Which truck would you get?

[RobertN]

What is wrong with the brakes?

How often do you service the trailer brakes/axles? I know my '98 5th wheel says every 3000 mile or 3 months for brakes, 12,000 miles yearly to inspect/repack the bearings. Even behind my diesel 3/4 ton, it brakes nicer when the brakes are adjusted.

What about your controller? I went from and earlier Tekonsha controller to their Prodigy; that works much nicer.

Overall I am pleased with the setup, but the truck has some limitations. The brakes could be better, and aftermarket products are either sky high prices or non existant.

 

[fordmantpw]

In terms of useable pulling power in an everyday situation, the diesel obviously wins. You would not want to drive a gasser with the throttle on the firewall for hours on end like you can with a diesel.

Yep, that's why I tow with a diesel. It is a much more relaxed tow.

 

[Turbys_1700]

For your budget you are looking at an older diesel or newer gasser...
I have an 03 F350 with the 7.3 and it will never leave this farm...
I would look at the 00-03 7.3's in a Ford if you are going diesel...
I would stay away from the first generation 6.0's...
I've got a friend that runs a 450 wrecker and they just put a new engine in a 6.4 with 305K miles on it but the darn thing had 5 radiators replaced under warranty...
The most truck for your money IMHO will be a F250 / F350 gasser 5 to 7 years old...
This should put you in your budget range...

 

[handirifle]

What is wrong with the brakes?

How often do you service the trailer brakes/axles? I know my '98 5th wheel says every 3000 mile or 3 months for brakes, 12,000 miles yearly to inspect/repack the bearings. Even behind my diesel 3/4 ton, it brakes nicer when the brakes are adjusted.

What about your controller? I went from and earlier Tekonsha controller to their Prodigy; that works much nicer.

Trailer brakes and controller are not an issue. Not saying they can't be, but in this case no. They are like new pads, brakes on both axles, and controller properly adjusted. Actually set a little on the heavy side, to compensate for the spongy pedal of the Tundra. I have to keep the rears of the Tunda manually adjusted, just to keep solid pedal when driving empty, much less when towing.

A 1 ton gasser will not be in my future, as even some semblance of mileage is needed. No desire to go to 10-11mpg empty. I have been in too many of those to even desire one. Besides a 1 ton is really overkill for my needs (unless I got a steal of a deal on one). I might concentrate on the 00-03 Ford 7.3's or the same year Dodge. Did those year Dodges still have the tranny issues?

Any input on those years of the Duramaxes, specificlally any big issues with the whole trucks? Talking brakes, tranny major engine issues, etc. I have read that about 100K seems to be a turning point for many 7.3's factory injectors, according to Diesel Power magazine anyway.

 

[handirifle]

He is pulling your leg, plain and simple. The 6.2L is a great towing engine (I've heard better than the V10), and certainly better on fuel than the V10, but there's no way he's getting the fuel economy numbers he told you. It just ain't happening!



The EcoBoost has been a great engine for Ford. Check out some of the videos of the torture they put that engine through. It runs just fine on regular gas, but Ford recommends premium if towing heavy or towing at high altitudes. It also makes a bit more power on premium too.

I did see that test on the TV which is the ONLY reason I give it any creedance at all. Still, similar mileage numbers are possible with a number of other setups, with far lees things to go wrong. To me, the auto companies still have a pretty dismal track record with turbo'd gas engines, and longetivety.

 

[aczlan]

I did see that test on the TV which is the ONLY reason I give it any creedance at all. Still, similar mileage numbers are possible with a number of other setups, with far lees things to go wrong. To me, the auto companies still have a pretty dismal track record with turbo'd gas engines, and longetivety.

Which ones? There are many, many Volvos out there with 4 and 5 cylinder turbo engines that have hundreds of thousands of miles on them (Dads '98 S70 had 210k on it when it found a power pole and the turbo was just starting to leak from the oil seals).

Aaron Z

 

[Turbys_1700]

Trailer brakes and controller are not an issue. Not saying they can't be, but in this case no. They are like new pads, brakes on both axles, and controller properly adjusted. Actually set a little on the heavy side, to compensate for the spongy pedal of the Tundra. I have to keep the rears of the Tunda manually adjusted, just to keep solid pedal when driving empty, much less when towing.

A 1 ton gasser will not be in my future, as even some semblance of mileage is needed. No desire to go to 10-11mpg empty. I have been in too many of those to even desire one. Besides a 1 ton is really overkill for my needs (unless I got a steal of a deal on one). I might concentrate on the 00-03 Ford 7.3's or the same year Dodge. Did those year Dodges still have the tranny issues?

Any input on those years of the Duramaxes, specificlally any big issues with the whole trucks? Talking brakes, tranny major engine issues, etc. I have read that about 100K seems to be a turning point for many 7.3's factory injectors, according to Diesel Power magazine anyway.

I have 105K miles on my 7.3 and the injectors have been trouble free...
Last year our church purchased an F450 turtle top van that has a 7.3 with over 175K miles and the injectors have not been touched...
At least according to the service records...
These two instances my be aberrations to the norm...
I don't know...
I have performed routine maintenance on my 7.3 with no major expense since purchased with 38K miles on it...
It is a good truck...

 

[94BULLITT]

The 6.2 will eat ANY of the previous diesels??
so if you compare the highest 6.2s hp 385 tq =434 @4179 RPM or the over 10k gvwr 316 hp tq 397@4179 RPM to even the say 04.5 cummins @ 325hp tq 600@1600RPM Hmmm towing anything , low end torque is of importance the Cummins will be making 600 ft lbs. at 1600 RPMs the 6.2 ford will be Lucky to make maybe 275 ft lbs. at 1600 rpm??? (no turbo- right? ) I don't see it, or are Cummins not being compared?? the 6.2s torque #s are at rpms not normally seen ?? What gives?? got the 6.2 specs off of Meadowland Fords site.. anyone seen a graph with the torque displayed- from say 1400 rpm and up ??

I meant to say any of the previous Ford diesels. Check out the Link to pickuptruck.com that fordmantpw posted. The 6.2 is right there with the Cummins.

Here is a good thread on gas vs diesel.

Ohio truck meet results and videos - Ford Truck Enthusiasts Forums

 

[94BULLITT]

Trailer brakes and controller are not an issue. Not saying they can't be, but in this case no. They are like new pads, brakes on both axles, and controller properly adjusted. Actually set a little on the heavy side, to compensate for the spongy pedal of the Tundra. I have to keep the rears of the Tunda manually adjusted, just to keep solid pedal when driving empty, much less when towing.

A 1 ton gasser will not be in my future, as even some semblance of mileage is needed. No desire to go to 10-11mpg empty. I have been in too many of those to even desire one. Besides a 1 ton is really overkill for my needs (unless I got a steal of a deal on one). I might concentrate on the 00-03 Ford 7.3's or the same year Dodge. Did those year Dodges still have the tranny issues?

Any input on those years of the Duramaxes, specificlally any big issues with the whole trucks? Talking brakes, tranny major engine issues, etc. I have read that about 100K seems to be a turning point for many 7.3's factory injectors, according to Diesel Power magazine anyway.

Do some calculating to see if a gas getting 10-12 empty would be more expensive to own than a diesel getting 17-18. A diesel cost more to buy initially and more to maintain. Every persons needs are different though.

Yes those year dodges had junks transmissions unless you get a manual.

 

[Bigfoot62]

I am considering, no major decisions or commitments made as yet, buying a diesel 3/4T to pull my 5th wheel trailer with. It's a light weight model (5200lb dry) meant for 1/2T trucks and that is what I currently tow it with. I use my 2006 Tundra, w 4.7L, rated to tow 7,000. The truck is my regular driver. I didn't say daily, on purpose cause sometime I don't start it for 3-4 days in a row. We are retired and if the wife goes along, we take her car, unless we need to haul something big. While towing this trailer I get an avg of 9 mpg on reg gas. About 17-18 freeway.

In the Ford line it would have to at least have the 7.3 Powerstroke, and not the older 7.3. I have read too much negative about the older engine. . .

My needs are not huge, and I am considering the upgrade in power cause a lot of rental companies are requiring 3/4T min. That's not a big reason, but it is one. I would like to have considerably more grunt for pulling long grade with the 5th wheel, and better brakes.

I do not see us ever getting a bigger trailer, smaller if anything . . .

I'm going to speak to the Fords, because that's what I know.
By the "older 7.3," I assume you're talking about the IDI engines. (non-turbo) That was '88-'93. They were actually great engines. Didn't have the power of the 'Strokes, but would run forever.
Generation I 7.3 PowerStrokes are '94-'97. This is basically a 7.3 IDI with a turbocharger and different heads. (and more horsepower)
Generation II 7.3 PowerStrokes are '99-early 2003. This is basically the same as the Gen I, but with a bigger blower and an intercooler (aka: charge air cooler or air-to-air cooler). (and again, more horsepower)
BTW, There is no '98 Super Duty, and mid-year '03 they started installing the 6.0. (FWIW, most of the 6.0 engines were very, very good or very, very not. You typically had lots of trouble or none at all)
I've had several of these trucks and currently have a '97 F-250 and a '03 F-350. Both are great trucks, and no, they're not for sale.

Things to be aware of:
All of the 7.3 Navistar engines were subject to cavitation (electrolysis) in the cooling system. This is easily prevented by adding a SCA (supplemental coolant additive) or a "pre-charged" coolant with bitterment in it.
The original clutch and "dual-mass" flywheel was a weak point on the standard shift transmissions. That is fixed by replacing with a LuK clutch/flywheel.


I agree with your logic. I have a F-350, F-250, F-150, and a Toyota Tacoma. So, I have a choice every time I want to pull a trailer, and I don't tow with the 1/2 tons. The bigger brakes and heavier suspension, along with the torque of the diesel, just make the Super Duty a superior tow vehicle when compared to a 1/2 ton. There is nothing like having the right tool for the job.
And, I have big, heavy trailers. 24' enclosed stock trailer, 24' utility trailer (both gooseneck), and a 30' fifth wheel.