As one of the engineers that helped designed this generation of this engine, it’s fun to see what people think of it and see people’s theories. I do the same thing with Apple products, so it’s fun to be on the other side of a release.
@ it really depends on a specific part or system. Anything from cost or weight savings, to warranty mitigation, service convenience, performance improvements, or emissions compliance. Do you have a particular part or system in mind?
@@tysonmaggard234 I believe the hydraulic lifters were requested by stallanes as a fixe for valve rattle noises due to required lash in the system. The lifters allow for dynamic tolerancing to balance out thermal expansion in the system. Ideally, this should also improve valve training longevity by removing unnecessary impact forces due to the required lash. however, the issues are known, and currently being looked at for solutions. If I recall correctly, the two main issues revolved around the oil type being run and interaction with The guides in the block. The change in block material I would assume fixes one of those issues however I’m not working on that system so I’m not sure what solutions they’ve implemented and are looking at.
I would prefer a cartridge filter myself. The Pentastars have them of which I had two. Oil changes were a breeze. I have a 2013 Cummins on which I dread doing an oil change. I don't mind the mess pulling it out through that small open so much as trying to get the new one back on. I don't have to change oil enough to get the angle right for the threads to engage. It takes me longer to change the oil filter than it does to change the two fuel filters. I do wish plastic wasn't used for the canisters though, the tops get so tight I am afraid I am going to break something breaking the lids loose. Great video.
@jameszeiger8533 the transmission is not the problem it's the weak clutch they put in them. Had to put a SB triple disc in it. Same with my 5.9 24 valve is 500hp I had to go with a SB daul disc
Little late getting to this video…I have a couple of thoughts on some of the stuff you guys touched on: -Underhood fuel filter housing. If you look towards front of the engine on the intake side there’s 4 threaded mounting bosses. Based on the lack of real estate towards the rear of the engine I bet that housing may end up there right over the pump. -Fuel filters. The Fleetguard/Cummins underhood filter has a very stringent filtration spec. I do believe that it is a 2 micron filter. The filter media tech used in it is patented by Fleetguard. From what I’ve seen I don’t think any aftermarket filter offers/confirms that they filter down that small. That’s why it’s important to no cheap out on the underhood filter. Fleetguard supplies this filter for Mopar, so either or will be just fine. -Aluminum head. I’d bet that the aluminum head roughly equals the weight savings from the CGI blocks, which is why they ended up going back to cast iron. I’d also bet that the switch was also due to the upcoming Octane series gas 6.7. Going to glow plugs and external injectors on the diesel allows them to use a single casting between the 2 engines as the injectors and glow plugs or spark plugs will end up mounting in the same spots. The only difference will be machining for each type of part. -Aluminum head part 2. IMO this is what will ultimately determine whether this engine is a success or not. Head gasket failures must be non-existent similar to the current iron headed 6.7s. Also glow plug or injector replacement shouldn’t lead to head replacement or broken/stripped mounting bosses. If a glow plug replacement risks damaging the head to the point where replacement of the head is the only option then they’ve failed in that aspect. That’s really the only reason the grid heaters were so well liked (up until the bolt/nut that breaks off and toasts cylinder 6). -Lifters. I think you’re on the right track as far as lifter failure goes. The anti-rotation flags are pretty lack luster. Most folks don’t realize that lifters want to rotate in the bore. Solid/flat tappet lifters do so regularly during engine operation. That’s the main reason why engine builders will tell you to replace lifters with the cam on solid lifter engines. The lifter/cam interface wears in a pattern and simply swapping cams with old lifters will flatten out a lobe pretty quick. Roller lifters generally escape this because they can only wear in one direction and using existing lifters with a new cam is fairly acceptable as long as the lifters are in good condition. A more robust anti-rotation system for the lifters will likely reduce lifter failure quite a bit, assuming materials used are decent quality. I am genuinely excited for the revamped 6.7. I was hoping to be able to keep my 2023 for the long term, but depending on how the ZF and updated 6.7 pan out in a couple of years I may bite the bullet and upgrade.
Guys, I really enjoy your videos. Keep up the good work! I'm excited about the updated 6.7 Cummins and extremely excited about the ZF Powerline transmission. I tried to place an order for a new 2025 3500 Limited at the Dealership a couple days ago. Although I'm excited about the powertrain updates, I am extremely disappointed to learn that for 2025 the air ride suspension is not available unless you order a dually. I have the air ride on my 2019 3500 SRW and love it. Kind of torn what to do now.
@@MikeClement-o3s On the 2024, the actual air ride / coil springs were only available on the 2500 I believe. I am in a similar situation to you, want the megacab and a good ride all of the time, but the numbers push it to a 3500 srw. No way I am going to just have leaf springs on my daily driver.
I love my 2019 Chevrolet with the 6.6L turbo diesel. And honestly, I drive semi trucks for a living and I truly believe my Chevy pulls very well for a passenger truck.
As far as the aluminum head, I’m not too concerned about it. On the isv 5.0 engine they used aluminum heads with a cgi block and, yes those engines did have some issues but head related issues weren’t really one of them.
What do you think the compatibility of the power line transmission will be? When the shelf life of my 68 is up, I'm wondering what your recommendation would be, a built 68, stock, Allison swap? I'd like to put something more dependable in this 5th gen should/when it fails. My usage includes yard trailers that lives behind me all summer, and a 11.5k 5th wheel used 4-6 times a year. So not super heavy work, but still I'd like options for a more durable transmission that could last the life of the truck.
Here is what I do know. So far in all applications for Mopar and jeep the ZF transmission has been great, I love it! I do not know how the aftermarket industry will act towards swapping one in on an Alderson application but I hope it won’t take long
Hey guys, love your videos together. If the head is aluminum, not a fan. I maintain my 2024 Cummins every 5000 miles, can I use Rotella T6 5W40 all the time, even in summer? I use Mopar filters, I also use Amsoil All-in-one diesel additives all the time, I would like your comments on these parameters please. Keep up the great videos👍👍
New Ram HD? I think the new transmission is a BIG PLUS, however, all the current “improvements” and existing inconsistent/poor quality problems keep me from spending the big bucks on a brand new one. I don’t intentionally purchase expensive problems! I don’t think I am alone….
That new engine is in Ottawa, capacity, Tico, etc... shunt trucks for a while now. It's nothing new. They have a lot of check engine lights coming on - more electronics. Have not broken down or no start yet. Got it running around the yard for 3 years now. A few hundred hours on it. It does struggle with 40,000 lbs but once it gets going, no problem than onwards
Good info appreciatte your expertise. My question is..I just bought my first diesel..a 24 Ram 2500. What should I be doing to keep my engine from having lufter problems? Truck is only used for towing 26ft tt..and driving back and forth 150 miles one way to Az property couple times a month.....ty!
Huge fan of you, 6 months ago I bought 3500 Cummins. I’m doing oil changes every 5-6 thousand, yes I fully understand that is on the extreme low end of intervals, but my question is what is your personal opinion on a diesel engine oil change interval for mileage? NO ONE thinks the 10-15 thousand per ram is realistic, EPA incentives to produce less waste oil is real thing… ( cafe standards) what say you???
Question. If you could be given a brand new Duramax , Stroker or Cummins which out of the three would you pick for mechanical reliability and easiest for DIY maintenance/repairs? Or would you wait for the new 2025 Cummins? Thanks
I was told on two other channels that there will be two fuel filters, and both will be under the hood on this engine. I'm excited to see how the new 8 speed does. I'm also not a numbers guy, so if the engine is a puller and reliable, that would be great. BTW, my buddies ecodiesel jeep did have a bad injector in the after treatment. We chnaged it out in a matter of minutes and the code cleared. You were spot on. Thank you.
Hemi question. Is there a difference between commercial 6.4's and regular 6.4 Ram engines? Other than the plastic cover (engine hood) the commercial engines replace with a foam block?
I am going to buy a new Ram soon and I was waiting for the news on the Cummins motor before I start looking. So I would like your oppinion on either buying a 4th or a 5th Gen Ram. For the 5th Gen which would be the better year 2019 to 2024? Seeing that Cummins is going with aluminmum head I am not sure I want to trust that design so I think I am going to go for a 4th or a 5th for the time being. What's your thoughts? My dad was a Master Mechanic for CDJR for many years but he's past on and I value your honest input in your videos. Thank you,
Kidding. Change oil/filter every 5k with 5w40. Its been explained to me 100 times, theres nothing you can do as an owner outside of regular maintenance to prevent lifter failure, its either gonna happen or it ain't. But theres ALOT more trucks out there without these issues than ones that do. Good news travels one block, bad news travels 20.
thanks for all the info, i recently found you two and its been a wealth of information and a refreshing non bias approach. If you were on the market today for a do it all diesel truck (occasionally pulling a holiday trailer, daily driver(long distances) adventure and hunting rig) what year/model would you be shopping for? thanks
I’m enjoying all the content with the Cummins related videos (other than the fact that I own a 5th gen…I partially blame JB reviews. lol). Is it a complete crap shoot on whether the 5th gens will have issues? I have a ‘21 since new, change the oil at 5k with 10-30 and fuel filters at 10k. Is there anything I can do to proactively avoid issues?
Unfortunately there isn’t much you can do except maybe an oil additive. I can’t recommend any additive at this time that will help however any reputable additive can’t hurt
You may want to compare to LHM in Sandy before pulling the trigger. I bought last year and Salt Lake Valley wasn’t willing to negotiate much. Additionally their advertised price is based on you qualifying on all incentives and rebates. There was roughly $4K in incentives I didn’t qualify for and there was zero budging on their part, even as a return customer. LHM was solid to deal with. Took a couple of hours total and the only reason it took that long is because the finance office was a little backed up. I ended up around $14.5K off MSRP in September of last year, which was a couple thousand below SLVs advertised price. One thing to note, each dealer seems to have a basic ‘lot spec’ they order. For example at SLV the majority of Laramie trim 2500s will have the Sport/Night edition package, cargo camera, 5th wheel prep, no bedliner, center console and sunroof. LHM 2500 Laramie will generally have Sport/Night package, no cargo cam, no bedliner, front bench seat, no sunroof , no 5th wheel prep. I actually prefer the bench front as it makes the cab feel a little more roomy. I can add the cargo camera easily enough via AlfaOBD. I’m anti sunroof so no loss there for me. The only option I wish I had was factory 5th prep simply because it’s kind of a PITA to diy.
@@4FishLimit The Chrysler Capital $2500 incentive is a scam, I did it once and paid them more in interest for the 7 month minimum than the incentive. I'm limited to the Bighorn or Tradesman. Was wondering if waiting for 2025 is better or worse?
@@KevinBrown-r7d I mean from a cab/interior/chassis standpoint there’s no difference between the current trucks and the 2025’s. The big thing will be the updated Cummins engine and ZF trans. IMO those are 2 fairly significant changes which means there are bound to be bugs/issues that will pop up once they are in use. I had planned on keeping my 2023 long term but if the updated engine/trans proves to be a winner I may upgrade in 2026 or 2027 depending on when a full new cab and chassis redesign is launched.
This is simply not true of all cartridge oil filters. How about one that doesn’t completely drain out and you can’t inspect what’s in the bottom? I’ve found a piece of gasket from the bypass relief valve floating around in my powerstroke canister. Who knows how long it was like that.
I think they got rid of it in favor of glow plugs so they could design a higher flowing intake. Glow plugs are fine usually and would improve cold starting performance.
Hey Josh I'm looking to purchase a new truck from your knowledge would you buy a 2024 or hold out for the 2025 RAM or would you even buy a RAM maybe Ford or GMC better now thanks for your videos and time
Great show, I've got a 2022 Ram 3500 HO dually. I mostly use it to tow a travel trailer moving crap around. It's still stock, about 15k miles. Is there anything I should be doing to avoid long term issues? I usually keep my vehicles a long time, I plan on keeping it 20-25 years.
Hey Josh if I do a Hamilton flat tappet swap which is emissions compliant in Florida will I have to be concerned about the cgi block being weaker? I figured since it’s back to the tried and true valve terrain I wouldn’t have to be as concerned the kit comes with rockets pushrods a new cam and flat tappets. Also do you know anyone who has done the conversion? Do you think the trucks are reliable again? It’s crazy because I know guys that get to 500k miles with stock liters no issue it’s crazy it’s a weird gamble haha. I wonder if there’s different facilities that harden the parts ? Maybe there’s one that has shit quality control and there are others that have good quality control ? Such a weird thing.
Heat is still the enemy to the 6.7L Cummins. Turbo is nothing new in diesel engines. Class 8 trucks are a primary example. The problem is the cutting of corners in these aluminum blocks with plastic shielding. Engine braking goes right back to the heat displacement doctrine. Stellantis needs to stop cutting corners.
Hi I had a question I have ram 2500 with the 6.4 hemi it’s got the 8 speed it’s been a great truck have you seen alot of lifter faliures on the 5th gen
I grew up with a Dodge Ram also but I don't call my 2019 a Dodge. Also in the same sentence, you say that the "Dodge" outpulls the GM and the Ford trucks but lags on the track. If you are really using these trucks for what they are intended for you don't care about poor track performance. 🤪
I’m looking for a diesel truck to work, not a “race/track” diesel truck.. To me Diesel engines and transmission should be a “work” application. You don’t see bulldozers trying to gain speed in a 1/4 mile. But, then again I have never seen excavators drag racing in the 405.. END THE EPA ! MAKE DIESELS GREAT AGAIN…
The primary reason you see diesel associated with work over speed is because of the stroke length to bore ratio. Diesel takes more compression than gasoline, which means that you generally have a longer stroke length per volume which results in a higher torque output over speed ratio.
As one of the engineers that works on this engine, I can tell you the change in filter type was due to the orientation change. You don’t want to unscrew a metal filter with the threads down on top of your engine. It makes a mess.
As one of the engineers that helped designed this generation of this engine, it’s fun to see what people think of it and see people’s theories. I do the same thing with Apple products, so it’s fun to be on the other side of a release.
Can you shed some light on why certain things were changed that were not an issue to begin with? Thank you.
@ it really depends on a specific part or system. Anything from cost or weight savings, to warranty mitigation, service convenience, performance improvements, or emissions compliance. Do you have a particular part or system in mind?
I'm curious about the lifters
@@Lord-Of-LightWhy staying with hydralic lifters and going back to a CP4 pump? Emissions with changing out the CP3?
@@tysonmaggard234 I believe the hydraulic lifters were requested by stallanes as a fixe for valve rattle noises due to required lash in the system. The lifters allow for dynamic tolerancing to balance out thermal expansion in the system. Ideally, this should also improve valve training longevity by removing unnecessary impact forces due to the required lash. however, the issues are known, and currently being looked at for solutions. If I recall correctly, the two main issues revolved around the oil type being run and interaction with The guides in the block. The change in block material I would assume fixes one of those issues however I’m not working on that system so I’m not sure what solutions they’ve implemented and are looking at.
I will keep my 2003 5.9 Cummins forever. Best engine they made.
2005 5.9 is very nice aswell. The early 6.7 was also very nice
I would prefer a cartridge filter myself. The Pentastars have them of which I had two. Oil changes were a breeze. I have a 2013 Cummins on which I dread doing an oil change. I don't mind the mess pulling it out through that small open so much as trying to get the new one back on. I don't have to change oil enough to get the angle right for the threads to engage. It takes me longer to change the oil filter than it does to change the two fuel filters. I do wish plastic wasn't used for the canisters though, the tops get so tight I am afraid I am going to break something breaking the lids loose. Great video.
Put a manual behind 6.7 it would be a great truck again
Manual cannot handle torque numbers this high. Want a manual, they would have to derate or detune the motor.
@jameszeiger8533 not the case, have a 1500hp 6.7 with a G56 and it handles the hp and torque just fine
@@CraigDowning-t9y is that a stock G56? My understanding is it's the torque that really pushes a manual transmission beyond it's designed torque max.
@jameszeiger8533 the transmission is not the problem it's the weak clutch they put in them. Had to put a SB triple disc in it. Same with my 5.9 24 valve is 500hp I had to go with a SB daul disc
Little late getting to this video…I have a couple of thoughts on some of the stuff you guys touched on:
-Underhood fuel filter housing. If you look towards front of the engine on the intake side there’s 4 threaded mounting bosses. Based on the lack of real estate towards the rear of the engine I bet that housing may end up there right over the pump.
-Fuel filters. The Fleetguard/Cummins underhood filter has a very stringent filtration spec. I do believe that it is a 2 micron filter. The filter media tech used in it is patented by Fleetguard. From what I’ve seen I don’t think any aftermarket filter offers/confirms that they filter down that small. That’s why it’s important to no cheap out on the underhood filter. Fleetguard supplies this filter for Mopar, so either or will be just fine.
-Aluminum head. I’d bet that the aluminum head roughly equals the weight savings from the CGI blocks, which is why they ended up going back to cast iron. I’d also bet that the switch was also due to the upcoming Octane series gas 6.7. Going to glow plugs and external injectors on the diesel allows them to use a single casting between the 2 engines as the injectors and glow plugs or spark plugs will end up mounting in the same spots. The only difference will be machining for each type of part.
-Aluminum head part 2. IMO this is what will ultimately determine whether this engine is a success or not. Head gasket failures must be non-existent similar to the current iron headed 6.7s. Also glow plug or injector replacement shouldn’t lead to head replacement or broken/stripped mounting bosses. If a glow plug replacement risks damaging the head to the point where replacement of the head is the only option then they’ve failed in that aspect. That’s really the only reason the grid heaters were so well liked (up until the bolt/nut that breaks off and toasts cylinder 6).
-Lifters. I think you’re on the right track as far as lifter failure goes. The anti-rotation flags are pretty lack luster. Most folks don’t realize that lifters want to rotate in the bore. Solid/flat tappet lifters do so regularly during engine operation. That’s the main reason why engine builders will tell you to replace lifters with the cam on solid lifter engines. The lifter/cam interface wears in a pattern and simply swapping cams with old lifters will flatten out a lobe pretty quick. Roller lifters generally escape this because they can only wear in one direction and using existing lifters with a new cam is fairly acceptable as long as the lifters are in good condition. A more robust anti-rotation system for the lifters will likely reduce lifter failure quite a bit, assuming materials used are decent quality.
I am genuinely excited for the revamped 6.7. I was hoping to be able to keep my 2023 for the long term, but depending on how the ZF and updated 6.7 pan out in a couple of years I may bite the bullet and upgrade.
Cartridge filters are less wasteful. Personally I like them on the top.
The way theyve been going, i wouldnt be surprised if they put a timing chain on the new cummins😂
Going to buy one before March. Fingers crossed on a $90k truck.
Thanks for the update
Guys, I really enjoy your videos. Keep up the good work! I'm excited about the updated 6.7 Cummins and extremely excited about the ZF Powerline transmission. I tried to place an order for a new 2025 3500 Limited at the Dealership a couple days ago. Although I'm excited about the powertrain updates, I am extremely disappointed to learn that for 2025 the air ride suspension is not available unless you order a dually. I have the air ride on my 2019 3500 SRW and love it. Kind of torn what to do now.
@@MikeClement-o3s On the 2024, the actual air ride / coil springs were only available on the 2500 I believe. I am in a similar situation to you, want the megacab and a good ride all of the time, but the numbers push it to a 3500 srw. No way I am going to just have leaf springs on my daily driver.
I love my 2019 Chevrolet with the 6.6L turbo diesel. And honestly, I drive semi trucks for a living and I truly believe my Chevy pulls very well for a passenger truck.
They’re supposed to bring back the cast iron block.
As far as the aluminum head, I’m not too concerned about it. On the isv 5.0 engine they used aluminum heads with a cgi block and, yes those engines did have some issues but head related issues weren’t really one of them.
What do you think the compatibility of the power line transmission will be? When the shelf life of my 68 is up, I'm wondering what your recommendation would be, a built 68, stock, Allison swap?
I'd like to put something more dependable in this 5th gen should/when it fails. My usage includes yard trailers that lives behind me all summer, and a 11.5k 5th wheel used 4-6 times a year. So not super heavy work, but still I'd like options for a more durable transmission that could last the life of the truck.
Here is what I do know. So far in all applications for Mopar and jeep the ZF transmission has been great, I love it! I do not know how the aftermarket industry will act towards swapping one in on an Alderson application but I hope it won’t take long
I thought everyone drove their Cummins like they stole it, I know I do!
Hey guys, love your videos together. If the head is aluminum, not a fan. I maintain my 2024 Cummins every 5000 miles, can I use Rotella T6 5W40 all the time, even in summer? I use Mopar filters, I also use Amsoil All-in-one diesel additives all the time, I would like your comments on these parameters please.
Keep up the great videos👍👍
New Ram HD? I think the new transmission is a BIG PLUS, however, all the current “improvements” and existing inconsistent/poor quality problems keep me from spending the big bucks on a brand new one. I don’t intentionally purchase expensive problems! I don’t think I am alone….
That new engine is in Ottawa, capacity, Tico, etc... shunt trucks for a while now. It's nothing new. They have a lot of check engine lights coming on - more electronics. Have not broken down or no start yet. Got it running around the yard for 3 years now. A few hundred hours on it. It does struggle with 40,000 lbs but once it gets going, no problem than onwards
Good info appreciatte your expertise. My question is..I just bought my first diesel..a 24 Ram 2500. What should I be doing to keep my engine from having lufter problems? Truck is only used for towing 26ft tt..and driving back and forth 150 miles one way to Az property couple times a month.....ty!
Oil t6 5.40 rotella full synthetic
5W50
Huge fan of you, 6 months ago I bought 3500 Cummins. I’m doing oil changes every 5-6 thousand, yes I fully understand that is on the extreme low end of intervals, but my question is what is your personal opinion on a diesel engine oil change interval for mileage? NO ONE thinks the 10-15 thousand per ram is realistic, EPA incentives to produce less waste oil is real thing… ( cafe standards) what say you???
Question. If you could be given a brand new Duramax , Stroker or Cummins which out of the three would you pick for mechanical reliability and easiest for DIY maintenance/repairs? Or would you wait for the new 2025 Cummins? Thanks
I have always been a Cummins guy
@ i appreciate your videos thanks!
Great info, thanks.
I was told on two other channels that there will be two fuel filters, and both will be under the hood on this engine.
I'm excited to see how the new 8 speed does. I'm also not a numbers guy, so if the engine is a puller and reliable, that would be great.
BTW, my buddies ecodiesel jeep did have a bad injector in the after treatment. We chnaged it out in a matter of minutes and the code cleared. You were spot on. Thank you.
They fixing the stuff that’s not broke ignore the broken 😂😂😂
We need reliability. If any make can do that, they will rule.
Hemi question. Is there a difference between commercial 6.4's and regular 6.4 Ram engines? Other than the plastic cover (engine hood) the commercial engines replace with a foam block?
I am going to buy a new Ram soon and I was waiting for the news on the Cummins motor before I start looking. So I would like your oppinion on either buying a 4th or a 5th Gen Ram. For the 5th Gen which would be the better year 2019 to 2024? Seeing that Cummins is going with aluminmum head I am not sure I want to trust that design so I think I am going to go for a 4th or a 5th for the time being. What's your thoughts? My dad was a Master Mechanic for CDJR for many years but he's past on and I value your honest input in your videos.
Thank you,
Could be worse! I am still waiting on gasser details 😂
I just bought a 2024 3500 with the standard 6.7 I don’t want to have these engine issues what should I do to prevent the lifter problems
Don't drive it. Problems solved.
Kidding. Change oil/filter every 5k with 5w40. Its been explained to me 100 times, theres nothing you can do as an owner outside of regular maintenance to prevent lifter failure, its either gonna happen or it ain't. But theres ALOT more trucks out there without these issues than ones that do. Good news travels one block, bad news travels 20.
thanks for all the info, i recently found you two and its been a wealth of information and a refreshing non bias approach. If you were on the market today for a do it all diesel truck (occasionally pulling a holiday trailer, daily driver(long distances) adventure and hunting rig) what year/model would you be shopping for? thanks
I’m enjoying all the content with the Cummins related videos (other than the fact that I own a 5th gen…I partially blame JB reviews. lol). Is it a complete crap shoot on whether the 5th gens will have issues? I have a ‘21 since new, change the oil at 5k with 10-30 and fuel filters at 10k. Is there anything I can do to proactively avoid issues?
Unfortunately there isn’t much you can do except maybe an oil additive. I can’t recommend any additive at this time that will help however any reputable additive can’t hurt
5W50
Josh, is a 2024 (2500) with the big discounts ($15K-$16k) from Salt Lake Valley Ram, a smarter buy than a 2025?
You may want to compare to LHM in Sandy before pulling the trigger.
I bought last year and Salt Lake Valley wasn’t willing to negotiate much. Additionally their advertised price is based on you qualifying on all incentives and rebates. There was roughly $4K in incentives I didn’t qualify for and there was zero budging on their part, even as a return customer.
LHM was solid to deal with. Took a couple of hours total and the only reason it took that long is because the finance office was a little backed up.
I ended up around $14.5K off MSRP in September of last year, which was a couple thousand below SLVs advertised price.
One thing to note, each dealer seems to have a basic ‘lot spec’ they order. For example at SLV the majority of Laramie trim 2500s will have the Sport/Night edition package, cargo camera, 5th wheel prep, no bedliner, center console and sunroof.
LHM 2500 Laramie will generally have Sport/Night package, no cargo cam, no bedliner, front bench seat, no sunroof , no 5th wheel prep.
I actually prefer the bench front as it makes the cab feel a little more roomy. I can add the cargo camera easily enough via AlfaOBD. I’m anti sunroof so no loss there for me. The only option I wish I had was factory 5th prep simply because it’s kind of a PITA to diy.
@@4FishLimit The Chrysler Capital $2500 incentive is a scam, I did it once and paid them more in interest for the 7 month minimum than the incentive. I'm limited to the Bighorn or Tradesman. Was wondering if waiting for 2025 is better or worse?
@@KevinBrown-r7d I mean from a cab/interior/chassis standpoint there’s no difference between the current trucks and the 2025’s. The big thing will be the updated Cummins engine and ZF trans. IMO those are 2 fairly significant changes which means there are bound to be bugs/issues that will pop up once they are in use.
I had planned on keeping my 2023 long term but if the updated engine/trans proves to be a winner I may upgrade in 2026 or 2027 depending on when a full new cab and chassis redesign is launched.
Nothing wrong with cartridge style filters, absolutely nothing wrong with them.
Looking forward to seeing a new 6.7 in person.
This is simply not true of all cartridge oil filters. How about one that doesn’t completely drain out and you can’t inspect what’s in the bottom? I’ve found a piece of gasket from the bypass relief valve floating around in my powerstroke canister. Who knows how long it was like that.
Did they fix the intake heater problem where the boat breaks off it goes down into the piston
Yah, good question
Saw on another channel they switched to glow plugs so no grid heater!
I think they got rid of it in favor of glow plugs so they could design a higher flowing intake. Glow plugs are fine usually and would improve cold starting performance.
Yes, they went to glow plugs, so you have six failure points.
Hey Josh I'm looking to purchase a new truck from your knowledge would you buy a 2024 or hold out for the 2025 RAM or would you even buy a RAM maybe Ford or GMC better now thanks for your videos and time
I wouldnt buy ford or GM. If you buy a 24 at least you’ll have warranty but I’d wait till 26 to let ram work the bugs out
Great show, I've got a 2022 Ram 3500 HO dually. I mostly use it to tow a travel trailer moving crap around. It's still stock, about 15k miles. Is there anything I should be doing to avoid long term issues? I usually keep my vehicles a long time, I plan on keeping it 20-25 years.
Get grid heater after market fixes!
Hey Josh if I do a Hamilton flat tappet swap which is emissions compliant in Florida will I have to be concerned about the cgi block being weaker? I figured since it’s back to the tried and true valve terrain I wouldn’t have to be as concerned the kit comes with rockets pushrods a new cam and flat tappets. Also do you know anyone who has done the conversion? Do you think the trucks are reliable again? It’s crazy because I know guys that get to 500k miles with stock liters no issue it’s crazy it’s a weird gamble haha. I wonder if there’s different facilities that harden the parts ? Maybe there’s one that has shit quality control and there are others that have good quality control ? Such a weird thing.
The canister filters will be more expensive because you can get the spin on filters anywhere
Heat is still the enemy to the 6.7L Cummins. Turbo is nothing new in diesel engines. Class 8 trucks are a primary example. The problem is the cutting of corners in these aluminum blocks with plastic shielding. Engine braking goes right back to the heat displacement doctrine. Stellantis needs to stop cutting corners.
Hi I had a question I have ram 2500 with the 6.4 hemi it’s got the 8 speed it’s been a great truck have you seen alot of lifter faliures on the 5th gen
I see substantially fewer cam and lifter failures on the 6.4 but they do still happen. More so on poor maintenance vehicles
Thanku
I do all my maintenance on the engine and transmission
That transmisión is great very strong i use it to tow let me tel you that truck can pull
I grew up with a Dodge Ram also but I don't call my 2019 a Dodge. Also in the same sentence, you say that the "Dodge" outpulls the GM and the Ford trucks but lags on the track. If you are really using these trucks for what they are intended for you don't care about poor track performance. 🤪
When engines last too long they change things so they don’t last as long
I’m looking for a diesel truck to work, not a “race/track” diesel truck.. To me Diesel engines and transmission should be a “work” application. You don’t see bulldozers trying to gain speed in a 1/4 mile. But, then again I have never seen excavators drag racing in the 405.. END THE EPA
! MAKE DIESELS GREAT AGAIN…
Yeah this master tech guy has some interesting takes lol
The primary reason you see diesel associated with work over speed is because of the stroke length to bore ratio. Diesel takes more compression than gasoline, which means that you generally have a longer stroke length per volume which results in a higher torque output over speed ratio.
Cummins has European guys that engineered the new 6.7 and x15. They love canister filters
As one of the engineers that works on this engine, I can tell you the change in filter type was due to the orientation change. You don’t want to unscrew a metal filter with the threads down on top of your engine. It makes a mess.
Cp4 = failure