Not sure what Cerberus/Fiat Chrysler/Whoever did for theirs, but GM's solution was in-house during it's first iteration as AFM and when they adopted the Delphi skip-fire tech into DFM there were still a lot of GM people at Delphi even though they were technically spun off. The DFM stuff is rock solid post 2022 but before that I'd avoid it personally.
The GM and Mopar versions aren't really much alike at all. Vaguely similar lifter mechanism yes, but very different in strategy and actuation. The Ford implementation is closer to the Mopar version where it's a simple on/off for those 4 cylinders. GM operates sort of like a 0 cylinder engine and rolls in cylinders depending on torque demand. AFAIK the Ford mechanism is the same as any other DOHC engine with cylinder deactivation with the latch being in the roller follower.
My best, taking almost the same route from Greenville SC to Boston is 25.8, hand calculated, not vehicle calculated. That was loaded with stuff in the bed and in the cab. Pretty much sticking to speed limits on I85-77-81-78-287-684-84-90.None at all! I am so glad I was proven wrong from my hesitancy back when this first was being discussed. The way I look at it is these trucks have been on the road since 2020 since the model year typically debuts the year before in actuality. So heading into over half a decade on the road, with no known issues that I've ever seen.
I got over 27 MPG hand calculated in my 2024 5.0 SuperCrew two-wheel drive XL with 3.31 gears last month. 1900 mi trip from NC to Mass and back through the mountain route of i-81.. You're not getting that without cylinder deactivation. I was able to keep the truck in 4 cylinder mode for so much of the trip due to steady, smart driving and reaped the benefits.
I'm a huge fan of the cylinder deactivation in these trucks when in the past I was probably one of the biggest critics you'd find. I feel the same way towards the digital dash. Heading into 6 years of digital dashes and you don't see widespread issues.
