Impressive that Ram responded to your TH-cam channel so quickly, made a firmware fix, and sent their head engineer to explain the issue. That’s a big deal. Congrats!
@@joeb2588almost dead? Strange because I’ve been across the country with my Ram and dealers are alive and doing well. People in service and sales buying vehicles.
Personally, I didn’t think the RAM failed. Hot idle oil pressure was low by a pound or two, but not detrimental as the engineer stated. It towed the load up the hill without de-rate.
Agreed, anyone who has a basic knowledge of how a engine works knows that this test was far from a fail, if there was a true lack of oil pressure one would pretty much instantaneously there was a problem!!!
The hurricane might be a gem but that doesn't mean buyers should flood the market. Always give a new power train time to prove itself before buying. You can see this with ecoboob 3.5, tubdra 5.7, Tundra 3.5, etc.
Yes, but oil for modern vehocles is so thin that low oil pressure is more likely to occur at higher temperatures. So the modern engine design is actually more likely to cause this issue.
That’s what I’m talking about, engineers watching independent testing videos and going back and double checking their work and fixing it, shout out to Ram for taking the time to explain and fix the bugs to create a better product and shout out to TFL for doing awesome and brutal tests that put a real stress to these vehicles so the consumer can know what to choose, thanks guys, by the way I’m still in if you guys plan to open TFL Mexico 😂.
@ Well I guess if the fuel gauge for some reason doesn’t work and you run out of fuel, it doesn’t wreck your engine but if the oil level sensor doesn’t work for some reason and the engine runs dry on oil,,,,,, how well do you think it’d survive?
Love this story, that Ram was able to figure out what happened and fix it this quickly is impressive. Would love to see a repeat torture test to close the loop.
I don’t think that saying it failed the test is really accurate. It made it up without derating, though it did give a low oil pressure warning afterwards that went away. But that doesn’t change the fact that it made it up without derating during towing and the Chevy and ford didn’t.
A great reply from the manufacturer to the issue found. Gotta admit, it did make it all the way to the top and was done with the climb when it happened. Not bad at all.
Great to see Ram engaging with real truck users. Yet everyone on YT with their cheesy “Ram has collapsed” “Ram is out of business” this is the world we live in. 🤦🏻♂️
I'm really impressed that A) Alan and his team watched your video, and B) they went back and recreated it and fixed it C) that Alan was super interested in what Andre had to say. Very very impressive!!
FANTASTIC INTERVIEW!! Thank you so much for providing these detailed insights into engine construction, oil etc. etc.! Alan is such a sympathetic and knowledgeable guy! Andre and him make up the perfect interview partners for truck enthusiasts! Thanks again and many greetings from Germany 🇩🇪 (RAM Classic 5,7 Liter HEMI)
Andre and TFL, this is very impressive. You guys in your extreme tests have helped to make this truck better. This software change wouldn’t have happened without “The Toaster”. We need to see HD trucks on the toaster, specifically the Ford, maybe that EOG F350 6.7HO you guys borrowed for Moab. 😎
Kudos to Ram for watching this and stepping up. Really Ram, much respect from a long time mechanic, gearhead, and military test technician! I hope more Engineers from different manufacturers speak up about problems and just be more involved with the public. Regardless of make, this just makes me happy!
It’s easy for people to forget.. but in 03 when the hemi dropped with 345hp all the other trucks at the time were 225-250hp trucks lol.. it was a massive leap in power back then..
The 5.3l in my previous 2004 Silverado was rated at 289hp so the Hemi was a big step up in power. Never owned one though, I always disliked how fat and chunky the hood was compared to the older model from previous years. The newer hood and grille design still looks much nicer than those fat chunky models.
@@leecrumble3921 Indeed, the Turbo-4 in my 2020 Silverado is rated for 310hp which is good for a small four cylinder. Imagine stuffing one into an older S10 pickup. But people are just nuts for high HP in these small engines and then complain when they fail pre-maturely. The 2.7l Eco Boost in the Ranger is a biggest offender of this IMO. The Hurricane HO is pretty nuts too, putting out 500hp in a 3.0l inline-6.
@@leecrumble3921that’s why when people knock the power of the 3.6 they forget that was more than some V8s in late 90s early 2000s. For 90% of truck owners the 3.6 performs just fine
@@Slane583the 2.7 eco boost is pretty stout and reliable. That scoots in a ranger, i would have gotten in a lot of trouble back in the day if they made a 2wd regular cab with that motor
@@CS-zz2bf As much as I like my Silverado's 2.7 Turbo-4 I don't really trust its' long term reliability either along with the 2.7 EcoBoost. GM doesn't have a positive track record for reliable 4 cylinders. But it's what I have, it runs great and it'll get regular maintenance as needed to help make it last. I don't know if it had any of the v6's in it. But when my Silverado was at the dealer for recall work I got a Ranger as a rental. It was VERY peppy. Problem is it was during winter and being it was a rental the tires were garbage on it. So it also felt very unsafe to drive with how sensitive it was. Since I'm used to a Silverado I also wasn't fond of how cramped it felt inside. It's not a bad truck it's just not for me. I've watched a few bad 2.7l EcoBoost's get torn down and it's amazing how beefy they are internally. So it always surprises me how Ford hasn't sorted everything out. Some have gotten to 100K+ miles with no issues and others had engine failure at 40K miles. I guess it's just like anything.
Thank you for arranging this interview. I thoroughly enjoyed hearing what the engineer had to say. You can tell him that a purchased a Ram Warlock last month and his responses regarding oil pressure and turbocharger durability addressed several of my concerns about the engine and reassured me about the quality of engineering that went into my truck. Please let him know I appreciate the insight.
Dear Roman, I do remember that commercial. I bought one. 2003 blk 4x4 1500 quad cab with a Hemi V8 on 35's The most powerful V8 in the 1/2 ton line up. Drove the heck out of it towing 4 wheeling etc.. 114,000 trouble free miles. Friend still drives it. Bought me a new truck. My dream truck since i test drove one with my dad in 1977. The first 4x4 truck. The combat proven power wagon. My truck is almost a decade old with a 392 Hemi V8. 36,000 miles so i'll be living the good old days for quite sometime. Can always rebuild the engine, buy a crate engine if i don't want a small turblow in a new one.
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Considering now bad people are with maintenance, the new turbo engines will cost people a fortune in neglect required repairs. Great to see RAM respond so quickly!!!!!
It makes complete sense. A couple hundred rpms make all the difference in oil pressure. I trust that guy's commitment to making a good product. He seems very dedicated.
Thanks for bringing on the Engineer from RAM and getting a fix so quick! From the end of the video, my one main note on the cybertruck, great payload loaded my friends with 8 railway ties no problem. Main issue, no visibility in roundabouts! Same friend let me take it for a drive here in Carmel IN, we have over 150 roundabouts just in Carmel let alone the county, and the weird triangle A pillar blocks the approach view on the roundabouts.
Props to Ram for publicly addressing opportunities the community finds. Bad news is Tesla (and even Rivian) have displayed a long track record of doing this type of calibration in my driveway while I sleep. Cybertruck will keep getting better the longer you own it and it's already damn good. I love seeing Roman just try to spew out all of his reasons for loving cybertruck. It is too hard to rattle off the list of features, capabilities or cleaver engineering that just put it in a different league.
Andre is correct. The Toyota 5.7L had camshaft snapping issues leading to engine replacement. The million mile tundra required cylinder heads replaced and like 3 sets of the timing system so basically just the bottom end went 1M miles AND it wasn't the 5.7L.
I know head gaskets on the 5.7 wasn’t there a 4.7 that went a million miles. These turbo engines are a trend that need to end. The cam issue on the 5.7 tundra was early production. Talking turbos I heard Toyota bays are filled with turbo tundra n taco junk.
Put the dipstick back!! Having the sensor is all nice and great, but most people that own trucks are hands-on and want to look at their own oil. Not just to check the level, but look at the color, smell it etc.. If you’re a guy/feller, you may even want to taste it 😉
COLOR of oil does not tell you the condition of the oil! ALL Oil Companies put some color of DYE in the oil, so some oils will look darker than others. There use to be an oil called "ROYAL PURPLE", where the oil was a PURPLE color when new! I don't know if it is still available.
@@wayneowen5864 Royal Purple is as common place as Mobil-1, so yes it is still around. If anything it has become more popular in recent years rather than being that mythical "purple oil" only seen on the hot-rod building shows on tv.
@@wayneowen5864 that’s BS buddy. For those of us who change our own oil and know what color it was going in, it absolutely matters what color it becomes and is important to watch that as you check over the next few thousand miles.
@@fabrian78 Sorry to dispute you, but Color oil does not tell you the condition Go change the oil in a DIESEL truck, and drive it 100 miles and look at the color! It will be black! BTW, I do change the oil in ALL my vehicle's myself.
@@wayneowen5864 We’re not talking about a diesel here.. oil changes color because of blow-by and inert gas (as well as condensation if excessive) mixing with oil over time. Oil that’s used in a manual transmission, for example, will never change color. The more oil DARKENS and SMELLS of GAS , the less protective it is. Argue all you want, this is a fact.
Great Job TFL for having a great reputation and the fact the Stellantis Engineers are watching AND Responding. I have a 2021 Ram Hemi. Watching to see which new truck I buy next.
Wow, great video! Great questions TFL. I love how you even got Ram to look into the poor downhill performance down the IKE. Got to give Ram credit for addressing issues and concerns with the new powertrain.
good video nice to be able to talk to Engineers with direct questions and get some answers, most truck owners at sometime will overload and overwork their trucks nice to know they will hold up.
Traditionally, turboed ICEs has to run richer fuel air ratio to manage detonation from the higher pressure and heat. Not sure how these modern ones operate with regards to this.
And the GM V8s are WAY worse and slower towing. I’ve towed with them all. The 5.3 is an absolutely terrible towing engine and the 6.2 isn’t much better. This 3.0 and the ecoboosts eat their lunch.
At the end of the day I just want external oil coolers on these turbocharged trucks. Once the coolant is heated up the heat exchanger trying to cool the oil can’t keep up.
Well ill say im happy they responded and made a change. Dont like software fixing low oil pressure but we are in a new world. The good news is sensors last forever and "truck" engines dont use oil...
My 2020 BMW only has the sensor and no dipstick, so must be a European thing to think people don't want or need one. I would prefer a dipstick, because in order to check my oil I have to drive for at least 20 minutes before it will let me, wonder if the Ram is the same.
Very impressed with Ram reaching out. TFL has become a benchmark for pick up truck testing. Hopefully all automakers take TFL’s tests into consideration for present and future vehicles.
You keep saying it didn't make it, but it did, and Ford and Chevy didn't. You actually drove it home afterward. You should rename this video to "Ram 1500, which made the torture test, but the oil pressure light came on afterwards. What happened?"
@@1FiftyOverlandYou haven't watched all the challenges, you don't know .Because you would know what happened Ram arrived without problems and the engine did not overheat it should not have turned off the engine this shows a lack of knowledge especially the turbo which needs time to cool down that is why you do not turn off the engine immediately this way the life of the turbine is shortened...
The hurricane sounds like a good name bc hurricanes are powerful. Thinking deeper into that they also cause major damage and a lot of repair cost to lots of people 🧐. We will see what name they live up to.
@@jamespenner1412 I hope I’m wrong to, I know most manufacturers have had their issues with the smaller displacement turbos and with them just switching over maybe they can get it right early on. I’m just bummed everyone is moving away from the V8. I just purchased a 2024 f150 V8 bc I’m afraid they will be gone soon. Just came from 2 3.5 ecoboost f150s and I’m loving the V8 even though they have less hp and torque
I wish you guys could address engine durability from an added angle. Nice that the trucks survive the testing today. But, what can the consumer expect in 10 years? I am a mass consumer of trucks. I buy a new one about every two years. Durability shouldn't really matter that much, but my decision to buy is based on my perceived durability over time of what I am buying. I have been around a long time and some old adages are at play. Simplicity makes for better durability. That is why I have been a fan of the big V8's. Turbo's, complex emissions systems, etc. etc. have come a long way. In the past, they were the fail points of the engine. What can we expect out of them today? I really really wish you would ask the engineers what a consumer that uses a truck as a truck could expect for longevity out of these new motors. I understand that question has a lot of variables, but this is one of the answers we will never get straight from the dealer. It would be great to know what the engineers are expecting out of their products when they are in the field.
He said the new spray cast/plasma cast liner in the cylinders showed practically no wear on engines that were run full throttle for hundreds of hours on their fancy stress dyno (average customer spends 30 minutes at full throtte in a lifetime). You might have to replace bearings or rings at some point but it wont be serious machine work like boring or honing the cylinder block. I wouldn't be surprised if you seen 2 million mile hurricane engines.
I watch all the videos but I normally don't comment but I'm very impressed with RAM. In the future, if possible, I would love more info directly from the brands to see how they defend themselves when you introduce issues.
I agree, the dipstick elimination was not for the customer that does not look at the dipstick it was a cost cutting move. Sensors fail, how many dipsticks have you seen fail. I call BS that the dipstick was removed for the customers benefit!
As a retired Chrysler powertrain engineer I don't see a need for dipsticks. Most people don't check their oil anyway. A low oil level message is most likely more effective but most people would even ignore that.
@@davidzelkowski9948 This type of engineering thought process might be why in general CDRJ has a host of problems in the automotive industry. The attitude that we the engineers and marketing know what the customer needs instead of what the customer wants! The customer pays the wages of the employees not the engineers or marketing! We will see how these engineering/marketing decision work out for CDRJ! I predict, not very well.
That's cause your one of the rare breed like myself and those who watch this channel. That check and want that. Unfortunately we're a large minority. Most people I've talked to that we're close family or friends don't. I met many who I've checked the oil for. Many who literally aere stuck on going tens of Thousands of miles over the oilf change interval based off some I'll conceived notion. Many who never appreciated just how important the oil is. So from a manufacturers standpoint. Why waste money constructing something that few people use. If you give them a warning it's low or to change it especially. And I am not defending it. I want a oil dipstick. But I am open minded enough to know why they aren't. And I got put some of the otus on the people.
While you had him, you should have asked the engineer when they're going to give us a 1/2 ton Power Wagon or at least a Rebel with a front locker. Oh, and maybe a long bed version of those since there are a few guys like me out there who don't give a hoot about approach, departure or breakover angles.
Really enjoyed the video and feedback from Ram engineer. I will say as far as transmission shift strategy, that overly aggressive downshifting in tow/haul could be a handful when towing on slick roads, perhaps this hurricane wouldn't have the deceleration ability to cause issues there, but I know in some other diesel trucks it can cause some traction issues and really surprise you when you tap the brake and it downshifts to near red line. Solution , don't leave it in tow/haul on snowy roads I guess, which is what I do, but it was a learning experience. Also I think heavy towing on slow twisty mountain roads is a great test! Many people do this especially with campers. A friend of mine pulled a relatively light camper for the trucks capability and had multiple trans over temp issues. I suspect it was to slow for the torque converter to lock up, but dissapoining non the less. Thanks
Great interview and thanks to Chrysler for doing this. I really do not like vehicles that don't have a dipstick. With a dipstick you are not just looking at oil level but you can see oil condition first hand. The general opinion is vehicles are not as long lived, durable and certainly not as easy to maintain over the long term.
I really appreciate how Ram stepped up to not only address the problem but then come one and speak to what the cause was and how the addressed it. Speaking personally I’m very happy to own a turbo engine vice a V-8 when it’s properly engineered. Look at all the problems Ford has had with the 3.5 ecoboost as an example of when it’s not. Of course in fairness. The Hemi with cam/lifter issues and the GM 6.2 haven’t been problem free either. If there was an option to order a boosted engine in a HD truck with equal or greater power and torque compared to the standard gas offering I’d check that box in a heartbeat. I do find it interesting that Ford for example developed the Godzilla at great expense Vice offering a version of the 3.5 Ecoboost as they don’t feel that engine would be reliable enough for the working end of the HD truck market. Which I do wonder what percentage of gas HD truck sales or for working vice personal trucks. Maybe they are catering to the wrong market? Yes the Cybertruck is an innovative product. But in my opinion a lot of it is innovation for the sake of innovation they haven’t actually made the truck better. And sometimes with highly evolved and mature products like trucks it’s very hard to make a significant leap forward. It becomes a process of evolution rather than revolution.
Great video and proof that some businesses pay attention to feedback. Would love to see a conversation about engine idle times for turbo vehicles. Hard to get information from out of anyone on how to avoid coking the turbo. Especially on new engines that idling is plugs up emissions. Would love to see if time is really the target like in owners manuals or if there is a temperature target somewhere.
If you’re towing heavy in these turbo trucks, it would be worth going up to a 40/50 wt oil. I wouldn’t hesitate to run a 15w-40 or even a 15/20W-50 (if it’s 100* and you’re pulling max tow).
This was a great video that proves TFL is doing good work that the consumer will benefit from. Good job Ram for being responsive but I believe your research is flawed RE: dipsticks. Truck owners are different so for goodness sakes bring them back on your trucks.
I have the HO version and don't notice the turbo lag much at all. The city fuel economy is less than my 2023 Hemi but it appears to be better pulling my camper. I haven't run the numbers to verify that though. It is quieter and smoother than the Hemi but I do miss that exhaust rumble. So far I'd prefer the Hemi but don't regret getting the turbo six so far. The truck is fast for sure.
i think its unlikely that the big diesels are going to get smaller in displacement. what i think is much more likley is that alternative/complimentary power sources start to get explored, e.g. "range extenders", hybrids, etc. Personally, id love to see what a big range extender truck looks like -- in essence thats what a modern locomotive is :)
Would be nice to bring back a dipstick and be able to run just a tad heavier weight oil especially for severe use like towing in hot weather. Even a 0W30 oil would have better film strength and not get too thin in hot temps but still be thin enough to get everywhere it needs to be in the engine/turbos.
I was surprised when the engineer said the cummins exhaust brake was designed into the engine and would be too expensive to develop in the gas engine. It's always been my understanding that the exhaust brake was accomplished using the variable geometry turbo. Seems like the hurricane being a turbo engine it could just be programmed into the truck.
Great video, but something was touched on that I would have liked to see discussed more. I've seen too many serious accidents as a result...(I'm hoping Roman, Andre or ? will ask the engineers in the future) I did especially enjoy the interview with Alan Falkowski, Stellantis's chief engineer on the development of many of their new engines. What I have an issue with is how the entire industry has not standardized in handling descending mountain grades when in tow/haul mode. The only consistently safe way to descend a mountain is to save the service brakes for slowing down. The problem is most drivers are not aware how the service brakes quickly become extremely hot if used to maintain descent speed. As a result the vehicle's ability to stop in an emergency is severely reduced. When in tow/haul mode, the vehicle should automatically do what it can to maintain descent speed without the use of the service brakes. Some vehicles do this, but not many. Most either only help a little or do nothing. What we should be asking for is, while in tow mode and the gas pedal or brake is released, the vehicle's computer should automatically take note of the speed and if it increases, it should automatically select a lower gear. If the speed continues to increase, it should again select a lower gear. If the computer finds that there is not enough engine braking and the next gear reduction would cause the engine to rev past its redline, it should display a message stating something like "Unable to maintain decent speed. Slow down!". At this point the driver would use the service brakes to slow the vehicle. While slowing, when it can, the computer would select the next lower gear and turn off the warning message. When the brake pedal is then released, the computer would again try to maintain the new descent speed and again prompt the warning message if the speed increases and unable to select a lower gear. Having the vehicle automatically maintain descent speed is most important when towing/hauling, but a slightly less aggressive effort could be also used when not in tow/haul mode. I've spoken to many people I've seen riding their smoking brakes down mountains and many of them think they are doing a great job balancing their very hot brakes and being able to maintain descent speed. They don't even think about the fact that they wouldn't be able to stop in an emergency. Why modern vehicles don't automatically manage mountain pass descend speed while towing makes no sense to me. I don't live in a mountainous region, but while on trips to the mountains I have personality witnessed 3 serious accidents (one was a family with three children and their brakes were too hot to slow for a corner; it was bad...). I've also personally seen many hundreds of smoking brakes as a result of service brakes being used to maintain descent speed. The reality is 1000s and 1000s of tow vehicles being unable to quickly stop and many serious accidents have and will occur as a result of brakes being too hot maintaining decent speed. This shouldn't be happening with modern vehicles that already have ALL of the hardware needed and they just need a bit of software. We should be talking (and complaining) to automotive engineers... You guys at TFL are actually in a perfect position to discuss this with the engineers designing these systems and potentially save many families on vacation from serious accidents.
When I got my 2020 Silverado back in August of 2020 I was disappointed at first when I found out it had the 2.7l Turbo-4 in it because my previous 2004 Silverado had the 5.3l v8. So I was hoping to get another truck with the same engine. Sadly being that it was the year 2020 there were slim pickings as far as truck choices went on the dealers lot and anything that had good specs were well out of my price range. After having it for four years I've come to like the 2.7l Turbo-4 quite a lot. It does what I need it to do perfectly fine which is driving around when I need to go somewhere and haul stuff when we need to bring something large home. We only have a light duty 2,000lb trailer and it pulls that just fine. So I technically don't need anything bigger. Aside from some sensors that failed and needed replacing that's about the extent of my problems. Luckily they were under warranty and were replaced for free. I don't travel a lot or do a lot of driving so I have less than 22,000 miles on it. So I can't speak for long term reliability. Either way when oil changes are needed it's going to keep getting the best oil I can get my hands on. So that should help out along with any other needed maintenance.
I’d say the Ram didn’t fail. The warning came on after they were stopped and parked and it was a warning light that the stupid thin (epa/cafe forced) oil got even thinner at a higher temperature.
Hi TFL can you please make a video showing us how to change the oil on the Hurricane engine with no dipstick? I think it would be huge for anyone interested in this vehicle and like me , has never done an oil change without a way to check the level. Thank you
Do a show on XL Fleet hybrid HD trucks. I have suggested this several times. I have info on their F150 3.5L xl fleet full hybrid vs F150 Powerboost vs. F150 3.5L. You'll be amazed.
I intend to buy a 2025 Ram Bigfoot 4x4 with the SO engine and I’m concerned about longevity. I would have liked the engineers to talk on what engineering has done to make this SO Hurricane live a long life. My The 1st and 2nd Ecodiesel 4.0 is notorious for premature destruction. I own a 2016 Ecodiesel and the anxiety not knowing when the engine will break is my motivation to trade it in for the Ram 1500 SST.
The one thing these manufacturers could do to help the down hill is to program the truck so that when it down shifts under braking down hill to not up shift until you put your foot back on the accelerator pedal I have noticed that all of the new trucks you guys have testing the last four years or so all upshift as soon as let off the brakes which defeats the purpose of grade shifting
Battery packs are just fundamentally at odds with the function of heavy-duty pickups/medium duty trucks/tractors. They are very heavy, and the point of those vehicles is to be able to load the axles and pull lots of weight. The battery pack on a functional range HD pickup would be like 5-10x the weight of 50 gallons of diesel. Not nearly enough to compensate on the weight savings over the engine. The other side is that extremely power-dense engines also don't work, because they will self-destruct way too quickly. To any extent these problems are fixed with R&D, great. But the gulf is huge and not apparently closing.
Engines are just air pumps at the end of the day, NA or forced induction. Therefore, "big piston" engines require more work just to pump air in and out of the cylinders and therefore can be used to "work to slow down the vehicle." Turbos also have parasitic losses but no like much larger (40% plus) displacement emgines.
Great video!! Very well explained by TFL and the Ram engineer!!
Glad you liked it!
Impressive that Ram responded to your TH-cam channel so quickly, made a firmware fix, and sent their head engineer to explain the issue. That’s a big deal. Congrats!
Not bad for a company almost dead. Don't get me wrong, I'd like a Ram with the 3.6 v6, not the Hurricane, but they are hurting so bad as a whole.
@@joeb2588almost dead? Strange because I’ve been across the country with my Ram and dealers are alive and doing well. People in service and sales buying vehicles.
@ernestoarango7127 look. I like the Ram truck. Stellantis has really hurt then. I'm not bashing but they Fiat Chrysler is not in good shape
@@joeb2588A none turbo inline six with dual injection would be great and with a oil dipstick.
@simonbrunet5605 you are asking for a modern 4.0 jeep engine.
Personally, I didn’t think the RAM failed. Hot idle oil pressure was low by a pound or two, but not detrimental as the engineer stated. It towed the load up the hill without de-rate.
This 👆
😂😂
Agreed, anyone who has a basic knowledge of how a engine works knows that this test was far from a fail, if there was a true lack of oil pressure one would pretty much instantaneously there was a problem!!!
The hurricane might be a gem but that doesn't mean buyers should flood the market. Always give a new power train time to prove itself before buying. You can see this with ecoboob 3.5, tubdra 5.7, Tundra 3.5, etc.
Yes, but oil for modern vehocles is so thin that low oil pressure is more likely to occur at higher temperatures. So the modern engine design is actually more likely to cause this issue.
Ram passed the test and just had hot oil at idle when you stopped.
That’s what I’m talking about, engineers watching independent testing videos and going back and double checking their work and fixing it, shout out to Ram for taking the time to explain and fix the bugs to create a better product and shout out to TFL for doing awesome and brutal tests that put a real stress to these vehicles so the consumer can know what to choose, thanks guys, by the way I’m still in if you guys plan to open TFL Mexico 😂.
Nice to see that Ram reached out. They need to bring the dipstick back tho!
true.....them nixing that was a dipstick move...
Yup. That is a literal show stopper. I'd never buy an engine without a dipstick.
The electronic device tells you when you need to add oil. Trust the new technology
Do you check your fuel level with a lipstick? Dipsticks are a relic; time to move on.
@ Well I guess if the fuel gauge for some reason doesn’t work and you run out of fuel, it doesn’t wreck your engine but if the oil level sensor doesn’t work for some reason and the engine runs dry on oil,,,,,, how well do you think it’d survive?
Love this story, that Ram was able to figure out what happened and fix it this quickly is impressive. Would love to see a repeat torture test to close the loop.
There is no loop. The truck passed
I don’t think that saying it failed the test is really accurate. It made it up without derating, though it did give a low oil pressure warning afterwards that went away. But that doesn’t change the fact that it made it up without derating during towing and the Chevy and ford didn’t.
A great reply from the manufacturer to the issue found. Gotta admit, it did make it all the way to the top and was done with the climb when it happened. Not bad at all.
Yes it made it to the top.
Great to see Ram engaging with real truck users. Yet everyone on YT with their cheesy “Ram has collapsed” “Ram is out of business” this is the world we live in. 🤦🏻♂️
I'm really impressed that A) Alan and his team watched your video, and B) they went back and recreated it and fixed it C) that Alan was super interested in what Andre had to say. Very very impressive!!
FANTASTIC INTERVIEW!! Thank you so much for providing these detailed insights into engine construction, oil etc. etc.!
Alan is such a sympathetic and knowledgeable guy! Andre and him make up the perfect interview partners for truck enthusiasts!
Thanks again and many greetings from Germany 🇩🇪 (RAM Classic 5,7 Liter HEMI)
Andre and TFL, this is very impressive. You guys in your extreme tests have helped to make this truck better. This software change wouldn’t have happened without “The Toaster”. We need to see HD trucks on the toaster, specifically the Ford, maybe that EOG F350 6.7HO you guys borrowed for Moab. 😎
Kudos to Ram for watching this and stepping up. Really Ram, much respect from a long time mechanic, gearhead, and military test technician!
I hope more Engineers from different manufacturers speak up about problems and just be more involved with the public. Regardless of make, this just makes me happy!
It’s easy for people to forget.. but in 03 when the hemi dropped with 345hp all the other trucks at the time were 225-250hp trucks lol.. it was a massive leap in power back then..
The 5.3l in my previous 2004 Silverado was rated at 289hp so the Hemi was a big step up in power. Never owned one though, I always disliked how fat and chunky the hood was compared to the older model from previous years. The newer hood and grille design still looks much nicer than those fat chunky models.
@@leecrumble3921 Indeed, the Turbo-4 in my 2020 Silverado is rated for 310hp which is good for a small four cylinder. Imagine stuffing one into an older S10 pickup.
But people are just nuts for high HP in these small engines and then complain when they fail pre-maturely. The 2.7l Eco Boost in the Ranger is a biggest offender of this IMO. The Hurricane HO is pretty nuts too, putting out 500hp in a 3.0l inline-6.
@@leecrumble3921that’s why when people knock the power of the 3.6 they forget that was more than some V8s in late 90s early 2000s. For 90% of truck owners the 3.6 performs just fine
@@Slane583the 2.7 eco boost is pretty stout and reliable. That scoots in a ranger, i would have gotten in a lot of trouble back in the day if they made a 2wd regular cab with that motor
@@CS-zz2bf As much as I like my Silverado's 2.7 Turbo-4 I don't really trust its' long term reliability either along with the 2.7 EcoBoost. GM doesn't have a positive track record for reliable 4 cylinders. But it's what I have, it runs great and it'll get regular maintenance as needed to help make it last.
I don't know if it had any of the v6's in it. But when my Silverado was at the dealer for recall work I got a Ranger as a rental. It was VERY peppy. Problem is it was during winter and being it was a rental the tires were garbage on it. So it also felt very unsafe to drive with how sensitive it was. Since I'm used to a Silverado I also wasn't fond of how cramped it felt inside. It's not a bad truck it's just not for me.
I've watched a few bad 2.7l EcoBoost's get torn down and it's amazing how beefy they are internally. So it always surprises me how Ford hasn't sorted everything out. Some have gotten to 100K+ miles with no issues and others had engine failure at 40K miles. I guess it's just like anything.
Thank you for arranging this interview. I thoroughly enjoyed hearing what the engineer had to say. You can tell him that a purchased a Ram Warlock last month and his responses regarding oil pressure and turbocharger durability addressed several of my concerns about the engine and reassured me about the quality of engineering that went into my truck. Please let him know I appreciate the insight.
Good interview. It verifies that TFL is on the right track in their truck tests.
Dear Roman, I do remember that commercial. I bought one. 2003 blk 4x4 1500 quad cab with a Hemi V8 on 35's The most powerful V8 in the 1/2 ton line up. Drove the heck out of it towing 4 wheeling etc.. 114,000 trouble free miles. Friend still drives it. Bought me a new truck. My dream truck since i test drove one with my dad in 1977. The first 4x4 truck. The combat proven power wagon. My truck is almost a decade old with a 392 Hemi V8. 36,000 miles so i'll be living the good old days for quite sometime. Can always rebuild the engine, buy a crate engine if i don't want a small turblow in a new one.
Considering now bad people are with maintenance, the new turbo engines will cost people a fortune in neglect required repairs.
Great to see RAM respond so quickly!!!!!
This was great. Good to know that Ram fixed it. Good work TFL!
As somebody who works in quality assurance, I enjoyed this conversation with him.
It makes complete sense. A couple hundred rpms make all the difference in oil pressure. I trust that guy's commitment to making a good product. He seems very dedicated.
Thanks for bringing on the Engineer from RAM and getting a fix so quick! From the end of the video, my one main note on the cybertruck, great payload loaded my friends with 8 railway ties no problem. Main issue, no visibility in roundabouts! Same friend let me take it for a drive here in Carmel IN, we have over 150 roundabouts just in Carmel let alone the county, and the weird triangle A pillar blocks the approach view on the roundabouts.
Props to Ram for publicly addressing opportunities the community finds. Bad news is Tesla (and even Rivian) have displayed a long track record of doing this type of calibration in my driveway while I sleep. Cybertruck will keep getting better the longer you own it and it's already damn good. I love seeing Roman just try to spew out all of his reasons for loving cybertruck. It is too hard to rattle off the list of features, capabilities or cleaver engineering that just put it in a different league.
The cybertruck is great until the rear towing hitch falls off towing a heavy load as Whilstling Diesel exposed ! 😂
WOW, Ram did what they should. What about Ford? Great job TFL!
Andre is correct. The Toyota 5.7L had camshaft snapping issues leading to engine replacement. The million mile tundra required cylinder heads replaced and like 3 sets of the timing system so basically just the bottom end went 1M miles AND it wasn't the 5.7L.
I know head gaskets on the 5.7 wasn’t there a 4.7 that went a million miles. These turbo engines are a trend that need to end. The cam issue on the 5.7 tundra was early production. Talking turbos I heard Toyota bays are filled with turbo tundra n taco junk.
5.7 has tons of issues with warping block that can not always be fixed and you sometimes have to get an entirely new engine.
Put the dipstick back!! Having the sensor is all nice and great, but most people that own trucks are hands-on and want to look at their own oil. Not just to check the level, but look at the color, smell it etc.. If you’re a guy/feller, you may even want to taste it 😉
COLOR of oil does not tell you the condition of the oil! ALL Oil Companies put some color of DYE in the oil, so some oils will look darker than others. There use to be an oil called "ROYAL PURPLE", where the oil was a PURPLE color when new! I don't know if it is still available.
@@wayneowen5864 Royal Purple is as common place as Mobil-1, so yes it is still around. If anything it has become more popular in recent years rather than being that mythical "purple oil" only seen on the hot-rod building shows on tv.
@@wayneowen5864 that’s BS buddy. For those of us who change our own oil and know what color it was going in, it absolutely matters what color it becomes and is important to watch that as you check over the next few thousand miles.
@@fabrian78 Sorry to dispute you, but Color oil does not tell you the condition Go change the oil in a DIESEL truck, and drive it 100 miles and look at the color! It will be black! BTW, I do change the oil in ALL my vehicle's myself.
@@wayneowen5864 We’re not talking about a diesel here.. oil changes color because of blow-by and inert gas (as well as condensation if excessive) mixing with oil over time. Oil that’s used in a manual transmission, for example, will never change color. The more oil DARKENS and SMELLS of GAS , the less protective it is. Argue all you want, this is a fact.
Great Job TFL for having a great reputation and the fact the Stellantis Engineers are watching AND Responding. I have a 2021 Ram Hemi. Watching to see which new truck I buy next.
That's right. When Ram beats the competition, they will still come and fix any problems. I'm sure the emotions of haters won't be affected 😂
Ram won't fix shit I'm done with them
@@Grey-x2ckeep crying.
Wow, great video! Great questions TFL. I love how you even got Ram to look into the poor downhill performance down the IKE. Got to give Ram credit for addressing issues and concerns with the new powertrain.
good video nice to be able to talk to Engineers with direct questions and get some answers, most truck owners at sometime will overload and overwork their trucks nice to know they will hold up.
Check out The Getty Adventures truck test. GM's v8's was the best mpg's for towing over all the TT's. I was very surprised.
Traditionally, turboed ICEs has to run richer fuel air ratio to manage detonation from the higher pressure and heat. Not sure how these modern ones operate with regards to this.
Forced induction has a higher BSFC than NA
And the GM V8s are WAY worse and slower towing. I’ve towed with them all. The 5.3 is an absolutely terrible towing engine and the 6.2 isn’t much better. This 3.0 and the ecoboosts eat their lunch.
At the end of the day I just want external oil coolers on these turbocharged trucks. Once the coolant is heated up the heat exchanger trying to cool the oil can’t keep up.
Well ill say im happy they responded and made a change. Dont like software fixing low oil pressure but we are in a new world. The good news is sensors last forever and "truck" engines dont use oil...
My 2003 BMW M3 has an oil level sensor AND an oil dipstick you can have both Ram!
My 2020 BMW only has the sensor and no dipstick, so must be a European thing to think people don't want or need one. I would prefer a dipstick, because in order to check my oil I have to drive for at least 20 minutes before it will let me, wonder if the Ram is the same.
On my second Ram truck. I ❤my Ram trucks. I believe they are the best you can buy.
Very impressed with Ram reaching out. TFL has become a benchmark for pick up truck testing. Hopefully all automakers take TFL’s tests into consideration for present and future vehicles.
You keep saying it didn't make it, but it did, and Ford and Chevy didn't. You actually drove it home afterward. You should rename this video to "Ram 1500, which made the torture test, but the oil pressure light came on afterwards. What happened?"
The Ford and Chevy also made it to the top.
@@1FiftyOverland why do they keep saying all the trucks failed?
@MrHemikid426 because none of them made it without a warning message.
And all fairness, the warning they got was probably one of the most serious warnings you can get for an internal combustion engine.
@@1FiftyOverlandYou haven't watched all the challenges, you don't know .Because you would know what happened Ram arrived without problems and the engine did not overheat it should not have turned off the engine this shows a lack of knowledge especially the turbo which needs time to cool down that is why you do not turn off the engine immediately this way the life of the turbine is shortened...
The hurricane sounds like a good name bc hurricanes are powerful. Thinking deeper into that they also cause major damage and a lot of repair cost to lots of people 🧐. We will see what name they live up to.
Lol I hope your wrong. But it sure would be.
@@jamespenner1412 I hope I’m wrong to, I know most manufacturers have had their issues with the smaller displacement turbos and with them just switching over maybe they can get it right early on. I’m just bummed everyone is moving away from the V8. I just purchased a 2024 f150 V8 bc I’m afraid they will be gone soon. Just came from 2 3.5 ecoboost f150s and I’m loving the V8 even though they have less hp and torque
I wish you guys could address engine durability from an added angle. Nice that the trucks survive the testing today. But, what can the consumer expect in 10 years? I am a mass consumer of trucks. I buy a new one about every two years. Durability shouldn't really matter that much, but my decision to buy is based on my perceived durability over time of what I am buying. I have been around a long time and some old adages are at play. Simplicity makes for better durability. That is why I have been a fan of the big V8's. Turbo's, complex emissions systems, etc. etc. have come a long way. In the past, they were the fail points of the engine. What can we expect out of them today? I really really wish you would ask the engineers what a consumer that uses a truck as a truck could expect for longevity out of these new motors. I understand that question has a lot of variables, but this is one of the answers we will never get straight from the dealer. It would be great to know what the engineers are expecting out of their products when they are in the field.
Ford has the 6.8 and 7.3, GM has the 6.6, and Ram has the 6.4 for people like you. And that's before you get to the diesels.
He said the new spray cast/plasma cast liner in the cylinders showed practically no wear on engines that were run full throttle for hundreds of hours on their fancy stress dyno (average customer spends 30 minutes at full throtte in a lifetime). You might have to replace bearings or rings at some point but it wont be serious machine work like boring or honing the cylinder block. I wouldn't be surprised if you seen 2 million mile hurricane engines.
I watch all the videos but I normally don't comment but I'm very impressed with RAM. In the future, if possible, I would love more info directly from the brands to see how they defend themselves when you introduce issues.
I respected this engineer up until the point he defended not having a physical dipstick. That’s completely asinine.
I agree, the dipstick elimination was not for the customer that does not look at the dipstick it was a cost cutting move. Sensors fail, how many dipsticks have you seen fail. I call BS that the dipstick was removed for the customers benefit!
Exactly. If you don’t have a dipstick how do you even do an oil change yourself ?
As a retired Chrysler powertrain engineer I don't see a need for dipsticks. Most people don't check their oil anyway. A low oil level message is most likely more effective but most people would even ignore that.
@@davidzelkowski9948 This type of engineering thought process might be why in general CDRJ has a host of problems in the automotive industry. The attitude that we the engineers and marketing know what the customer needs instead of what the customer wants! The customer pays the wages of the employees not the engineers or marketing! We will see how these engineering/marketing decision work out for CDRJ! I predict, not very well.
That's cause your one of the rare breed like myself and those who watch this channel. That check and want that. Unfortunately we're a large minority. Most people I've talked to that we're close family or friends don't. I met many who I've checked the oil for. Many who literally aere stuck on going tens of Thousands of miles over the oilf change interval based off some I'll conceived notion. Many who never appreciated just how important the oil is.
So from a manufacturers standpoint. Why waste money constructing something that few people use. If you give them a warning it's low or to change it especially.
And I am not defending it. I want a oil dipstick. But I am open minded enough to know why they aren't.
And I got put some of the otus on the people.
R and D in the real world.
Well done TFL and RAM (Allan) for taking note and sharing their thoughts fixes
While you had him, you should have asked the engineer when they're going to give us a 1/2 ton Power Wagon or at least a Rebel with a front locker. Oh, and maybe a long bed version of those since there are a few guys like me out there who don't give a hoot about approach, departure or breakover angles.
Really enjoyed the video and feedback from Ram engineer. I will say as far as transmission shift strategy, that overly aggressive downshifting in tow/haul could be a handful when towing on slick roads, perhaps this hurricane wouldn't have the deceleration ability to cause issues there, but I know in some other diesel trucks it can cause some traction issues and really surprise you when you tap the brake and it downshifts to near red line. Solution , don't leave it in tow/haul on snowy roads I guess, which is what I do, but it was a learning experience. Also I think heavy towing on slow twisty mountain roads is a great test! Many people do this especially with campers. A friend of mine pulled a relatively light camper for the trucks capability and had multiple trans over temp issues. I suspect it was to slow for the torque converter to lock up, but dissapoining non the less. Thanks
Skip to 35 minutes for actual topic of video
Maybe he could explain why the Hemi camshaft is failing and why he didn't see that during the simulation.
Thanks Guys - Great followup, Great review
Great interview and thanks to Chrysler for doing this. I really do not like vehicles that don't have a dipstick. With a dipstick you are not just looking at oil level but you can see oil condition first hand. The general opinion is vehicles are not as long lived, durable and certainly not as easy to maintain over the long term.
Interested in the new RHO. I have more confidence in RAM than Toyota these days.
Ram offered an adjustable ride height air suspension long before Tesa. It was offered at the debut of the 1st generation Rebel.
No engine has ever gained oil pressure as it wears . They will really need to increase idle speeds.
Correct, but we can put in thicker oil as it gets older, but you are Correct. It will only get worse with age.
Roman always looks baked now in these videos.
There are long-term effects to marijuana, and there are short-term effects. I'm not sure which one we're looking at, but it's there, you're right.
Nice, straightforward explanation. Well done.
Booyah 👊🏽 😁 👍🏽 🇺🇸
Ram
Just got my first HEMI
Tfl really changing how they make these things!
I really appreciate how Ram stepped up to not only address the problem but then come one and speak to what the cause was and how the addressed it.
Speaking personally I’m very happy to own a turbo engine vice a V-8 when it’s properly engineered. Look at all the problems Ford has had with the 3.5 ecoboost as an example of when it’s not. Of course in fairness. The Hemi with cam/lifter issues and the GM 6.2 haven’t been problem free either.
If there was an option to order a boosted engine in a HD truck with equal or greater power and torque compared to the standard gas offering I’d check that box in a heartbeat. I do find it interesting that Ford for example developed the Godzilla at great expense Vice offering a version of the 3.5 Ecoboost as they don’t feel that engine would be reliable enough for the working end of the HD truck market. Which I do wonder what percentage of gas HD truck sales or for working vice personal trucks. Maybe they are catering to the wrong market?
Yes the Cybertruck is an innovative product. But in my opinion a lot of it is innovation for the sake of innovation they haven’t actually made the truck better. And sometimes with highly evolved and mature products like trucks it’s very hard to make a significant leap forward. It becomes a process of evolution rather than revolution.
Great video and proof that some businesses pay attention to feedback. Would love to see a conversation about engine idle times for turbo vehicles. Hard to get information from out of anyone on how to avoid coking the turbo. Especially on new engines that idling is plugs up emissions. Would love to see if time is really the target like in owners manuals or if there is a temperature target somewhere.
If you’re towing heavy in these turbo trucks, it would be worth going up to a 40/50 wt oil. I wouldn’t hesitate to run a 15w-40 or even a 15/20W-50 (if it’s 100* and you’re pulling max tow).
This was a great video that proves TFL is doing good work that the consumer will benefit from. Good job Ram for being responsive but I believe your research is flawed RE: dipsticks. Truck owners are different so for goodness sakes bring them back on your trucks.
I look at the oil, and the dipstick.
I want to know if Ram is going to make a two door version of the new Ram? or am I going to have to buy a GM or Ford regular cab long bed truck.
I have the HO version and don't notice the turbo lag much at all. The city fuel economy is less than my 2023 Hemi but it appears to be better pulling my camper. I haven't run the numbers to verify that though. It is quieter and smoother than the Hemi but I do miss that exhaust rumble. So far I'd prefer the Hemi but don't regret getting the turbo six so far. The truck is fast for sure.
i think its unlikely that the big diesels are going to get smaller in displacement. what i think is much more likley is that alternative/complimentary power sources start to get explored, e.g. "range extenders", hybrids, etc. Personally, id love to see what a big range extender truck looks like -- in essence thats what a modern locomotive is :)
I don't think they'll downsize the heavy duty diesel engines, but I do wonder what they'll do for the gasoline engine option on the heavy duty trucks
Would be nice to bring back a dipstick and be able to run just a tad heavier weight oil especially for severe use like towing in hot weather. Even a 0W30 oil would have better film strength and not get too thin in hot temps but still be thin enough to get everywhere it needs to be in the engine/turbos.
I was surprised when the engineer said the cummins exhaust brake was designed into the engine and would be too expensive to develop in the gas engine. It's always been my understanding that the exhaust brake was accomplished using the variable geometry turbo. Seems like the hurricane being a turbo engine it could just be programmed into the truck.
Ford falcon 4.0 here in Australia.
Built this country
U know what else those turbo six cylinder from Europe did. They required replacement after 90k miles or heavy engine repairs
Ram engineers are on it
for the HD segment, I’d like to see hybridization. I think that is the next logical step.
Great video, but something was touched on that I would have liked to see discussed more. I've seen too many serious accidents as a result...(I'm hoping Roman, Andre or ? will ask the engineers in the future)
I did especially enjoy the interview with Alan Falkowski, Stellantis's chief engineer on the development of many of their new engines.
What I have an issue with is how the entire industry has not standardized in handling descending mountain grades when in tow/haul mode.
The only consistently safe way to descend a mountain is to save the service brakes for slowing down. The problem is most drivers are not aware how the service brakes quickly become extremely hot if used to maintain descent speed. As a result the vehicle's ability to stop in an emergency is severely reduced.
When in tow/haul mode, the vehicle should automatically do what it can to maintain descent speed without the use of the service brakes. Some vehicles do this, but not many. Most either only help a little or do nothing.
What we should be asking for is, while in tow mode and the gas pedal or brake is released, the vehicle's computer should automatically take note of the speed and if it increases, it should automatically select a lower gear. If the speed continues to increase, it should again select a lower gear.
If the computer finds that there is not enough engine braking and the next gear reduction would cause the engine to rev past its redline, it should display a message stating something like "Unable to maintain decent speed. Slow down!". At this point the driver would use the service brakes to slow the vehicle. While slowing, when it can, the computer would select the next lower gear and turn off the warning message. When the brake pedal is then released, the computer would again try to maintain the new descent speed and again prompt the warning message if the speed increases and unable to select a lower gear.
Having the vehicle automatically maintain descent speed is most important when towing/hauling, but a slightly less aggressive effort could be also used when not in tow/haul mode.
I've spoken to many people I've seen riding their smoking brakes down mountains and many of them think they are doing a great job balancing their very hot brakes and being able to maintain descent speed. They don't even think about the fact that they wouldn't be able to stop in an emergency.
Why modern vehicles don't automatically manage mountain pass descend speed while towing makes no sense to me.
I don't live in a mountainous region, but while on trips to the mountains I have personality witnessed 3 serious accidents (one was a family with three children and their brakes were too hot to slow for a corner; it was bad...). I've also personally seen many hundreds of smoking brakes as a result of service brakes being used to maintain descent speed. The reality is 1000s and 1000s of tow vehicles being unable to quickly stop and many serious accidents have and will occur as a result of brakes being too hot maintaining decent speed.
This shouldn't be happening with modern vehicles that already have ALL of the hardware needed and they just need a bit of software. We should be talking (and complaining) to automotive engineers...
You guys at TFL are actually in a perfect position to discuss this with the engineers designing these systems and potentially save many families on vacation from serious accidents.
When I got my 2020 Silverado back in August of 2020 I was disappointed at first when I found out it had the 2.7l Turbo-4 in it because my previous 2004 Silverado had the 5.3l v8. So I was hoping to get another truck with the same engine. Sadly being that it was the year 2020 there were slim pickings as far as truck choices went on the dealers lot and anything that had good specs were well out of my price range. After having it for four years I've come to like the 2.7l Turbo-4 quite a lot. It does what I need it to do perfectly fine which is driving around when I need to go somewhere and haul stuff when we need to bring something large home. We only have a light duty 2,000lb trailer and it pulls that just fine. So I technically don't need anything bigger. Aside from some sensors that failed and needed replacing that's about the extent of my problems. Luckily they were under warranty and were replaced for free. I don't travel a lot or do a lot of driving so I have less than 22,000 miles on it. So I can't speak for long term reliability. Either way when oil changes are needed it's going to keep getting the best oil I can get my hands on. So that should help out along with any other needed maintenance.
IMO, The fix should be to use 0w40 minimum if towing, not update the firmware to lower the low oil pressure threshold for a given rpm.
That Hurricane powered Charger needs to be on sale last year
Its going to be many years before I'd trust any of these new engines
I’d say the Ram didn’t fail. The warning came on after they were stopped and parked and it was a warning light that the stupid thin (epa/cafe forced) oil got even thinner at a higher temperature.
Wow, such good information. Thank you!
Great discussion.
14:14 my 1994 Mercedes C280 has a straight six and is soooo smooooth. Still humming at 115,000 miles.
Does this anti dipstick sensor tell you if there is antifreeze in your oil , water , dirt etc ?
would be a good idea to send out an oil sample to blackstone after that.
I had to drive a 1500 with the SST when my 5.7 Hemi was having some work done. Nice truck but I miss the “growl”
All these manufacturers need to bring back a engine oil dipstick and a transmission dipstick , and just keep it basic and simple !!!🇺🇸🇺🇸💪💪
Hi TFL can you please make a video showing us how to change the oil on the Hurricane engine with no dipstick? I think it would be huge for anyone interested in this vehicle and like me , has never done an oil change without a way to check the level. Thank you
I hope you bring up the dipstick issue or lack thereof.
Do a show on XL Fleet hybrid HD trucks. I have suggested this several times. I have info on their F150 3.5L xl fleet full hybrid vs F150 Powerboost vs. F150 3.5L. You'll be amazed.
I intend to buy a 2025 Ram Bigfoot 4x4 with the SO engine and I’m concerned about longevity. I would have liked the engineers to talk on what engineering has done to make this SO Hurricane live a long life.
My
The 1st and 2nd Ecodiesel 4.0 is notorious for premature destruction. I own a 2016 Ecodiesel and the anxiety not knowing when the engine will break is my motivation to trade it in for the Ram 1500 SST.
The one thing these manufacturers could do to help the down hill is to program the truck so that when it down shifts under braking down hill to not up shift until you put your foot back on the accelerator pedal I have noticed that all of the new trucks you guys have testing the last four years or so all upshift as soon as let off the brakes which defeats the purpose of grade shifting
I wish they would use the vanes in the turbo to hold back on the downhill
Battery packs are just fundamentally at odds with the function of heavy-duty pickups/medium duty trucks/tractors. They are very heavy, and the point of those vehicles is to be able to load the axles and pull lots of weight. The battery pack on a functional range HD pickup would be like 5-10x the weight of 50 gallons of diesel. Not nearly enough to compensate on the weight savings over the engine. The other side is that extremely power-dense engines also don't work, because they will self-destruct way too quickly.
To any extent these problems are fixed with R&D, great. But the gulf is huge and not apparently closing.
People (customers)were telling us, "We never use a dipstick". WHAT! Plus no pre-catlyst for the intake charge🤔
Roman: So why dont you explain how we do that.
Andre: brake application between 50-60mph, Roman interrupts and explains himself 🙄🙄🙄🙄
Roman needs to stay off camera. He is so annoying.
Exactly, talks over Andre to give his input that is typically wrong. lol so aggravating
Engines are just air pumps at the end of the day, NA or forced induction. Therefore, "big piston" engines require more work just to pump air in and out of the cylinders and therefore can be used to "work to slow down the vehicle." Turbos also have parasitic losses but no like much larger (40% plus) displacement emgines.
As far the engine oil level monitor they should do the same to the transmission.
Spray in bore linear engines are throw-away engines. Do not recommend
how about when the engine has 100k miles oil pressure sounds like it will be an issue
A hybrid Hurricane would solve the downhill braking through regeneration. Using the generator drag to slow the truck down.
46:18 Dipstick conversation.
His excuse is absurd. If they really wanted to, they could do both a sensor and a dipstick.
Dumb excuse, covering for his higher ups. My porsche v8 had both dipstick & sensor, and even less porsche owners change their own oil.
Artificially creating scenarios = consumers are the actual beta tester. 38:02
It would be nice to have the change in the transmission for just tow/haul mode for going down hill.