3.0L Hurricane Updates?

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ramffml

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It will downshift...unless downshifting would cause the engine to exceed its red line.

Not a problem for 8 - 10 speeds. The RPM jumps are small.

Even the Chevy, when it's lugging at 2800 or whatever, I'm too lazy to run the ratios but I'm pretty sure there is no chance a downshift from 2800 would be close to redline.

Just as an example, my truck downshifts from 8th to 7th and I climb like 400 RPMs.
 

ramffml

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It will downshift...unless downshifting would cause the engine to exceed its red line.

Here we go, the engine is (from what I can see) lugging at < 3000 RPMs. Then after the downshift it hits about 3800(?). It could probably downshift another time without redlining.

Once it downshifts, watch how fast that thing takes off, those RPMs start to climb in a hurry.

In other words, it spent way too long in a tall gear and should have downshifted much sooner to keep it near redline (or about 5000 anyway).

Looking forward to the 10 speed, it should be almost neck and neck the 7.3.

 
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JerryETX

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Here we go, the engine is (from what I can see) lugging at < 3000 RPMs. Then after the downshift it hits about 3800(?). It could probably downshift another time without redlining.

Once it downshifts, watch how fast that thing takes off, those RPMs start to climb in a hurry.

In other words, it spent way too long in a tall gear and should have downshifted much sooner to keep it near redline (or about 5000 anyway).

Looking forward to the 10 speed, it should be almost neck and neck the 7.3.

My good buddy ordered one it’s supposed to be delivered within a few days. He said when he ordered it 2023’s we’re no longer available to order.
 

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nothing will ever replace the power, torq, longevity and versatility of the modern V8. try as they will a 6cyl anything is still missing 2 cylinders!!
That said the whole thing with the twin turbsky's needs to be upgraded to a bigger single turbo in the trucks. to my knowledge they were supposed to be making 2 different Hurricanes for this purpose?? one with a single and the other with a twin. As this is a new option i dont know much about it. Think i will stick with my 5.7 HEMI a little longer till they at least get the "bugs" worked out of the system.

And Hey if anybody has information on this then don't be setting on it! information is power yes but inquiring minds want to know!!
The Hurricane engine has been in production for about 3 years now, many sold in Europe and U S (in the large Jeeps) and will go into the 1500 pickups in 2024. Not sure about the larger trucks. 2024 is a major change like in 2019 so I'm waiting until '24 to trade in my '19 Longhorn
 

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Considering they're putting the high output 3.0 in the Grand Wagoneer, which weights as much as a 2500, and is rated to tow just shy of 10,000 lbs. I'm not too worried about it's use in a 2500.
 

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Considering they're putting the high output 3.0 in the Grand Wagoneer, which weights as much as a 2500, and is rated to tow just shy of 10,000 lbs. I'm not too worried about it's use in a 2500.

For 20,000 miles until it blows up, yes.
 

ramffml

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Considering they're putting the high output 3.0 in the Grand Wagoneer, which weights as much as a 2500, and is rated to tow just shy of 10,000 lbs. I'm not too worried about it's use in a 2500.

I'm trying not to argue with you, but you're missing the whole "duty cycle" thing. They are designed for completely different missions. Why do you think FCA has two different 6.4L hemis? Because the one is designed for car use (SRT) and the other (BGE found in the 2500) is designed for constant daily abuse pulling max rated loads over and over again. The Wagoneer is a 1500, they can pull decent loads but they're not designed to work the same way as a 2500. Family's are going to use them to pull a TT 2 or 3 times a year for vacation, its all minor towing/load.

You can't just pick an engine off the shelf and stuff it in a heavy duty truck just because its peak HP/torque numbers look good.

Again, look at Ford. The 3.5L ecoboost is probably putting out more torque than the 7.3. The HP/Torque numbers are there, but they didn't stuff that in the super dutys, they went out of their way to design two new engines (well one design, two variations) specifically for super duty usage: the 7.3 and the new 6.8 based off it. They spent millions doing that, even though the Ecoboost has been in their parts bin for many years now. The reason they did that is the same reason why we don't want the little hurricane turbo in the Ram 2500.
 

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Very interesting topic and views on it.
Hasnt Ford and the Cummings been going back and forth on the numbers over the last couple years ?
1000+ numbers are incredible.
 

ramffml

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Very interesting topic and views on it.
Hasnt Ford and the Cummings been going back and forth on the numbers over the last couple years ?
1000+ numbers are incredible.

I don't know if I mentioned it in this thread already but yes the 2024 power stroke is apparently 500 hp and 1200 lb/ft of torque.

But I'm not one for peak numbers, couldn't care less about peak hp/torque. GM with the duramax is going the better direction, they're not going to focus anymore on peak numbers, but instead they're focusing on getting you more torque (25% IIRC) under the curve. Which means it will feel really strong when towing in normal RPM ranges even though they're down considerably on peak numbers.
 

HEMIMANN

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Are they getting rid of the 36k warranty too?!? It’ll last as long as the most popular lease and warranty.

Warranty is the only consequence? Not loss of vehicle use until new engine is available and installed?

Sure would impact me.
 

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I don't know if I mentioned it in this thread already but yes the 2024 power stroke is apparently 500 hp and 1200 lb/ft of torque.

But I'm not one for peak numbers, couldn't care less about peak hp/torque. GM with the duramax is going the better direction, they're not going to focus anymore on peak numbers, but instead they're focusing on getting you more torque (25% IIRC) under the curve. Which means it will feel really strong when towing in normal RPM ranges even though they're down considerably on peak numbers.

Say what?!

Marketing for knowledgeable owners?! Heresy, I say!!

P.S. - I just cammed my motorcycle the same way - for traction, not freeway racing.
 

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Very interesting topic and views on it.
Hasnt Ford and the Cummings been going back and forth on the numbers over the last couple years ?
1000+ numbers are incredible.
Which begs the question: At what point are you pushing the platform to where reliability is negatively impacted?

The past couple years neither engine have been known for their reliability. Whether that is a direct result, or a culmination of factors around the increase in performance is debatable.
 

HEMIMANN

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Which begs the question: At what point are you pushing the platform to where reliability is negatively impacted?

The past couple years neither engine have been known for their reliability. Whether that is a direct result, or a culmination of factors around the increase in performance is debatable.

Ford EcoBoost started letting go ~ 70,000 miles, sooner for those that towed a lot. Outside of warranty period. Coincidence?
Not from my perspective as a retired industry engineering manager. Everything is done on total lowest cost calculations.
Small stressed motors to meet EPA mileage standards were one approach, cylinder cutouts were the other. Both have issues.
 

tjfdesmo

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I don't know if I mentioned it in this thread already but yes the 2024 power stroke is apparently 500 hp and 1200 lb/ft of torque.

But I'm not one for peak numbers, couldn't care less about peak hp/torque. GM with the duramax is going the better direction, they're not going to focus anymore on peak numbers, but instead they're focusing on getting you more torque (25% IIRC) under the curve. Which means it will feel really strong when towing in normal RPM ranges even though they're down considerably on peak numbers.
I have a '24 Duramax on order, and will see how it goes.
 

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I have a '24 Duramax on order, and will see how it goes.

Did they get the 10 speed trans fixed?

btw, it's not an Allison. It's a Ford/GM joint venture transmission with an Allison sticker on it to deceptively brand it as better than it is. Blatant dishonesty.
 

ramffml

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Did they get the 10 speed trans fixed?

btw, it's not an Allison. It's a Ford/GM joint venture transmission with an Allison sticker on it to deceptively brand it as better than it is. Blatant dishonesty.

I don't see it that way. It's not the same transmission as the Ford/GM 10 speed used in the half tons.

Here is a relevant quote from dieselhub.com:
The 10L1000 was designed by GM engineers whom relied on close collaboration with Allison Transmission throughout the design process, noting specifically that the transmission was "validated" by Allison through rigorous testing and review of GM's design. As the transmission carries the Allison namesake, one can only assume that the 10L1000 has earned Allison's stamp of approval. GM asserts the 10L1000 is entirely separate in design from the smaller 10L80 built for 1/2 ton applications; the gear ratio spread is clearly different between the two transmissions.

I remember watching videos on this from GM engineers too, can't find them back in a 10 second search but it's clearly a different transmission, and Allison was definitely involved at some level. They didn't just slap a sticker on it with their name.

In any case, it appears to be a really good transmission so far, and I'd trust it way before the Chrysler transmission used in the Ram SO heavy duty's.
 

tjfdesmo

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Did they get the 10 speed trans fixed?

btw, it's not an Allison. It's a Ford/GM joint venture transmission with an Allison sticker on it to deceptively brand it as better than it is. Blatant dishonesty.
I am fully aware that the only thing Allison is the emblem on the hood. Initially, they were careful to say "Allison branded", but that quickly faded away. I have seen a teardown video of the 10L1000 vs 10R140, and they are not identical at all, but clearly came from the same basic design.

All that aside, one of my biggest disappointments with my '19 HO was the Aisin. It's a clanging banging stumblebum, and they sorely need to move on from it. I won't even address the 68RFE.

This was not an easy decision after 20 years of preaching the Cummins gospel, and I have had absolutely terrible service from every GM vehicle I have owned. It is 20 years since I lemon lawed my last GM, and that was over an Allison issue they refused to fix.
 
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Dusty

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Companies have a desire and responsibility to stay in business. The automobile industry is heavily regulated and must conform to governmental mandated regulation regardless of personal likes or dislikes. Ford invested "millions" into new engines (as quoted in a previous message) and fortunately they have the financial depth to do so. Some might question if they really needed to do that, especially in the light duty segment. Personally, I think that decision was based on corporate ego, as most auto companies are always on the quest to have better numbers than their competition. That's why we have half-tons in the light duty segment that have payload and towing ratings that were once the domain of 2500-3500 trucks not long ago.

Many are bemoaning Ram's direction with the new Hurricane motor as if this is going to be the only power plant for heavy duties. It's possible, but the evidence so far seems to indicate that engine's destination is for cars and 1500s. I suspect either the 5.7 or 6.4 will soldier on for a little while longer. Being a smaller company with relatively limited resources compared to Ford and GM, maybe the decision to invest in all electric half-tons is a priority that overshadows the immediate need for a larger, newer platform V8 which might have a short future. After all, the tea leaves indicate that zero emissions requirements, which are not that far off, will strongly affect the light-duty truck market, especially heavy duties.

In my own state the current administration is looking to ban heavy duty sales for private use (non-commercial), anyways. Through taxation and other punitive legal methods, the quest for zero emissions will necessitate serious cultural changes that will impact the U.S. automobile market. and force people to convert their current automotive desires.

Regards,
Dusty
2019 Ram 1500 Billet Silver Laramie Quad Cab 2WD, 5.7 Hemi, 8HP75, 3.21 axle, 33-gallon fuel tank, factory dual exhaust, 18” wheels. Build Daye: 3 June 2018. Now at 86355 miles.
 

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