2013 Ford 3/4 ton vs ton GAS
I am going to get a new Ford, 3/4 ton or ton, but not quite sure which one. It looks like the ton truck allows me to get more fifth wheel towing capacity, but I have to change the axel ratio, which i...
Forum Discussion
D MAX writes “@Gdetrailer
I am not a Ford guy so I cannot comment on Ford fuel/regen/mileage/maintenance issues and honestly have no clue if you have ever been a diesel owner. What I can say is depending on your load a diesel at 2000RPM is much more enjoyable than 5000RPM up an 8% grade.”
I as of yet have NEVER needed to run any of my gas engine trucks anywhere near 5K RPM, even my 5.4s.
I have been towing RVs since 1997, had a very underpowered 1997 Light Duty F250 (Heavy Half) with 235 HP 5.4 and 3.73 gears. Towing a 5K trailer would result in running 3600 RPM up 8% grades, granted I was only going 45 at the top of those grades but never ran at 5K RPM.
As far as I am concerned most folks who bash the gas engines because they “feel” that a diesel running at 2K RPM is “better” simply do not have a clue. In fact 2K RPM on a diesel is the same thing as running a gas engine at 5K when you consider most diesels redline at 4K RPM or even under.
The 6.2 redline is 6K RPM.
On my first trip out with my new truck I was running 2.1K-3K RPM the MAJORITY of my trip. I did have an occasional downshift to third which resulting in 4K for only a COUPLE OF SECONDS.
So as far as diesels being vastly “superior” because they only run at 2K RPM myth that is totally busted. The 6.2 HAS plenty of power to get the job done and for 99.9% of folks towing most likely will be very happy with it.
Gas engine "noise" at higher RPMs, well let me tell you, my 2013 6.2 actually is very quiet in the cab. Ford has done an outstanding job addressing not only engine noise but road and wind noise. The cab is far quieter than many "luxury" autos.
At ONE TIME diesels really had a major “advantage” for economy (fuel mileage, cost per gallon of fuel), heavy hauling.
Today, that simply is no longer true, gas engines HAVE matured considerably providing good economy and nearly the same power as a diesel.
“This is not meant to be a Diesel vs. Gas bash at all BTW. More often than not RV dealerships sell more trailer than truck. That to me is a 1/2 vs. 3/4 ton issue. We have all heard the Ford gospel on Ecoboost but there comes a point where more truck/engine is always better. And the 6.2 IS BETTER! Not here to brand trash at I am extremely happy with my rig. Safe hauls all!”
Just for the record, I don’t own a diesel truck however I DO own a diesel Sub Compact Tractor so I do not have any axe to grind against the diesel crowd (by the way my tractor redlines at 3.1K). I do have bones to pick when folks blatantly and openly “push” diesels on folks who either do not or cannot afford or even want a diesel let alone even need one.
The OP requested GAS and therefore folks “pushing” diesel SHOULD RESPECT the OP’s wishes. Gas VS diesel debate is a dead horse and there is no need to “push” it when someone openly states GAS..
Todays diesels with the new more complex emissions systems require considerable maintenance added cost and are not suitable for short down the street shopping trips. They just are not for everyone but more for a select group who NEED the extra grunt and ARE willing to do the extra maintenance and don’t mind the extra cost.
But really the OP was not concerned about Gas VS diesel, rather the real question was about ¾ VS 1 Ton.
For that I will have to say, it really depends on the OPs possible useage.
Some combinations of F250s actually have the SAME payload as a F350, additionally a diesel engine TAKES AWAY payload since a diesel engine is heavier than a gas engine.
Additionally if payload is important and 4x4 is not, consider a 4x2 since the extra weight of the 4x4 related parts REDUCES payload since the weight of those parts uses up some of the payload.
Overall it is a numbers game and in MANY states you need to pay attention to the payload capacity since states like PA CHARGE MORE for higher GVW or curb weight plus payload of a vehicle (Payload is calculated by using the GVW- curb weight – passengers weight). PA uses GVW to determine class rating.
Per PADOT WEBSITE
For instance my old 2003 F250 is Class 2 at 7000 lbs (curb weight is 5394 lbs gives payload of 1606 lbs), my 2006 F250 is Class 3 at 9,000 lbs (curb weight of 5565 lbs gives me payload of 3435 lbs) and my 2013 F250 is Class 3 at 9000 lbs (curb weight of 6011 lbs gives me payload of 2989 lbs).
One should note that the above numbers are for Super cab short bed 4x2 GAS adding 4x4 AND diesel WILL substantially REDUCE available payload since those items INCREASE the curb weight.
The 2006 and 2013 I could have chosen 10,000 lbs but that would have pushed me to a Class 4A tag so technically my 2006 and 2013 HAVE more payload available but I chose NOT to pay the state for that capacity. If I go over the payload I paid for I risk being fined if I am weighed.
Class 2 costs $81 per year Class 3 is $153 per yr, Class 4A (10K lbs) $198 per year.
So not ALL people will want or REQUIRE a 1 ton diesel…
I am not a Ford guy so I cannot comment on Ford fuel/regen/mileage/maintenance issues and honestly have no clue if you have ever been a diesel owner. What I can say is depending on your load a diesel at 2000RPM is much more enjoyable than 5000RPM up an 8% grade.”
I as of yet have NEVER needed to run any of my gas engine trucks anywhere near 5K RPM, even my 5.4s.
I have been towing RVs since 1997, had a very underpowered 1997 Light Duty F250 (Heavy Half) with 235 HP 5.4 and 3.73 gears. Towing a 5K trailer would result in running 3600 RPM up 8% grades, granted I was only going 45 at the top of those grades but never ran at 5K RPM.
As far as I am concerned most folks who bash the gas engines because they “feel” that a diesel running at 2K RPM is “better” simply do not have a clue. In fact 2K RPM on a diesel is the same thing as running a gas engine at 5K when you consider most diesels redline at 4K RPM or even under.
The 6.2 redline is 6K RPM.
On my first trip out with my new truck I was running 2.1K-3K RPM the MAJORITY of my trip. I did have an occasional downshift to third which resulting in 4K for only a COUPLE OF SECONDS.
So as far as diesels being vastly “superior” because they only run at 2K RPM myth that is totally busted. The 6.2 HAS plenty of power to get the job done and for 99.9% of folks towing most likely will be very happy with it.
Gas engine "noise" at higher RPMs, well let me tell you, my 2013 6.2 actually is very quiet in the cab. Ford has done an outstanding job addressing not only engine noise but road and wind noise. The cab is far quieter than many "luxury" autos.
At ONE TIME diesels really had a major “advantage” for economy (fuel mileage, cost per gallon of fuel), heavy hauling.
Today, that simply is no longer true, gas engines HAVE matured considerably providing good economy and nearly the same power as a diesel.
“This is not meant to be a Diesel vs. Gas bash at all BTW. More often than not RV dealerships sell more trailer than truck. That to me is a 1/2 vs. 3/4 ton issue. We have all heard the Ford gospel on Ecoboost but there comes a point where more truck/engine is always better. And the 6.2 IS BETTER! Not here to brand trash at I am extremely happy with my rig. Safe hauls all!”
Just for the record, I don’t own a diesel truck however I DO own a diesel Sub Compact Tractor so I do not have any axe to grind against the diesel crowd (by the way my tractor redlines at 3.1K). I do have bones to pick when folks blatantly and openly “push” diesels on folks who either do not or cannot afford or even want a diesel let alone even need one.
The OP requested GAS and therefore folks “pushing” diesel SHOULD RESPECT the OP’s wishes. Gas VS diesel debate is a dead horse and there is no need to “push” it when someone openly states GAS..
Todays diesels with the new more complex emissions systems require considerable maintenance added cost and are not suitable for short down the street shopping trips. They just are not for everyone but more for a select group who NEED the extra grunt and ARE willing to do the extra maintenance and don’t mind the extra cost.
But really the OP was not concerned about Gas VS diesel, rather the real question was about ¾ VS 1 Ton.
For that I will have to say, it really depends on the OPs possible useage.
Some combinations of F250s actually have the SAME payload as a F350, additionally a diesel engine TAKES AWAY payload since a diesel engine is heavier than a gas engine.
Additionally if payload is important and 4x4 is not, consider a 4x2 since the extra weight of the 4x4 related parts REDUCES payload since the weight of those parts uses up some of the payload.
Overall it is a numbers game and in MANY states you need to pay attention to the payload capacity since states like PA CHARGE MORE for higher GVW or curb weight plus payload of a vehicle (Payload is calculated by using the GVW- curb weight – passengers weight). PA uses GVW to determine class rating.
Per PADOT WEBSITE
For instance my old 2003 F250 is Class 2 at 7000 lbs (curb weight is 5394 lbs gives payload of 1606 lbs), my 2006 F250 is Class 3 at 9,000 lbs (curb weight of 5565 lbs gives me payload of 3435 lbs) and my 2013 F250 is Class 3 at 9000 lbs (curb weight of 6011 lbs gives me payload of 2989 lbs).
One should note that the above numbers are for Super cab short bed 4x2 GAS adding 4x4 AND diesel WILL substantially REDUCE available payload since those items INCREASE the curb weight.
The 2006 and 2013 I could have chosen 10,000 lbs but that would have pushed me to a Class 4A tag so technically my 2006 and 2013 HAVE more payload available but I chose NOT to pay the state for that capacity. If I go over the payload I paid for I risk being fined if I am weighed.
Class 2 costs $81 per year Class 3 is $153 per yr, Class 4A (10K lbs) $198 per year.
So not ALL people will want or REQUIRE a 1 ton diesel…
