hey cummin, i gotta ask you about this statement, my '07 has 3.73, i am able to tow 13,500 lbs with this ratio, i will, in the near future change to 4.10, this will enable me to tow at 15,500 lbs, i will make a gain of 2000 lbs, to me that is well worth the time and cost involved to make such a change. i am also staying with the same size tire, maybe up it one size to 240 from 235, but that is the only change i'll make.

now with this info i have just given you does your original statement still stand in may case, thanks for your time.

 

Where are you seeing this 2K difference in tow rating?

What are the specs on your truck? SRW, DRW, 2500, 3500.

That's a huge difference when you're only talking about 200 - 250 rpm's.

 

drw, quadcab, 3500. 5.9, 48re, longbed, 4x4,posi,i had the list on my 'puter, it was an r.v. forum and the tech page gave all the ratings, my computer took a **** and i lost all the stored info, i'm trying to find it as we type.

i just found it, i think you should be able to find the differing pulling weights by scrolling down to dodge.

http://www.trailerlife.com/towratings/07towratings.pdf

 

thanks for the input fellas! i guess in about a year or so i'll do gears... first i want a quad!!!

 

Is it just me or that thing a pain in the but to weed through.

I can't tell if that is giving base ratings vs. max ratings.

One thing I would suggest is to download the Dodge Body Builders Guide for 2007. It available right on the website and has every ounce of technical data on the trucks.

I'm not doubting you, I've been wrong many times before and I'll be wrong many times again, but 2K with a gear swap sounds a bit excessive.

 

could i re use my factory lsd?

 

hey cummin, thanks for the site, we are both talking the same language, this tells how the highera ratio is, the more acceleration you have, that is the essence of the towing guide. the guideline is, and this is rough off the top of my head, from a dead stop, a vehicle has to achieve a certain speed, on a certaingrade, in a certain time. this is where i would gain a 2000lb increase in fiver size with the rear end change.

On rear-wheel-drive vehicles, rear-axle ratio is an

important part of a successful towing equation. It is

expressed as a ratio between the driveshaft revolutions

per minute and the rear axle's revolutions per minute. It is

always given as a numerical shaft expression like 4.1:1.

This means the small pinion gear at the end of the drive

shaft must rotate 4.1 times for every single rotation of the

rear axle / shafts.

Each rear-axle ratio in the spectrum of those offered has a

plus and minus. A ratio that is "low" in the number of drive

shaft rotations for every axle rotation results in lower

engine rpm and in better fuel economy, longer engine life

and quieter running. But it won't be good for quick

acceleration, climbing grades, carrying loads or pulling a

trailer.

A "high" ratio, one with a high number of drive shaft turns

like the 4.1:1 example above, is better for quick

acceleration, climbing grades, carrying loads or pulling a

trailer. However, it results in lower fuel economy and is

noisier when running at high vehicle speeds.

For any application, it is best to determine a ratio that will

enable your Dodge vehicle to pull a trailer with the engine

operating closest to its optimal power range - where peak

torque and peak horsepower meet on the engine power

curve chart. This maximizes power, efficiency fuel

economy. It is best to determine a ratio that will give good

trailer towing power without handicapping non-towing

performance too severely.

 

[align=left]For any application, it is best to determine a ratio that will[/align][align=left]enable your Dodge vehicle to pull a trailer with the engine[/align][align=left]operating closest to its optimal power range - where peak[/align][align=left]torque and peak horsepower meet on the engine power[/align][align=left]curve chart. [/align][align=left]?????????[/align][align=left][sm=wtf.gif][/align][align=left]who wrote this???? First of all, PEAK torque, & PEAK power NEVER meet!!![/align][align=left]2nd, where the torque curve & power curve converge is always going to be @ 5252 rpm.[/align][align=left]Not only is this outside the operating range of a CTD, it most definitly will not yield the best fuel economy in a gasser. [/align]


[/align]

 

it is on this dodge site, scroll down to towing basics.

http://www.dodge.com/bodybuilder/2007/intro.pdf

 

Thanx...I just read it.
It is just great that my own company (Chrysler LLC) is spewing out this kind of crap, Inaccurate, confusing information to our customers.
Probably written by some engineer who's never even seen an engine Dyno.


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