Ram or GMC?

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2500s

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light towing

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Ram or GMC?
bayoubengal11
I feel like Kiffin trying to make a decision.

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spend 3 weeks in a ram and gmc dealership and end up sticking with the Ford?

Define light towing.

I have a '20 GMC AT4, 5.3 and it tows my Nitro Z-18 like a breeze.

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Looking at gasser 2500s. I've found 2 very similar priced base models, wondering the OTs opinion on the 6.4 vs the 6.6 and everything that goes with it. Truck will see most of its miles doing light towing.

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IMO both of these are smarter choices from a durability and long term cost perspective than the diesel engines in the same trucks. At least right now, the HD gas V8s are not subject to the same emissions and fuel efficiency regulations that are hitting light duty (half ton) trucks or diesel engines.

Both are solid options - The 6.4L is an older engine that's proven to be a good engine. The few flaws are widely known and can be prepared for. The 6.6L GM is really just a stroked out 6.0L Vortec V8 with DI, and those ancient mechanicals are why it's proving to be very reliable as well.

I would go with the one sold by the dealer you prefer, or the one that offers the better deal. The 6.6L will be slightly more powerful and more efficient. The 6.4L trucks are probably slightly cheaper. IMO you can't really go wrong with either one.

I like the styling and the transmission of the Ram better, but I like everything else including the engine on the GMC a little better.

2500 doing light towing is kind of overkill, especially with the massive hit you'll take with efficiency. Either one of these vehicles you're looking at mileage in the low teens. Might need some definition on what you're considering light towing.

That said, both the 6.4 and the 6.6 are generally reliable. They'll both have some isolated issues that are common to either.

The 6.4 can get the lifter failure or "Hemi Tick", but Stellantis changed suppliers for the lifters around 2019 and this isn't a much of a problem anymore. Really, it was never much of a problem for folks that changed their oil every 5,000 miles or less and didn't idle the engine for long periods of time.

The GM gas 6.6 is a pretty solid engine, but can have issues with the fueling, injection and electrical systems.

End of the day, if possible deactivate the AFM / cylinder deactivation systems if at all possible. Those are at the source of many of the core issues around these engines.

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Buy a Tundra. 240k miles on mine and haven’t done shite.

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I wish this could still be an expectation, but it just can't be anymore. The new V35A engines in the Tundra have some of the highest failure rates in the industry.

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The new V35A engines

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Then buy a 2017. Plenty on the carmax website for like $30k. Unless you want to look cool and set your family back years.

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Still amazed people buy GMC, RAM, or Ford knowing at 50,000 miles everything will fall apart. Please tell me why you buy these vehicles other than ‘you’re a pussy’. Please explain.

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I have a Ram 1500 with the 5.7 with 175,000 miles on it. Only problem that we've had is a leaky rear window that $12 worth of sealant fixed.

Had a Ram before that with the 5.7 that went over 200,000 miles without any issues as well.

Here's the big secret... stay ahead of the maintenance schedule, change fluids regularly and change your oil every 5k miles or less and you'll likely have good luck with any model.

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The 6.6L GM V8 doesn't have cylinder deactivation BTW.

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True. Which explains it's solid history of reliability and makes it a really good choice.

Seems like Zeldin at the EPA is championing getting rid of things like stop-start and cylinder deactivation. Which is a win for consumers because of the litany of issues that these systems create.

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True. Which explains it's solid history of reliability and makes it a really good choice.

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Probably.

The L84 5.3L V8 is turning out to be exponentially better than the L83 5.3L V8 despite having more failure points in the valve train. The big difference was the abandonment of a variable oil pump that could push oil through the motor at a very low pressure when the ECM decides that the engine doesn't need higher pressure flow. Turns out those collapsible lifters that deactivates the cylinders needs good, clean oil at a high pressure to do their jobs properly.

The 6.6L has a variable oil pump but no known issues with lifter failures.

The 6.2L has kept a variable oil pump this whole time, and they still have lifter failures after they are starting to be more rare with the 5.3L motors.

That tells me that there is an incompatibility between collapsible lifters (and any lifter really) and low pressure oil flow. If you want to save fuel with cylinder deactivation, you have to burn more fuel running an oil pump at higher pressure to maintain reliability. I wonder if that means manufacturers with V8 engines elect for slightly higher displacement engines in the future that can generate enough torque efficiently in 4 cylinder mode to still support running oil pumps faster without hurting fuel efficiency.

Either way, the newer engines cannot handle neglect like the old ones. Owners have to stay on top of those oil changes. 4000-5000 miles even if the indicators say otherwise. That's especially true of turbo motors since they often need lighter oil for thermal management.

Also - if you have an L83 Chevrolet or GMC that are out of warranty (2015-2022 mostly, but there is overlap with the L84)....you could swap out the oil pumps and significantly reduce the chance of lifter issues. The old school ones in the newer L84 bolts right on.