New truck options

So I'm starting to think about a new truck. I have a 2013 RAM 1500 4x4 5.7L Hemi with the 8 speed trans, 3.21 rear end and 130,000ish miles. Fully loaded my trailer is 6680lbs. How ever 90% of my trips will be in the 5740lbs range. Either way I'm up at the upper end of the trucks rated load. While it has and does work for me, I wonder if I should be looking at a 2500 or F250?

I'm only interested in RAM and Ford. (Sorry GM guys I just have not regained my faith in GM completely.) I had a "98 F150 before my RAM and comparing the two, my RAM has been the best. The ram has really been trouble free. I have only had maintenance, an O2 sensor and the header bolts as issue to deal with. Both covered under warranty. I'm not in any rush to buy but I figure I should start doing some homework. My youngest son will need a car in spring of 2026. My truck has a lifetime warranty that is almost bumper to bumper (No cosmedics or standard wear items covered). So no reason to get rid of this truck.

The other thing you should know is two days a week I drive 60 miles round trip. If I go on vacation (for something other then requiring a trailer) and drive, I still normally take the truck.

I'm just starting to dive into what combo of drive train would be a good match etc. But was wondering what some real world number on MPG and thoughts on these trucks would be....
RAM 2500 6.4L 8 speed 4.10 rear end
Ford F250 7.3L 10 speed 3.73 rear end

My current RAM 17.5 mpg on highway no trailer for a trip. I have even seen as high as 20MPG but not often. Pulling the trailer with three sleds etc 10.5 mpg. I also love the ride of the RAM.

Then my other though it stick with another 1500 or look at the F150's as well. This puts me in the upper ratings but benefits for "regular driving" might win out...
For those with a Ford how is the 10 speed trans? Any issues?


Now while I have zero interest in the new electric trucks. The spec on the RAM Charger 1500 do look interesting. However, It sounds like it is not coming out till the end of '24 at the soonest. I don't like being a ginnie pig for a new vehicles. So that would put me around the end of 26 at the soonest if I want to go that route. If the truck truly can generate all the power it needs to run the electric side of things, then it could offer better towing and range etc than gas or electric models... IMO this is the way that should roll out electric vehicles, not forcing crap that does not work at us.

For those that have not seen this here is the info on the RAM Charger this is not a full electric truck but use the electric truck base and use a V6 as a generator...

The All-New 2025 Ramcharger delivers innovative performance with a liquid-cooled 92-kilowatt-hour battery pack paired with a 130-kilowatt generator. The Pentastar® 3.6L engine generates mechanical power, which is converted to electrical power by the onboard generator for maximum efficiency. The generator can also increase the power to the motor and gearbox when serious power is needed.
Translation? The All-New 2025 Ramcharger delivers a Best-in-Class Targeted 690 total miles of Range( Disclosure2) and is set to be a game changer in the world of electric pickup trucks.

TARGETED BEST-IN-CLASS DRIVING RANGE (MILES) 690

TARGETED TOTAL HORSEPOWER 663

TARGETED TOTAL TORQUE (LB-FT) 615

TARGETED 0-60 MPH (SEC) 4.4

TARGETED BEST-IN-CLASS MAXIMUM PAYLOAD CAPACITY (LB) 2,625

TARGETED BEST-IN-CLASS MAXIMUM TOWING CAPACITY (LB) 14,000

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I would try to stick to a half ton. HD gas trucks are too thirsty IMO. The only time they get decent MPG is if conditions are optimal. I had a 6.4 2500 mileage was great as long as you were on a highway in nice weather. Add in cold weather, driving into the wind, stop and go traffic or pulling a trailer of any kind and it was horrible. That truck treated me well when I sold it though, tires and oil changes in 100k miles

Zero problems with my 10 spd in my 21 F150 w/5.0L, 32k on it so far. Absolutely love the 10 spd for towing and all around driving, could never go back to a lesser gear transmission on a 1/2 ton.

lofsfire said:

RAM 2500 6.4L 8 speed 4.10 rear end

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Currently have a 2015...2500...6.4... 6spd... 3.73...First year for rear coil suspension...By far it is the WORST riding HD truck I have ever owned...I previously owned 14 Silverado 3500 Duallys from 1988-2015...Terrible gas mileage towing an enclosed trailer with just less than 4k wt...Cant tow in 6th gear @ 70mph...Have to lock in 5th gear while towing on highways...Heading north on 90/94/39 from here in Janesville up to the northwoods or U.P., I have never seen better than 9.5 mpg...And more than a few occasions it was as low as 8.2 with a stiff headwind...I have seen upwards of 18+ mpg on some country backroads without the trailer cruising at a steady 55 mph...While doing your Ram shopping, look at Dennis Dillon Ram in Boise,Id...Buyers from all over the U.S. fly in to that dealership to buy Ram's. and drive them back home...The prices are that good there...

indy_500 said:

Zero problems with my 10 spd in my 21 F150 w/5.0L, 32k on it so far. Absolutely love the 10 spd for towing and all around driving, could never go back to a lesser gear transmission on a 1/2 ton.

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I had a F150 with a 10 speed for 6 months while another truck was at a body shop, I thought that it was decent but would take the newer ZF 8 speed out of a Ram over the Ford 10 speed. The ZF is the first transmission in a half ton that has really impressed me. The rest of the ram 1500 fall short of the F150 for towing though.

Yup love my '21 F150. 10 spd. trans is fine. Love 3.5 Ecoboost for towing.
I'd think you would be fine with half ton at those weights unless your towing that stuff daily. At worse maybe some airbags.

SHOOT2KILL said:

Currently have a 2015...2500...6.4... 6spd... 3.73...First year for rear coil suspension...By far it is the WORST riding HD truck I have ever owned...I previously owned 14 Silverado 3500 Duallys from 1988-2015...Terrible gas mileage towing an enclosed trailer with just less than 4k wt...Cant tow in 6th gear @ 70mph...Have to lock in 5th gear while towing on highways...Heading north on 90/94/39 from here in Janesville up to the northwoods or U.P., I have never seen better than 9.5 mpg...And more than a few occasions it was as low as 8.2 with a stiff headwind...I have seen upwards of 18+ mpg on some country backroads without the trailer cruising at a steady 55 mph...While doing your Ram shopping, look at Dennis Dillon Ram in Boise,Id...Buyers from all over the U.S. fly in to that dealership to buy Ram's. and drive them back home...The prices are that good there...

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I think mine was even worse towing north with my enclosed. I remember one time towing in negative 20 and only getting 5-6 mpg. I'm also a bit disappointed with the mileage of my 2022 Duramax towing, usually 11.5-12 if I keep it under 80, go over 80 and it's in the 9's

I have to say thanks I was pretty sure everybody was just going to say go with the bigger truck...

Like I said I'm not jumping in anything right away but starting to do my research. That way the right deal comes along I can jump on it.

Also, I currently run airlift 1000s on my rear suspension. All the 1500s have coilover rear springs. Therefore, too much weight in the rear tends to sag them. The airbags took that away completely I only keep them at about 10 - 15PSI. Basically just helpers...

When towing the trailer I use a weight distribution hitch. The hitch I use is made by Anderson, it uses chains under tension instead of bars. Basically allows full movement and turns but still offers sway control and the weight distribution. However, going in the dips or really steep transitions you need to pay attention to what you're doing.

I last fall just did what you are asking and went from a ram 1500 to a ram 2500 gasser. As for towing I did pull my 8.5x12 v nose and yes towing is nicer. Reason for change was not for snowmobile trailer but 33’ camper which I haven’t pulled yet but will be in about a week or so. The camper just didn’t feel safe at times behind the 1500 to me 2500 should be much better, also looking to get a 10 to 14k trailer to move equipment so that was last reason for going bigger. As for gas mileage I have the 6.4 with 3.73 gears and the 8 speed transmission and gas mileage is nowhere near what the 1500 was. Just driving it is 3-5 miles less and towing hard to say but probably 8-10ish. But only have 4k on the truck so far. Another stupid thing is it will not shift into 8th gear until you hit 70 mph but will stay in 8th down to 60, really weird to me but that’s what they say is normal. If I drove every day the gas usage would suck but I don’t so I bought for towing and hauling as it’s main duty. But I don’t tow enough to justify the diesel extra cost.

chunk06 said:

I think mine was even worse towing north with my enclosed. I remember one time towing in negative 20 and only getting 5-6 mpg. I'm also a bit disappointed with the mileage of my 2022 Duramax towing, usually 11.5-12 if I keep it under 80, go over 80 and it's in the 9's

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But they sure do tow nice

lofsfire said:

I have to say thanks I was pretty sure everybody was just going to say go with the bigger truck...

Like I said I'm not jumping in anything right away but starting to do my research. That way the right deal comes along I can jump on it.

Also, I currently run airlift 1000s on my rear suspension. All the 1500s have coilover rear springs. Therefore, too much weight in the rear tends to sag them. The airbags took that away completely I only keep them at about 10 - 15PSI. Basically just helpers...

When towing the trailer I use a weight distribution hitch. The hitch I use is made by Anderson, it uses chains under tension instead of bars. Basically allows full movement and turns but still offers sway control and the weight distribution. However, going in the dips or really steep transitions you need to pay attention to what you're doing.

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So I'll be one to tell you to go bigger. I went from a 2016 F150 with the 5.0 to a 2023 F350 with the 7.3 and 3.73 rear end. Just got back from pulling 2200 miles to west yellowstone and back with a 4 place trailer, averaged 9.3 MPG at 75 MPH. I've pulled that trailer a lot with my 1/2 ton and there is no comparison. The 10 speed is an awesome tranny, I'd put the truck in tow/haul mode and set the cruise at 75 and it would just cruise along in 10th gear 90% of the time. So much more stable also, no wiggle/sway. Running around town with the truck I get about 14 mpg and if I do long trips I'll get about 16.

elf said:

So I'll be one to tell you to go bigger. I went from a 2016 F150 with the 5.0 to a 2023 F350 with the 7.3 and 3.73 rear end. Just got back from pulling 2200 miles to west yellowstone and back with a 4 place trailer, averaged 9.3 MPG at 75 MPH. I've pulled that trailer a lot with my 1/2 ton and there is no comparison. The 10 speed is an awesome tranny, I'd put the truck in tow/haul mode and set the cruise at 75 and it would just cruise along in 10th gear 90% of the time. So much more stable also, no wiggle/sway. Running around town with the truck I get about 14 mpg and if I do long trips I'll get about 16.

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I hate to derail this thread. Could you give us a post in another thread about your trip out west?

as it relates to trucks. Did you head out west on 94/90? If so, did you feel the wind gusts on 90 Bozemen and Billings? That's where I really appreciated having a heavier truck for sure.

Good info, 1500 probably making more since, for practicality for every day but towing well 2500 are just bigger... Will I do those long trips out west... probably not. I guess the other thing to thing about is the trailer. How long will I be needing it for the most of my towing? My oldest son is will be a senior next year and the youngest a freshman... The oldest has a 2011 RAM 1500 and is in his second year of driving. I have not let him pull the big trailer yet. But I could easily see going down to a two place hybrid in the coming years depending on his schedule etc. I don't think I would let my trailer go, since I use it for camping as well.

I don’t tow enough to justify the diesel extra cost either. With the fire department we have a Smoke House (E.I.D.T.H. House trailer) that is huge every bit of +35' maybe even 40' the F350 diesel we had to pull it did great!

Sounds like I need to sit down and figure out what I don't mind for a trade off...

dfattack said:

I hate to derail this thread. Could you give us a post in another thread about your trip out west?

as it relates to trucks. Did you head out west on 94/90? If so, did you feel the wind gusts on 90 Bozemen and Billings? That's where I really appreciated having a heavier truck for sure.

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I'll get a trip report up soon. But in regards to the winds, yes, we hit some headwinds on the way out and it was fine. No real crosswinds at all. Coming back though we hit glare ice for about 200 miles and the heavier truck felt more planted on that.

elf said:

I'll get a trip report up soon. But in regards to the winds, yes, we hit some headwinds on the way out and it was fine. No real crosswinds at all. Coming back though we hit glare ice for about 200 miles and the heavier truck felt more planted on that.

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there's a section that I referenced that had signs post about strong cross winds and sure enough we felt them. My son drove through it on the way west and I was driving on the way east and we both had to have both hands on the wheel. I was really liking the bigger truck at that time.

Bit of a novel here...

If you're towing anything with a degree of weight, physical size (wind load from front or side) or distance, I'm a big fan of giving up a few MPG's, handing over a few more dollar bills, and going HD. A loaded-up three or four place enclosed sled trailer being towed hundreds or thousands of miles during winter ice and wind qualifies, in my opinion.

Modern day half tons seem to continue the annual inflation of their stated payloads and towing capacities into HD territory, but strangely enough there is nothing coming through on the end product to support the increases - outside of HP, which is honestly a ways down the list on tow vehicle considerations. There are structural and mechanical reasons why HD trucks weigh 40-50% more than half tons. Outside of sharing say a cab/doors/most of the interior with their half ton sibling (in the case of Ford), the similarities and common parts end there. And don't forget that extra weight goes through to the ground by way of much higher tire contact patch pressures, which is a big thing with respect to traction on winter roads. Ask semi-truck drivers.

I went from a half ton to a HD truck about three years ago, for sled trailer, boat, and truck camper purposes. I'm impressed with the additional stability and capability to the point that I don't see myself ever buying another half ton until my use case changes and it is drastic and obvious overkill. It is that much better at doing work hauling and towing. White knuckle experiences are few and far between with the change. The ride and general daily livability isn't intolerable. It does ride stiffer than a half ton, but it isn't jarring or anything. It is no longer than an F150 crew cab with the 6.75' bed (which is admittedly a little bit of an oddball), nor wider. It does sit a lot higher obviously, but most HD trucks with stock wheels/tires and suspension will still fit under a 7 foot high garage door.

In my case I went with a Ford F350. (There is not much argument to save $500 and go 3/4 ton instead of 1 ton - unless you are using the truck for a commercial purpose.) I have the new 7.3 gas, which comes with the ten speed transmission that is being used in multiple platforms and by multiple manufacturers. (All Ford Super Duties comes with the ten speed as of '23 or '24, I believe.) The rear end is a 4.30, as I chose the Tremor option and that's what it comes with in gas spec. While I personally haven't had any mechanical failures in three years and 56K miles, the 7.3 does seem to have a 2-3% failure rate with the lifter plating coming off, scoring the camshaft, and taking out the engine. The ten speed doesn't seem to have a very significant failure rate, but it can be an oddball from time to time and give you goofy or hard shifts.

Mileage isn't stellar at say 12.5 MPG city, 14 MPG highway and 9 MPG towing, but it is a 7500 lb heavy duty gas truck. If an extra $1500 in annual gas cost (12.5 MPG overall versus 17.5 MPG overall at 20K miles and $3.50/gal) is a factor swaying you one way or the other, then you might want to examine your actual use case.

dfattack said:

But they sure do tow nice

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They sure do. Crazy how it will upshift a few times on hills pulling 14k where my gas trucks are in one low gear screaming!

Last purchase I looked into getting an F150 max tow. Pricing them I found out for not much more I could get a Duramax HD with comparable options. Ford sure is proud of their F150's

I very much like my 2018 F150, 3.5 Ecoboost, 10 spd, crew cab 5.5 box. I have a 7x23 inline (3 or 4 place if crammed) that I pull, also the pull the pontoon boat a couple times a year, ~5600 lbs, which is close to one of the trailer weights you mentioned but probably a lot more wind resistance. Pulls it great. Depending on the speed I am going, sometimes it will stay in 8th (I think the 1st overdrive) on the interstate, or on the state/county road speeds it will shift all the way into top gear (3rd overdrive) as long as there isn't a big headwind. I have bags to level the load, keep the headlights aimed like they should, and I air up the rear tires to near max when towing for increased stability. It doesn't sound like you need more than a 1/2 ton for your loads/usage, and you'd benefit from the improved fuel mileage of a 1/2 ton for every day driving, as it sounds like a diesel is not in the running. The solid ride and extra towing capacity of a 3/4 ton is nice, but again seems like 1/2 ton will do what you need to do.

Fortunately, you have time to do more research, and can wait for a "deal" on whatever you decide will work best for you.

Although I know you're not in MN we have a crazy law here on vehicle registrations that make going to a 1 ton a financially sound idea. Vehicle registration costs in MN are based on vehicle value except for 1 ton trucks or bigger. If I'd bought a 3/4 ton truck it would cost somewhere between $650-750/yr for registration. For my 1 ton its $100. We pay more to register our 2019 Subaru Crosstrek than we do our 2023 F350. Crazy law.