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re: If you had to buy a 2025 3/4 ton pickup
Posted on 12/28/25 at 5:37 pm to BigNastyTiger417
Posted on 12/28/25 at 5:37 pm to BigNastyTiger417
quote:
Ford. There is a reason that is the #1 truck oil & gas workers use in west Texas (by far)
Because they dont keep them past 200k miles and never pay one off
1
Posted on 12/28/25 at 5:42 pm to JackieSonnier
If I really needed a 3/4 ton, I think I would go with the F250 and the 7.3 gasser.
Posted on 12/28/25 at 5:57 pm to DownshiftAndFloorIt
quote:
3/4 ton gassers are great. 3/4 ton diesels have a narrow usable margin, even the newer ones with over 10k GVWR.
Supposedly the 6.6L gas engine will be available in the half ton GM trucks starting in 2027. And I'm guessing it will be the high end models only but I'd absolutely go for it if it were an option.
Trump neutering the IIHS/EPA's ability to regulate fuel economy is bringing the concept of "heavy half ton" back. That's something we haven't really seen from anybody since the T800 generation half ton GM trucks 20 years ago. And it's fantastic for people who have a heavier boat or trailer to haul but don't need the harsh ride and heavy payload capacity of a 3/4 ton or 1 ton truck.
They'll have a 5.7L V8 that will still be overkill for most half ton truck buyers. Supposedly port and direct injection.
Unfortunately I think they will expand availability of the 2.7L Turbomax engine to take over the market that used to be covered by the 5.3L V8. It's a solid engine with very few warranty claims despite coming standard with a 100k mile coverage. But it's a big displacement 4 pot and it sounds like an overboosted 4 cylinder because it is.
Posted on 12/28/25 at 6:44 pm to JackieSonnier
2026 ram. New trans is supposed to be awesome. Trans has 100000 mile warranty.
Posted on 12/28/25 at 7:39 pm to frequent flyer
quote:
And it's fantastic for people who have a heavier boat or trailer to haul but don't need the harsh ride and heavy payload capacity of a 3/4 ton or 1 ton truck.
This is where they get you.
Most of your current V8 half ton trucks have a payload capacity of 1400-1800 lbs. Throwing a bigger motor in it isn't going to make things better at all, the opposite actually.
Payload is the limiting factor, not the motor. The max towing package on the current ram 1500s will pull 13k lbs, but is limited by payload.
Posted on 12/28/25 at 8:08 pm to DownshiftAndFloorIt
- and have minimal mechanical issues compared to others
Posted on 12/29/25 at 7:22 am to DownshiftAndFloorIt
quote:
Its real data from a big fleet of service trucks. You dont have to believe it vs your sample size of one. You are wrong though. If you were right, fleets would be buying 3/4 ton diesels and they overwhelmingly do not.
Would be interested to see your data on what your fleet trucks are used for. Hauling, towing, sales vehicles?
Are they replaced after a mileage point, time or run till not fixable? Are they assigned to a single driver or many?
Your premise that diesel longevity is not a selling point goes against everything i have ever read or witnessed. Granted my experience with 3/4 diesels are with my 5.9 Cummins and friends International/Ford 7.3 only. Both I would say are the best diesels ever put in a pickup. But I will admit I have no knowledge of diesels past the 5.9 and doubt I ever will.
Posted on 12/29/25 at 7:35 am to JackieSonnier
quote:
So you aren’t worried about tranny issues? The issues are so bad Allison is ending its relationship with gm starting the first of the year.
GM/Chevy hasn’t ran Allison transmissions in like 3 years or so. It’s the licensing branding that is contractually expiring.
Ford and GM run the exact same transmission.
Posted on 12/29/25 at 7:46 am to btrcj
quote:
Hauling, towing, sales vehicles?
Field service vehicles mostly, a few parts runner trucks and vans. 3/4 ton gas burners, 3/4 ton diesels, 1 ton gas burners and diesels, 4500 series gas and diesel, and 5500 series, almost all diesels.
quote:
Are they replaced after a mileage point, time or run till not fixable? Are they assigned to a single driver or many?
All the field service trucks are single driver. We used to replace them at 250k miles, these days its more like 250k miles or major failure, whichever comes first. Some are kept past that.
quote:
Your premise that diesel longevity is not a selling point goes against everything i have ever read or witnessed. Granted my experience with 3/4 diesels are with my 5.9 Cummins and friends International/Ford 7.3 only. Both I would say are the best diesels ever put in a pickup. But I will admit I have no knowledge of diesels past the 5.9 and doubt I ever will.
Odds are the rotating assembly of the engine will still last forever but the fuel systems and emissions controls systems are outrageously expensive to repair. Sprinkle in some complex electronics and the repair bills can get massive quickly.
So while they technically might last longer, the cost of ownership will be higher, sometimes drastically higher, in most cases.
Posted on 12/29/25 at 8:26 am to DownshiftAndFloorIt
Agree 100% about TCO.
A lot of the trades here use 1 ton gas burners b/c of that.
As someone who uses it casually, I'll never hit those mileage benchmarks. My payback is on resale/trade-in values. Clean, low-mile F-250s are gold on trade-in.
A lot of the trades here use 1 ton gas burners b/c of that.
As someone who uses it casually, I'll never hit those mileage benchmarks. My payback is on resale/trade-in values. Clean, low-mile F-250s are gold on trade-in.
Posted on 12/29/25 at 8:59 am to jake wade
How does low-RPM torque compare on those two?
Posted on 12/29/25 at 9:00 am to DownshiftAndFloorIt
quote:
quote:
Are they replaced after a mileage point, time or run till not fixable? Are they assigned to a single driver or many?
All the field service trucks are single driver. We used to replace them at 250k miles, these days its more like 250k miles or major failure, whichever comes first. Some are kept past that.
Have to agree in a fleet setting if replacing after 250k that diesel does not make sense. But for individuals who hope to keep their truck for the life of engine then it may make sense.
quote:
Your premise that diesel longevity is not a selling point goes against everything i have ever read or witnessed. Granted my experience with 3/4 diesels are with my 5.9 Cummins and friends International/Ford 7.3 only. Both I would say are the best diesels ever put in a pickup. But I will admit I have no knowledge of diesels past the 5.9 and doubt I ever will.
Odds are the rotating assembly of the engine will still last forever but the fuel systems and emissions controls systems are outrageously expensive to repair. Sprinkle in some complex electronics and the repair bills can get massive quickly.
So while they technically might last longer, the cost of ownership will be higher, sometimes drastically higher, in most cases.
Have to agree again. Newer diesels, well all vehicles, are way too complex to my liking. That is why I will stick with my 04 5.9 Common Rail. It has no emissions BS to worry about. Injector pump should last but may need injectors at some point. Trans has 150k on rebuild so may need another eventually.
It has 360k on it and will probably outlive me. I guess that is a good thing!
Posted on 12/29/25 at 9:02 am to DownshiftAndFloorIt
quote:
250k miles,
How many years roughly is this 250k taking to get to? They staying in town or traveling into BFE everyday?
Fleet trucks are very interesting because its one of the best indicators of the current state of trucks. That and owners/managers of large service shops. No single owner anecdotal story or car magazines can come close to the knowledge they obtain from actually dealing with the real world problems that the different makes and models possess.
Posted on 12/29/25 at 9:04 am to Turnblad85
RAM. Over 220K miles on mine. No problems.
Posted on 12/29/25 at 9:10 am to JackieSonnier
Ram
more power
better ride
better fuel
more power
better ride
better fuel
Posted on 12/29/25 at 10:12 am to thejudge
quote:
Ford 7.3
GOAT
Posted on 12/29/25 at 10:16 am to chew4219
quote:
Ford and GM run the exact same transmission.
This is true for 1/2 ton trucks but not 3/4 or 1 ton trucks. The 10R140 and 10L1000 are two separate transmissions with no overlapping parts. Both follow the same concept but nothing else.
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