RAM 2500 6.4 vs Cummins for Travel Trailer with 7500lb GVWR

[ramffml]

I don't agree. It's just not that simple. Sometimes the reverse makes more sense, depending on the use case.

Exactly. General rules are nice but there are always exceptions. If I was a full time RV'er pulling a 30 foot TT and only needed 1800 to 2000 pounds payload; 6.4 would pull it great, but constant trips pulling a load is where the diesel shines, as long as you can make your payload work you're better off there with the diesel even in the 2500.

Some of us also have zero desire to upsize our trailer, I happen to like smaller trailers as they are easier to work with when finding spots to park them.

So my 1500 pulls my trailer just great. But if I was on the road constantly then a 2500 cummins would be in my driveway no question.

 

[dhay13]

My son switched to the CTD because of the miles and warranty. He put 90,000 miles on his 6.4 in 2 years and the depreciation was big. It had 95,000 miles on a 2 year old truck. A 2 year old CTD with 95,000 miles still holds most of its value. His 6.4 towed his TT with ease but the miles and depreciation was his deciding factor. In 2 more years he would have been approaching 200,000 miles and the truck would have been just about worthless

 

[Riccochet]

My son switched to the CTD because of the miles and warranty. He put 90,000 miles on his 6.4 in 2 years and the depreciation was big. It had 95,000 miles on a 2 year old truck. A 2 year old CTD with 95,000 miles still holds most of its value. His 6.4 towed his TT with ease but the miles and depreciation was his deciding factor. In 2 more years he would have been approaching 200,000 miles and the truck would have been just about worthless

That's kind of a wives tail regarding depreciation. At least when it comes to 3/4 and 1 ton trucks. At least in my rural area where trucks are predominant. Used gassers generally stay $7000-9000 less, or the cost of the diesel option, than a used diesel of the same make/model/trim with similar mileage. That gap gets smaller the higher the mileage.

 

[dhay13]

That's kind of a wives tail regarding depreciation. At least when it comes to 3/4 and 1 ton trucks. At least in my rural area where trucks are predominant. Used gassers generally stay $7000-9000 less, or the cost of the diesel option, than a used diesel of the same make/model/trim with similar mileage. That gap gets smaller the higher the mileage.

Well they only gave him $29k on trade for his 6.4. Similar used CTD's at that time were selling for $55-60k. I understand that is trade in vs retail but that difference is huge and was similar across several dealerships

 

[Riccochet]

Well they only gave him $29k on trade for his 6.4. Similar used CTD's at that time were selling for $55-60k. I understand that is trade in vs retail but that difference is huge and was similar across several dealerships

Have to look at what vehicles are actually selling for. The dealer is going to give you what they can get for it at auction. But even trade values are as I described them.

Here's a KBB I just ran on two identical trucks. 2020 Ram 2500 Bighorn CCSB with 100,000 miles. Only difference in options selected was the engine selected. An $8000 difference in average trade in value. As I said, right around the cost of the diesel option.

Diesel:


Hemi:

 

[HEMIMANN]

My son switched to the CTD because of the miles and warranty. He put 90,000 miles on his 6.4 in 2 years and the depreciation was big. It had 95,000 miles on a 2 year old truck. A 2 year old CTD with 95,000 miles still holds most of its value. His 6.4 towed his TT with ease but the miles and depreciation was his deciding factor. In 2 more years he would have been approaching 200,000 miles and the truck would have been just about worthless

Hell yeah - 45,000 miles a year? Wow. I thought I was putting on a lot when working @ 20,000 miles a year.

 

[joesstripclub]

I'm going to throw out a different option, with only a 6600 lb trailer why not get a 1500? I believe the 5th gens are rated for around max 12,000 lb towing so you are well within a safe towing weight. Even a 4th gen can be rated just above 10k lbs. That would be a much more practical truck for every day use than a 2500. If you were ever planning to upgrade to a larger trailer I would definitely recommend a 2500, but if you plan to stick with the trailer size you have save some dough IMO.

 

[HEMIMANN]

You don't want to tow near the max rating if you want your truck to last.

 

[Riccochet]

I'm going to throw out a different option, with only a 6600 lb trailer why not get a 1500? I believe the 5th gens are rated for around max 12,000 lb towing so you are well within a safe towing weight. Even a 4th gen can be rated just above 10k lbs. That would be a much more practical truck for every day use than a 2500. If you were ever planning to upgrade to a larger trailer I would definitely recommend a 2500, but if you plan to stick with the trailer size you have save some dough IMO.

The problem with 1500's isn't the towing capacity, it's the payload. Unless you get one that's close to base trim with very few options. High trims have really low payloads, like 1300-1400 lbs. That 6600 lb bumper pull is going to have a tongue weight of 800-900 lbs. Doesn't leave much for a WDH, people and gear.

 

[ramffml]

The problem with 1500's isn't the towing capacity, it's the payload. Unless you get one that's close to base trim with very few options. High trims have really low payloads, like 1300-1400 lbs. That 6600 lb bumper pull is going to have a tongue weight of 800-900 lbs. Doesn't leave much for a WDH, people and gear.

I have a "level 2" big horn (in other words, almost every feature available on that trim) and have 1750 pounds of payload. That's a 4x4 short bed with factory bedliner, but other heavy options like ET, sunroof, and ramboxes, and skid plates are missing.

You don't have to "suffer" with a tradesman and 0 features. You just need to stay away from the heavy stuff. I still get heated seats/wheel, 8.4" screen, the nice dash, powered mirros, bed upgrades and a bunch of other cool stuff I use every day but can't be bothered to list.

8000 pounds is the most I'd every pull with a half ton. But if doing it quite regularly then a 2500 makes more sense.

 

[runamuck]

I towed our 28' 6000# travel trailer all over the place with my '19 laramie 1500 but if you are going hd for a trailer that size a late model 8spd 6.4 2500 will do fine. the advantage of getting the dsl would be much better mileage while towing and the extra braking power is nice altho my 1500 had great brakes even when towing. I got 20 mpg with either while not towing but the 1500 would get 8.5-10 towing at around 70 while the dsl would get 15-16. I have a 5th wheel now so need the dsl and get 12-13 towing at 70.

 

[joesstripclub]

The problem with 1500's isn't the towing capacity, it's the payload. Unless you get one that's close to base trim with very few options. High trims have really low payloads, like 1300-1400 lbs. That 6600 lb bumper pull is going to have a tongue weight of 800-900 lbs. Doesn't leave much for a WDH, people and gear.

I agree you lose a lot of payload with a 1500, but if you are shooting closer to 10% tongue weight thats under 700 lbs, which is only half the payload. I guess it depends how much other stuff the OP is bringing along on trips.

 

[Tulecreeper]

I have a "level 2" big horn (in other words, almost every feature available on that trim) and have 1750 pounds of payload. That's a 4x4 short bed with factory bedliner, but other heavy options like ET, sunroof, and ramboxes, and skid plates are missing.

You don't have to "suffer" with a tradesman and 0 features. You just need to stay away from the heavy stuff. I still get heated seats/wheel, 8.4" screen, the nice dash, powered mirros, bed upgrades and a bunch of other cool stuff I use every day but can't be bothered to list.

8000 pounds is the most I'd every pull with a half ton. But if doing it quite regularly then a 2500 makes more sense.

Ramffml, that's better than 1300#, but it's still not that much payload. Put 1000# on the hitch, then 3 people in the cab at 150# average, that leaves 300# for gear, cooler, tool box, tow chains, generator, etc.

I have a Tradesman with pretty much zero features and I'm not suffering in the least with it as my EDD. As a matter of fact, it has quite a bit more "stuff" that I will never use as it is.

 

[Tulecreeper]

I agree you lose a lot of payload with a 1500, but if you are shooting closer to 10% tongue weight thats under 700 lbs, which is only half the payload. I guess it depends how much other stuff the OP is bringing along on trips.

The dry tongue weight of a TT is always quite a bit more than advertised. Sometimes 100# - 200#. And as a rule of thumb, you can add 30% to the dry tongue weight to get a good idea of what your loaded tongue weight will be.

 

[Riccochet]

I towed our 28' 6000# travel trailer all over the place with my '19 laramie 1500 but if you are going hd for a trailer that size a late model 8spd 6.4 2500 will do fine. the advantage of getting the dsl would be much better mileage while towing and the extra braking power is nice altho my 1500 had great brakes even when towing. I got 20 mpg with either while not towing but the 1500 would get 8.5-10 towing at around 70 while the dsl would get 15-16. I have a 5th wheel now so need the dsl and get 12-13 towing at 70.

Current gen cummins get 15-16 unloaded, and like 10-11 when towing heavy. I get 9-10 while towing my 8000# camper with my 6.4. I borrowed my neighbors 2019 F350 SRW 6.7 while I was having my truck detailed and PPF'd. I got 10, maybe 11, MPG while towing the same trailer to the same camp ground. And his truck gets 16-17 unloaded.

Point is, you aren't going to see a massive jump in MPG's with a modern diesel while towing. The differences in fuel economy with a load are pretty small. Where you see the difference is in the mountains and at altitude where forced induction really helps.

 

[joesstripclub]

The dry tongue weight of a TT is always quite a bit more than advertised. Sometimes 100# - 200#. And as a rule of thumb, you can add 30% to the dry tongue weight to get a good idea of what your loaded tongue weight will be.

I agree, and I'm definitely a victim of this with the TT I just purchased. 6600 dry turned into 7400 dry with options. Loaded quickly pushed me out of my 1500. OP said he weighed his trailer loaded and it was 6600.

 

[dhay13]

My sons advertised TW was 695. Actual was 1000lbs loaded up. Trailer weighed 8100lbs so he was right at that sweet spot around 12.5%. So yeah, 305lbs (about 45%) heavier than advertised.

 

[2003F350]

Current gen cummins get 15-16 unloaded, and like 10-11 when towing heavy. I get 9-10 while towing my 8000# camper with my 6.4. I borrowed my neighbors 2019 F350 SRW 6.7 while I was having my truck detailed and PPF'd. I got 10, maybe 11, MPG while towing the same trailer to the same camp ground. And his truck gets 16-17 unloaded.

Point is, you aren't going to see a massive jump in MPG's with a modern diesel while towing. The differences in fuel economy with a load are pretty small. Where you see the difference is in the mountains and at altitude where forced induction really helps.

Explain that to my '22 CTD - it's laying down 24+ back and forth to work, about 22 expressway, and about 14 pulling our travel trailer (funny story, it averaged about 16 pulling my FIL's new fifth wheel home from Indiana for him because he doesn't have a hitch yet).

Best my 6.4 (albeit with a 6 speed) got was 14-15 empty, and 11 towing.

11 to 14 is over a 25% increase in mileage while towing. The increase while empty is huge. So I'm not sure where you're getting your numbers...maybe there's something wrong with mine?

 

[2003F350]

The dry tongue weight of a TT is always quite a bit more than advertised. Sometimes 100# - 200#. And as a rule of thumb, you can add 30% to the dry tongue weight to get a good idea of what your loaded tongue weight will be.

Depends on the manufacturer and the configuration. Ours was advertised at 700 empty, turned out to be about 660 empty. Which in the grand scheme of things is pretty close. Even loaded up it's not much north of 800, but then the axles are actually pretty far forward compared to most, and a lot of the storage is actually rear of the axle. The water tank ends up being just about centered over the axles and doesn't add much to tongue weight.

As a general rule, though, you are correct - most travel trailers end up having a LOT more tongue weight than advertised.

 

[Riccochet]

Explain that to my '22 CTD - it's laying down 24+ back and forth to work, about 22 expressway, and about 14 pulling our travel trailer (funny story, it averaged about 16 pulling my FIL's new fifth wheel home from Indiana for him because he doesn't have a hitch yet).

Best my 6.4 (albeit with a 6 speed) got was 14-15 empty, and 11 towing.

11 to 14 is over a 25% increase in mileage while towing. The increase while empty is huge. So I'm not sure where you're getting your numbers...maybe there's something wrong with mine?

Get my numbers from Fuelly. The majority of owners are seeing 14-16 average. And that's all going to depend on terrain, altitude and driving style.

You can certainly squeeze a whole lot more out of nearly any vehicle if you drive like you have no place to be anytime soon. Staying out of boost saves a lot of fuel, gas or diesel.