SouthernWolf
New Member
- Oct 29, 2019
- 6
- 1
- Truck Year
- 2015
Howdy Folks, I'm Southern Wolf, with a 2015 Ram Ecodiesel, Laramie Edition, Crew Cab, 4x4 with 4 corner air suspension and 354 gears. Love the pickup, but became somewhat disappointed after that mandated EPA update.
Previous fuel economy was a solid 21 - 23 city, 26 - 27 back roads, (you know, those Sunday drives with my wife
) and 28.8 - 29.5+ MPG's Interstate on a 350 mile one-way trip, and even sometimes butting head winds, according to the Lie-o-meter, so I did the math. It was typically within 1/10 of a mpg of being correct. Yep, I was living the dream, walking in tall cotton. Then EPA got their noses in on the action. Now I'm lucky to see 25 mpg at any time. I typically get 24+ MPG. Grrrr!
Did I mention, I Love the truck, except;
1. that pesky lag in the throttle response ( I thought it was turbo lag, but not exactly sure), but worse in summer than in winter.
2. Auto trans being set up for gas burners, (meaning the trans up-shifts too slow running engine RPM's too high and downshifts way, way too soon again, constantly running engine RPM's way to high for efficient diesel torque-curve operation...).
3. fuel economy tanked after update,
4. and now I (periodically) smell exhaust in the cab.
I've read many reviews on many items. But in reality - everyone makes the same claims with seemingly only the paragraphs rearranged.
So here I am, looking for real world solutions on overall drivability, and economy while leaving everything in place on the engine, (at least for the time being). I especially want to address that gasser tuned automatic transmission. That thing sucks behind a diesel. I'm not saying it's a bad trans, just that it's tuned for high rpm shifting gas burners. Dodge has had the similar issue's since first putting the Cummins in front of an Automatic back in the 80's. only then if you were stopped and romped on it - the trans wouldn't shift out of first until you let off the throttle. Eaton and Cummins got it right in the semi's, way can't dodge? Keep the rpm's in the torque-curve! Unless your trying to go mach-2 with your hair on fire, LOL
Anyone that's ever driven a diesel especially with a CAT or Cummins with a standard trans knows exactly how a diesel should be operated. having said that, with an Automatic Trans I want fast, solid upshifts and slow to down-shift keeping the engine in it's torque-curve (1,450 - 2,000 RPM's max) for that typical low RPM pulling operation. I'm fine with hammering down to pass and dropping a gear or two. It's running empty and it constantly downshifting on every grade change and the RPM's in the 2,200 - 2,500 rpm range that chaps my flaps.
Looking forward to all your positive feedbacks. Did I mention I love the truck? LOL. Have a great evening!
Previous fuel economy was a solid 21 - 23 city, 26 - 27 back roads, (you know, those Sunday drives with my wife
) and 28.8 - 29.5+ MPG's Interstate on a 350 mile one-way trip, and even sometimes butting head winds, according to the Lie-o-meter, so I did the math. It was typically within 1/10 of a mpg of being correct. Yep, I was living the dream, walking in tall cotton. Then EPA got their noses in on the action. Now I'm lucky to see 25 mpg at any time. I typically get 24+ MPG. Grrrr!Did I mention, I Love the truck, except;
1. that pesky lag in the throttle response ( I thought it was turbo lag, but not exactly sure), but worse in summer than in winter.
2. Auto trans being set up for gas burners, (meaning the trans up-shifts too slow running engine RPM's too high and downshifts way, way too soon again, constantly running engine RPM's way to high for efficient diesel torque-curve operation...).
3. fuel economy tanked after update,
4. and now I (periodically) smell exhaust in the cab.
I've read many reviews on many items. But in reality - everyone makes the same claims with seemingly only the paragraphs rearranged.
So here I am, looking for real world solutions on overall drivability, and economy while leaving everything in place on the engine, (at least for the time being). I especially want to address that gasser tuned automatic transmission. That thing sucks behind a diesel. I'm not saying it's a bad trans, just that it's tuned for high rpm shifting gas burners. Dodge has had the similar issue's since first putting the Cummins in front of an Automatic back in the 80's. only then if you were stopped and romped on it - the trans wouldn't shift out of first until you let off the throttle. Eaton and Cummins got it right in the semi's, way can't dodge? Keep the rpm's in the torque-curve! Unless your trying to go mach-2 with your hair on fire, LOL
Anyone that's ever driven a diesel especially with a CAT or Cummins with a standard trans knows exactly how a diesel should be operated. having said that, with an Automatic Trans I want fast, solid upshifts and slow to down-shift keeping the engine in it's torque-curve (1,450 - 2,000 RPM's max) for that typical low RPM pulling operation. I'm fine with hammering down to pass and dropping a gear or two. It's running empty and it constantly downshifting on every grade change and the RPM's in the 2,200 - 2,500 rpm range that chaps my flaps.
Looking forward to all your positive feedbacks. Did I mention I love the truck? LOL. Have a great evening!
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