Hey everyone, welcome back to the blog. If you are anywhere within a four-hour drive of our dealership right here at 4126 Oregon Pike in Ephrata, PA, you know how much we love putting heavy-duty trucks head-to-head. Whether you are coming from Philly, Baltimore, New Jersey, or right down the road in Lancaster County, we know you need a truck that works as hard as you do.
Today we are looking at two of the absolute top-of-the-line diesel trims from 2022: the Ram 2500 Limited with the 6.7-liter Cummins and the GMC Sierra 2500 Denali with the 6.6-liter Duramax. I actually traded both of these trucks in recently, so I got to spend some quality time getting the specs, finding the quirks, and figuring out which of these high-end diesels really takes the cake.
Engine History and Power Specs
When you look at the history of these diesel powerhouses, it is pretty fascinating. The Cummins engine design has been around in some form since 1919. Ram has relied on this tried and true diesel for a very long time, giving it a massive reputation for longevity. General Motors, on the other hand, introduced the Duramax diesel back in 2001. If you want the engine with the longest history, Cummins easily wins that category.
Horsepower, Torque, and Transmissions
Let's talk numbers. The 6.7 Cummins puts out 370 horsepower and 850 pound-feet of torque, paired with a six-speed automatic transmission. If you were looking at a 3500, you could get the high output with the Aisin transmission, but we are just focusing on the 2500 today.
The 6.6 Duramax produces 445 horsepower and 910 pound-feet of torque. It uses a 10-speed automatic that has Allison branding on the side of the truck, though General Motors actually builds their own transmissions for 2020 and newer models. General Motors absolutely destroys Ram when it comes to raw horsepower and torque rankings.
Towing and Payload Capacities
Power is great, but how much can you actually haul across Pennsylvania? Here is a quick breakdown of what these specific setups can handle:
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GMC 2500 Denali Towing: 18,500 pounds (conventional and fifth wheel)
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GMC 2500 Denali Payload: 3,760 pounds
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Ram 2500 Limited Towing: 18,840 pounds (with Ram boxes) or 19,340 pounds (without Ram boxes)
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Ram 2500 Limited Payload: 2,300 pounds (with Ram boxes) or 2,410 pounds (without Ram boxes)
Ram takes a slight edge in towing capacity, but the GMC gives you a massive advantage in payload.
Suspension, Ride Quality, and Tow Mirrors
The reason Ram has the lowest payload in its class comes down to its suspension design. The Ram 2500 utilizes a five-link coil suspension in the rear along with a factory auto-leveling rear air suspension. This means when you hook up your camper, the truck levels itself out automatically. It rides incredibly smooth, but it eats into your payload capacity.
The GMC 2500 utilizes a traditional four-leaf spring setup in the rear, giving it that massive payload number. However, GM uses an independent front suspension, which gives their trucks what I consider the absolute nicest ride, handling, and steering feel of any diesel truck on the market.
The Towing Mirror Setup
If you tow regularly, mirrors are a huge deal. The tech has come a long way over the last decade.
The GMC tow mirrors feature a heated top glass with power slide and power fold capabilities. You hit a button and the whole mirror assembly extends out. It also features incredibly bright side mirror lights that illuminate the side of your truck and trailer, which is a lifesaver when backing up at night.
The Ram uses a flip-up style mirror. The great thing about the Ram mirror is the height it gives you when flipped up, making it perfect for tall campers. The downside is that you have to manually flip it up, and once you do, your memory settings no longer match, meaning you have to readjust your glass every time you switch positions. Interestingly, the smaller blind spot mirror on the Ram is actually power-adjustable from the inside, which is a neat feature that the GM lacks.
Interior Luxury and Tech
Let's jump inside these trucks, starting with the GMC Denali. For 2022, this was the most expensive, top-of-the-line truck GM offered. Honestly, it feels a bit dated. The leather feels rigid and a bit low-grade, and there is a lot of plastic on the dash. The infotainment screen is quite small by modern standards. It has all the features you want like heated and cooled seats, adaptive cruise, and lane departure, but it screams "work truck" more than luxury.
The Ram Limited interior absolutely knocks it out of the park. From the metal sill plates when you open the door to the two-tone floor liners, wood grain, and intricate leather stitching, it feels incredibly premium. It features a massive vertical touchscreen and an auto-dimming rearview mirror camera.
Rear Seat Space and Storage
While Ram wins the luxury battle, GMC wins the rear storage battle. The GM gives you a completely flat rear floor, under-seat storage compartments, and tons of room for luggage.
The Ram has rear heated seats and premium air vents, but the floor has a hump in it. The massive center console upfront extends too far into the back row, cutting into legroom and storage space. You can fold out a flat storage floor in the Ram, but then nobody can sit back there.
Pricing and Common Engine Issues
Back in 2022, the MSRP on the fully loaded GMC Denali was $86,370. The Ram Limited, equipped as we tested it, sat at just over $92,000. It is hard to justify an extra six grand for the Ram when it has less horsepower, less torque, and less payload, even if the interior is much nicer.
Known Problems to Watch Out For
If you are buying one of these trucks out of warranty, you need to know what goes wrong.
Emissions and DPF
The biggest issue for both trucks is the emissions and DEF systems. Idling these trucks for long periods or only taking them on short grocery runs will clog up the DPF filters. You have to drive them hard and get them on the highway so they can get hot enough to go into regen and clean themselves out.
Ram VGT Turbo
On the Cummins side, some 2022 models have seen issues with the VGT turbo. The actuator that controls the turbo can fail, or the internal vanes can seize up. The fix usually involves replacing the entire turbo assembly.
GM MAP Sensor
For the Duramax, the MAP sensor is the common culprit. It tells the engine control module how much air is entering the engine, but it can easily get clogged with soot from the EGR system. This leads to a rough idle, power loss, and a check engine light. Luckily, you can often just take the sensor out and clean it. GM also had some minor issues with the connector for the number four injector causing stability track and ABS lights.
Overall, neither of these is a lemon. They are both fantastic heavy-duty options with their own distinct personalities.
Let us know what you think in the comments, and if you are looking for your next heavy-duty rig, take the drive out to Ephrata and we will get you sorted out.
Check out the full video breakdown right here:
https://www.youtube.com/watch?v=eUHU1078NG8