A Look Inside My Engine, How It Died.
https://youtu.be/0-gAzrlLRfk Did something change here. Trying to post anything is all messed up. If you see a video link, you'll see my destroyed engine after all the work I put into it. Those...
Forum Discussion
We're in agreement. I'll look at cost of setting up a 6.2 in my truck versus getting another vehicle. I think the future holds a S&S 11 foot TC, newer version if we can find a well maintained one. A larger truck is on the list too. I'm leaning toward about a 3rd year 6.7 diesel. A bit more research to go.
Most likely, I'll look for a decent boneyard 5.4, transfer my new oil pump, timing components into it and sell. The truck is a good truck. New suspension and steering parts all around. No rust, other than the bad luck with the engines, it has been a great construction and TC truck for about 18 years I've had it.
We shall see what the future brings.
For now, the target truck is a F550 4x4 dually 6.7 diesel. Whether that manifests itself is in the future.
Take care,,,
Honestly that sounds like a horrible idea. All around. Hear me out.
- Budget. None of my business but you’d be paying alot more for a diesel than a gasser and certainly wouldn’t realize much for fuel cost benefit in a 550. Not to be outdone by costly and finicky maintenance and very costly repairs for anything out of warranty. Even diy as you’re a phenomenal shade tree mechanic. Plus it’s a Flowerjoke. Not outdone by any for difficulty of repair, accessibility to components etc. you know all this from watching u toob and whatever else. Licensing, tonnage, 19.5 tires, suck in snow, I got off track but you get it.
2. Size and storage. Again I’m making a few assumptions based on pics and posts over the years, but a F550 or even a 450 is not only big but it’s pretty much the worst daily driver out there save for comparable trucks of another brand. Unless it’s a camper hauler and you don’t daily it , that kinda makes it a non starter.
3. Overkill unless you’re doing a lot more than just putting a loaded SnS on it. And you’re not one of those uniformed owners who thinks the 9999lb gvw of a 3/4 ton means it can only haul 1800lbs safely.
4. Even with a camper unless you figure out how to get a lot of weight forward and load the front axle, it will ride like a bag of bricks even with the camper. Get good dental and spleen insurance lol.
if you wanna up from a srw truck, a 1 ton dually helps a lot of the above concerns. And finding a gasser one isn’t impossible and they’re CHEAP compared to anything that burns diesel.
Lastly, I know you’re a Ford guy. So I’d be looking for a 6.2 dually F350, municipal special.
However throwing it out there, the best bang for the buck for a new or even few year old truck is with 2024 Ram duallies and 3500 srws right now.
Chrysler/stellantis dealers is so full of them now, especially with the new 2025 refresh that gets a great auto trans finally that they’re giving them away. You can buy a diesel dually Tradesman, non HO with the 68 which is outdated as hell but refined to the max and actually very reliable high miles trans unless you’re beating it within an inch if it’s life. $50-51k gets you your pick of color and there’s hundreds maybe thousands on lots across the country. 1 dealer in KY has about 130 of them. All just over $50k. You get the best of the 3 diesels if you’re set in going diesel. You get a chassis and interior etc that’s 10+ years old and as bulletproof as they get. (Not that GM or ford has any real issue there either). And for a few more bucks than someone’s hand me down F550 flatwork contractor smelly piece of…..you have a new 100k warranty and you can lay the first fart in the cloth seats!! JMO
And 5. lol.
While a gasser is still your best bet, if you’re after a diesel like you’re thinking about, if you get a Cummins, you get an actual exhaust brake that you can control (sort of) that kicks and rips on every Downhill and downshift when you want it. This would be once of the top 5 reasons to get a diesel. Honestly both Dmax and ford exh brakes are lame by comparison.there is exhaust braking in every 6.7 power stroke, albeit different method than dodge uses, in 2015 they even made it so you could turn it on and off with a button. my 2014 will hold back 13500lbs of 5th wheel going down a grade 8 hill (average) for 20km with me only having to tap the brakes 3 times in the grade 13 part. in 2015 the system got way better. the problem with the Cummins is it is so slow, when I bought my truck in 2016 I tried them all new off the lots and the anemic drive quality of the Cummins coupled with the worst trans of them all put it in last place.
a jump from a 350 SRW to a DRW isn't worth it if you are wanting to go big with a camper. for example the DRW model of my 2014 f350 is only 500lbs more payload. I was looking for a drw until i found that out. going to a f450 is the exact same truck but with better tires , wider track front end and various other differences but yet the gvw is the same as the f350, but that's only for sales in the class I believe it will ride a lot nicer with the same weight in reality. and yes you can get some good 19.5" tires now, just have to look for them. the f550's are a tiny bit taller than the f350, we are talking an inch or two. but you have the option of getting a regular truck bed if you want it or put a flat deck on it. so I can't see it being to much of a issue, but if you get into the 650's and up they are massive
While I’ll admit, the last 6.7 Powerstroke I towed with was an early model, good to hear it actually works well. That said I’ve driven newer ones as well as LML and L5P Duramax and the exhaust brake seems non existent in daily driving.
Whereas the Cummins exh brake is there, every time loaded or unloaded, hill or no hill just as you’d except it to come on.
I’ll still maintain that class 4-5 trucks are horrific daily drivers and suck even worse with loads that are just on the rear axle and not significantly loading the front axle. Lots of seat time in flatbeds and dump bodies. The only ones that ride ok are service trucks where a bunch of weight is forward enough of the rear axle to make the front springs comply a bit and keep the tires from riding like flintstone wheels.
of course the 45O pickup has more capacity than a 350 with the same gvw. It’s also stiff but not as stiff as a 450 chassis cab model.
to each their own but if the op is after a dually for his stated use a 350/3500 is the best fit.
