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SHORT TRIPPING WITH NEW 2025 6.7 EMISSIONS SYSTEM

DRAGRAM

DRAGRAM

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I was thinking of helping my Son with a new Vehicle one day. I would LOVE to see him in a 2500 Crew Cab 6'4" bed 4X4 to keep himself and his family safe. They live in Canada right now and likely will be very cold weather at times and they don't tow or anything that I know of. I know that the average consesus is not excessive short tripping with the 6.7. But I am not sure that is a real issue like may say. I also am wondering if the new Emissions system will allow this without any issues. I am thinking yes?

Some of you have way more knowledge on this aspect of the Rams than I do. Thoughts?
 
Agree on the 1500. I am excited by the new 3.0 turbo gasser engine. If you don't tow our haul anything, there are few (if any) strong motivations for a 2500 diesel truck. The cost to operate the diesel really only makes sense if they tow. The only thing to ask is if they might one day want to get a camper or something like that? Sometimes getting a diesel truck stimulates other toys to show up in the driveway, like boats and travel trailers...

I believe the emissions systems on these keep getting better at dealing with short tripping, but there still needs to be regular sustained operation at-temp regardless. If they legitimately never drive more than 10 miles at a time, yeah eventually the emissions system will give them fits...

As a father who helped his son get a safe, reliable vehicle, I commend you... Best of luck!
 
I am still doing a lot of research on these trucks, and partly because it will need to be a daily driver, I have been looking at this aspect as well.

From what I can tell, some fraction of the challenges have to do with fuel quality, in particular particles coming from what is in the gas station tanks. True professional level diesel type fuel storage is continuously filtered, but that is not done at a lot of stations. Clearly some fuel supply is better than others, but I don't have a clear picture yet of how to ensure getting "better" vs "not".

Another big factor is related to the oil flow, especially when cold. One way to help overcome this is to keep the engine warmed up to ~ 50 F / 10 C - all of the time. Some people suggest even higher. There are diesel fuel based heaters that can help pre-heat and / or keep various parts of the truck warm without the engine running. In Canada and similar, this is a big deal, because there is a tendency to let them idle to keep warm. My plan is to add this to a truck - once I buy one.

One big difference from 2024 to 2025 is how the particulate capture / burn off system works. In all of them, the exhaust particles are captured in a filter, and then periodically burned off by injecting extra fuel really light it up.

The difference ( as I understand it ) is that for the 2024s, this extra fuel was injected into the cylinders using the normal 6 fuel injectors. This can lead to some leakage into the oil ( past the piston rings ) and buildup in the turbo, etc.

The 2025 version adds a 7th injector specifically to add this fuel downstream of the turbo, so at least in theory, it should be dramatically better at avoiding this issue.

For a family, a megacab is an amazing setup, but you definitely want at least a 2500 to go down that path.

The updated transmission on the 2500 / 3500 is rated so much stronger than on the 1500, that it is not even in the same category.

It might be possible to purchase a gasoline version in some models, but that has not gone through the updates yet, AFAIK.

If you buy a crew cab 1500, load it up with a family of 4 and all of what is involved, there is not much payload left. It is more like a strong car than a truck.

Double check this info - I can be wrong.
 
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jharp said:
Agree on the 1500. I am excited by the new 3.0 turbo gasser engine. If you don't tow our haul anything, there are few (if any) strong motivations for a 2500 diesel truck. The cost to operate the diesel really only makes sense if they tow. The only thing to ask is if they might one day want to get a camper or something like that? Sometimes getting a diesel truck stimulates other toys to show up in the driveway, like boats and travel trailers...

I believe the emissions systems on these keep getting better at dealing with short tripping, but there still needs to be regular sustained operation at-temp regardless. If they legitimately never drive more than 10 miles at a time, yeah eventually the emissions system will give them fits...

As a father who helped his son get a safe, reliable vehicle, I commend you... Best of luck!
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The quick research I did on the 1500's I could not get the really good powertrain in the truck I was looking at. I do think a more powerful Hurricane in a lower trim level would be great though.

In a 2500 you get the Diesel in a 2025 and BAM, you're there! Plus exactly as you said. They can grow into other activities. Or, a 2500 will have less limitations so to speak.
 
I daily a ‘24 2500 Megacab diesel. I drive a fair amount of highway miles but I also use it to run to the store, take my daughter to gymnastics, go to work, etc. I have not had any emissions related issues since I purchased it new in June of last year. Current mileage is about 12,500 and I drive about 16k miles, sometimes more, per year. The truck passive regens very well on highway drives (monitor dpf soot and everything else with a scan gauge) and my avg regen is between 680-1k miles between regens. I don’t know how a short trip only truck would fare compared to my scenario; but, I have not had any emissions related issues thus far. I’ve had 17 regens, yeah I know I’m one of the weirdos that tracks them lol, since I bought it new 9 months ago. Hope this gives you some info you were looking for.
 
Is it actually confirmed that there’s a dedicated 7th injector? I haven’t seen that elsewhere.
 
dblackwell said:
Look up Trukstuff on YouTube. He has a 2025 on a lift and they point it out during the video.
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Unless I missed it in the video he was pointing out the DEF doser, Ram swapped the DPF and SCR positions on the '25 trucks, I have not seen a hydrocarbon doser on the DOC from the pictures and videos, it would have to be in-between the turbo outlet and the DOC, and there isnt very much room there
 
superjoe83 said:
Unless I missed it in the video he was pointing out the DEF doser, Ram swapped the DPF and SCR positions on the '25 trucks, I have not seen a hydrocarbon doser on the DOC from the pictures and videos, it would have to be in-between the turbo outlet and the DOC, and there isnt very much room there
Click to expand...
Here

hydrocarbon injector removal .pdf

drive.google.com drive.google.com
 
HarryN said:
If you buy a crew cab 1500, load it up with a family of 4 and all of what is involved, there is not much payload left. It is more like a strong car than a truck.
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I don't look at it that way at all. A strong car? There's a lot of variation in cars, do you think a Ram 1500 CC is just a strong Toyota Camry, or Honda CRV? Today's 1500's are a lot of capability in a vehicle that is super comfortable and safe.

A family can load up a CC 1500 with all their luggage, maybe a few bikes and kayaks, plus tow a trailer with a boat or some 4 wheelers and other toys, and not be over payload numbers. I know we're on a HD truck forum so not surprising that most of us lean toward 2500's or heavier, but in this case, of course unless they plan to pull a camper in the near future, I'd go 1500 CC and save A LOT on the cost of maintenance and fuel. Not even a question in my mind.
 
flan said:
Here

hydrocarbon injector removal .pdf

drive.google.com drive.google.com
Click to expand...
Is that on a chassis cab? Because they wouldn't be injecting fuel that far down on the pickup version of the aftertreatment, it has to be pre DOC, otherwise you are just spraying fuel on the face of the DPF

EDIT: I just thought some more about it, if the doser is in that location then they would have to have a second DOC in the system right before the DPF, in that case it would work fine. But I feel like adding this complexity to the exhaust opens up more potential issues down the road
 
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Dave01 said:
I don't look at it that way at all. A strong car? There's a lot of variation in cars, do you think a Ram 1500 CC is just a strong Toyota Camry, or Honda CRV? Today's 1500's are a lot of capability in a vehicle that is super comfortable and safe.

A family can load up a CC 1500 with all their luggage, maybe a few bikes and kayaks, plus tow a trailer with a boat or some 4 wheelers and other toys, and not be over payload numbers. I know we're on a HD truck forum so not surprising that most of us lean toward 2500's or heavier, but in this case, of course unless they plan to pull a camper in the near future, I'd go 1500 CC and save A LOT on the cost of maintenance and fuel. Not even a question in my mind.
Click to expand...

Here is my logic. If you you are on long trip, you want the kids to be able to sleep in the back seat, same as if you have older children.

Sleeping is a lot easier if the back seat can lean back, and that just is not possible in a normal crew cab truck. Any vehicle that makes you sit full upright is just long term uncomfortable to be back there.

So that pushes the decision to the 10 inch longer megacab.

Now put 4 full size adults in the megacab or 2 parents / 2 kids and all of the stuff that families carry along when they go anywhere - it isn't a small amount, it is easy to hit 1 000 lbs in the cab.

Add a topper to the back, some camping trip supplies, maybe some accessories for power when on the road - now there is 1 000 - 1 500 lbs in the bed.

Decide to pull along a 5K lb trailer or boat, which is not really that heavy, and well within the "rated tow capability" of both 1500s and 2500s.

Go add it up and run the numbers for:
- The weight on the front axle
- The weight on the back axle
- All of the tow related numbers and payload numbers

A 2500 will struggle to stay within the listed ratings if you go straight by the official ratings.

Obviously a 1500 is better than one of those baby SUVs, but those do provide a way to lean back, and I consider that to be a key feature in any vehicle.

Is the maintenance cost on a 2025 2500 really that much more than a 1500 run with those same loads ? One is working really hard, the other is just loping. Especially a tough environment like Canada can be ? Maybe, maybe not. Flat land areas, perhaps it doesn't matter, but western Canada has real mountains.

Climbing real mountains with a real load, and wanting to be able to not overheat but keep up with traffic - 1500 just is not going to do it.
 
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HarryN said:
Here is my logic. If you you are on long trip, you want the kids to be able to sleep in the back seat, same as if you have older children.

Sleeping is a lot easier if the back seat can lean back, and that just is not possible in a normal crew cab truck. Any vehicle that makes you sit full upright is just long term uncomfortable to be back there.

So that pushes the decision to the 10 inch longer megacab.

Now put 4 full size adults in the megacab or 2 parents / 2 kids and all of the stuff that families carry along when they go anywhere - it isn't a small amount, it is easy to hit 1 000 lbs in the cab.

Add a topper to the back, some camping trip supplies, maybe some accessories for power when on the road - now there is 1 000 - 1 500 lbs in the bed.

Decide to pull along a 5K lb trailer or boat, which is not really that heavy, and well within the "rated tow capability" of both 1500s and 2500s.

Go add it up and run the numbers for:
- The weight on the front axle
- The weight on the back axle
- All of the tow related numbers and payload numbers

A 2500 will struggle to stay within the listed ratings if you go straight by the official ratings.

Obviously a 1500 is better than one of those baby SUVs, but those do provide a way to lean back, and I consider that to be a key feature in any vehicle.

Is the maintenance cost on a 2025 2500 really that much more than a 1500 run with those same loads ? One is working really hard, the other is just loping. Especially a tough environment like Canada can be ? Maybe, maybe not. Flat land areas, perhaps it doesn't matter, but western Canada has real mountains.

Climbing real mountains with a real load, and wanting to be able to not overheat but keep up with traffic - 1500 just is not going to do it.
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Well said and you make good points all around. No question that if being able to lean the back seats is a priority the mega is the way to go, or ditch the pickup for a full size SUV.

I'll say that IMO yes, the maintenance and fuel costs are significantly less on a gas 1500 vs. a diesel 2500.
 
HarryN said:
Climbing real mountains with a real load, and wanting to be able to not overheat but keep up with traffic - 1500 just is not going to do it.
Click to expand...
Due to RAM screwing me over on my 3500 delivery I wound up towing a 13' high 11k toy hauler to Colorado from southern Arizona with my 1500 Hemi, 4wd, off road, 3.91 gears.

Trans temps barely climbed, water temps the same, oil temps were running a bit high. As far as power the Hemi was sufficient, even climbing mountain passes, the highest a touch over 10k. The only issue was 11k trailer versus 5.5k truck. Had to be a bit careful.

In theory the Hurricane should tow even better. I imagine a 6.4 2500 would be vastly better though.
 
Re: the 7th injector, it is mentioned here: https://www.turbodieselregister.com/threads/first-review-2025-cummins-engine.275739/

TDR: Explain the changes to the diesel particulate filter (DPF).

Ram/Cummins: I’d say the biggest thing that’s changed on the DPF is that we are now using an external hydrocarbon doser to do the regeneration of the DPF and we’re not as dependent on the upstream components as we once were. So, in that respect, we have the ability to better to improve the soot loading and the soot accumulation on the DPF with this architecture.

TDR: What is the external hydrocarbon doser?

Ram/Cummins: So, during the regeneration cycle we are using a separate nozzle, a seventh injector if you will, that’s spraying diesel fuel in the exhaust stream directly upstream of the DPF to provide the extra fuel for its regeneration. Collectively, putting the DOC closer in the exhaust stream and implementing the doser at the DPF has definitely reduced any DPF clogging concerns.
 
scdo said:
Re: the 7th injector, it is mentioned here: https://www.turbodieselregister.com/threads/first-review-2025-cummins-engine.275739/

TDR: Explain the changes to the diesel particulate filter (DPF).

Ram/Cummins: I’d say the biggest thing that’s changed on the DPF is that we are now using an external hydrocarbon doser to do the regeneration of the DPF and we’re not as dependent on the upstream components as we once were. So, in that respect, we have the ability to better to improve the soot loading and the soot accumulation on the DPF with this architecture.

TDR: What is the external hydrocarbon doser?

Ram/Cummins: So, during the regeneration cycle we are using a separate nozzle, a seventh injector if you will, that’s spraying diesel fuel in the exhaust stream directly upstream of the DPF to provide the extra fuel for its regeneration. Collectively, putting the DOC closer in the exhaust stream and implementing the doser at the DPF has definitely reduced any DPF clogging concerns.
Click to expand...
I just bought a 2025 Ram 3500 Limited and it’s already regened and I have an annoying tape g sound coming from the DPF pump under the passenger seat area. Terrible fuel mileage during the cycle as well.
 
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