Ram Releases EcoDiesel Specs -> Transmission?!?

  1. SCJeeps

    SCJeeps Member

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    Ram released their specs for Ecodiesel; 260hp/480lbft. It can likely be assumed that this is what the Gladiator will get.

    What I think is interesting is that this engine will need to bump up to the ZF 8HP70 transmission to handle to torque, not the 850RE that has been available in the Gladiator and JL's. Also take note that FCA does not build the 8HP70 transmission, it is built directly by ZF so it is truly a ZF sourced unit, not a ZF licensed design built and modified by FCA.

    What would also be fantastic is if this 8HP70 is the new Gen 3 unit which has wider total spread of the gear ratios. This should yield better, optimized fuel economy. This coupled with TONS of torque would make this fantastic to drive. I have a 2014 WK2 with Hemi and the 8HP70 and it is already a great combo. I can't imagine having all that extra torque of the diesel in the JT.
     
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  2. WXman

    WXman Well-Known Member

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    I saw that a little while ago. Very interesting. Also looks like they addressed some of the internal flaws, but no word about the cam sprocket design.
     
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  3. RedTRex

    RedTRex Well-Known Member

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    I agree 8HP70. See this thread as we discussed previously https://www.jeepgladiatorforum.com/forum/threads/fi-gas-vs-diesel-components.15756/#post-228500
     
  4. Pergrem

    Pergrem Active Member

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    I hope they fixed the cam gear slippage issue. That should have been keyed or pinned, not just a bolt pressing it on alone.
     
  5. RedTRex

    RedTRex Well-Known Member

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    Yes Sir, that seems to be one of the major complaints of the previous version.
     
  6. bruno747

    bruno747 Well-Known Member

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    I'm not sure if you just mean that will be a new trans for the gladiator or if you think it's new for the ram ecodiesel.

    The ram ecodiesel has always used that trans to my knowledge. My 2016 had the 8hp70.

    It's a stout transmission can be finicky after the dealer installs new software. It's definitively the only transmission I can honestly say I know really learns the drivers style. Also 480ft lb? Nice! I thought the original number was 442. Guess the other 3.0l diesels coming to market made them turn it up a bit.
     
  7. RedTRex

    RedTRex Well-Known Member

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    Correct, 442 has been the word for a while, just bumped up IMO because Chevy just announced their new diesel.
    Also correct 8hp70 has been behind the ecodiesels for years
     
  8. OP
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    SCJeeps

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    #8 Jun 11, 2019
    Last edited: Jun 11, 2019
    I understand that the 8HP70 is what has been behind the Ecodiesel and Hemi. My comment was that hopefully this will be a Gen 3 unit which has a total gear spread of 8.6 vs 7.1 (Gen1) which has been behind the Jeeps up to this point. The wider gear spread should be useful.
    Generation (first delivery) Total spread 1 2 3 4 5 6 7 8 R
    1st generation (2009) 7.1 4.714 3.143 2.106 1.667 1.285 1.000 0.839 0.667 3.300
    2nd generation (2014) 7.8 5.000 3.200 2.143 1.720 1.314 1.000 0.822 0.640 3.456
    3rd generation (2018) 8.6 5.250 3.360 2.172 1.720 1.316 1.000 0.822 0.640 3.712

    After digging through some FCA Ram 2019 release material is appears the transmission will be an upgraded 8HP75. It does not look like FCA is adopting Gen2 or Gen3 gear ratios based upon this information.

    Quoted from FCA release:
    "TorqueFlite eight-speed automatic transmissions: The right gear at the right time Every 2019 Ram 1500 is equipped with a fully electronic TorqueFlite eight-speed automatic transmission with a wide spread of gear ratios that keeps engine rpm in the right range for the task – whether putting in a full day of off-road work or highway cruising. Trucks equipped with the 3.6-liter Pentastar V-6 use an FCA-produced TorqueFlite 850RE transmission. The 2019 Ram 1500 with the 5.7-liter HEMI V-8 uses an upgraded TorqueFlite 8HP75 transmission. Both TorqueFlite transmissions use a new generation of computer controllers that process data faster and coordinate transmission operation with the eTorque mild hybrid system. The transmissions employ on-the-fly shift map changing, enabling them to respond quickly to changes in driver demand. There are more than 40 individual shift maps, to optimize shift changes and points for fuel economy, performance and drivability. Shift strategy takes into account a number of variables, including: Engine torque changes Gear downshifts Longitudinal and lateral acceleration Hill detection Vehicle speed control Electronic stability control interaction Temperature The transmissions use shift-by-wire technology, eliminating a mechanical linkage between the transmission and the gear selector. The 2019 Ram 1500 retains an innovative rotary e-shift dial mounted on the left side of the instrument panel’s center stack – freeing up space traditionally occupied by a console- or column-mounted shift lever. The TorqueFlite 850RE and 8HP75 transmissions use identical gear ratios. Sixth gear is a direct drive, while gears 7 and 8 have overdrive ratios. The wide gear ratio spread helps maximize fuel economy by helping lower engine rpm in city and highway driving. Internally, both transmissions have four gear sets and five shift elements (multi-disc clutches and brakes). "

    Also to note is that the 8HP70 is longer than the 850RE by ~10mm. I'm curious if crossmembers/mounts will change and if there will be different driveshafts.
     
  9. Billy

    Billy Well-Known Member

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    The Ram 1500 Ecoschnitzel will have a tow rating of 12.5k? I wonder of the Gladiator will get re-rated (to at least match the [email protected])
     
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  10. RedTRex

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    Looks like gear ratios are same as the 70:
    **actual gear ratios may vary depending on application
    ***gear ratio spread 7.0:1 / gear ratio spread 7.8:1

    10mm not much. My opinion is same cross member and driveshaft and possibly different rear trans mount
     
  11. Oilburner

    Oilburner Well-Known Member

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    Looking forward to the 'Max Ike' test for the Ram & the JT 3.0L. (or any other tow testing, for that matter)
     
  12. HTownGladiator

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    That grill on the Ram is probably 2X the opening as the Jeep so I doubt it, that rating is also presumably for the 4X2 and I'd guess the crew cab 5.5' box specifically. 4X4 and shorter wheelbase options will most likely be less. I'm excited about the class leading mpg. Lower cooling ability in the Gladiator shouldn't impact the overall MPG values so 30+ is exactly where I hoped to be, 50% improvement on fuel economy is huge.
     
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  13. Billy

    Billy Well-Known Member

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    Can't wait for the full reveal.
     
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  14. WXman

    WXman Well-Known Member

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    IF it's rated 30 MPG highway, that's a 36% increase over the 3.6L V6 highway rating. But, diesel fuel is currently averaging 25% more expensive. So the net savings on fuel is pretty small. When you factor in the upfront cost, maintenance cost, and possibility of excessively expensive repairs barely out of warranty, you are not likely to ever break even or save money with the diesel.

    The only reason a guy would go EcoDiesel is for the driving experience. That low end torque does feel nice and it's nice not having to downshift all the time.
     
  15. HTownGladiator

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    I didn't show my work but I'll expand a bit of my thinking I guess. Dodge has said the Ram will have class leading fuel economy. Ford has announced 22 / 30 / 25 for their diesel. The old ED was good for 21 / 29 / 24 in the Ram 4X2 and 21 / 28 / 24 in the GC. For the Gen 3 to be class leading we will need at least 23 / 31 / 26 for the Ram. The Ram gets 16 / 23 / 19 vs Gladiator 17 / 22 / 19 and many of the ED folks that got tunes saw better than EPA numbers. Near 50% improvement on the gasser even with the higher fuel costs, maintenance costs, and initial outlay is pretty impressive.

    As others have shared the max tow ability while technically correct the gas engine really has to huff to get there. If I can get fairly good mileage for my 60+ mile commute and comfortably tow 5000+ lbs on the weekend I'll be happy. Not having to wind it up to 6400 RPM will be good too.
     
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