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Choosing Gasoline or Diesel Powered?
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โMar-06-2006 01:44 PM
I realize that this is a long thread but if you are pondering the Gasoline versus a Diesel based on power consideration or are wondering about adding an after market performance enhancing kit to a Gasoline engine to close the power equation it might be worth a read. This thread is intended to be an addendum to the First Time Buyer... sticky.
The question of a Gasoline versus Diesel is a topic that seems to have no correct answer. But one that comes up frequently Here is some food for thought, after you have done some looking post questions about specifics and you will get plenty of feedback.
Diesel can have more torque and HP but that does not always translate to better performance and higher MPG. There are some configurations of Gasoline powered Motorhomes that will out perform some Diesel coaches due to weight to power ratio, gearing, rear axle ratio. There are some diesel powered configuration where power is not an issue with any grade or load.
In terms of reliability Diesel engines are constructed to have a longer life span but for most folks and I mean most, the reliability and longevity is sort of a non issue due to the amount of mileage and the length of ownership. Diesel's will be somewhat more costly to maintain.
The longer and heavier a coach is the more need there is for power. There is also the issue of carrying capability. So you will want to focus in on what size motorhome then look at the weight carrying abilities of your choices.
The modern Gasoline power trains and chassis have evolved tremendously in the past several years and the expectation that they will continue. If there is a Gasoline powered motorhome that meets your fancy it is worth a long hard look.
There are some benefits to going diesel powered other than fuel mileage ( which is not usually anything to write home about) A DP pusher will generally be quieter in the cockpit area when underway and will have the benefit of air suspension and Brakes.
Another minor benefit of a DP is that in many cases A DP will have a much longer range between fuel stops due to the size of the fuel tanks.
If you are looking at a length of the 35 or less then I would be looking at A Gasoline and over that you are in sort of a mixed bag up to about 38 feet then you really want to be leaning in the direction of a Diesel simply because of the torque to handle the weight.
You will need to sort out what you are looking for in terms of length and CCC plus the price range you are wanting to be at. A diesel will be a significant increase in price. Drive both and then figure out if the added cost is worth it to you.
So what does this all mean?
Some gasoline powered coaches will be challenged going up some steep or long grades but then so will some diesel powered coaches. The real question is so what? How much time will one spend going up steep grades?
There are aftermarket kits that can enhance performance such as the Banks System or the gear Vendors add on to the none Allison transmissions that adds extra gears. The Banks after market performance enhancements are available for both Gasoline and Diesel powered units. I have installed both in the past and still have a F350 4x4 that has both the Banks system and the Gear Vendors. The addition of a Banks or a competitive alternative will yield additional available power both in terms of Horsepower and Torque. The question of whether the additional cost of these systems will yield enough performance enhancement of warrant the cost.
In looking at the performance curves relative to the 8.1 on the Banks web site it should be noted that for an 8.1 the optimum gain is at a fairly high RPM which should be taken into account relative to cockpit noise. Using the most optimistic gain estimates you could be looking of 16 to 23% depending on rpm's in terms of torque. The RPM range will be between 3800 and 4800. The most material gain will be on acceleration especially on on ramps and passing.
In terms of pulling power up grades there will be improvement there as well. But lets compare getting 25,000 pounds up a grade with a banks enhanced gasoline 8.1 with getting 30,000 pounds up the grade with a Cat 330 powered diesel. Looking at the chart below the 8.1 with the Banks system will have to move 45 pounds for every foot pound of torque versus the Cat which will have to move 35 pounds for every foot pound even at the heavier weight. You can also see on the chart below that at the same weight the diesel will have even a greater advantage. However that is not the end of the story.
The W24 chassis comes with a 5.86 rear ratio which is nominally in the range of 20% higher than the typical rear ratio of a cat 330 equipped chassis so the 29 percent more weight per foot pound of torque available with the cat 330 is down to about a 9 percent difference in power to move the weight provided the gasoline unit is 5,000 pounds lighter. If the same weight then the cat will have about a 25% advantage in the ratio of weight to torque to move it even with the performance enhancement on the Gasoline engine. How much difference will this make to you? The only way to answer is to drive the same course with the two different power trains and see for your self.
Keep in mind that you will more than likely be testing a stock Gasoline engine and that adding a Banks or similar performance enhancing package will yield somewhere in the neighborhood of a 20 % improvement. What this means is that the performance enhancement kit will offset the weight that you are going down the road with towing a dinghy and with all your stuff on board. So if the performance suits you and you like the rest of the coach the Gasoline powered motorhome ought to be on your short list since it is possible to add the performance enhancement kit. The added expense of a performance enhancement kit will be far less that going the diesel route. The diesel as tested will be just about as good as it will be so keep in mind that the added wieght of towing a dinghy and carrying all your stuff may impact the performance you experienced during the test drive without the additional weight.
Torque.........455.. 560... ..660.....860.. 1050.. 1200
Weight
20,000......... 44... 36........30........23......19......17
25,000......... 55... 45........38........29......24......21
30,000......... 66... 54........45........35......29......25
35,000......... 77... 63........53........41......33......29
40,000......... 88... 71........61........47......38......33
Pounds to move per increment of torque
455 = Stock 8.1 Torque
560 = Banks equipped 8.1 Torque
660 = Cummins ISB 300 Torque
860 = Cat 330 Torque
1050 = Cummins ISC 350 Torque
1200 = Cummins ISL400 Torque
So the answer is yes these after market systems will help off set the power differential between a Gasoline Powered versus a Diesel Powered unit.The difference in actual performance getting that weight up the grade while not be as much as the chart would indicate since the Gasoline powered coach will have a higher rear end ratio and the higher revving gasoline engine to be able to take the advantage of the higher rear gearing.
One other issue to take into account with a normally aspirated engine (non turbo) is that the air density will have an impact on the power generated by the engine. "On a hot day, or at high altitude, or on a moist day, the air is less dense. A reduction in air density reduces the engine horsepower." Link So on those hot muggy days a non turbo engine will have less power than on a cool dry day. Adding altitude to the equation will also rob power on non turbo assisted engines. Virtually all modern diesels in today's motorhome will have a turbo as standard equipment. The power loss in most situations is not really significant. The loss is in the order of 1 % per thousand feet up to three thousand feet then about 3 % per thousand feet there after.
There is one advantage to a diesel worth considering and that is the auxiliary braking that is available via either an exhaust brake or an engine brake. To my way of thinking the availability of auxiliary braking is a far more important advantage than any extra power. Having said that, the perspective I have is that at times it is convenient and others it is a margin of safety that I really appreciate. The thing to keep in focus that it is possible to adjust ones driving pattern to proceed in a safe manner without the need or desire of an auxiliary brake.
A diesel powered coach with a power to weight ratio that is superior to a gasoline powered unit will be able to pull grades at a faster rate and descend down grades more aggressively if equipped with an auxiliary brake. An engine brake being superior to an exhaust brake. But again the question is so what? Just what percentage of the on the road time will be spent going up and down grades where this is really a material issue?
There are Gasoline coaches that will out perform some diesel coaches in terms of pulling grades. As I mentioned the longer and heavier a coach gets the more that the need of a diesel comes into play. In this case the word need is a euphemism for desirable. Feeding that desire does have a price tag. The issue is determining the need based on the size coach and then working through the coast versus the benefit.
The only way to know is to figure out what you want in terms of size and floor plan which will include the added weight of sliders. If you are a driver instead of a parker and you want a large coach then a diesel may be the better choice if you are a parker then it may make more sense to go with a Gasoline powered unit in terms of price.
Our needs were such that a 40 footer was our choice which got us into a Diesel. For our traveling partner a 32 footer Gasoline unit is the perfect size he is as happy with his choice as we are with ours. We have traveled together extensively in mountainous country in all but the steepest of grades he is able to maintain the same speed with his vortec 8.1 as we are with our ISL 400. While I think he would like to have a larger fuel tank and would benefit from an auxiliary brake he is as happy with his coach as were are with ours. Our ride may be a little smother due to the air ride and the cockpit noise level lower when climbing grades but to him those issues are not enough to justify the price differential of his coach versus ours.
With the innovations in chassis design of gasoline powered coaches and the addition of 5 and 6 speed transmissions given the price differential of going the diesel route I would look long and hard at the gasoline powered coaches. The only way to know is to pick your size and floor plan then do a test drive.
One thing that you will find is for the most part all of us like what we have but there is always something "better". I would discount those who disparage one type versus the other... Or makes extravagant claims not supported by any logic of the physics involved in moving weight. But I would pay attention to those that take the time to go beyond this is bad and that is good.
I also think that we at times get lost in generalities so I would suggest that you get in the ball park with generalities but focus on specifics when you are in decision mode.
In general ๐ a diesel pusher will be quieter in the cockpit area, will offer a smooth ride due to air suspension. Some diesel pushers will offer pass through storage. Most diesel pushers will have some form of auxiliary braking either in terms of an exhaust or and engine brake. (Diesel Engine auxiliary Brakes)
In general :)At some price point the interior fit and finish of a Diesel Pusher will be a step up... But for the upper end of the Gasoline powered units and the entry level diesel and up to some point along the DP price curve I do not believe there is much if any difference.
In General ๐ the more expensive DP's will offer additional amenities beyond what is available on Gasoline powered motorhomes.
In General ๐ Diesel pushers will have a longer range due to larger fuel tanks.
Here is a thread The power equation...Horsepower- Torque -Gear Ratio- Weight for those that want to ponder on this issue further.
JohnnyT
The question of a Gasoline versus Diesel is a topic that seems to have no correct answer. But one that comes up frequently Here is some food for thought, after you have done some looking post questions about specifics and you will get plenty of feedback.
Diesel can have more torque and HP but that does not always translate to better performance and higher MPG. There are some configurations of Gasoline powered Motorhomes that will out perform some Diesel coaches due to weight to power ratio, gearing, rear axle ratio. There are some diesel powered configuration where power is not an issue with any grade or load.
In terms of reliability Diesel engines are constructed to have a longer life span but for most folks and I mean most, the reliability and longevity is sort of a non issue due to the amount of mileage and the length of ownership. Diesel's will be somewhat more costly to maintain.
The longer and heavier a coach is the more need there is for power. There is also the issue of carrying capability. So you will want to focus in on what size motorhome then look at the weight carrying abilities of your choices.
The modern Gasoline power trains and chassis have evolved tremendously in the past several years and the expectation that they will continue. If there is a Gasoline powered motorhome that meets your fancy it is worth a long hard look.
There are some benefits to going diesel powered other than fuel mileage ( which is not usually anything to write home about) A DP pusher will generally be quieter in the cockpit area when underway and will have the benefit of air suspension and Brakes.
Another minor benefit of a DP is that in many cases A DP will have a much longer range between fuel stops due to the size of the fuel tanks.
If you are looking at a length of the 35 or less then I would be looking at A Gasoline and over that you are in sort of a mixed bag up to about 38 feet then you really want to be leaning in the direction of a Diesel simply because of the torque to handle the weight.
You will need to sort out what you are looking for in terms of length and CCC plus the price range you are wanting to be at. A diesel will be a significant increase in price. Drive both and then figure out if the added cost is worth it to you.
So what does this all mean?
Some gasoline powered coaches will be challenged going up some steep or long grades but then so will some diesel powered coaches. The real question is so what? How much time will one spend going up steep grades?
There are aftermarket kits that can enhance performance such as the Banks System or the gear Vendors add on to the none Allison transmissions that adds extra gears. The Banks after market performance enhancements are available for both Gasoline and Diesel powered units. I have installed both in the past and still have a F350 4x4 that has both the Banks system and the Gear Vendors. The addition of a Banks or a competitive alternative will yield additional available power both in terms of Horsepower and Torque. The question of whether the additional cost of these systems will yield enough performance enhancement of warrant the cost.
In looking at the performance curves relative to the 8.1 on the Banks web site it should be noted that for an 8.1 the optimum gain is at a fairly high RPM which should be taken into account relative to cockpit noise. Using the most optimistic gain estimates you could be looking of 16 to 23% depending on rpm's in terms of torque. The RPM range will be between 3800 and 4800. The most material gain will be on acceleration especially on on ramps and passing.
In terms of pulling power up grades there will be improvement there as well. But lets compare getting 25,000 pounds up a grade with a banks enhanced gasoline 8.1 with getting 30,000 pounds up the grade with a Cat 330 powered diesel. Looking at the chart below the 8.1 with the Banks system will have to move 45 pounds for every foot pound of torque versus the Cat which will have to move 35 pounds for every foot pound even at the heavier weight. You can also see on the chart below that at the same weight the diesel will have even a greater advantage. However that is not the end of the story.
The W24 chassis comes with a 5.86 rear ratio which is nominally in the range of 20% higher than the typical rear ratio of a cat 330 equipped chassis so the 29 percent more weight per foot pound of torque available with the cat 330 is down to about a 9 percent difference in power to move the weight provided the gasoline unit is 5,000 pounds lighter. If the same weight then the cat will have about a 25% advantage in the ratio of weight to torque to move it even with the performance enhancement on the Gasoline engine. How much difference will this make to you? The only way to answer is to drive the same course with the two different power trains and see for your self.
Keep in mind that you will more than likely be testing a stock Gasoline engine and that adding a Banks or similar performance enhancing package will yield somewhere in the neighborhood of a 20 % improvement. What this means is that the performance enhancement kit will offset the weight that you are going down the road with towing a dinghy and with all your stuff on board. So if the performance suits you and you like the rest of the coach the Gasoline powered motorhome ought to be on your short list since it is possible to add the performance enhancement kit. The added expense of a performance enhancement kit will be far less that going the diesel route. The diesel as tested will be just about as good as it will be so keep in mind that the added wieght of towing a dinghy and carrying all your stuff may impact the performance you experienced during the test drive without the additional weight.
Torque.........455.. 560... ..660.....860.. 1050.. 1200
Weight
20,000......... 44... 36........30........23......19......17
25,000......... 55... 45........38........29......24......21
30,000......... 66... 54........45........35......29......25
35,000......... 77... 63........53........41......33......29
40,000......... 88... 71........61........47......38......33
Pounds to move per increment of torque
455 = Stock 8.1 Torque
560 = Banks equipped 8.1 Torque
660 = Cummins ISB 300 Torque
860 = Cat 330 Torque
1050 = Cummins ISC 350 Torque
1200 = Cummins ISL400 Torque
So the answer is yes these after market systems will help off set the power differential between a Gasoline Powered versus a Diesel Powered unit.The difference in actual performance getting that weight up the grade while not be as much as the chart would indicate since the Gasoline powered coach will have a higher rear end ratio and the higher revving gasoline engine to be able to take the advantage of the higher rear gearing.
One other issue to take into account with a normally aspirated engine (non turbo) is that the air density will have an impact on the power generated by the engine. "On a hot day, or at high altitude, or on a moist day, the air is less dense. A reduction in air density reduces the engine horsepower." Link So on those hot muggy days a non turbo engine will have less power than on a cool dry day. Adding altitude to the equation will also rob power on non turbo assisted engines. Virtually all modern diesels in today's motorhome will have a turbo as standard equipment. The power loss in most situations is not really significant. The loss is in the order of 1 % per thousand feet up to three thousand feet then about 3 % per thousand feet there after.
There is one advantage to a diesel worth considering and that is the auxiliary braking that is available via either an exhaust brake or an engine brake. To my way of thinking the availability of auxiliary braking is a far more important advantage than any extra power. Having said that, the perspective I have is that at times it is convenient and others it is a margin of safety that I really appreciate. The thing to keep in focus that it is possible to adjust ones driving pattern to proceed in a safe manner without the need or desire of an auxiliary brake.
A diesel powered coach with a power to weight ratio that is superior to a gasoline powered unit will be able to pull grades at a faster rate and descend down grades more aggressively if equipped with an auxiliary brake. An engine brake being superior to an exhaust brake. But again the question is so what? Just what percentage of the on the road time will be spent going up and down grades where this is really a material issue?
There are Gasoline coaches that will out perform some diesel coaches in terms of pulling grades. As I mentioned the longer and heavier a coach gets the more that the need of a diesel comes into play. In this case the word need is a euphemism for desirable. Feeding that desire does have a price tag. The issue is determining the need based on the size coach and then working through the coast versus the benefit.
The only way to know is to figure out what you want in terms of size and floor plan which will include the added weight of sliders. If you are a driver instead of a parker and you want a large coach then a diesel may be the better choice if you are a parker then it may make more sense to go with a Gasoline powered unit in terms of price.
Our needs were such that a 40 footer was our choice which got us into a Diesel. For our traveling partner a 32 footer Gasoline unit is the perfect size he is as happy with his choice as we are with ours. We have traveled together extensively in mountainous country in all but the steepest of grades he is able to maintain the same speed with his vortec 8.1 as we are with our ISL 400. While I think he would like to have a larger fuel tank and would benefit from an auxiliary brake he is as happy with his coach as were are with ours. Our ride may be a little smother due to the air ride and the cockpit noise level lower when climbing grades but to him those issues are not enough to justify the price differential of his coach versus ours.
With the innovations in chassis design of gasoline powered coaches and the addition of 5 and 6 speed transmissions given the price differential of going the diesel route I would look long and hard at the gasoline powered coaches. The only way to know is to pick your size and floor plan then do a test drive.
One thing that you will find is for the most part all of us like what we have but there is always something "better". I would discount those who disparage one type versus the other... Or makes extravagant claims not supported by any logic of the physics involved in moving weight. But I would pay attention to those that take the time to go beyond this is bad and that is good.
I also think that we at times get lost in generalities so I would suggest that you get in the ball park with generalities but focus on specifics when you are in decision mode.
In general ๐ a diesel pusher will be quieter in the cockpit area, will offer a smooth ride due to air suspension. Some diesel pushers will offer pass through storage. Most diesel pushers will have some form of auxiliary braking either in terms of an exhaust or and engine brake. (Diesel Engine auxiliary Brakes)
In general :)At some price point the interior fit and finish of a Diesel Pusher will be a step up... But for the upper end of the Gasoline powered units and the entry level diesel and up to some point along the DP price curve I do not believe there is much if any difference.
In General ๐ the more expensive DP's will offer additional amenities beyond what is available on Gasoline powered motorhomes.
In General ๐ Diesel pushers will have a longer range due to larger fuel tanks.
Here is a thread The power equation...Horsepower- Torque -Gear Ratio- Weight for those that want to ponder on this issue further.
JohnnyT
2004 40DS02 Travel Supreme ISL 400
Jeep Grand Cherokee, Ford F150
M&G Brake & Break Away
Blue Ox Aventa LX Tow bar
Jeep Grand Cherokee, Ford F150
M&G Brake & Break Away
Blue Ox Aventa LX Tow bar
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โOct-11-2013 06:51 AM
mena661: you got 8 mpg avg for the entire trip, I take it? But what were you pulling behind for the trip? Anything - certainly not that 4800 lb trailer! The 60 mph certainly helps, doesn't it.
BTW my speed was 65 mph and over on freeways to get 7 mpg (see my post above). Headwind vs tailwind also makes a bigggg difference, but they seem to average out round-trip - tailwinds going north, headwinds going south, sidewinds east and west.
JohnnyT's comment at the start of this thread is right-on.
BTW my speed was 65 mph and over on freeways to get 7 mpg (see my post above). Headwind vs tailwind also makes a bigggg difference, but they seem to average out round-trip - tailwinds going north, headwinds going south, sidewinds east and west.
JohnnyT's comment at the start of this thread is right-on.
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โOct-08-2013 02:16 PM
bhildreth wrote:33 ft gasser that occasionally tows a 4800 lb horse trailer. We got 8 mpg total in ours with a combination of hills/mountains and freeway driving at no more than 60 mph.
Please give me your best guesses as to mileage of a 34 ft gasser pulling a 5000# toad over flat terrain at 60 mph and compare it to a similar DP.
Thanks
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โOct-08-2013 09:49 AM
I have looked long and hard at Newer gassers verses newer Diesel pushers and
If Price alone dictates then obviously a gasser is as the saying goes a no brainer.TOO big of a price difference to ignore one.(gasser)
If Price does not effect your choice at all(not a consideration) then a diesel Pusher is without doubt in my mind the only way to go.
I say buy what you can afford not what your friend,s wants you to buy
If Price alone dictates then obviously a gasser is as the saying goes a no brainer.TOO big of a price difference to ignore one.(gasser)
If Price does not effect your choice at all(not a consideration) then a diesel Pusher is without doubt in my mind the only way to go.
I say buy what you can afford not what your friend,s wants you to buy
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โOct-08-2013 09:22 AM
@JumboJet: I'm with you! Last March I wrote that I preferred diesel and I do, but when faced with $40k vs $60k, we went with the coach my wife liked and I am pleasantly surprised with how nice she (the Vortec) runs. But 7 mpg is hard to swallow at over $3.09 per gallon. Diesel is no deal either at $3.88. So shorter trips spread out over longer times (to let the income catch up LOL). Happy travels!!
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โOct-08-2013 08:50 AM
We get 5.5 to 7 average depending on how many hills on our 33 ft Fleetwood Flair (2004) with Vortec 8.1 gasser pulling a Jeep Liberty. Does a real good job.
We once owned (in 2003) a 35 ft Itasca Suncruiser (1993)with a 5.9 diesel pusher which I really liked and we got between 8.5 and 9 all of the time as I recall. It cost me so much to fill it that I would fill at half tank LOL (lot lower price per gal then. We were pulling a 1993 Ford Explorer. (Both the Explorer and the Liberty weigh about 4500 lbs.)
In between the two, we had a 2003 Dodge 4x4 2500 which got 20 mpg empty and 9.5 to 12 pulling a 39 ft Cedar Creek 5er. The 5ers we had were junky compared to the motorhomes, but that's another story.
We once owned (in 2003) a 35 ft Itasca Suncruiser (1993)with a 5.9 diesel pusher which I really liked and we got between 8.5 and 9 all of the time as I recall. It cost me so much to fill it that I would fill at half tank LOL (lot lower price per gal then. We were pulling a 1993 Ford Explorer. (Both the Explorer and the Liberty weigh about 4500 lbs.)
In between the two, we had a 2003 Dodge 4x4 2500 which got 20 mpg empty and 9.5 to 12 pulling a 39 ft Cedar Creek 5er. The 5ers we had were junky compared to the motorhomes, but that's another story.
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โOct-06-2013 07:10 AM
Please give me your best guesses as to mileage of a 34 ft gasser pulling a 5000# toad over flat terrain at 60 mph and compare it to a similar DP.
Thanks
Thanks
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โJul-25-2013 07:10 PM
Thanks, Johnny.
Brett Wolfe
Ex: 2003 Alpine 38'FDDS
Ex: 1997 Safari 35'
Ex: 1993 Foretravel U240
Diesel RV Club:http://www.dieselrvclub.org/
Ex: 2003 Alpine 38'FDDS
Ex: 1997 Safari 35'
Ex: 1993 Foretravel U240
Diesel RV Club:http://www.dieselrvclub.org/
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โJul-25-2013 06:11 PM
{This post is not referencing posts that are still on the thread and preceding this post}
Ok, I did not create this thread to give those of you who want to slam another persons choice, or create a troll opportunity as some of you are seeking to do...
For those of you who are on the fence choosing between Gasoline powered or Diesel powered please read the originating post.
Both Gasoline Powered and Diesel powered coaches have their virtues, their advantages, and their warts. The idea of the thread was to present a dialog for folks seeking to gain some realistic insight, or the merits of one versus the other... The sort of dialog that has surfaced of late is neither constructive or informative... So some of your posts are going to be removed.
If you want to propagate mine is better than yours or yours is not as good as mine find another thread and another forum to do it on...
JohnnyT Moderator
Ok, I did not create this thread to give those of you who want to slam another persons choice, or create a troll opportunity as some of you are seeking to do...
For those of you who are on the fence choosing between Gasoline powered or Diesel powered please read the originating post.
Both Gasoline Powered and Diesel powered coaches have their virtues, their advantages, and their warts. The idea of the thread was to present a dialog for folks seeking to gain some realistic insight, or the merits of one versus the other... The sort of dialog that has surfaced of late is neither constructive or informative... So some of your posts are going to be removed.
If you want to propagate mine is better than yours or yours is not as good as mine find another thread and another forum to do it on...
JohnnyT Moderator
2004 40DS02 Travel Supreme ISL 400
Jeep Grand Cherokee, Ford F150
M&G Brake & Break Away
Blue Ox Aventa LX Tow bar
Jeep Grand Cherokee, Ford F150
M&G Brake & Break Away
Blue Ox Aventa LX Tow bar
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โJul-25-2013 01:48 PM
I agree if u are not made of $$ we considered the same things. Esp right at retirement the V10 had 29,000 miles whereas the DP of equivalent:C space was $35 to $40,000 more. $35000. difference by $4. gal is 7,522 gallons which should take us over 56,000 miles @ 6.5 mpg. We are planning on only max 15,000.
Bruce & Chrissy
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โJul-25-2013 11:28 AM
I am picking up my Class A tomorrow.
I strongly considered a diesel. I drive a Dodge RAM 3500 w/Cummins diesel engine. I know the difference in torque and fuel mileage a diesel offers over a gas powered truck of the same size.
The DP that I considered would have required a loan. The V-10 equipped that I am picking up will be paid for in cash.
The DP had 45,000 miles and was 38' long and quite heavy.
The V-10 Class A has 14,500 miles and is 31' long and weighs 10,000 lbs. less than the diesel.
For $40,000 difference (not counting interest and slightly higher insurance and personal property taxes) I can buy lots of gasoline.
I strongly considered a diesel. I drive a Dodge RAM 3500 w/Cummins diesel engine. I know the difference in torque and fuel mileage a diesel offers over a gas powered truck of the same size.
The DP that I considered would have required a loan. The V-10 equipped that I am picking up will be paid for in cash.
The DP had 45,000 miles and was 38' long and quite heavy.
The V-10 Class A has 14,500 miles and is 31' long and weighs 10,000 lbs. less than the diesel.
For $40,000 difference (not counting interest and slightly higher insurance and personal property taxes) I can buy lots of gasoline.
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โJul-25-2013 11:02 AM
DW and I fulltime in a 1995 Newmar Kountry Star with a 460 with a Banks exhaust system. We tow a small toad, are half way through a 5000 mile trip and have been up and down the rockies, through the ozarks etc with not a problem. Averaging a touch over 7mpg (Interstates kill the mileage).
Previously we did the same thing for 2 years in a Beaver DP with 3 slides.
Big difference - the bank owned the DP and I own the gasser ๐
Previously we did the same thing for 2 years in a Beaver DP with 3 slides.
Big difference - the bank owned the DP and I own the gasser ๐
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โJul-25-2013 10:22 AM
DW and I are considering an upgrade from our TT to a gently used Class A MH. At this point I am leaning toward a DP, not for reasons of uphill performance, but for safety, comfort and longevity. I've read many posts and articles comparing both DP and gassers and in those areas the DP seems to come out on top. The used units I have been researching are somewhat comparable in price - gasser vs. DP.
We want to travel between Florida and Maine and in a couple of years, do an extensive U.S. tour. The Maine leg would include 3 months living in the MH full time and the U.S. tour would be a year or so fulltime.
I'm quite mechanically inclined and would hopefully be doing much of the maintenance myself. I have an pretty good tool collection and barring any super expensive "specialty" tools needed, I should be OK.
Am I leaning the wrong way?
Thoughts appreciated.
-Tom
We want to travel between Florida and Maine and in a couple of years, do an extensive U.S. tour. The Maine leg would include 3 months living in the MH full time and the U.S. tour would be a year or so fulltime.
I'm quite mechanically inclined and would hopefully be doing much of the maintenance myself. I have an pretty good tool collection and barring any super expensive "specialty" tools needed, I should be OK.
Am I leaning the wrong way?
Thoughts appreciated.
-Tom
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โJul-08-2013 06:32 AM
drtkrw wrote:
Towing a 20 foot trailer with a utv and a few quads 4 trips to the desert per year and the rest maybe towing an SUV 2 more trips per year, on a 36' coach, is gas acceptable?
Depends on the MH and the chassis and hitch ratings. Many gassers will tow 5000 lbs, but some will not.
Mark
2000 Itasca Suncruiser 35U on a Ford chassis, 80,000 miles
2003 Ford Explorer toad with Ready Brake supplemental brakes,
Ready Brute tow bar, and Demco base plate.
2000 Itasca Suncruiser 35U on a Ford chassis, 80,000 miles
2003 Ford Explorer toad with Ready Brake supplemental brakes,
Ready Brute tow bar, and Demco base plate.
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โJul-07-2013 08:17 PM
Towing a 20 foot trailer with a utv and a few quads 4 trips to the desert per year and the rest maybe towing an SUV 2 more trips per year, on a 36' coach, is gas acceptable?
