow? What's the max payload/towing on your truck?

@@SurelyYewJest I rarely haul around more than 10,000lbs, so it's comparable to this As for towing and hauling capacity, the one truck I have with the most miles I believe has a ~2,300lb payload rating and ~12,000lb max trailer rating. I don't have the truck's information in front of me, so I could be wrong, but I believe that's what it is.

At high altitude the transmission cooler isn’t as efficient (thin air)

@@mardenpace4874 My experiences include both sea-level and higher altitudes, like 8,000+ feet. I just recently went on a trip through and around Utah, with outside temps in the high-80s and mid-90s, with plenty of higher elevation driving. Pulling 7,600 pounds, I never saw much more than 190 degrees. My 68rfe runs as cool as a cucumber, or cool as I'd like it to. Really, their truck performed how I expected it, until they hit the dirt road. But I attribute the high trans temps to it not being shifted manually, allowing the transmission to erratically hunt gears and the torque converter being unlocked.

@@AkioWasRight I believe you are correct. Forcing the truck to maintain a speed that it cant achieve is gonna make a constant up/ downshift situation with converter locking and unlocking. You gotta know how shit works to use it correctly. I also have a 68 behind my cummins.

But keep it fair, I smell a little BS on how he was driving the truck to artificially inflate the trans temp. There's too many variables in how someone operates the truck (erratic throttle to keep converter unlocked) for this to be a repeatable test.

^^^^what he said. I live on a road similar to this one and haul very heavy loads in my 1 ton dually. Learned quickly to limit the top gear and lock up the converter was the way to go.

Agree

my dad "had" a 2016 ecodiesel. 3.0 loved it got 14.5ltr/100km towing a 27ft 5th wheel at 7500LB (had a ecodiesel as the engine died dealer chaged him 250$ to see shaving in the oil pan wanted 12k$ cad to repalce the engine 1000km out of warranty so he took the loss on the truck and purchased a used 1500 hemi) he misses his ecodiesel but ram had 5+ recalls that could kill the engine after he sold it.. id guess with the 8 gears the eco would do good on this hill.

I love my Ecodiesel Jeep GC but I’m very concerned out a engine failure. Ready to trade it in for a 6.2 Yukon or Escalade. Just a reliable power plant.

@@videoguy1981 if you get the 6.2 be prepared to want to run higher octane gas, I had better reliability out of my 5.3 but the 6.2 had more power, I also had to fix a lot more in the 6.2 (both 2017 model) seems like GMs newer engines have been very hit or miss.

@@noaheh8840 I feel turning off the AFM is the saving point of the motor. Ty for your reply.

I felt exactly as you did, before he even started he was dogging the transmission and he was constantly making the transmission shift up and down.

That poor trans needs a fluid change

Mine rarely sees above 170F unloaded or pulling my 10k lb camper. Agree with everything else you said though. I think he was intentionally erratic on the throttle to keep the converter unlocked and build some drama.

Agreed, converter would have stayed locked and temps would have stayed much lower. I really think he intentionally erratic with the throttle though to keep it unlocked. Break something and they get more views. I usually like TFL but this felt shady.

Damn that's crazy! Did you change transmission oil ever?

I did change it shorty after . I changed it around 80k , this happened around 110k . I changed it a month or so after . Now it's got 145k on it with no issues.

That fifth wheel pin weight “legally” speaking was way over man be careful doin that man. Bet you payload is what 1900lbs thats the pin weight and you and whoever else is in the truck. Mine is a fully loaded big horn cummins 22 and my payload is 2200

As he mentioned, it was likely cutting power due to charge level dropping to very low levels. It does that even in city/highway driving when range and charge level get low.

Probably because Andre never locked it into one gear and just let it hunt gears/lock and unlock the converter 100 times

it seems like that 68rfe is a little bit hotter than PW zf 8spd

You can do the same with the auto, all the HD rams have that capability

Same! I really am interested in it too!

100% agree, they were intentionally being erratic with the throttle to keep the converter unlocked. Drama = views. Pull that hill with a different agenda and that truck doesn't break a sweat.

I think he was going slow enough that he would have to use 4 low to allow the trans to get into higher gears, that would allow the torque converter to lockup.

He is testing the truck as Ram designed it. You put it in D and drive it...

@@richfarfugnuven6308 then why does the manufacturer even offer 4 low? It is intended for slow driving on loose surfaces, and to lower the stress on the engine and transmission.

@@kellybauer1731 most people have no idea how to drive. They buy a vehicle put it in D and that's the end of what they do...

@@richfarfugnuven6308 Last I checked, Ram "Designed" their truck to have manual shifting as an option. He appears to be too dumb to use the truck "as designed".

That is true but honestly most people who own these trucks don’t know to do this. He obviously does but testing as the average joe is important and knowing how the trucks react to this type of driving is very important.

My 2022 regular cab long box 3500 single rear wheel SO Cummins will engage exhaust brake in 1st gear on " full exhaust" mode but not " auto exhaust brake" mode

@@bbertram2 Anybody that is towing with a HD truck I would hope would know/understand why letting the trans shift 1000 times and letting the TC lock/unlock constantly would be bad, especially when that can all be avoided by just selecting the right gear.

I don't know about it actually having to play catch up. Those transmissions typically run about 185 to 200 degrees, so having the atf flowing by 160 is a nonissue.