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Old 06-22-2019, 05:07 PM   #81
jcl
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Originally Posted by gypsydad View Post
When I asked about the 3500 difference vs 2500, they told me 3500 has a solid rear axil; the 2500 has the coil springs.
Both have solid rear axles.
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Old 06-22-2019, 06:40 PM   #82
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I purchased a 2018 ram 2500 with the hemi motor. The main reason I went with the Ram was because of the coil spring suspension. Much easier to lower using air bags. There are a couple of companies that make air replacement springs that will allow the truck to be lowered a couple of inches. More if you can find a 2 wheel drive anywhere. I have done the rear springs, and can move the rear up and down considerably. Only takes @32 psi to keep at original ride height. Planning on doing the front later this fall. The lower truck is nice for getting in and out easier. The older I get, the more the knees hurt. If you get a new truck, remember to set the tire pressure at a reasonable amount. Mine was over 80psi, and drove like crap. At 55psi, rides really nice. Hoping the front air bags help even more. Just my opinion. Mike
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Old 06-22-2019, 06:52 PM   #83
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Originally Posted by jcl View Post
Both have solid rear axles.


I think he meant to say the 3500 has leaf springs in the rear vs. coils on the 2500.

No independent rear axles yet but I saw a rumor that Ford is toying with the idea.
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Old 06-22-2019, 08:53 PM   #84
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Originally Posted by gypsydad View Post
[/U][/I]...unfortunately, I could not find a 2500 Cummins with the new 8 speed, Bilstein's, coil suspension, short bed, 4x4 to try and compare the ride...only had the Hemi long in this configuration. :
Only the 2019 Hemi gets the 8 speed transmission. This is the same ZF transmission in the 1500 trucks. The 2018 and older Hemi had a 66RFE (a variant of the 68RFE used in the diesel trucks.)
The 2500 Cummins trucks have 6 speed - 68RFE transmission - this transmission has been used since the year 2007.5.
The 2500 Cummins truck uses the 6 speed - 68RFE or the optional Aisin transmission. The Aisin is a true medium duty truck transmission. It is not really needed unless your hauling monster fifth wheel or similar heavy loads.
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Old 06-23-2019, 06:52 AM   #85
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i'll do that. can you be more specific as to which dealership in Longbeach and who you dealt with in fleet sales?
Oops, I'll need an over 60 and almost 3 years ago coupons.

Paul Whitehead at Huntington Beach RAM, near LA. I did get the beach and L correct. My negotiations took about 5 minutes. Great price, they picked us up at the LA airport from Hawaii, in our new truck, drove us to the first truck stop in AZ to meet a Notary to document "Delivery" outside CA, and only charged $300 for the service. If you don't want to go there, he'll arrange a Fleet Transfer or rail ship. Top RAM truck sales guy in the US. Just know what you want when you call or visit. Happy hunting.

BTW, do your test drives in Tow Haul for best mimic of your towing experience. The best part of my 3500 is the acceleration onto the highway; I still have to check to make sure the Classic is back there .
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Old 06-23-2019, 07:01 AM   #86
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Originally Posted by gypsydad View Post
I just posted I visited a RAM dealer today in Helena to test drive the 19' 2500 since they had a 34% discount sign out front...unfortunately, I could not find a 2500 Cummins with the new 8 speed, Bilstein's, coil suspension, short bed, 4x4 to try and compare the ride...only had the Hemi long in this configuration. When I asked about the 3500 difference vs 2500, they told me 3500 has a solid rear axil; the 2500 has the coil springs. Payload on the 2500 with Hemi I looked in showroom was 2800lbs, which was decent for sure. Likely the Cummins would be far less payload; perhaps 2200lbs or so? I really wanted to see the new ride and price one out, so they said they would be getting more in and call me....we shall see. By the way, the 34% discount was on a "couple" select 1500 models...but they said I could get close to 18% on a new one...we shall see when/if they call me.
My 3500 Cummins Larimie Longhorn 4x4 MEGA. Payload goes up with leaf springs. Also my daily drive. Click image for larger version

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Old 06-23-2019, 07:04 AM   #87
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I agree with the earlier post about rear air pressure, when running unloaded, 65 is fine. Front axle load is more than rear when unloaded. But my only unloaded trip was from CA to GA to buy a trailer, and it hasn't been empty since.
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Old 06-24-2019, 08:54 AM   #88
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Quote:
Originally Posted by crispyboy View Post
Only the 2019 Hemi gets the 8 speed transmission. This is the same ZF transmission in the 1500 trucks. The 2018 and older Hemi had a 66RFE (a variant of the 68RFE used in the diesel trucks.)
The 2500 Cummins trucks have 6 speed - 68RFE transmission - this transmission has been used since the year 2007.5.
The 2500 Cummins truck uses the 6 speed - 68RFE or the optional Aisin transmission. The Aisin is a true medium duty truck transmission. It is not really needed unless your hauling monster fifth wheel or similar heavy loads.
Thanks for that...seems like I was not asking the right questions of the sales folks, or hearing the right answers. When I asked about the 8 speed, they said yes, but were showing me the Hemi in the showroom; not the Cummins...I asked if the new Cummins had the 8 speed, and the GM who came to say hello, said yes, but he also looked for support from the sales guy; maybe he didn't know for sure? ..I thought I heard solid rear axil vs independent rear axil; think they meant solid leaf springs on the 3500 vs coil springs? Anyway, I hope to get a chance to drive a new short bed 2500 with the Cummins, the Bilstein's, and the new electronics to check out and compare ride while I am up here in MT...
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Old 06-24-2019, 09:00 AM   #89
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This is the sales pitch you want to find. No guessing. Might have to go to a Fleet Sales guy.Click image for larger version

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Old 06-25-2019, 05:53 AM   #90
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Looks like Chevy is going after the Ram HD Cummins\6 spd. vs. their new 10 spd. Allison auto. It's 2 seconds quicker in 0-60 times. Ouch!

https://www.thedrive.com/news/28619/...lb-towing-test
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Old 06-25-2019, 10:32 AM   #91
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BTW. The door sticker that everyone is looking at is the tire specs only, not the vehicle specs. I ordered my 2015 Ram 1500 Ecodiesel to certain specs, nothing on tires. It came with Goodyear Wranglers P265/70R17 with payload of 1,447 lbs. I replaced with Michlen LTX 265/70R17----- 2679per it's 4 = 10,716 GVWR tires. My GVWR is 6,950--- 5,340 tare wgt. = 1,610 pay load. My tires are over rated (capacity-wise) for my truck.. The specs are taken from 2015 Ram 1500 Trailer Towing Chart specs. A lot keeps getting mentioned about door sticker. On a new vehicle they will put the most economical (cheap) tire unless you specifically request that, then that's usually a dealer item. BTW also I have the Ram boxes and really like them. I have an Extang 3 panel fold-up cover 50lbs. as opposed to a cap 225 lbs. Must think about payload when driving a Ram. 1500. I use to tow with 1998 Ram 2500 5.9 Cummins. There are many reasons I went with new 1500 Ecodiesel only known to me and it's my daily driver vehicle. 67k now and no problems.
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Old 06-25-2019, 10:54 AM   #92
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The yellow tag is the difference between the weighting at the factory and the GVWR assigned to the truck (GVWR - Curb Weight = Payload on the yellow sticker). I stood in the F150 Factory and watched the process and watched the yellow tags being printed. The manufacture tire ratings exceed the weight of the truck by a good margin and are over the axle ratings of the axle, they are installed on. The tires have to exceed the axle ratings which the axles exceed the GVWR (Chasis Rating) of the truck.


The best way to determine payload is to bring your truck to the scales and weight loaded ready to camp and subtracted from the GVWR will give you payload available for the tongue weight of your AS. You will be surprised how little payload you have.

Here is a great video that explains from RV Saftey.
https://rvsafety.com/rv-education/ma...ks-to-trailers



Quote:
Originally Posted by sctinman44 View Post
BTW. The door sticker that everyone is looking at is the tire specs only, not the vehicle specs. I ordered my 2015 Ram 1500 Ecodiesel to certain specs, nothing on tires. It came with Goodyear Wranglers P265/70R17 with payload of 1,447 lbs. I replaced with Michlen LTX 265/70R17----- 2679per it's 4 = 10,716 GVWR tires. My GVWR is 6,950--- 5,340 tare wgt. = 1,610 pay load. My tires are over rated (capacity-wise) for my truck.. The specs are taken from 2015 Ram 1500 Trailer Towing Chart specs. A lot keeps getting mentioned about door sticker. On a new vehicle they will put the most economical (cheap) tire unless you specifically request that, then that's usually a dealer item. BTW also I have the Ram boxes and really like them. I have an Extang 3 panel fold-up cover 50lbs. as opposed to a cap 225 lbs. Must think about payload when driving a Ram. 1500. I use to tow with 1998 Ram 2500 5.9 Cummins. There are many reasons I went with new 1500 Ecodiesel only known to me and it's my daily driver vehicle. 67k now and no problems.
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Old 06-25-2019, 11:17 AM   #93
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I can't find my weight ticket but my 2019 gas RAM 2500 loaded and ready to camp weight in at 7840 on the cat scale with a 10,000 pound GVWR which means out of 2868 I have on the yellow tag I have 2160 left for tongue weight. (10,000 - 7840=2160).


That yellow tag is just a guideline when shopping for trucks. That number is only valid the day it was weighted.
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Old 06-25-2019, 11:25 AM   #94
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The best way to determine payload is from the SAE mfg. specs, then weigh your rig. I have a Sherline tongue scale that when ready to travel I weigh the tongue. Then I go to Cat scales near me and scale out to determine any discrepancy. My DW knows I'm all about safety. Retired Millions plus OTR Safe driving record.
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Old 06-25-2019, 11:39 AM   #95
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I can't find my weight ticket but my 2019 gas RAM 2500 loaded and ready to camp weight in at 7840 on the cat scale with a 10,000 pound GVWR which means out of 2868 I have on the yellow tag I have 2160 left for tongue weight. (10,000 - 7840=2160).


That yellow tag is just a guideline when shopping for trucks. That number is only valid the day it was weighted.


I donít understand what youíre saying. If the sticker says you have 2868 of cargo capacity, and you went to the scales fully loaded for camping and found you have only 2160 of capacity available, doesnít that mean you loaded 708# of stuff for camping?

I think that sticker is valid unless you make mods to the truck. Maybe Iím misunderstanding something?
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Old 06-25-2019, 12:04 PM   #96
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Yes, with my wife and me in the truck with all the stuff I will carry on two week camping trip in the truck and in the bed of truck I have loaded 708 pounds of stuff. Plus a folding truck bed cover. It adds up quick.



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I don’t. understand what you’re saying. If the sticker says you have 2868 of cargo capacity, and you went to the scales fully loaded for camping and found you have only 2160 of capacity available, doesn’t that mean you loaded 708# of stuff for camping?

I think that sticker is valid unless you make mods to the truck. Maybe I’m misunderstanding something?
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Old 06-25-2019, 12:11 PM   #97
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Yes, with my wife and me in the truck with all the stuff I will carry on two week camping trip in the truck and in the bed of truck I have loaded 708 pounds of stuff. Plus a folding truck bed cover. It adds cup quick.


Ok - got it. In total, you have the cargo capacity identified for your individual vehicle on the label of the door jamb. What you have left after packing for camping is less than that, and will be even less when you connect your trailer and take on (whatever portion of) the tongue weight (that remains after applying weight distribution). But thatís why you have a 2500 with all that available capacity in the first place.

Good luck and happy camping.
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Old 07-15-2019, 05:31 PM   #98
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decision made!

hi folks, i figure that i should give you all an update in my little journey here to find a new tow vehicle. so, a week ago i put in an order for a 2019 Ram 3500 with a 6.4 Hemi.

it's funny when i started this thread, i was sure the direction i was going was a 3/4 ton truck with a diesel engine and now look where i ended up! that's a real testament to the helpful nature of this community. thank you all for chiming in on this topic. you were all very helpful and informative....again, thank you all so much for your time. i'm a smarter person today because of it.

a special shout out to james.mileur, jeffmc306 and others for bringing the HD Rams forum to my attention. it was a great resource of door jam stickers on various configurations of 2500s and 3500s to give me a better real-world idea was on payload capacity on these vehicles.

so, with all your help , i was able to figure out which direction i wanted to go with this truck. here's the build i went with...

2019 3500 Longhorn Megacab. 4X4. Granite crystal exterior color. Black/cattle tan interior
6.4 Hemi V8
8 speed auto trans.
rambox utility group
deployable bedstep
upfitter electronic module
dual alternators 380 amps
sunroof
auto level rear air suspension
safety group
4.10 axel ratio ( please clap)
towing tech group
longhorn level 1
snow chief group

if it's of any help as to why i went with the engine choice i did or some of these other options, here you go...

1) engine- the biggest decision. as has been stated many times throughout this thread, there are a lot of variables in making this decision and you should really make your choices based on what's best for your needs. i went into this wanting a diesel, and once i got a hold of all of the facts, it wasn't the best choice for me. i left my last tow vehicle for 2 reasons. one, to have a rigs that towed more efficiently and two, to have more payload capacity. going with a gas engine in a 3500, with a 4.10 gear ratio is going to give me 15,220lb towing capacity with a 4200lb payload. towing a RV trailer that's 7300lbs max..... gives me a truck with some great capability that i won't be left wanting for anytime soon. ( now those payload and towing numbers are admittedly projections....but even if i'm in that ballpark , i'll still be happy).

2) mega cab and ramboxes- these are the two reasons that drew me to the Ram brand and pushed all other choices off the table. the room of the mega cab and the ability to fold down those rear seats to a flat loading space gave us a ton of possibilities of utility. especially knowing that i wasn't going to get a camper shell for the bed. the ramboxes are a great storage idea. especially if you tow an airstream. if you don't know, Airstreams are NOT known for a lot of outside storage, leaving your tow vehicle and inside your RV to store items that you may not need much, but should have around in case of emergency...like tools, air compressors, etc. while going for the rambox option precludes you from a lot of aftermarket options, the idea of them work for us.

3) auto level rear air suspension- i store my airstream in my backyard. i have a typical suburban home layout...it just happens to have enough room to store and move it along the side of my house on to the front driveway. while i use a dolly to do that, i usually hitch my airstream to my Landcruiser there. on a 3-4% incline. seeing how the 3500 is a taller vehicle, i got the rear air suspension so i could drop the bed lower and not having to worry about cranking up the airstream's tongue jack way too high so that the rear bumper of the trailer can hit the driveway. at least i hope it works that way. i also hear that this option can make the ride of the 3500 smoother. while i was fine with the ride quality as it is, i won't complain if that is the case.

4) tech- any and all hardware and software that makes towing easier. that's the prime reason that we're going for this truck, so anything that improves our experience towing the better. all the cameras and a nice big, clear screen to view them is a huge positive. being able to zoom in on the rear bumper so i can back that truck's hitch perfectly to the trailer with little help would be great in cutting down our set up time. i can not wait to try all this out.

5) upfitter electronic module and snow chief group- we do some boondocking now and then...so having the ability to add more lighting hardware on to the truck is a good thing. the auxiliary switches that come in the snow chief group is a nice way to add all those optional accessories without having to add more switches. keeps everything looking stock. i think you need the upfitter module for that, so i go that too.

6) longhorn- while not needed...definitely liked. one of the nicest interiors i've ever seen in a truck let alone most cars. the black/ cattle tan combo is a favorite color scheme of mine. i've had similar in other cars and ...again, while i didn't need it at all..... it was simply a want.

hope that helps...or entertains...some of you out there
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Old 07-15-2019, 05:38 PM   #99
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if i can narrow everything i've learned here in the last couple months on this subject , it's this.....

if you're in the position to, and/or you have the means....buy more , in terms of capability, truck than you think you'll need.

you can't go wrong with that choice.

for some of you who's like more info on why i chose a gas engine oover a diesel, here's a link for a great discussion on another forum that was a good influence on me....

https://expeditionportal.com/forum/t...or-not.154911/

my intro thread over at HD Rams may be a good read for you too...

https://hdrams.com/forum/index.php?t...me-advice.455/

good luck!
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Old 07-17-2019, 07:45 AM   #100
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I just purchased my first gas RAM truck about 30 days ago after owning 3 different diesel 1 tons. I have 2019 3/4 ton Longhorn 6.4 gas with 3.73 8 speed transmission and on my first tow of 500 miles towing my Classic 33FB I got between 11 and 12 miles per gallon. On a 5% grade, it did drop from 64 MPH to about 55 MPH and RPMs around 4500 but I was pleasantly surprised the noise level was more than acceptable and easy to carry on a conversation at a normal level. Ram has done a great job cutting the noise level in the cab. On our trip down to pick up our AS the Ram followed our Class A going 64 miles per hour for 500 miles and got between 19.5 and 20.5 MPG but at 75, it falls to around 16 to 17 MPG.


After owning diesel 1 tons I do miss the sear power of the diesel and what I probably miss most is using the big truck lanes to refuel and not having to deal with the gas pumps. This is my opinion only! My gas 3/4 ton feels light in the front and not as positive steering but doesn't feel unsafe just different. I. believe a 900 pounds worth of diesel engine under the hood just makes for a more positive feeling when towing a trailer with a 1400+ tongue weight. That could be my WD but I think I have dialed in about as good as I'm going to get it. Trucks passing on two-lane or on the highway there are zero movements but I haven't been in any winds over about 10. MPH.
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