6.4 Dodge???

kzspree320 wrote:
As an owner of the 2016 Ram 2500 with 6.4 hemi and 4.10, I can tell you first hand that the gearing issue is a big part of the problem. Let's take a look at the Chevy vs Ram gearing:
Chevy Ram
1st gear 4.03:1 3.23:1
2nd gear 2.36:1 1.84:1
3rd gear 1.53:1 1.41:1
4th gear 1.15:1 1.00:1
5th gear .85:1 .82:1
6th gear .67:1 .63:1

So the Ram has more torque but the gearing is much higher (lower numbers) in 1st thru 4th gears. While the Ram has enough power at lower altitudes to overcome this higher gearing, when you take away 30 percent of the power on the Ike Guantlet, it just can't overcome its gearing deficiency vs the Chevy. The Ram engineers added programming so the trucks rpms would be limited in this situation and protect the truck.

I have always been able to tow at least 65 mph in no less than 3rd gear in areas like TN and KY. Unless you tow regularly at very high altitudes, I would suggest a potential buyer not place too much emphasis on this one test.

I completely agree with this. I just got back from towing my 5th wheel, over 12K camping weight. We did 500 miles to and from the camp site. It towed excellent but was mostly flat land in Minnesota. The hills I did climb it never lacked power. The only problem I ran into was when I got close to home. There is a "Y" turn off of the highway onto the county road that I take for 1/2 mile. The turn is half way up a long steep hill. So you need to slow down make the turn and then continue up the hill. This time I slowed down, made the turn it down shifted to 1st then I eased into the throttle. When the trans shifted to 2nd the rpms were at about 4000, after I shifted to second it gained rpm until about 3k then it fell on its face and slammed into first, I stayed in first for a about another 10 seconds until i was starting to crest the hill. It is a short hill. But the huge gap between 1st and 2nd bit me. I should have had my foot to the floor and let it get more rpms before shifting. Since I know it is coming I can prepared next time. But it is a horrible engineering decision to have such a gap between 1st and 2nd. That engine makes tons of power, enough that I am extremely happy with my decision, it pulls my 5th wheel great. But with better gearing the 6.4 would be even better.

I don't think the 8 speed chrysler uses is in the half tons is a viable option. There would be to much gear hunting when towing heavy. The just need to use different gear ratios in each speed.

As an owner of the 2016 Ram 2500 with 6.4 hemi and 4.10, I can tell you first hand that the gearing issue is a big part of the problem. Let's take a look at the Chevy vs Ram gearing:
Chevy Ram
1st gear 4.03:1 3.23:1
2nd gear 2.36:1 1.84:1
3rd gear 1.53:1 1.41:1
4th gear 1.15:1 1.00:1
5th gear .85:1 .82:1
6th gear .67:1 .63:1

So the Ram has more torque but the gearing is much higher (lower numbers) in 1st thru 4th gears. While the Ram has enough power at lower altitudes to overcome this higher gearing, when you take away 30 percent of the power on the Ike Guantlet, it just can't overcome its gearing deficiency vs the Chevy. The Ram engineers added programming so the trucks rpms would be limited in this situation and protect the truck.

I have always been able to tow at least 65 mph in no less than 3rd gear in areas like TN and KY. Unless you tow regularly at very high altitudes, I would suggest a potential buyer not place too much emphasis on this one test.

normal_dave wrote:
Excellent real world evaluation.

I think the transmission gearing is the main issue with this IKE Gauntlet test foolishness vs. the 6.0 GM. The numbers just don't add up. You'd think Ram would have a solution for this pretty quick.

Kinda reminds me of two guys I knew back in the day that often got into a casual "race" while towing their race cars. The 2nd gen 12V Cummins vs. the new Ford diesel of the day. The Ford had much more impressive numbers in terms of power, but somehow the Dodge got the work done faster. We gave the win to transmission gearing and final gear ratio. After several losing trips, the Ford guy just gave up. Careful here, not a Ford vs Dodge example, just illustrating the importance of the right gearing...:C

I don't think it's gearing in this situation but more programming. They are de-tuning the engine under curtain circumstances. Whether it to be to save the weakest link in the drive train or the fact that they can't keep the 410 hp cool at the slower speeds. IDK but I don't believe it is a gearing issue.

Excellent real world evaluation.

I think the transmission gearing is the main issue with this IKE Gauntlet test foolishness vs. the 6.0 GM. The numbers just don't add up. You'd think Ram would have a solution for this pretty quick.

Kinda reminds me of two guys I knew back in the day that often got into a casual "race" while towing their race cars. The 2nd gen 12V Cummins vs. the new Ford diesel of the day. The Ford had much more impressive numbers in terms of power, but somehow the Dodge got the work done faster. We gave the win to transmission gearing and final gear ratio. After several losing trips, the Ford guy just gave up. Careful here, not a Ford vs Dodge example, just illustrating the importance of the right gearing...:C

I've been running a 2500 6.4 4X4 for about 3 years and am up at around 55K miles. I tow an 11K 5th wheel out west with lots of hills and have the less than ideal 3.73 gears.

The towing is 5% of the truck's life at best. Daily driving the other 95%.

Daily driving I give the truck an A-. Towing my load I give it a C+. I suppose since I'm basically maxing the truck out at every number I could be a bit more generous with my towing rating.

Annoyances towing are all with the tranny. The gearing of the 66rfe is borrowed directly from the 68rfe paired with the Cummins (diesel) motor and are really not meant for a gasser. The gap between 1-2 is a MILE and not suited for a gas motor that makes all it's power above 3500rpms. There's kind of a no-man's land around 35-40 up a steep winding road. Your choices are wind it out in 1st @ 5000rpms or let it hit second only to slam back into first. When I get caught in this situation I usually just slow down and ride out 1st at about 30mph. The good news is the cabs on these newer trucks are insulated extremely well so you really don't hear the engine scream like with older trucks.

In the end, I'm doing everything "wrong" - max weight rating, less than ideal gears and in the mountains out west... and I'm surviving. Financially, I could afford a diesel but I just don't tow enough to justify it. I've never felt the least bit unsafe with my setup. It's just not what it could be. Compared to trucks 20 years ago I'm flying first class with a glass of champagne in my hand :)

OP,
Here's a fuel economy test for the two trucks of interests.

Link

normal_dave wrote:
If you're looking for the 6.4L used, it may require a long search and a longer road trip. If this one will be dual purpose (work and personal use), have you checked out a Ram Tradesman package with the 6.4L?

Dealers near me most always package them with the most necessary upgrades, and a 2500 Crew 4x4 comes in around $ 35K after rebates and discounts. (I think you mentioned 3500, but seems most 3500s are ordered with the diesel).

Example:
2017 Ram 2500 Crew 4WD 6.4L Tradesman
What's not to like?

For used Rams, this VIN lookup might help:
Ramforum VIN tool

This.... Yes I have a friend at church that picked one up just like this in white, and a long bed to boot. Got its round 36k I believe, what a deal... Anyway hope GM and Ford offer the same if they have not done so already.

normal dave - The 2017 Ram 2500 example above is almost exactly like mine. It lacks one option for those looking to tow over 10K regularly. That's the optional 4.10 rear axle ratio that only costs about $125, but can rarely be found on dealers lots. Add that and you basically have my truck which I like.

If you're looking for the 6.4L used, it may require a long search and a longer road trip. If this one will be dual purpose (work and personal use), have you checked out a Ram Tradesman package with the 6.4L?

Dealers near me most always package them with the most necessary upgrades, and a 2500 Crew 4x4 comes in around $ 35K after rebates and discounts. (I think you mentioned 3500, but seems most 3500s are ordered with the diesel).

Example:
2017 Ram 2500 Crew 4WD 6.4L Tradesman
What's not to like?

For used Rams, this VIN lookup might help:
Ramforum VIN tool

Can't comment on the 6.4 Hemi personally but a buddy bought one about 6 months ago and loves it.