DW_Gray
Well-known member
Weigh in on this discussion if you so desire.
Hypothesis:
GCWR in modern 250/2500 series trucks has nothing to do with the diesel engine and transmission combination capabilities.
Background:
In recent months there have been considerable discussions on various forums stating that exceeding GCWR in 250/2500 series trucks is an absolute no, no. Among the various reasons for not exceeding the GCWR have been that the engine and or the transmission would not handle towing trailers up to 50% over published towing capacity of some the 250/2500s when using the Automated Safety Hitch System (ASHS).
Known facts or near facts based on interpretive information:
Discussion:
Now, if all these respective vehicles have the same common powertrain combination as referred to above, the question to be answered is: What prevents the 250/2500 from having the same towing capacities as the respective bigger brothers?
By reason of deduction, what’s left in the powertrain is the gear ratio, brake assemblies, wheels, tires and an important load bearing component, the springs.
Therefore, is it not reasonable to conclude that one of or a combination of the remaining components are responsible for lower tow ratings for the 250/2500 vehicles?
Is it not also reasonable to accept that if these remaining components were replaced or modified, the 250/2500 would be equally capable of towing the same weight as its respective big brothers?
If the answers are yes to the above questions, please explain the reason that using the ASHS is not a reasonable option for owners of 250/2500 vehicles to tow heavy trailers equal to the ratings on respective big brother vehicles.
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I’ll start with the first response.
Without aftermarket modification, the late model stock Ford F250 is not a candidate for using the ASHS. This is due to the gear ratio limitation. The F250 Power Stroke comes only with a 3.55:1 gear ratio. I recommend nothing less than 3.73:1.
And one final note, I have edited my article on the Automated Safety Hitch System reflecting my recent research. Click here.
Hypothesis:
GCWR in modern 250/2500 series trucks has nothing to do with the diesel engine and transmission combination capabilities.
Background:
In recent months there have been considerable discussions on various forums stating that exceeding GCWR in 250/2500 series trucks is an absolute no, no. Among the various reasons for not exceeding the GCWR have been that the engine and or the transmission would not handle towing trailers up to 50% over published towing capacity of some the 250/2500s when using the Automated Safety Hitch System (ASHS).
Known facts or near facts based on interpretive information:
- As of February 2010, the capacity of the Chevy/GM Allison 1000 transmission is capable of handling 33K pounds GCVW. (It may be more now.) http://goo.gl/Ow26Ss
- The 2014 Chevy/GM Duramax engine with the Allison 1000 transmission tops out at 30.5K pounds GCVW. http://goo.gl/miuHVX
- The 2014 RAM Cummins engine with the 68RFE transmission tops out at 30K pounds GCVW. Since RAM introduced the AISIN transmission for higher capacity, let’s assume that the 68RFE limit may not be much over 30K GCVW. (The new AISIN transmission tops out at 37,500 GCVW with the same engine but most likely that’s not the total limit.) http://goo.gl/uAVevO
- The 2014 Ford Power Stroke with the 6R140 TorqShift 6-speed SelectShift[SUP]®[/SUP] transmission tops out at 35K GCVW. http://goo.gl/OSW8Ap
- Identical diesel engine and transmission combinations are used in all respective 250/2500 and (350/450)/3500 series trucks.
- The respective brand frames for 250/350/450/2500 and 3500 are identical.
- The respective drive shafts for the 250/350/450/2500 and 3500 are identical.
- STRIKE: The respective differentials and axles for the 250/350/450/2500 and 3500 are identical. (After additional review on a different parts website, there could very well be differences between SRW and DRW axle assemblies.) Recalling from memory of past reading, I don't think that would make any difference in the overall capability between the two. From what I've read, these assemblies are rated much higher than what the auto makers limit them too.) Any additional input on this is welcome.
Discussion:
Now, if all these respective vehicles have the same common powertrain combination as referred to above, the question to be answered is: What prevents the 250/2500 from having the same towing capacities as the respective bigger brothers?
By reason of deduction, what’s left in the powertrain is the gear ratio, brake assemblies, wheels, tires and an important load bearing component, the springs.
Therefore, is it not reasonable to conclude that one of or a combination of the remaining components are responsible for lower tow ratings for the 250/2500 vehicles?
Is it not also reasonable to accept that if these remaining components were replaced or modified, the 250/2500 would be equally capable of towing the same weight as its respective big brothers?
If the answers are yes to the above questions, please explain the reason that using the ASHS is not a reasonable option for owners of 250/2500 vehicles to tow heavy trailers equal to the ratings on respective big brother vehicles.
******************************************
I’ll start with the first response.
Without aftermarket modification, the late model stock Ford F250 is not a candidate for using the ASHS. This is due to the gear ratio limitation. The F250 Power Stroke comes only with a 3.55:1 gear ratio. I recommend nothing less than 3.73:1.
And one final note, I have edited my article on the Automated Safety Hitch System reflecting my recent research. Click here.
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