Ram 2500 Hemi vs 3500 SRW Cummins

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crashguy

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Ram 2500 Hemi vs 3500 SRW Cummins - TEST FEST!

What follows is a series of tests a buddy and I did using his Silverback by Cedar Creek 5th Wheel RV. It's 40 feet long, and loaded as it was, it weighed in around 14,000#.

We did mpg tests, suspension squat tests, and 0-60 runs with each truck.

My truck is a 2014 Ram 2500 Crew cab, 4x4, 6.4L Hemi, 66RFE auto, 4.10 axles, Laramie pkg, equipped with the Ram rear coil springs without the air suspension. The 6.4L Hemi is 410hp/429tq.

20140908_184357.jpg

His truck is a 2014 Ram 3500 SRW Crew cab, 4x4, 6.7L Cummins, 68RFE auto, 3.42 axles, Laramie pkg, equipped with the Ram 3500 rear leaf springs an no air suspension option. His engine is the 370hp/800tq version.

20140908_183845.jpg

Both trucks have the same wheels and tires, and are completely stock with under 5000 miles on each truck. I drove my Hemi truck for all tests, and my friend (SKG) drove his Cummins truck for all tests.

As far as the squat testing goes, we spent a little more time and took good measurements. The RV is a 40' Silverback by Cedar Creek 5er with 4 slides. It has a 15,500# GVWR and likely ~2700 to 3000# hitch weight.

We measured each in the same spot on the street in front of SKG's house hitched and unhitched, and the space before the bump stop would make contact on each truck.

RAM 2500 6.4L Hemi (with rear coils)

Unloaded, 42.5":
20140910_185308.jpg

Loaded, 39.8":
20140910_184829.jpg

Total sag, 2.7"

Space between jounce bumper and axle perch (before suspension bottoms out) when RV is hitched up, 1.8"
20140910_185009.jpg

Overall view** Keep in mind, my 5er hitch is set too high for his RV and the airbag pin gizmo he has on there, so the RV was a bit nose high when hitched to the Silver 2500 Hemi (my truck, SKG's RV).
20140910_181613.jpg



2014 RAM 3500 SRW (rear leaf springs)

Unloaded, 42.25"
20140910_185838.jpg

Loaded, 40.25"
20140910_185959.jpg

Total sag, ~2"

Space between jounce bumper and axle tube (before suspension bottoms out) when RV is hitched up, 2.75" (angle is bad for camera, but it was just under 3" by eye)
20140910_190036.jpg

Overall view at same spot on highway:
20140910_191344.jpg

That's all the static testing covered. Now onto the driving tests.

0-60 test towing 14,000#

Impressions (my opinion):

The Hemi built power smoothly and had the more power at higher RPM (duh). It was a very predictable flow of power, and didn't seem "lacking" at all. It does have the characteristic flat spot in the power as soon as it changes from 1st to 2nd gear as the step between those gears is pretty large. It takes the engine a few seconds to recover from that gear change. I would best describe it as "adequate" power (IMO) for the load. The "clunk" you hear right at the end is from the fancy airbag hitch on the 5er.

Hemi 0-60 towing 14,000#

The Cummins powered truck was a completely different experience. It tugged like crazy in first gear from about 1500 - 2500 RPM, then the power kind of drops off at higher RPM and as the trans shifts between gears. Fully uncorked and not held back by the computer, the power is much more evident than with the Hemi. I don't care what anyone says, the power output is definitely being "managed" by the computers. There are stark differences between full ON (I'd call "impressive") and tq managed when the accelerator is held to the floor. When the RPM and speed are right and the computer isn't choking the power it pulls amazingly hard - even with the heavy load we had behind it.

Cummins 0-60 towing 14,000#


MPG test towing 14,000#

OK, firstly, I know this is not as scientific as could be done. But remember, we're just a couple of guys, not scientists. We ran each truck at the same speed on the same road, towing the same RV one after another. We let each "settle", after accelerating from a stop, then started the video recording. The passenger did the recording, so the angle isn't ideal, but you can see the mpg display on each hopefully.

I also didn't want to post a 10 min video of each test. It takes FOREVER to upload and it would be boring to watch. Each video is around a minute long.

We each had a side/corner wind to deal with, but it had a much more detrimental effect on the Hemi mpg as it had to work harder to maintain speed. The Hemi would run in 4th gear at about 2500 RPM (6 speed auto trans) when hitched up. With my lighter 5er (it's about 12k#), it will usually run in 5th. The Cummins quickly settled into top gear (6th) at just under 1400 RPM, even with the load.

6.4L Hemi & 4.10 gears - mpg towing 14,000#

6.7L Cummins & 3.42 gears - mpg towing 14,000#

The side wind we dealt with gave us a chance to compare the chassis and road feel of each truck. The 5er we were towing has a very large, high, flat front cap, and a tall side profile. Personally, I didn't feel either truck was "unstable" at all. Each felt confident and stable; it was quiet and relaxed in the cab. I will say that the 3500 SRW felt a little "stiffer" in the rear than the 2500 - makes sense I guess based on the squat measurements. If the 2500 was a 9/10 for stability (just an example), the 3500 SRW was a 9.5/10.

I welcome your comments.
 

BossHogg

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The RV is a 40' Silverback by Cedar Creek 5er with 4 slides. It has a 15,500# GVWR and likely ~2700 to 3000# hitch weight.

I welcome your comments.

Very interesting and at a good time for me as I am currently researching for my next tow vehicle.

Question, isn't the pin weight a bit too much for the 2500 since it (CC short box) has a maximum payload of 2,370? Even the 3500 has a maximum payload of 3950, after subtracting the pin weight and the driver and passenger, that doesn't leave much capacity.

I may not understand payload correctly because I see a lot of 2500s pulling massive fivers in Michigan's UP.
 
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crashguy

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Very interesting and at a good time for me as I am currently researching for my next tow vehicle.

Question, isn't the pin weight a bit too much for the 2500 since it (CC short box) has a maximum payload of 2,370? Even the 3500 has a maximum payload of 3950, after subtracting the pin weight and the driver and passenger, that doesn't leave much capacity.

I may not understand payload correctly because I see a lot of 2500s pulling massive fivers in Michigan's UP.
The payload of the 2500 (mine) is just over 3000# -- maybe your figures are for a Cummins powered truck? Mine is a Hemi (lighter). The 3500 SRW Cummins is just under 4000#. The guy that owns the RV drives the 3500 diesel in the pictures. Both haul it just fine as our testing showed. That said, I wouldn't consider my truck (silver 2500 Hemi) and HIS RV to be a perfect match. My RV - the one I regularly pull with this truck, is about 2500# lighter and 2.5 feet shorter with one less slide than this monster.
 

loveracing1988

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Did you actually time the 0 to 60 runs or just record them? The video length of the 6.4 is 4 seconds longer but you also talked in the beginning. It looks like the Cummins is faster but not by much.
 

Birddog

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Nice test. I wonder what the MPGs are between the two. My real question is, if I weren't planning on keeping my truck more than 2 years (the long term diesel advantage) would I be better paying more for the Cummins or maybe the fuel savings isn't that far apart between both vehicles that I'd want the 6.4 Hemi.
 
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crashguy

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Did you actually time the 0 to 60 runs or just record them? The video length of the 6.4 is 4 seconds longer but you also talked in the beginning. It looks like the Cummins is faster but not by much.

We didn't have a stop watch, but if you watch the videos closely, I think they are both about 22 seconds to 60 mph.
 
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crashguy

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Nice test. I wonder what the MPGs are between the two. My real question is, if I weren't planning on keeping my truck more than 2 years (the long term diesel advantage) would I be better paying more for the Cummins or maybe the fuel savings isn't that far apart between both vehicles that I'd want the 6.4 Hemi.
The towing mpg is in the videos. The Hemi sat at about 7 mpg once it stabilized, the Cummins at 11 mpg.

Empty, I get 16 - 18 mpg (Hemi) and SKG gets about 20 - 21 mpg with his Cummins.
 

granite14

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Nice test. I wonder what the MPGs are between the two. My real question is, if I weren't planning on keeping my truck more than 2 years (the long term diesel advantage) would I be better paying more for the Cummins or maybe the fuel savings isn't that far apart between both vehicles that I'd want the 6.4 Hemi.

OP, thanks for the test and data.

On this question, how many miles or fillups per year for a 2 year payback?
My Fuelly says +3MPG would be $20 saved for my tank. However, going by Ram 2500 prices here locally would be about 10K price increase to CTD.

10000 / 20.00 per fill /52 fillups per year = 9.6 years,
with $28 saved per fill for a CTD, its 6.8 years.
I've calculated this other ways with similar results for my yearly mileage.

I think that initial purchase price invested would pay back much better.
I'm still happy with my 6.4, and now with 7K miles, it pulls stronger than it did new IMO.
 

Badunit

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How many miles or fillups per year for a 2 year payback?

Fuel price can swing that by a lot, as can assumptions on fuel mileage. In my simple calculations based on fuel prices and assumed trade-in value, the tradeoff for me would have been somewhere between 90K and 120K miles based on regular vs diesel prices and based on 13mpg for the Hemi and 17 mpg for the CTD. 13 mpg is pretty accurate for mine. The CTD mpg is a swag. It seems that some people get closer to 20 (and the payback period drops to 50k miles) and others get less (at 16 mpg for the CTD, the payback period rises to 240K miles). Changing my assumptions on trade-in value makes a big difference too.
 

14hemiexpress

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I am impressed with the rear coils on your 2500. 2.7 vs a 3500 2in is pretty amazing if you ask me. I was always curious how the new 2500 coils handled some good weight. I really like the 2500 just couldn't justifiy the cost over my 1500 as I don't tow anything very heavy but the extra payload would of been nice.
 

WhiteExpress

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Good overall review! Dad tows a 28' (about 7500#?) bumper pull with his '14 2500.
Thing chugs right along happy as can be, hills slow it a bit, but nothing major.

I'm seriously impressed with it! (I can't wait to hitch up that trailer to my EcoBoost)
 
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crashguy

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For me the gas vs diesel thing was only partly an economic decision. I live in Canada, and I froze by butt off in my last two Cummins diesels during my short commute. I won't argue that the diesel will be a superior pulling rig - that's a given. I will say though that the Hemi does just fine with my 12k load.
 

Skrap

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OP, thanks for the test and data.

On this question, how many miles or fillups per year for a 2 year payback?
My Fuelly says +3MPG would be $20 saved for my tank. However, going by Ram 2500 prices here locally would be about 10K price increase to CTD.

10000 / 20.00 per fill /52 fillups per year = 9.6 years,
with $28 saved per fill for a CTD, its 6.8 years.
I've calculated this other ways with similar results for my yearly mileage.

I think that initial purchase price invested would pay back much better.
I'm still happy with my 6.4, and now with 7K miles, it pulls stronger than it did new IMO.

Fuel price can swing that by a lot, as can assumptions on fuel mileage. In my simple calculations based on fuel prices and assumed trade-in value, the tradeoff for me would have been somewhere between 90K and 120K miles based on regular vs diesel prices and based on 13mpg for the Hemi and 17 mpg for the CTD. 13 mpg is pretty accurate for mine. The CTD mpg is a swag. It seems that some people get closer to 20 (and the payback period drops to 50k miles) and others get less (at 16 mpg for the CTD, the payback period rises to 240K miles). Changing my assumptions on trade-in value makes a big difference too.


One thing I never see people talk about when comparing the cost of the diesel over the gas in purchase price and return on investment is the "mental" side of the equation. Some will think I'm crazy or this doesn't make much sense but here is what I mean.

If you tow a fair amount (towing anything) there is a lot of mental things going on. "Can I merge onto the interstate safely and efficiently? Can I make a pass safely and quickly to not hold up traffic behind me? Am I going to have enough fuel to get me to the next station since I only get 175 miles/tank? What is the wear and tear on my gasser over the long haul? I would think these are common questions everyone who tows a trailer has in their heads. Some may battle over these questions ,more than others. For some, me included, these thoughts and the comfort I would get towing with a diesel is worth some of that additional cost, not just the hard numbers everyone talks about.

I could get a $50 Chinese axe and a $150 Gransfors Bruk felling axe. Both will do the job fine. While my initial cost is three time what I pay for the Chinese axe I am at peace with my $150 purchase knowing that the additional money spent will more than make up for the additional expense.

Just some ramblings while sitting ar the tire shop having a flat repair done on my work 1500.
 

Sandbox

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One thing I never see people talk about when comparing the cost of the diesel over the gas in purchase price and return on investment is the "mental" side of the equation. Some will think I'm crazy or this doesn't make much sense but here is what I mean.

If you tow a fair amount (towing anything) there is a lot of mental things going on. "Can I merge onto the interstate safely and efficiently? Can I make a pass safely and quickly to not hold up traffic behind me? Am I going to have enough fuel to get me to the next station since I only get 175 miles/tank? What is the wear and tear on my gasser over the long haul? I would think these are common questions everyone who tows a trailer has in their heads. Some may battle over these questions ,more than others. For some, me included, these thoughts and the comfort I would get towing with a diesel is worth some of that additional cost, not just the hard numbers everyone talks about.

I could get a $50 Chinese axe and a $150 Gransfors Bruk felling axe. Both will do the job fine. While my initial cost is three time what I pay for the Chinese axe I am at peace with my $150 purchase knowing that the additional money spent will more than make up for the additional expense.

Just some ramblings while sitting ar the tire shop having a flat repair done on my work 1500.

Exactly why I'm planning to switch to a 2500 in the next year. Has my 1500 towed/hauled everything I've thrown at it? Yes. Did it scare the hell out of me a few times? Yes. I'd rather be overly prepared than just marginally prepared.
 

smurfs_of_war

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Great comparison, thanks for taking the time! I have yet to get too serious about a 5th wheel, but good to know that I have the flexibility for something that is well featured.
 

Bigdaddy

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I will be going to a fiver in a few years myself.
 

Grandpa Rick

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This was a great write-up and very timely for me. I agree with Skrap's comments too. I am fairly new to towing, (3 years hauling a travel trailer), and my Ram 1500 did an excellent job. Last summer we acquired a new trailer, 8 feet longer and of course a little heavier but still within the upper limits of the Longhorn's capabilities. I just pulled the trigger on a 2017 Ram 3500 SRW CTD Longhorn with the Aisin transmission. It is a factory order and should be here in 8 weeks or so! Right now in Ontario the diesel option is free with a whopping $9345.00 coming right off the top and I am "price protected" with the factory order. We are definitely considering a 5er not too far down the road so we should have the correct vehicle to haul it safely and comfortably.
 

CDN Ram

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This was a great write-up and very timely for me. I agree with Skrap's comments too. I am fairly new to towing, (3 years hauling a travel trailer), and my Ram 1500 did an excellent job. Last summer we acquired a new trailer, 8 feet longer and of course a little heavier but still within the upper limits of the Longhorn's capabilities. I just pulled the trigger on a 2017 Ram 3500 SRW CTD Longhorn with the Aisin transmission. It is a factory order and should be here in 8 weeks or so! Right now in Ontario the diesel option is free with a whopping $9345.00 coming right off the top and I am "price protected" with the factory order. We are definitely considering a 5er not too far down the road so we should have the correct vehicle to haul it safely and comfortably.

Interesting you would go with the Aisin Transmission option. I looked into this when I bought my 2014 3500 SRW CTD and all the Aisin transmission did was lower my towing limits by 140 lbs (the extra weight of the Aisin Transmission). Unless you go with the DRW or need the ability of the PTO, the Aisin transmission was nothing more than a $2800 waste of cash. Maybe longevity of the transmission might come into play but the A6 68RFE is a proven transmission so not sure about longevity issues. Am I missing something? please explain your though process behind the Aisin transmission in a SRW.

https://www.ramtrucks.com/assets/towing_guide/pdf/2016_ram_3500_towing_charts.pdf
 
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