[kaisen]

There have been a lot of threads in the past about which diesel truck to buy, or what it's like to live with them. Quite a few Pelicans own them, or wish they owned them. I get it, a lot of us have hobbies or activities that would benefit from their capabilities.... towing car trailers comes to mind. Many extole the fantastic fuel economy. Others praise their longevity or other mechanical fortitude.

I've owned (and still own) several diesel trucks over the years, all of the big-three offerings. Duallies and single rears. Extended cabs and Crew cabs. All have been 4x4's, living in the snow belt. I've also owned gasoline powered 3/4 ton trucks and SUVs, and gasoline powered mid and full size SUVs. I've towed cars and other trailers with all of them. I've put over 200K miles on these trucks with trailers on.

I've also gone to hundreds of hours of school (with engineers from Ford, GM, and Dodge) several times, to learn about the capabilities and capacities... how to decipher the ratings, and how to match needs with applications. GAWR, GVWR, GCWR, axle ratios, transmission ratios, torque, horsepower, power bands, tires, body lengths and wheelbases, towing methods, load placements, etc, etc.

Why is my background important? Because I'll be challenged for what I'm about to say:


I don't think most of us need that big diesel truck we think we want.


Twenty years ago, 1993, marked the infancy of turbo diesel pickups.
GM had the new 6.5L Detroit: 180 hp and 360 ft-lb
Dodge had the 5.9L Cummins: 160 hp and 400 ft-lb
Ford had the 7.3L Navistar: 190 hp and 388 ft-lb

Ten years ago, 2003, was a very good year
GM had the newish 6.6L Duramax: 235 hp and 500 ft-lb
Dodge still had the 5.9L Cummins: 250 hp and 460 ft-lb
Ford had an updated 7.3L Powerstroke: 250 hp and 505 ft-lb

Today, 2013, is the result of a decade of power wars:
GM 6.6L Duramax: 395 hp and 765 ft-lb
Ram 6.7L Cummins: 350 hp and 800 ft-lb
Ford 6.7L Powerstroke: 400 hp and 800 ft-lb

Diesel trucks have doubled horsepower and torque in twenty years

Today, checking the diesel option on a new truck will cost $8,395 for the Duramax/Allison, $8,295 for the Cummins, and $6,460 for the Powerstroke.

These are the premiums over the standard V8 gasoline motors:
GM 6.0L Vortec: 360 hp and 380 ft-lb
Ram 5.7L Hemi: 383 hp and 400 ft-lb
Ford 6.2L: 385 hp and 405 ft-lb

Note that all of these gas motors are more powerful than their 1993 Turbo Diesel counterparts.

Yet we are towing and carrying the same loads as we did in 1993
Every single new GAS 3/4 ton pickup, in any configuration, is rated to tow more than 10,000 pounds
The vast majority of us tow under 8,000 pounds.

My 27ft travel trailer with super slide, not a lightweight version, weighs 6000 pounds dry and has a 8400 lb GVWR
My 26ft enclosed steel-frame aluminum-skin car trailer with V-nose weighs 3900 pounds and has a 10000 lb GVWR
My 20ft open car trailer with wood deck weighs 2300 pounds and has a 7000 lb GVWR

In other words, every single trailer I would pull (which represents 99% of you too) is under 10,000 pounds, which could be pulled by ANY new 3/4 ton gasser.

Now, I've had both gassers and diesels. For those of you who think there are vast differences in fuel economy, it just hasn't been my experience. Back to back, these gas-powered trucks with 6 speed automatics will get about 9.5 mpg towing my travel trailer, versus about 11.5 mpg with the diesels. Empty (and why would you?) the gassers get about 15 mpg versus about 17 with the diesels. The difference, in my experience, is 10-20%.

Trouble is, diesel fuel costs more. The latest EIA report (8/20) reports that the national averages for gasoline at $3.744 and diesel at $4.026.... about $0.28 per gallon or about 8% more. It's typically more in the winter with the added costs of blended diesel fuels.

For the sake of easy math, let's just assume that diesel is 10% more than gasoline over the course of a year ($3.75 G vs $4.13 D), and that a diesel truck gets 20% better fuel economy than a gasser (10 mpg G vs 12 mpg D). And we'll use the Ford's diesel premium (by FAR the cheapest) at $6,460.

If you drove 15,000 miles per year (the high national average) you'd spend $5625 in gasoline versus $5163 in diesel fuel. That saves you $462 annually. Let's just round that up to $500, and round the Ford's diesel option down to $6000......

It still takes 12 years or 180,000 miles to pay for the diesel

If this math were presented regarding a hybrid, range-extended EV, or pure EV I *guarantee* Pelicans would crucify anyone who'd argue it. I've read it here dozens of times. Have you read the VOLT threads?!?

Yet when it comes to diesels we're willing to flip-flop the logic to make ourselves feel better. Political statement? Does our hard-wired caveman instincts make us justify the biggest tool for the job?

In 1993 the biggest baddest one-ton dually pickup truck on the market (gas or diesel) made 230 hp and 400 ft-lb torque. And it towed the same trailers we tow today. In fact many are still on the road today, towing travel trailers and race car trailers all across the country. They do the job. But yet a new Ford with 150 more horsepower , two more gears (6 vs 4), and a broader powerband somehow isn't suited?!? It will do the job just fine.

If you want your mind blown, check out the new V6 EcoBoost. Look at its power ratings. Look at its fuel economy ratings. Look at its towing capacity. Look at its price compared to a Powerstroke F250. Then tell me how you need a diesel.

And GM's competitor to the EcoBoost is just around the corner... so before you use the "resale" arguement, think of how these will affect the used diesel market.

YMMV