Nissan now with Cummins power

[WilliamBos]

I would think it will cost you $5k more for the small block diesel? Than add into the cost of the def fluid and overall cost of maintaining emissions. And if you hang on to it more than 3 to 5 yrs, add in the cost to replace the emissions side of the motor. Plus more money to do regular service intervals.....

The price of DEF is minimal, maintenance gets done on gassers too. Both are moot points for me!!

I keep vehicles 10-12 years, so getting the cost of the diesel option back will happen, especially with diesel and gas at par.

Last time I built a Ford, the eco boost was $3k or so option, for me, a light duty diesel is the winner!

 

[Diamondpilot]

Yes but the diesel will get better MPG loaded, the eco boost's MPG drops faster than a rock!!

I vote light duty diesel.

Have you actually driven one? Our Eco Boost drops about 40% with a 7 to 8K load. A V8 gasser would drop 60% with the same load.

I did a comparison with my father's Eco and my Titan.

In his F150 FX4 Eco it was only a $600 option over the base 5.0 V8

Chris

 

[WilliamBos]

Have you actually driven one? Our Eco Boost drops about 40% with a 7 to 8K load. A V8 gasser would drop 60% with the same load.

I did a comparison with my father's Eco and my Titan.

In his F150 FX4 Eco it was only a $600 option over the base 5.0 V8

Chris

No, i have no plans on it either!! Every dealer/service rep I talk to told me to avoid it unless you trade every 5 years, not too much faith in them beyond that point!! Being nothing more than lab tested says nothing in real world conditions. I have a few friends that have bought 5.0's based on this.

5.3DI for me

 

[PapaPerk]

Toyota needs to get on board with a diesel truck in the USA!!!!

 

[paulharvey]

No, i have no plans on it either!! Every dealer/service rep I talk to told me to avoid it unless you trade every 5 years, not too much faith in them beyond that point!!

There have got to be eco boosts pushinv 250k by now, in real world driving, and 10,000s well over 150k. Has there been any major issues affecting them? I haven't heard of any, although I'm nit saving there isn't, just that with the number of people who want it to fail, you would expect to hear a huge crowd of "I told you so". I'm not biased to ford, I personally like GM, but if Yugo made the right vehicle, right price, with good realiability, heck, id buy a Yugo...

 

[jejeosborne]

No, i have no plans on it either!! Every dealer/service rep I talk to told me to avoid it unless you trade every 5 years, not too much faith in them beyond that point!! Being nothing more than lab tested says nothing in real world conditions. I have a few friends that have bought 5.0's based on this.

5.3DI for me

What dealer, the GM dealer? LOL. I guess you better stay away from ALL the new gm light trucks too because your only options now are just lab tested engines. Oh, the 5.0 liter ford engine is also new and just lab tested. I guess with this logic, one would have to always drive a non-current dated vehicle that is proven. I personally like the newer technology.

 

[mj007]

A bit OT here, but it still amazes me how many people don't realize that a V configuration in a diesel isn't that uncommon. I presume it's due to the fact that most diesel engines on the road today, both here and abroad, are of the inline variety and a lot of older (and some newer) V configuration diesels have set a poor reputation for themselves.

I laugh every time I see someone post "real diesels are inline" . . . I guess we better go tell all the major diesel manufacturers (Cummins, CAT, Detroit, MSU, John Deere, etc.) they should stop building V configuration industrial engines. I wonder what people would think of the 50 liter v12 CAT and v16 Cummins we use in one of our product lines all the time.

This was in no way intended to be insulting toward anyone, and I realize this isn't every day knowledge for most, but with the resources we have at our finger tips these days I guess I felt like more people would have been privy to this information.

WAY back when, in the 60's and '70s, everybody had to try a V/8 in their rig, even some of the freight companies - what they eventually found out is that pistons going up & down at an angle tend to not wear evenly as those in an inline engine do and were hard on associated parts (rings, liners, etc.) as well - it increased the cost of long-haul preventive maintenance for sure but they were/are dealing with million+ mile life expectancy and so prompted the the return of the inline's popularity. I've got V/8 and straight six gassers that I use and have used in the past and have come to the conclusion that, for my use anyway, the V/8s with auto trannys are the ones to use for lighter loads on flat ground as well as for 'dragging Main' on Saturday nights but when it comes to hauling a load in the mountains or back-country I prefer the straight 6s (292 GM, Ford's 300 & for Diesels, the 5.9 Cummins ) hooked to a 4,5 or 6-speed truck box w/'Granny' gear and 3:73 to 4:56 screws front and rear - but, that's just me :2cents:

 

[DeereMann]

Angled cylinders don't mean anything relative to the side force imposed by combustion and connecting rod angle.

The main difference is bearing load area. In-Line engines are designed with individual main bearings between every cylinder. V engines are not - they share a main bearing between every two cylinders to save space.

Therefore, the load carrying capacity of the crank on an in-line engine is higher than a V engine, in general.

That is why most diesels are in-line...the power output is limited mostly by the strength of the mechnical parts instead of a stoichiometric fuel to air ratio like a spark-ignited engine.

DeereMann
Mechanical Engineer
Major Diesel Engine OEM

 

[Peacock]

Angled cylinders don't mean anything relative to the side force imposed by combustion and connecting rod angle.

The main difference is bearing load area. In-Line engines are designed with individual main bearings between every cylinder. V engines are not - they share a main bearing between every two cylinders to save space.

Therefore, the load carrying capacity of the crank on an in-line engine is higher than a V engine, in general.

That is why most diesels are in-line...the power output is limited mostly by the strength of the mechnical parts instead of a stoichiometric fuel to air ratio like a spark-ignited engine.

DeereMann
Mechanical Engineer
Major Diesel Engine OEM

Which is exactly why I do and will own a 5.9 CTD.

That and it has a mechanical injection pump. Not HEUI or common rail injectors.