Diesel vs gas for truck campers?

Reddog1 wrote:

ab257 wrote:
I like my diesels power, but modern diesels are very fragile. Get water in the diesel and you are looking at a 4,000 dollar injector and high pressure fuel pump replacement. If you can find someone able to work on it when you are on the road. A shorted high temperature sensor shut down the truck and left us stranded by the side of the interstate, with a 2 day delay and $1,000 bill, and another $600 bill to replace the other 3 sensors before they short out. Also found out even without the camper a dually diesel is too wide and too heavy for a flatbed/wheel lift. Don't know what would have happened if we were off road in the back country. 150 dollar oil changes every 5,000 miles. $135 fuel filter changes every 10,000. Ford's are having rocker arm replacements at 100,000 miles. Most work requires cab off procedures. I'm not sure modern diesels are a consumer product anymore, but are limited to companies that can afford the downtime and repair cost. And if you take off the emission equipment and tune the truck you can burn out the cylinders. And never buy one used because the regular maintenance is so critical.

Are these issues unique to the Fords or are they just as common to GMs and Dodge diesels. My intent is not to start a brand war, I'm just curious.

Wayne

Just changed my oil this morning. $55 dollars, using a wix filter and delo Dino oil. 10k changes for Cummins unless doing severe duty (hauling 100% of the time) then it's 7500 miles.

7.3 and 6.0 powerstroke a need 5000 or less oil changes due to the oil doing double duty to pressurize the injectors.

Never had a sensor fail or leave me anywhere in my ram but my ford did with a CPS sensor but that was a 10 dollar part.

I have owned diesels for 20 years for the most part and never had a fuel issue but I don't buy from shady places and I don't let my truck sit for months either.

But modern diesels aren't simple or cheap to repair but modern direct injected gas engines aren't either and carbon build up is becoming a known issue so.....

Steve_in_29 wrote:

Vinsil wrote:
Emissions fell off my truck so I had to tune it to make the check engine light go away. Now it runs better than a 5.9 and gets similar mileage. *wink*

I am friends with a Ford Dealer that told me about some of his customers removing all the smog from their 6.4's and getting better power and over 20mpg. Of course those guys were all screwed when CA instituted smog checks for diesels.

It's true. There is a way to stealth delete but I'm no CA expert so not sure if that would work there. In hind sight, they should have kept the equipment since it is CA after all!

ab257 wrote:
I like my diesels power, but modern diesels are very fragile. Get water in the diesel and you are looking at a 4,000 dollar injector and high pressure fuel pump replacement. If you can find someone able to work on it when you are on the road. A shorted high temperature sensor shut down the truck and left us stranded by the side of the interstate, with a 2 day delay and $1,000 bill, and another $600 bill to replace the other 3 sensors before they short out. Also found out even without the camper a dually diesel is too wide and too heavy for a flatbed/wheel lift. Don't know what would have happened if we were off road in the back country. 150 dollar oil changes every 5,000 miles. $135 fuel filter changes every 10,000. Ford's are having rocker arm replacements at 100,000 miles. Most work requires cab off procedures. I'm not sure modern diesels are a consumer product anymore, but are limited to companies that can afford the downtime and repair cost. And if you take off the emission equipment and tune the truck you can burn out the cylinders. And never buy one used because the regular maintenance is so critical.

Are these issues unique to the Fords or are they just as common to GMs and Dodge diesels. My intent is not to start a brand war, I'm just curious.

Wayne

Yes, GVWR & payloads can sure be confusing. Of course, with payloads, anything you do or add to the truck, directly impacts the payload capacity. One thing to keep in mind, the manufacturer's payload number assumes a 150-lb occupant at each seatbelt location. So, depending on your situation, you could have additional payload available.

Our first F350 had a V10 and did a good job hauling our camper. It's biggest shortfall was the inability to control speed on descents. Also, the V10 was quite thirsty for fuel. Uphill, downhill or flat ground, we averaged 10mpg.

Next, we transitioned to a diesel. Whoa! What an amazing difference. The additional power on the climbs is nice, but the most significant benefit has been the speed control on descents. With the V10, it felt like a runaway truck. With the 6.7 diesel, I just sit back and relax.

When we factory ordered our truck, my wife and I sat with the fleet salesperson and completed the order form together . . . line-by-line. It was an interesting process, because as we selected the various trim levels and options, we could see how each one impacted the payload capacity (the number is displayed at the very top of the form.) We outfitted the truck specifically for truck camper duty and the places we travel.

Although either truck would get us where we want to go (which is what it's all about), given the choice, I'd pick diesel.

HMS Beagle wrote:
Ford's spec on the F450 pickup has changed a few times over the years

And yet, it's never been 9900. ;) BTW, specs have changed for all vehicles.

I like my diesels power, but modern diesels are very fragile. Get water in the diesel and you are looking at a 4,000 dollar injector and high pressure fuel pump replacement. If you can find someone able to work on it when you are on the road. A shorted high temperature sensor shut down the truck and left us stranded by the side of the interstate, with a 2 day delay and $1,000 bill, and another $600 bill to replace the other 3 sensors before they short out. Also found out even without the camper a dually diesel is too wide and too heavy for a flatbed/wheel lift. Don't know what would have happened if we were off road in the back country. 150 dollar oil changes every 5,000 miles. $135 fuel filter changes every 10,000. Ford's are having rocker arm replacements at 100,000 miles. Most work requires cab off procedures. I'm not sure modern diesels are a consumer product anymore, but are limited to companies that can afford the downtime and repair cost. And if you take off the emission equipment and tune the truck you can burn out the cylinders. And never buy one used because the regular maintenance is so critical.

jimh425 wrote:

Devocamper wrote:
I was looking at a ford load capacity website site and there was a F 350 version with a 13000 gvwr and a F 450 with a gvwr of 9900

I think you meant F250 not F450. :)

Ford's spec on the F450 pickup has changed a few times over the years, they can't seem to settle on exactly what it wants to be. A few years ago the GVWR was lower than the F350, but the tow capacity higher. It used to have bigger brakes than the F350, but recently they have been the same. Used to be able to get it in 4x2, now only CC 4x4. On the F450 especially, you need to check the specs for the model year in question.

Devocamper wrote:

GeoBoy wrote:

Devocamper wrote:
Thanks for all the replies , very helpful, it is confusing with the numbers , tow rating are easier, like my current truck has a max pin weight of 3500 lbs,,but slide in TC max weight of 3044 go figure?
Thanks
Mike

Mike, I believe the reason for the difference is due to the height of the load.

Thanks I find the weight ratings in general are strange . I was looking at a ford load capacity website site and there was a F 350 version with a 13000 gvwr and a F 450 with a gvwr of 9900 ? I guess the only way to really know is looking at each individual trucks stickers I just wanted to find the truck with the highest payload without upgrades and start from there .

550 or 5500, take your pick.:h

Devocamper wrote:
I was looking at a ford load capacity website site and there was a F 350 version with a 13000 gvwr and a F 450 with a gvwr of 9900

I think you meant F250 not F450. :)

GeoBoy wrote:

Devocamper wrote:
Thanks for all the replies , very helpful, it is confusing with the numbers , tow rating are easier, like my current truck has a max pin weight of 3500 lbs,,but slide in TC max weight of 3044 go figure?
Thanks
Mike

Mike, I believe the reason for the difference is due to the height of the load.

Thanks I find the weight ratings in general are strange . I was looking at a ford load capacity website site and there was a F 350 version with a 13000 gvwr and a F 450 with a gvwr of 9900 ? I guess the only way to really know is looking at each individual trucks stickers I just wanted to find the truck with the highest payload without upgrades and start from there .