Damonb28
Member
Hello all,
I don't know how many out there will ever need a 3500 DRW or even a 5500 for that matter but I wanted to pass along some info/opinion to save you some time and money.
A little background my family and I are full time in our 5th wheel, we travel all over so we tend to take more "stuff" than they average bear going out for a weekend. The trailer we pull is a Grand Design Momentum 399TH (Big B[itch]) and scales out a little over 22k. (Yes, I am aware it is over the 21k GVWR) I travel with my wife, 2 kids (11 and 10), 2 dogs (Great dane and Golden Retriever). We started with a Ram 3500 Longhorn Limited SO Mega Cab with DRW (OEM air suspension). We have recently gone to a Ram 5500 Limited with a CM (ER) Truck bed. These 2 monstrosities are connected with a Gen-Y Gooseneck 5th Wheel conversion hitch. I couldn't get a HO motor/Aisin when I bought my 3500 so I had to settle for the SO. Being an engineer the numbers made me a little uneasy as we grew into the full time lifestyle. If we were a weekender I would be fine but we rely on our truck all of the time, being that close to the spec limits gave me pause. Hence why we made the upgrade to a 5500 for the longterm.
Weights:
Big B's Pin weight is ~4900# and 22,150# total trailer weight. (Actual numbers from a CAT scale) The advertised weights are WAY under that.
3500: 9900# curb weight (14k GVWR)
5500: 11,150# curb weight (19.5k GVWR)
My thoughts after a 3,500 mile trip from San Diego, Yellowstone, Bryce Canyon, Horseshoe bend and back.
Interior:
Both interiors are pretty close but with the exception of the backseat. The back seat is a little smaller for the kids and dog but still manageable for long days in the truck. I absolutely love the big 12" screen on the dash for everything. I know there are some that say it has problems but my biggest complaint/problem is it switches music sources every now and then... The all digital dash on the 5500 is awesome! Love having the digital gauges for all temps. I don't worry about speeding with Big B because she doesn't go anywhere fast. Wish I could get to the trailer light test screen from the dash screens like on the '21 but it got move to a little more cumbersome spot on the 12" display/UI. I do love the all black interior vs the 2 tone in the Limited Longhorn but that is just my preference.
Exterior:
One of the biggest changes visually and utility was the CM Truck bed. I was a little torn not having bed sides but having plenty of straps to tie everything down works just as well. The utility of the 5500's bed is far greater than my 3500 ever was. I don't think I will ever go back to a regular truck bed. The bigger wheels make a huge difference on the road but leave something to be desired off road. (Yes, I know it isn't and over landing rig) The higher PSI/hard walled tires make for a very rough ride in the mountain dirt roads.
Performance:
Here is where the rubber meets the road. There are some pretty significant differences in results of each power train. The 3500 pulled Big B around fine but struggled in the hills/mountains. The 5500 pulls Big B around with no problem anywhere. The Aisin transmission is amazing! It is designed to tow heavy, no doubt about it. We went from sea level to 10,000 ft, up and down then back. The transmission temp never fluctuated more than 6° F the entire trip. My 3500 with 68RFE never held it together, it would get well into the 200's when pulling steeper grades for long periods of time. Going from a 4:10 rear-end to a 4:88 rear-end was also a game changer, having the lower end torque off the line is a nice to have. I didn't notice much difference between the SO and de-tuned Cummins performance wise. The de-tuned motor does run 10-15° hotter than the SO motor but that was really the only difference that I observed. Brakes are a huge difference! The braking power of the 5500 is night and day from the 3500. Stopping 33,000# is not a small task. I am able to step on the brakes and the rolling mass comes to a stop quickly. The 3500 stopped it but it would take a lot longer to stop Big B. One of my dislikes of the 5500 is the suspension it is about as stiff as a western wagon on wood wheels going across the Oregon trail. I will eventually switching the suspension out for the 4-link Kelderman suspension. The turning radius of the truck is so much better. I was able to maneuver around some hairy spots much better with the better turning radius.
Overall, we are very happy with the upgrade. Love the look of the truck and the way it pulls around Big B. Needs a few upgrades but I absolutely love our setup now. If I were to do it all over again I would get the 5500 right out of the gate. Live and learn...
I don't know how many out there will ever need a 3500 DRW or even a 5500 for that matter but I wanted to pass along some info/opinion to save you some time and money.
A little background my family and I are full time in our 5th wheel, we travel all over so we tend to take more "stuff" than they average bear going out for a weekend. The trailer we pull is a Grand Design Momentum 399TH (Big B[itch]) and scales out a little over 22k. (Yes, I am aware it is over the 21k GVWR) I travel with my wife, 2 kids (11 and 10), 2 dogs (Great dane and Golden Retriever). We started with a Ram 3500 Longhorn Limited SO Mega Cab with DRW (OEM air suspension). We have recently gone to a Ram 5500 Limited with a CM (ER) Truck bed. These 2 monstrosities are connected with a Gen-Y Gooseneck 5th Wheel conversion hitch. I couldn't get a HO motor/Aisin when I bought my 3500 so I had to settle for the SO. Being an engineer the numbers made me a little uneasy as we grew into the full time lifestyle. If we were a weekender I would be fine but we rely on our truck all of the time, being that close to the spec limits gave me pause. Hence why we made the upgrade to a 5500 for the longterm.
Weights:
Big B's Pin weight is ~4900# and 22,150# total trailer weight. (Actual numbers from a CAT scale) The advertised weights are WAY under that.
3500: 9900# curb weight (14k GVWR)
5500: 11,150# curb weight (19.5k GVWR)
My thoughts after a 3,500 mile trip from San Diego, Yellowstone, Bryce Canyon, Horseshoe bend and back.
Interior:
Both interiors are pretty close but with the exception of the backseat. The back seat is a little smaller for the kids and dog but still manageable for long days in the truck. I absolutely love the big 12" screen on the dash for everything. I know there are some that say it has problems but my biggest complaint/problem is it switches music sources every now and then... The all digital dash on the 5500 is awesome! Love having the digital gauges for all temps. I don't worry about speeding with Big B because she doesn't go anywhere fast. Wish I could get to the trailer light test screen from the dash screens like on the '21 but it got move to a little more cumbersome spot on the 12" display/UI. I do love the all black interior vs the 2 tone in the Limited Longhorn but that is just my preference.
Exterior:
One of the biggest changes visually and utility was the CM Truck bed. I was a little torn not having bed sides but having plenty of straps to tie everything down works just as well. The utility of the 5500's bed is far greater than my 3500 ever was. I don't think I will ever go back to a regular truck bed. The bigger wheels make a huge difference on the road but leave something to be desired off road. (Yes, I know it isn't and over landing rig) The higher PSI/hard walled tires make for a very rough ride in the mountain dirt roads.
Performance:
Here is where the rubber meets the road. There are some pretty significant differences in results of each power train. The 3500 pulled Big B around fine but struggled in the hills/mountains. The 5500 pulls Big B around with no problem anywhere. The Aisin transmission is amazing! It is designed to tow heavy, no doubt about it. We went from sea level to 10,000 ft, up and down then back. The transmission temp never fluctuated more than 6° F the entire trip. My 3500 with 68RFE never held it together, it would get well into the 200's when pulling steeper grades for long periods of time. Going from a 4:10 rear-end to a 4:88 rear-end was also a game changer, having the lower end torque off the line is a nice to have. I didn't notice much difference between the SO and de-tuned Cummins performance wise. The de-tuned motor does run 10-15° hotter than the SO motor but that was really the only difference that I observed. Brakes are a huge difference! The braking power of the 5500 is night and day from the 3500. Stopping 33,000# is not a small task. I am able to step on the brakes and the rolling mass comes to a stop quickly. The 3500 stopped it but it would take a lot longer to stop Big B. One of my dislikes of the 5500 is the suspension it is about as stiff as a western wagon on wood wheels going across the Oregon trail. I will eventually switching the suspension out for the 4-link Kelderman suspension. The turning radius of the truck is so much better. I was able to maneuver around some hairy spots much better with the better turning radius.
Overall, we are very happy with the upgrade. Love the look of the truck and the way it pulls around Big B. Needs a few upgrades but I absolutely love our setup now. If I were to do it all over again I would get the 5500 right out of the gate. Live and learn...
