As someone who dyno tests the exact engines we are discussing on a daily basis, I find your position interesting and somewhat misinformed.
Commercial and heavy vehicles are primarily all diesel for the torque, and fuel economy. But there is no inherent reason why an internal combustion engine fueled with diesel will be more reliable long-term than one fueled with gasoline. The internal component structure is basically the exact same, as you probably know. I still see plenty of old big block gas dump trucks for sale around here... plenty reliable if you can tolerate 4 mpg. So you can easily design and produce a gasoline engine that will be very robust for hundreds of thousands of miles. But if you try to make a lightweight, low cost engine on EITHER fuel type, you're going to have durability problems long term. This is probably why you consider gas engines less reliable, because they were often intentionally underbuilt with the knowledge that they would NOT be chosen by people needing to work so hard on a daily basis.
Your thinking seems based on the last several decades of vehicle patterns in our country, which is totally logical. But consider the current, present reality. Gasoline engines today are better than they have ever been. Aside from some OEMs deciding to stick undersized and over worked turbocharged gas engines into heavy vehicles, we have new big displacement gas V8s that are designed and built for a lifetime of hard work, and dyno tested to prove this durability. And significantly better on efficiency (fuel consumption) than in the past, especially when coupled with our new transmissions.
Conversely on the diesel side, we now have emissions regulations that are putting the diesels competency into a shrinking box of reliability. Fuel pumps and injectors are operating at 40,000 PSI to inject fuel into the cylinder. And these poor components have to deal with ultra low sulfur fuel with greatly reduced lubricity. EGR systems pumping soot right back into your intake manifold. And the engine has breathe exhaust through a complex multistage emissions control system prone to failure. And even needing an extra fluid/fuel just to help control the output (DEF). The repair costs on the fuel injection and exhaust treatment system are ridiculous, as you likely know.
Meanwhile on a new large displacement gas engine.... things are still about as simple as they have ever been. Ford went back to pushrods, which was smart. Direct injection has allowed precise combustion control, enabling much better torque delivery at low revs. Sure, a 1000 lbf-ft diesel is still going to pull your trailer better. But how much speed do you need?
Personally, I am just glad we still have so many engine choices! We're probably in a golden era and peak of internal combustion engine development. R&D investment by OEMs is going to start declining, so enjoy your power and freedom now while you can.