John813

Have you found a dealership with a 6.2L 1500 and 6.6 2500? While the 10 speed trans should help in the 2500, I think you can get a good feeling overall for the power of the truck regardless of the trans and see if also the size of the truck would be a hinder. And then just drive the 6.2L right after. I went by a local dealer last week that had a RST 6.2L with some options and it was $67k MSRP. It's nuts what 1500's are going for now.

Gotcha. I admit I got the 6.2L to at least have something quick in the meantime as I drive quite a bit for work and need a 4x4 for job sites. A sports car would just be collecting dust and with the prices these days I don't need a garage ornament that bad. Was looking at the gas 6.6L last year too as my payload can get high for short trips, but nothing to where it had to be a 2500. And admittedly, I like the look of the 2500, so that was playing a role too. For me, due to where I go frequently, I could rock a 2500 as a daily, but I avoid the city/compact areas as much as possible.

If I was in your shoes I would do the 2500 Gasser. Especially if you want to do longer trips and the family gets bigger(more stuff to bring). I think a 1500 should be fine as well, but for me, and the size of the trailer I would rather go with a HD. Also, since you are factoring in daily driving, the 6.2 recommends 93 octane but the 6.6 only needs 87 octane. The 6.2L will get better MPG but may offset with fuel costs.

Yea, the mechanical portion of the lifters are the exact same no matter if your truck comes with the chip or not I run my truck in L9 to disable the DFM, simply because I don't care for the system, even though there's no guarantee it'll prevent failure.

I installed it on my Silverado. Cold start is pretty decent. Can hear it inside my house(Concrete block construction with impact windows FWIW). After the initial start up it quiets down when you put it in drive. Definitely not an exhaust that will have everyone hating you. Nice rumble and when you give it gas you know you got an exhaust system. When the truck is fully warmed up it's not that much louder than stock at idle/crusing speeds on the highway under 2k rpm. Over the years, probably one of the more tame exhaust systems I've installed on a vehicle. Sometimes I wish I went with the sport option but overall very happy with it. This is the touring option from Borla. Sport is the next one up then Atak.

I put Amsoil in my truck. 3 oil changes in with it.

Bummer. Miss my 36 gallon tank from my last truck.

That sucks man. Hopefully is a relatively quick repair though. I had 4-5k in damage with a sideswipe that damaged my left front end. Didn't look that bad from the outside but it damaged some stuff behind the fender. Took them a week to repair. I've bought two trucks new. Both have been in accidents caused by others. The other 5-6 used ones? Nothing lol

FWIW my alignment was off from factory. I now run the Territory MTs and will check it every 5k on alignment for a bit.

Yea, it's lifters. It's unfortunately not a rare failure for these trucks. For what ever it's worth, my fathers trackhawk had it's lifters go out at 105k, and it has no deactivation. They replaced all 16 under extended warranty no questions asked. 6.4L Hemi SRT I had went out at 72k. So, while not a huge case study lol, but it seems any OHV can have them go out, DFM or not. As long as you have a good extended warranty company, lifters should be covered.

Had these on my Gen 1 Raptor. Made the truck feel like it had 600hp when it was raining. Could break loose the 3 ton tank at 40 at half throttle. Taking off at lights it would spin too with minimal throttle too in the rain. Was good offroad for what it was. But then my brother had it on a similar truck and it hooked great in the rain.

So odd that GM limited which trucks would get it. Not like sport mode unlocks the speed limiter.

The Cooper AT3/ AT3 XLT are very quiet. XLT are E tires, so "stiffer" and heavier. I don't mind the K02 but think they are overrated/very lite hum. Toyo AT3 Wildpeaks Continental AT's Ultraterrain Goodyears were one I was looking at, but wanted to downsize to an 18" wheel Curious your thoughts on them All have their trade offs. I never cared for the K02s in the rain and they are decent offroad but master of none; But that was for a different application. Toyo's are a more aggressive looking AT, on par with the Wildpeaks there.

Stock wheels/offsets on the 22's? n r I know I went from factory offset(+24) to +1 and it rubbed before full lock in reverse. And that was with 275/70/18's(33.2) tires that are factory width. With you being on a 12.5 wide tire(.5" wider on outside) and 2" spacer I'm surprised it doesn't rub sooner than full lock. Is it barely touching or rubbing quite a bit? I went with mud flap deletes to avoid the rubbing.

Does the 22 have DFM? It's a crapshoot anyways. Same mechanical parts. I rolled the dice on a 22 with the 6.2L cause it gave me the biggest smile when test driving trucks.

Felt like a few years ago you could see a MT or C&D article where they tested all 3-4 engines that came in a Ford or Chevy pickup and get all those performance numbers. Can't find too much on the refreshed Silverado, which for the 5.3 and 6.2L it doesn't matter as they were virtually unchanged. While I already have my truck, it would be cool to see how much quicker the new HO 2.7 is compared to the last gen 2.7.

I've been pondering a small lift as well. Was looking at the 2.0's or even 2.5's or the trail boss lift but I really hate the OEM Ranchos so not sure I would enjoy the ride with the trail boss lift. One thing I noticed is that the trail boss lift is a 2" all around lift that still uses the OEM UCAs. So, you would think a 2" lift using another shock should be fine. But I like to play it safe and just get a beefier UCA anyways, but the next issue is finding one that would work with OEM wheel offsets for short term use. I think a few said the Cognito one works but it's very close to the tire so they ended up with 3/8" spacers.

At end of day if you aren't happy with the truck, or have that lingering thought of durability, then evaluate the cost to move on and see if it's worth it. Rams still have AFM and their lifters have durability issues but seem to fail later on compared to your mileage. TBD on their new 3.0L TT 6. I would avoid first year anything FCA engines. I've had 3 ecoboost vehicles and all 3 had issues, one was a defective head, cam phaser failure etc... My brothers Gen 2 Raptor had his cam phaser fail as well and there's been plently saying they failed a 2nd time. To be determined on if your new lifters it may last another 100k+ or 9k before they go out again. I've read some on forums/facebook groups that had no issues post one failure/some that never had failure going on 100k+ miles. It's a bad design imo. My plan of action is to delete the DFM completely with new parts and a tune once the powertrain expires. I knew going into this truck the lifters were a potential weak point.

Meh, I'm going TRX or Raptor all day at that price point.

At the ford dealer I used to go to they had a handful of techs retire/switch dealers and the new techs were absolutely useless. A common issue like the IWE line going bad on my F-150(warranty) was something they couldn't figure out. Wasn't until I traded it in when the dealer fixed it, as it probably tried to engage 4x4 during a test drive and sounded like a tin can rattling on a wheel spoke

The only thing I wish Chevy did differently with the 2.7L HO was pair it to the 10 speed. Not sure why they still have the 8 speed transmission around. Ford has the 2.7, 3.5 SO & HO, and 5.0 all hooked up to the 10 speed trans in the F-150's.

IIRC it the comparisons for the 4.3L and 5.3L 6 speed trucks. The 5.3 8 speed trucks got 1 MPG improvement. The 6.2 10 speed 19 trucks got 1 MPG improvement in the city, but combined was the same. How, why? I dunno.

I wish, but it would be in the highest trim trucks with insane starting prices. One thing if they have the same MSRP as a TRX(78k) but I doubt it would be that cheap.

FWIW last fillup my truck showed 17.9 MPG on trip 1 and I filled up ~18.5 gallons. 327 miles. ~17.68 hand calc mpg. Close enough for me.

Turbos and less cylinders is the future for ICE, with some hybrid tech at some point this decade IMO before the full switch to EV. With maybe Chevy maybe going straight to EV skipping the hybrid tech Ford beat everyone to the V6TT party and is one step ahead with the powerboost. Although through my real world testing there is no real MPG savings between a 5.7L Hemi Wagoneer vs a 3.5L Expedition with close to the same gear ratio (3.21 8 speed Jeep vs 3.31 10 speed ford). 17.3MPG vs 17.6MPG The only ecoboost full size I saw noticeable MPG improvement from was the 2.7LTT, which is a very good engine. Honestly would have zero complaints using it as a DD. Got over 23mpg driving a 2.7LTT 5 years ago as a 2 month loaner lol. No doubt in my mind Chevy will release a 3.XLTT engine that will kill off the 5.3L and possibly the 6.2 shortly after in a few years. Ford still has the 5.0, which has yet to get much R&D compared to the ecoboost in the trucks. Seems like Ram has rung the death bells on the 5.7L in the 1500's with the Wagoneer going 3.0LTT in both lineups. But the wagoneer MPG barely moved going from the 5.7./6.4 to the equivalent 3.0 engines, but they'll get boatloads of more torque.