Pondering between Ram 2500 or 3500

[Smokey_Lew]

Hi guys and gals,

I've finally decided to trade in my 2011 Ram 1500 for either a 2500 or 3500. I have an older heavy TT that has a tongue weight of 1,050 lbs. When loaded, we have about 7,500 to 8,000 lbs. The TT has a GVWR of 10,000 and its UVW is 6,600.

We really like the TT but it's been a white knuckle ride pulling it with the 1/2 ton truck. The trucks payload is only 1354 and I'm afraid of breaking something on the truck if I continue pulling this load. With my wife, myself, two dogs, and all my junk in the back, I'v already gobbled up 800 lbs. of the payload before dropping the trailer on the hitch

Anyway, The 2500 has the same type of coil spring rear suspension as my current truck and I'm nervous about dropping 1,000 lbs on the back. The 3500 has leaf springs on the rear and it's much stiffer. The thing is with both trucks set up the same, the cost difference is only 300 bucks. Logic tells me to go with the 3500 but I'm wondering if I'm overlooking something about the two trucks that I should know before placing an order.

I'm going with the 6.4 HEMI and 4.10 axel ratio regardless of the truck I decide to go with. Can't afford the added cost of a diesel or the maintenance costs. Had no problem with power using the 5.7 HEMI in my 1500.

Any thoughts on this would be helpful. I'd like to place an order for my new truck in the next couple of days.

Thanks,
Smokeylew

[IDoMyOwnStunts]

1ofmany wrote:

corvettekent wrote:
Go with the 3500 and the diesel. Diesel is cheaper then gas and I don't have any higher maintenance costs.

No dog in this fight since I drive a Ford...but, interested in you not having any higher maintenance costs??? The last gas powered vehicle I drove only required about $25 to do the standard oil change while my current diesel truck runs close to $100!

The Hemi 6.4L has a strict oil requirement. Currently, only 2 oils fit the bill: Pennzoil Ultimate Premium (blue bottle) 0W-40 or the equivalent Mopar (I believe Pennzoil makes both). That stuff runs more than $10 a quart around here and you need at least 7 plus 1 partial for the filter volume. This is a requirement from Mopar to keep your warranty. So, in the end, the dealer will do the oil change for $90 (just had mine done) or I could do it myself for almost the same cost. The 6.4L also has a 6000 mile oil change interval. Correct me if I'm wrong, but I believe you can go further in a diesel between oil changes. So, in this case, the 6.4L will cost almost as much or more for oil changes in the long run than the diesel.

Bottom line: in the case of the 6.4L Hemi, I can believe that the diesel and gasoline maintenance costs are similar.

[IDoMyOwnStunts]

I have the same type of trailer and the nearly the same truck the OP was looking at (6.4L 3500).

You don't NEED a diesel to tow a 10,000 lb travel trailer. My trailer is the same weight (10k GVW) and my truck pulls it just fine, even up over the mountains. I was 8500 on the trailer axles (I stopped at a closed weigh station) and I know my trailer tongue ranges in the 1200 to 1400 lb range. It had to rev up, but it did so with ease. Get the diesel ONLY IF YOU WANT IT or PLAN TO UPGRADE LATER to a bigger 5th wheel trailer. A 6.4 with 4.10 is rated to tow up to 15k, by the way, and I haven't seen a travel trailer yet that mine can't pull while staying within ratings. Don't let other people spend your money for you. Make the decision yourself.
I'm not opposed to diesels. The absolutely have their place and they are great towing machines. But get it for the right reasons, not because somebody on a forum told you that you must have one. It's your money, after all.

Unless you get a truck with the air ride, there isn't much ride difference between the 2500 and 3500. Now, this is just a personal opinion having ridden in my friend's truck and driven my truck. But I honestly couldn't tell the difference. The trucks even sit at the same height. My friend bought a 2500 6.4L Laramie and his payload is north of 3000 lbs. Payload with a 6.4 isn't going to be your limiting factor towing a travel trailer.

[1ofmany]

is it friday yet? wrote:
12 quarts of oil and a Fleetguard filter doesn't cost $100. Buy the oil on sale and stock up. Get your filters at a Cummins shop. I buy my fuel filters and air filters at the Cummins shop also. They even had the CCV filter.

You could be right; however, my Ford takes 15 qts of oil and I wouldn't want to take any chances on thrift shop filters:-)

[CampingN_C_]

I've seen some monster campers behind a 6.4 HEMI. I was very close to buying one myself. Only went with a diesel because well......I just wanted it.;)

[JIMNLIN]

op wrote:
That being the case, would the standard 3.42 rear axel ratio be a hinderance for grades? I was considering the 6.4 HEMI with a 4.10 axel ratio. Never pulled with a diesel before.

.
This is where the diesel shines over a gas engine. The Cummins develops peak torque in the 1400-1600 rpm range....so 4.10 gears simply isn't needed unless your pulling a 20k-30k trailer such as a commercial hauler/hotshot/etc.

Gas engine develop peak torque at a much higher rpm (4k-5k) ....so the 4.10 gears work out great for them.

[IdaD]

jmtandem wrote:

Yeah if you delete the preceding sentence it doesn't make much sense. Read it in context and it does.

Literally the same what? Towing capacity? Payload? GVWR? Axle ratings? Or as I read what you wrote I came away that it is not literally the same in OEM stock configuration. You did say modifications are required for a 2500 to be near or perhaps equal to the capacity of a 3500.

In my mind having to modify a 2500 to be equal to an OEM box stock 3500 is not literally the same. Perhaps this is just semantics.

I do agree with you about the training wheels as an option that makes a big difference in payload capacity.

I said the only difference was the rear coils versus leafs. Aside from that the trucks are "literally" the same - chassis, brakes, tires, wheels, axles, drivetrain, etc. I don't see how this is a complicated concept - they are the same truck with the same components aside from the rear suspension. The GVWR and corresponding payload have nothing to do with the truck, they are a function of the vehicle class restriction.

[jmtandem]

Yeah if you delete the preceding sentence it doesn't make much sense. Read it in context and it does.

Literally the same what? Towing capacity? Payload? GVWR? Axle ratings? Or as I read what you wrote I came away that it is not literally the same in OEM stock configuration. You did say modifications are required for a 2500 to be near or perhaps equal to the capacity of a 3500.

In my mind having to modify a 2500 to be equal to an OEM box stock 3500 is not literally the same. Perhaps this is just semantics.

I do agree with you about the training wheels as an option that makes a big difference in payload capacity.

[goducks10]

I took the badges off my truck. Now I have whatever I want. 🙂

[IdaD]

jmtandem wrote:

Literally the same, and the RAWR is only 500 lbs less on the 2500.

If there is a 500 pound axle rating difference it is not literally the same.

Yeah if you delete the preceding sentence it doesn't make much sense. Read it in context and it does.

[Walaby]

My 14 seems to behave okay as a commuter vehicle. I drive it to work daily and work is only 7 miles away.

Mike

[Cummins12V98]

Smokey Lew wrote:
Is a diesel equipped truck okay for short hops to store, etc. on a daily basis when not towing? I usually go out on the road with the trailer for a couple of week every 4 to 6 weeks and then use the truck for errands while at home. Any thoughts?

The 13 and newer Cummins will be fine, older not so much!

[Cummins12V98]

Smokey Lew wrote:
You guys have great suggestions. Love the feedback.

If I went with 6.7 diesel engine and the heavy duty AISIN trans, it would have to be in a 3500. Seems it's only offered that way. That being the case, would the standard 3.42 rear axel ratio be a hinderance for grades? I was considering the 6.4 HEMI with a 4.10 axel ratio. Never pulled with a diesel before.

The 3.42's are a great ration for the SRW weight limitations. I towed a combined load of 29K with my 11 HO Dually and 3.42's. Only negative was getting the load rolling on a big grade. The Aisin takes care of that problem with it's lower starting gears. You will be towing in 5th if at around 1,700 rpm at 60, that is a great towing rpm for the 6.7. Bonus is the long legs running solo for awesome mileage.

Also the 3500 SRW/DRW factory rear air ride is an excellent option!

[time2roll]

Maybe I am looking wrong but I see close to 1000 pounds of extra payload between 2500 and 3500srw.
What is the cost.. $500?

[jmtandem]

Literally the same, and the RAWR is only 500 lbs less on the 2500.

If there is a 500 pound axle rating difference it is not literally the same.

[klx400kev]

It will be cheaper to get the diesel now, than later. You'll wish you spent that extra $8k...because you'll loose more than that on the next trade up. Wished somebody would have convinced me of this when I bought my 2011 Ram 1500 5.7. LOVE my 2013 Ram 2500 6.7 turbo diesel!