That's good info, real world experience means muc more than any other sort of input.
I haven't heard much good about the GM trucks, and I have a problem with buying from GM based both on the IFS and given the bailout deal. I know Chrysler went the same way, but is, for all practical purposes, is still privately owned.
So from that standpoint, Ford is the primary choice. Maybe that's the wrong way to choose, but it's a principal thing.
Cummins make the best engine, I agree. Ford seems to make the best body, etc. and I don't hear a lot about Ford transmission problems.
GM"s transmissions are supposed to be the best, sure.
So buy a Ford truck, put a Cummins engine in it, bolted to an Allison transmission, right?
The new truck will be 90% non-loaded use. It won't be a daily driver but will be used for some local stuff. It will pull a 5th wheel toyhauler several times a year, possibly cross-country. It still has to be practical for the wife to drive if needed (so no dualie). Mostly this truck will be the 3rd or 4th vehicle, saved up for long trips and such.
Almost makes a good case for a gas truck, but I'd always rather be over-trucked than under-trucked, even if towing is the minority of the use. Is there a thread anywhere comparing the economics of diesel vs gas engines?
Thanks again for the great info.
I agree 100% on your reasoning of principles. It ticks me off to no end that FoMoCo elected to go it alone, saddle itself with billions in private debt, and now Wall Street is using exactly that as a reason people should buy GM stock over Ford stock... . ARGH!!!
All things being equal, the GM trucks actually are pretty good. Lately, you don't hear a ton about major engine problems (Ford), the truck doesn't seem to exhibit all the "can't put your finger on an exact thing it just feels kinda unfinished and cheesy" issues (Dodge) and even though the purists (myself included many times) scoff at the IFS front end, low slung stance, and 'plastic fantastic' interiors, the trucks are actually fairly well built. ... if they didn't have that damn GM badge on them...
The IFS front end has impressed me off road. Granted putting a ton of power to the ground in 4WD has a tendency to break tie rods (sled pullers, drag racers, hardcore off roaders) but Ford and Dodge front ends aren't bulletproof just because they're solid axles... mine that are loaded heavy eat ball joints like candy... . hard use will kill anything.
The Allison is a good transmission, but it is the 1000 Series, which a Google search can dig up how this is, although a great transmission, not the unbreakable dynamo of the fireside tales many have made it out to be.
The Ford truck is niiiiiiiiiiiiiiiiiiiiiiiiiiice... ... but the last near decade-long engine fiasco has me gunshy--I was a Ford dealership warranty administrator during the early six point oh no days. I hope the new 6. 7 works out over the long term, but I can't see dropping 50 grand to help them find out no matter how damn nice the truck is in every other category.
The Ford transmissions are pretty good--they seem to hold up well even behind modified engines. The new Dodge automatics seem to be decent as well.
Somewhere around here there is a thread breaking down the costs of gasoline vs. diesel, but it is from a few years ago.
"Back in the day" (mid 90's) gas was $1. 20/gallon. The big block gas engines were lucky to see 9mpg, had a laundry list of maintenance items (plugs, wires, cap, rotor, fuel filters, etc) and if towing heavy tended to overheat, blow head gaskets and warp/break $1,200 worth of exhaust manifolds/bolts on an unfortunately regular basis, although I must admit they sound rather awesome up until that point.
Contrasting, diesel was 90 cents/gallon and the diesel engine option was about $4,000. Although underpowered to some, the engines could run from here Mars and back, pull down 17mpg and maintenance consisted of 3 gallons or so of oil and three filters. Granted the 12 valve Dodges required a 30,000 mile valve adjustment but honestly how many people did that? It was relatively easy to put up with the smoke, stink, and noise for that kind of financial trade off.
Now, we have quiet diesels that don't stink making 2. 5x the horsepower and 60% more torque than before, thanks to technology, mama EPA and a whole bushel of electronic and mechanical gizmos taking fuel economy down to about 12mpg if you keep it legal--I will save my rant about DPF and EGR deletes for another day. Likewise, this has driven the cost of the diesel/required big automatic option beyond $11,000. Diesel fuel is also more expensive than gasoline most everywhere in North America.
Countering that are gasoline engines putting down 400hp/450ft-lbs of torque that, thanks to tecnology, can acheive an honest 16mpg driving unloaded. Maintenance is almost non-existent with the exception of about 1. 5 gallons of oil and three filters. Ya they still have spark plugs but most don't have to be touched until about 100,000 miles.
The aura of diesel longevity has pretty much been shot in the foot by the Powerstrokes of the last decade, so there is another golden ticket on the gasser's side of the scale...
I think for a driver who needs the benefits of a diesel engine (better towing mileage, better heavy towing performance, torque, overall resale value, etc) diesels still make sense but for many people they aren't really worth it anymore. So many 3/4 ton and 1 ton trucks never even carry a loaded bed worth of junk much less tow a trailer that a Tahoe couldn't handle... . but they need that $11,000 diesel option cause it'll pay off over the long term, then they go trade the truck off at 56,000 miles..... okay I'm ranting and this is getting long, I'll stop now. :-laf
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