The Hemi is happy to do 65-70 up the Ike pulling 10000 pounds. Done it many a time.
Ram Heavy Duty Forum
Register a free account today to become a member! Once signed in, you'll be able to participate on this site by adding your own topics and posts, as well as connect with other members through your own private inbox!
Input on 2025 3500 6.4L
- Thread starter CB118
- Start date
Ritchie_Rich
Active Member
- Messages
- 168
- Reaction score
- 79
- Points
- 28
Screaming like a banshee.
Been there, done that. No thanks.
Maybe, but it’s built to handle high revs. That’s how a gasoline engine works. Diesel engines would rev higher to make more power if it wouldn’t destroy them too.
Ritchie_Rich
Active Member
- Messages
- 168
- Reaction score
- 79
- Points
- 28
I know how a gas engine works. Professional mechanic for 25yrs. I just prefer not to listen to a screaming gas engine going up a hill. Again, been there, done that.
Airtim
Member
Where are we comparing these engines? I ask because if it is being done in Leadville, CO then yes a naturally aspirated engine is going to be way down on power and a turbo engine of similar rated power will run away from it regardless of the fuel being burned.
That said 80% of US population lives below 2000 feet therfore most people don't experience the power loss.
400 HP is 400 HP and with 8 and 10 speed transmissions available today if the engine needs to spin 5,000 RPM to make the power the transmission will put it there.
There are plenty of videos showing a gas engine of the same power will tow as well as a diesel.
When i bought the truck I have now that I use almost exclusively for hotshot towing cars, emotionally i thought "I have to buy a diesel to be a commercial operator" but i am so disappointed in modern diesels regardless of the brand.
Powerstrokes and duramaxes blowing metallic diarrhea through the fuel system, cummins busting nuts and droping them in to cylinder 6 and destroying the engine. If if that isn't enough you still need to deal with the after treatment system on all of them. All that after spending 10K more to buy it.
Obviously gas engines aren't perfect either but regular maintenance and repairs are less expensive than on a diesel. Before buying this truck I had low expectations of a gas engine, so low I had them quote me an engine. A factory long block installed at the dealer is about 8800 or about 1000 less than the diesel option.
And for what? Efficiency? I know there are exceptions but in most parts of the country diesel is more per gallon than regular gas. In New England it is at least 20% more per gallon which washes out the thermal efficiency of a diesel. To be clear i don't care what the MPG is. There is no debate a diesel gets better MPG. I care what the dollar per mile is.
As you explained before you hate hearing a screaming gas engine but at the end of the day that screaming engine at elevations that most people live will pull as well as a diesel of similar rated power and cost less doing it.
D
Deleted member 47449
Guest
We drove US 24 in Colorado yesterday with our 2016 Ram 2500 6.4L Power Wagon from staying in Woodland Park (elevation 8,500 feet) after working on a fence, then down to a motorcycle shop in Colorado Springs (elevation 6,000 feet) to drop off a rider. Then back home approximately 300 miles to Western Colorado via US 24 through Leadville (elevation 10,000 feet) via I-70 exit at De Beque (elevation 6,000 feet) up to our home at around 8,000 feet elevation. The previous weekend we were staying near Tie Siding, Wyoming at above 8,000 feet elevation around 300 miles northeast working on a home. Never get much below 6,000 feet in elevation with it.
Never feel a power loss with the 6.4L at our elevation due to we live near 8,000 feet in elevation. Per a 2021 world population study 99% live below 2,500 meters (8,202 feet). About a 1/3 of our lowland visitors feel like puking while they're staying here.
When we attempted to pass cars with the 6.4L doing 60 MPH on the flat stretches in Southpark (elevation 10,000 feet) on US 24 at the 65 MPH speed limit while towing our 9,995 GVWR travel trailer the 6.4L would scream revving high at near 6,000 RPM without enough passing power. It just didn't have the power to do it safely unless it was a very, very long stretch. So we learned to just stay behind the slower cars while towing with it.
We no longer tow our 9,995 GVWR travel trailer with our 2016. We have a 2024 Ram 3500 4x4 Crew Cab long bed SRW with the HO Cummins and Aisin. It's a rocket towing our 9,995 GVWR travel trailer at our elevation. Has gobs of passing power at 10,000 feet elevation.
Never feel a power loss with the 6.4L at our elevation due to we live near 8,000 feet in elevation. Per a 2021 world population study 99% live below 2,500 meters (8,202 feet). About a 1/3 of our lowland visitors feel like puking while they're staying here.
When we attempted to pass cars with the 6.4L doing 60 MPH on the flat stretches in Southpark (elevation 10,000 feet) on US 24 at the 65 MPH speed limit while towing our 9,995 GVWR travel trailer the 6.4L would scream revving high at near 6,000 RPM without enough passing power. It just didn't have the power to do it safely unless it was a very, very long stretch. So we learned to just stay behind the slower cars while towing with it.
We no longer tow our 9,995 GVWR travel trailer with our 2016. We have a 2024 Ram 3500 4x4 Crew Cab long bed SRW with the HO Cummins and Aisin. It's a rocket towing our 9,995 GVWR travel trailer at our elevation. Has gobs of passing power at 10,000 feet elevation.
Last edited by a moderator:
Airtim
Member
It is well documented than any naturally aspirated engine looses power as it goes up in elevation. It would explain why the cummins with a turbocharger is a rocket in comparison.
Every engine is a little different but at 10,000 feet the 6.4 would be making about 260 HP. While the cummins would make its rated power likely to the highest road that exist. That is just a guess based on how much power you can make with a cummins with just a tune.
I think the turbo on a cummins has a huge reserve capacity at rated power, easily capable of at least a 3:1 pressure ratio.
Sounds like you had/having a great experience with both trucks, albeit a limitation with the 6.4 at high altitude.
Ritchie_Rich
Active Member
- Messages
- 168
- Reaction score
- 79
- Points
- 28
Last edited:
akguy09
Active Member
the 6 speed in your 2016 PW is a hinderance as well, that same truck with and 8 speed is a completely different experience
then don't say it can't be done, or "if you enjoy doing 25-30 mph" because that's simply not the case.
YOU don't like hearing it. We don't care that the engine is screaming. Turn up the radio.
D
Deleted member 47449
Guest
Went through 4 rebuilds and finally was able to obtain a brand new one last October. All fizzled out while towing our grades. Not 7% and 8 miles like the Ike Gauntlet, but a maximum of 10% for 21.4 continous miles by our home. The 6.4L screamed and the 66RFE transmission blew.
Correction to my earlier post: De Beque is at 5,000 feet in elevation.
Rockcrawlindude
a rock crawlin’ dude
Thank god
Rockcrawlindude
a rock crawlin’ dude
Thanks for sharing?
I know you guys are talking about the 3500 6.4, and after reading on all the dogging on the hemi, it leaves me scratching my head. Exactly how fast are these people going uphill on steep grades that they say the 6.4 is gutless? Towing 4,000k with gear in the bed and passengers at elevations over 7,000ft, I never felt it was lacking power on my 2500. The highest the engine revved was about 3,500rpm to maintain 60-65 MPH on the steepest hills. The rest of the way just below 2k or at 2k rpm. MPG hand calculated 10.5. I couldn't justify a diesel as we don't tow often and I am retired so I don't have to commute. Most trips are very short. Also, having owned diesels before I didn't want to deal with expensive oil changes, filters and DEF fluid that seemed to always need refill in the middle of nowhere. I calculated cost between gas vs diesel factoring in MPG/Cost per gallon with average MPG of 15gas-22diesel (being generous), diesel would save me about $95 per year. Now when you factor in DEF and oil changes the gas engine ends on top every time. That is not counting the 10K premium for the diesel engine over the gas one. If I towed super heavy and often, maybe a diesel would be the choice but the 6.4 gas engine is quite capable and I don't feel bad at all by saving 10K off the bat with cheaper fuel costs and maintenance. I do like the Cummins roar but the Hemi does sound nice too. To each it's own. This isn't a competition about who has the best rig which is relative to their needs. Let's be informative and not confrontational. Live and let live.
Last edited:
SolidAxleorBust
Active Member
I tow 10-14K up Hwy 550 and cannot go over 30 for long stretches. Ike is relatively easy. And at 30 its a screamer. 8K I can hit 40 maybe.
Airtim
Member
Can you elaborate? A google search shows Ike peaks 9% and your truck handles it no problem. Hwy 550 Peaks 8% and you can't go over 30.
RT 125 in VT peaks 13% I have done it a few times with a 14-15,700 pound car trailer. the speed limit at the steepest part is 40 so i don't know how fast it could pull that load on a 13% grade but it can pull it at 40.
D
Deleted member 47449
Guest
US 550 Red Mountain Pass has hairpin turns and a maximum grade of 9.3%.
I-70 doesn't exceed 7%.
I-70 doesn't exceed 7%.
SolidAxleorBust
Active Member
Coal Bank Pass is the worst of the 2 I regularly climb. Its 30 MPH for many miles with a heavy trailer. Molas not quite as bad. Might hit 35 in places. I understand a ZF that the PW got the year after mine would significantly change those results as I have the terrible 66rfe or vat of lead transmission. My guess is maybe 35-40 in the same spots? Wont know until I can order a 2026 I guess. The transmission does hold it back. Keep in mind the average speed limit is 30-35, but regardless having the engine rev so high the entire way is not ideal. 2 Radiators have exploded the side tanks over a year. Wonder if that would be different with out the crazy revving. The other thing you have in play is turns. The Ike is straight. On the Million Dollar Highway you are negotiating switch backs, and having to slow to 20-25 on turns, losing momentum.
D
Deleted member 47449
Guest
Ram is welcome to test their 2025/26 Ram 3500 6.4L trucks out here. Student truck school drivers do. Love those Jake brakes sounds.
We live in rural in Northwestern Colorado. Nearest incorporated town is 20 miles? Our highway grade is steep at 10.1% at its maximum section for 1/4 mile, but then it's 21.4 miles in length climbing continuosly for 5,800 feet with various steep grades. The speed is 35 MPH on the high altitude switchbacks.
I don't think that I've ever towed up it that fast with our 2016 6.4L. Possibly 30 MPH plus? It's revving very high up to the just under 11,000 feet in elevation flat top mountain. Even our 2024 Ram 3500 4x4 HO Cummins Aisin spends most of the time in 1st and 2nd towing our 9,995 GVWR trailer up and down. That's when our 66RFEs blew, at speeds below 30 MPH. It would upshift into 2nd and I would manually select to hold it getting it up to near 35, then suddenly it would downshift to 1st, and back to 2nd, then default to 4th. I had the manual selector on 2nd. This is not I-70 nearly straight Interstate. It's the rural Rockies.
kekbfm.com
We live in rural in Northwestern Colorado. Nearest incorporated town is 20 miles? Our highway grade is steep at 10.1% at its maximum section for 1/4 mile, but then it's 21.4 miles in length climbing continuosly for 5,800 feet with various steep grades. The speed is 35 MPH on the high altitude switchbacks.
I don't think that I've ever towed up it that fast with our 2016 6.4L. Possibly 30 MPH plus? It's revving very high up to the just under 11,000 feet in elevation flat top mountain. Even our 2024 Ram 3500 4x4 HO Cummins Aisin spends most of the time in 1st and 2nd towing our 9,995 GVWR trailer up and down. That's when our 66RFEs blew, at speeds below 30 MPH. It would upshift into 2nd and I would manually select to hold it getting it up to near 35, then suddenly it would downshift to 1st, and back to 2nd, then default to 4th. I had the manual selector on 2nd. This is not I-70 nearly straight Interstate. It's the rural Rockies.
Western Colorado's Steepest Roads: Grades Up To 12% Challenge Drivers
Experience the excitement of navigating Western Colorado's most challenging roads.
kekbfm.com
Airtim
Member
That makes sense. You being 3 times higher in elevation than me certainly brings you down on power. Regardless of it being behind a Cummins or a Hemi the ZF 8 speed is a big improvement.Ram is welcome to test their 2025/26 Ram 3500 6.4L trucks out here. Student truck school drivers do. Love those Jake brakes sounds.
We live in rural in Northwestern Colorado. Nearest incorporated town is 20 miles? Our highway grade is steep at 10.1% at its maximum section for 1/4 mile, but then it's 21.4 miles in length climbing continuosly for 5,800 feet with various steep grades. The speed is 35 MPH on the high altitude switchbacks.
I don't think that I've ever towed up it that fast with our 2016 6.4L. Possibly 30 MPH plus? It's revving very high up to the just under 11,000 feet in elevation flat top mountain. Even our 2024 Ram 3500 4x4 HO Cummins Aisin spends most of the time in 1st and 2nd towing our 9,995 GVWR trailer up and down. That's when our 66RFEs blew, at speeds below 30 MPH. It would upshift into 2nd and I would manually select to hold it getting it up to near 35, then suddenly it would downshift to 1st, and back to 2nd, then default to 4th. I had the manual selector on 2nd. This is not I-70 nearly straight Interstate. It's the rural Rockies.
Western Colorado's Steepest Roads: Grades Up To 12% Challenge Drivers
Experience the excitement of navigating Western Colorado's most challenging roads.
With regards to high RPM, obviously it is spinning fast but at the altitude you are it is likely making only 80% maybe down to 70% power if it is hot. so in reality it isn't working as hard as you might think.
Maybe I am nieve but I expect a newer truck to be able to keep it's radiator together.