Love my Ram 3500 Dually 6.7 Cummins and BMW 335d twin turbo diesel. Torque is king.
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Look around to see how many low mileage diesel trucks are for sale. Very few. The reason is people that own them don't sell them. The reason is they do the job that people want them to do. If a gas truck could do that for the same money there wouldn't be any diesel trucks on the road. A lot of those farmers, ranchers, and contractors have bean counters. If there are any scams it's probably showing up as equipment costs driving profits down. Those poor folk are being scammed all the way to the bank.
Oh, and the RVer's. Forgot about them. You know the guy with the 30' diesel motor home or the guy with the F -350 towing a 30' fiver. Yep, I suspect they got scammed too. Just not enough to keep them from buying all those diesel powered rigs in retirement.
My take on diesels is they are great for hauling heavy loads - lots of torque, and better gas mileage, especially under load, than a big gas motor.
Problem with diesels is they may last longer than a gas motor, but repairs will be higher in price, as will operating costs and maintenance. And while the motors last, the rest of the trucks moving parts (front ends, transmission, water pump / cooling system, brakes, etc.) still wear out about the same as a gas truck.
Factor in the much higher purchase cost for the diesel option, along with fuel being about 75 cents more a gallon around here, and you have to drive a lot of miles to even break even. And don't forget the inconvenience of having to "plug in" in really cold climates if you want the truck to start in the morning..
Larry
That Cummins engine is the only thing keeping Dodge alive. JMHO, Dodge is a verb.I drive a Cummins, unfortunately it's attached to a Dodge truck.
And there lies the problem. In today's diesels there are very few mechanical problems. However, electrical/electronic malfunctions abound. You can thank the EPA for that.All functions in a modern engine are controlled by the ECM communicating with an elaborate set of sensors
And there lies the problem. In today's diesels there are very few mechanical problems. However, electrical/electronic malfunctions abound. You can thank the EPA for that.![]()
Not unless you own the only one on the planet....because no time EVER did FORD offer a locking diff on their F250/350....trust me...
At best, you have a limited slip rear, and locking hubs in the front...you locking the front tires in only makes them now "attached" to the axle...it does NOT lock the differential.
My F250 does have locking front and rear differentials, but it cost me $1,000 per axle for ARB lockers.
OK. How bout a comparison of limited slip diff to locking differentials?
Does any manufacturer offer a locking differential?
If it has clutches...most likely it's a limited slip...once they wear out..only one tire will spin.
The only way to engage a locker is (depending on company)
Flip a switch....Eaton E(electronic) locker, or ARB(air...do you need an air compressor)
Gas peddle...Detroit locker, it only engages when you are pressing the gas peddle, once you let off, it unlocks.
And when I say "flip a switch", I don't mean the cute little switch or dial on your dash board that says "4 high, 4 low, etc"...
...then there is "Welded"...which means someone physically welded the carrier.
Toyota is supposed to be putting a Cummins in the Tundra starting 2016. If sales are decent they may start their own Diesel engine project.
Actually all GM trucks(Ford, Dodge, Chevy too) have limited slip or a open diff...it wasn't until the last few years did GM offer the Eaton...I didn't think they even had them in 97...not sure...I thought it wasn't until 2008-2009 that Eaton developed sold the G80
The Eaton locker is a pretty good locker...it isn't a 100% true locker, it's closer to a limited slip...but it's wayyy better than an open diff
Toyota is supposed to be putting a Cummins in the Tundra starting 2016. If sales are decent they may start their own Diesel engine project.
"All functions in a modern engine are controlled by the ECM communicating with an elaborate set of sensors measuring everything from R.P.M. to engine coolant and oil temperatures and even engine position (i.e. T.D.C.). Glow plugs are rarely used today on larger engines. The ECM senses ambient air temperature and retards the timing of the engine in cold weather so the injector sprays the fuel at a later time. The air in the cylinder is compressed more, creating more heat, which aids in starting.
Smaller engines and engines that do not have such advanced computer control use glow plugs to solve the cold-starting problem."
Diesel Fuel Injection - HowStuffWorks
The new GM's are million miles between rebuilds too. Diesel place forum has a thread where people have never done anything with the engine and found out the odometer went into error when it tried to turn 1million.