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re: 1/2 ton diesel engines
Posted on 2/15/22 at 9:56 pm to GREENHEAD22
Posted on 2/15/22 at 9:56 pm to GREENHEAD22
quote:
Bow does the 3.0 compare with the 5.3 in towing capacity?
In the new 2022 models, the 3.0 is rated at 13,000 lbs (4x4) and the 5.3 is rated 11,000 (4x4).
The only gear option given was 3.23. Maybe that will change in the future. I would have gotten a 3.55 if it was available.
quote:
How about with that tuner and intake? I am intrigued.
I was looking at S&B cold air intake ($349) and an Ag/Diesel Solutions tuner ($445). They are both supposed to add a mile or two in fuel mileage. The tuner claims to add 45 hp. The intake is supposed to give a small gain in horsepower. The tuner is in-line, and does not flash the ECM.
Banks is supposed to be coming out with a tuner, also. I think it will probably be a little pricier.
In the end, the way I looked at it was that I'd get a 75% (without mods) to 100% (with mods) increase in fuel mileage (I get 14.9 mpg in my F-150 with a 5.0 gasser) for a 10% increase in fuel cost. After the dealership's free oil changes for the new truck, the cost of maintenance (oil changes, DEF, etc.) isn't much more for the diesel if you DIY.
This post was edited on 2/15/22 at 10:11 pm
2
Posted on 2/15/22 at 11:06 pm to DownSouthJukin
There's been a whole lot of studies done by a whole lot of fleet operators on 3/4 tons. For those guys who sell to auction at 200k miles the cost ends up being a wash if you average out over many thousand vehicles. You pay more for the diesel, pay more for repairs, and recoup more at sale. The gasser is cheaper to buy, cheaper to repair, worthless at sale.
On any two particular vehicles the diesel comes out far ahead *IF* it has no failures. If it does have a major failure (HPFP for example) you'll pay 10k to fix it and lose your arse.
So moral of the story is take very good care of your diesel. Odds are itll last longer than your desire to own it. There is always some element of a dice role with a common rail diesel engine though that doesn't exist with a port injected gas engine.
If money is the main concern, always observe what the fleet counts are buying. They have this figured out to the dime.
On any two particular vehicles the diesel comes out far ahead *IF* it has no failures. If it does have a major failure (HPFP for example) you'll pay 10k to fix it and lose your arse.
So moral of the story is take very good care of your diesel. Odds are itll last longer than your desire to own it. There is always some element of a dice role with a common rail diesel engine though that doesn't exist with a port injected gas engine.
If money is the main concern, always observe what the fleet counts are buying. They have this figured out to the dime.
Posted on 2/16/22 at 6:05 am to DownSouthJukin
I haven’t looking into this in years, but has anyone tried to “hypermile” some of these new truck/ engine combos? The guys that use trucks like a fairly normal residential home guy- drive normal, tow a boat on the weekend, put it in 4x4 thrice a year when it rains at the camp, etc.
Im talking tune, program, right tires, etc to get the best gas mileage possible? I’d be curious what the 3.0 would do compared to say they Ford 2.7 EB.
Im talking tune, program, right tires, etc to get the best gas mileage possible? I’d be curious what the 3.0 would do compared to say they Ford 2.7 EB.
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