There is alot of clues in these pictures,lane guidence,blind spot detection,adaptive cruise control which if holds true this next gen Ram HD will have blind spot detection all the way back some 40 feet or more.They still have the best cargo/tailgate camera vision in the business.Rainning cats/dogs fog you name it I never miss my hook-up on my 5th wheel/gooseneck...Look forward to a telescoping steering wheel.On the previous picture's you posted earlier shown the blind spot illuminating in the current gen mirror to the driver that took the passenger side picture of the RAM 3500.These mirrors are OK and do the job but I would like to see them flipped down when I am finished towing by a button located on the driverside window/mirror control module,also by selecting the L/R mirror control i can move the lower mirror to where I what it to be and not have to jump out and adjust it in the rain/snow...I am hoping for a flat rear floor,so if I what I can air up the single bed air matteress and just fall asleep.The fold flat flooring is nice but I know that my weight may be pushing the limit on the flooring material.I knew RAM was looking into a 90,000-100,000 dallor truck so the Ram 4500 for the utimate tow rig,makes good sense if there is profit for them.Gonna have to step up on the towing 5th wheel/gooseneck limits which means a big increase in hp/tq for the 6.7L.So not sure if the 6.7L will do this job,I look for Cummins to take this diesel to 7.0L level and bring some meat to the table for Christmas,not leftover last gen powertrain,soup.Beside i get it for the 5th gen Ram 1500 those powertrains,because like many have stated they were disappointed some what that FCA did not come out with some new powertrains for the 1/2 ton truck,but after retooling 4 plants,I sure with the latest FCA board direction of debt pay down I doubt if any board member would be on board for retooling engine plants as well to replace the 3.6,5.7.But with the RAM HD the diesel is from a different manufacture so the cost of development falls alot on them Cummins.So I would not say your amigo is correct in stating those numbers from Cummins,for as you know this current 6.7 started at 800ft and with just changing software,they pulled 130ft pounds of torque over the past few years mated to the Aisin of course but still there was some torque available for the 68rfe as well.So but to go to the towing number's 32,000 plus it's gonna need in the RAM 1-Ton and the RAM 4500 36,000 plus it's gonna need some more torque.Most Cummins tech's I have talk too,say they think the 68rfe will disappear and that just a next gen Aisin will be standard across the line up it makes sense to stop producing 2 transmission when Ford use's 1 and GM use's just 1 as well,for it's HD 3/4-1 ton market.One thing for sure after looking closely at the 5th gen Ram 1500 I am liking the direction that FCA is taking Ram truck division.And look forward to seeing this next generation Cummins diesel.I own 2 of these and have zero compliants.This latest 6.7L has a really good fuel mileage towing program with the 68rfe,alot of my friends run freight and cars coast to coast and just say there just isnt anything out there that runs with it.In terms of maintence cost,fuel mileage,ride comfort,air bag and all...I am with them as well that Cummins will reduced the size of the next generation DEF/SCR/DEP system.And look for them to elimated the EGR/intake air throttle system,which is the only thing on this diesel that cost money to clean,being done every 65,000.I wish that in the event that if it is kept that all the techs have to do is swap out a recondition Cummin's approved EGR rather than soaking both it and the air throttle valve,and waiting for it to do it's job..Kinda of howky kinda of like kicking tires at the lot who does that......
