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I can do without the heated seat, but do like the heated 'wheel. Didn't like it enough to end up with a touch screen in the 3500, though.

These days the Build and Price allows you to see what's out there in a much larger area than in the past. Build one to your liking, including color, and then let the system tell you how many matches or near matches there are.

Thankfully, the cab and chassis models don't seem to be affected by that recall. But keep getting notices about the tailgate for the 1500. Another one that the C&C is safe from.

Wow. That's 2,000 mpg on the DEF. I generally get between 300 and 350. Then again, the regular mpg is hovering around 10, so it makes sense that there's more DEF usage to go with it.

Somewhat related, the only time someone has tried to race me was when passing two diesel pickups on a grade. Guess one of the drivers didn't like being passed. And would you believe that the 'Cat didn't even have to breathe hard to leave that pickup behind? Far behind.

My 3500 isn't driven very often, so far from living in it. On the other hand, when the lowly Tradesman does get used I'm often in the driver's seat for 24 hours straight, sometimes more. You'd think that without 48-way power seats with heating.cooling, and massaging, no telescoping steering...

Less power out of a given displacement usually results in better longevity. And to me, the fewer options, the less that can go wrong. Actually, there are quite a few options (usually included in packages) that I'd pay extra not to have.

There are really three different versions. With the 68RFE transmission you can only get the so-called standard output (SO), like in a 2500. The HO version requires the much stronger Aisin transmission, and a 3500. Then there's what I have, the low output version which comes in cab and chassis...

Hmm. I got around 10, doing 80 or so on my bi-weekly trips between CA and NM (right about 1,000 miles) with an extra tall enclosed trailer behind it. And as mentioned, I've seen around 15 on my girlfriend's 3500's dash, after her pulling a much larger horse trailer. Yeah, I think you got a bad one.

I'd have to dig up the log book for that one. Can't remember if I ordered 4.10s or not. But I did use 17" inch wheels and the same smaller size tires as the '10 I had came with. I had done all my calculations based on those, but the '14 showed up with larger wheels and taller tires. Of course...

Even though it's even wider, and probably also taller?

The gearing has a lot to do with what the mileage is. My 1500 had 3.55s (I think, lower than standard) and it wasn't until putting 17" wheels and shorter tires on it that 8th gear was usable. Not towing, by the way. Standard gearing on the 2500 6.4 was also too tall to be efficient...

What's that in mpg?

A friend of mine tows for a living, first with 3500s, then a 4500, now a 5500, sometimes over 40,000 lbs. GCVW. He generally trades them in a little before reaching 500,000 miles, and have yet to replace any brake components. Of course, his are diesels with the great Cummins exhaust brake...

Not all that recent. I had two '14 2500s with the 6.4. Mileage was no worse than towing the same trailer with the prior 2500 that had a 5.7. Not sure how she does it, but I've hopped in her '20 3500 with a 6.4 after unhooking the horse trailer and seen about 15 mpg on the Lie-O-Meter. Of...

I think the Gen 5 1500s might be a little wider than the current Gen 4 2500/3500. At least they claim a roomier interior. But then again, something that starts with only a "1" must be easier to park than a "2" or a "3". That's just logical, right?

Those who feel that a '14-up Ram 2500 doesn't ride well must be either extremely delicate, or used to driving a '64 Buick Electra with original shocks. I also don't understand why a 2500 would be harder to park than a 1500. Yes, they can have longer beds, but the width is the same. By that...

One that really surprised was that "crinkle bent" exhaust pipe didn't seem to make any real difference compared to mandrel bent tubing. On the other hand, the length of the header collector apparently does matter quite a bit.

Today I watched the Engine Masters episode, again, on how/if higher octane makes more power. About a two hp difference between 87 and 116 octane was the result. Only E85 made more, and not by much. Of course, that was with a naturally aspirated and computer free engine.

Oh, I wish we got some rain. It's probably high because I'm irrigating. As is the neighbor to the south, where the wind tends to come from. EDIT: It's down to 25% now. That's still a bit high, though.