So you’re interested in buying a pickup truck to haul a truck camper, but aren’t sure whether to get one with a diesel or a gas engine. You’re not alone. Many have struggled with or are currently struggling with the same decision. There are pros and cons associated with each. The key is determining exactly how and where the truck will be used, how long it will be owned, your budget, and what kind of payload rating you need. Unfortunately, some truck camper owners have already made the wrong choice and are having to live with their mistake. With a new pickup costing anywhere between $35,000 and $90,000, it’s an expensive error to make. It’s best to make the right choice first before signing the dotted line. That’s the purpose of this article. Using nine decision points, this article takes a look at the pros and cons of each engine type in order to help you, the consumer, make a better and more informed decision.
1. Acquisition Cost
Diesel engines are significantly more expensive than gas engines. For 3/4-ton and one-ton trucks the cost for a diesel is approximately $8,000, while the gas engine falls within the $1,000 to $2,000 price range. Why is the diesel engine more expensive? Primarily, because it needs to be built more robustly with thicker cylinder walls and stronger and more durable cylinder heads, valves, crankshafts, and pistons. These beefier components are needed to withstand the extreme stresses and high heat found in diesel engines. Not only that, but diesel pickups require a stronger and more expensive transmission to handle all that extra torque and specialized turbochargers and emission control equipment that add additional cost. Yes, it’s true that diesels provide better fuel economy to offset that additional cost, but it may take 160,000 miles before the fuel cost benefit makes up for the initial purchase price.
2. Fuel Economy
Gas engines are benefiting from several new technologies such as direct-injectors, cylinder deactivation, variable valve timing, and turbocharging, but diesel-powered pickups still provide better fuel economy with an advantage between 30 to 35 percent. For example, a gasoline-powered one-ton truck hauling a 3,000 pound truck camper at 60 mph, will typically get 9 to 10 mpg, while a similar size truck with a diesel engine doing the same speed will easily achieve 14 mpg. Of course, those mileage figures will vary, depending on the terrain (like driving in the mountains), but the mileage gap between the two won’t. A final point worth considering is that Ford, Ram, and Chevy all offer an additional diesel fuel tank as an option, which can significantly increase the operating range of a diesel pickup truck even more.
3. Fuel Costs per Gallon
According to the U.S. Energy Information Administration, the average price for a gallon of gas in November 2016 was $2.18, while an average gallon of diesel was $2.44. Historically, diesel fuel has averaged about 14 cents more per gallon than regular unleaded gasoline. This varies, of course, as market prices fluctuate. Sometimes a gallon of diesel can be purchased for less than a gallon of regular gasoline, but since 2003, this has been the exception rather than the rule. Another benefit with regard to gasoline is that every filling station offers it, unlike diesel, which can be hit or miss. Indeed, sometimes it can be difficult locating a filling station that carries it. This can result in wasted time (and fuel) trying to find one. This is why diesel owners should never let their tank get lower than half full while on an outing in unfamiliar territory.
4. Maintenance and Repair
It’s a myth that diesel engine maintenance is more costly than gasoline engines. That may have been so back in the ’80s and ’90s, but not anymore. Sure, an oil change for a diesel can get pretty pricey (the typical diesel requires 12 quarts of oil), but improvements in diesel particulate technology have extended the oil change interval for the Cummins 6.7L engine from every 7,000 miles to every 15,000 miles (some warranties require shorter intervals between oil changes, so this should be kept in mind before scheduling maintenance). It’s true that the water separator and fuel filters in a diesel will require replacement more often, and that you’ll need to periodically drain the engine’s water-separation bins, but this is offset by the fact that diesels don’t require things like spark plugs and ignition tune-ups. Overall, the reliability and longevity of the diesel make the investment in money and time worth it. It fact, the reliability of the diesel is a major asset. Catastrophic hard-part failures are pretty rare during the life of a typical diesel.
Government regulations on emissions have made things tough on automakers, this is especially true for vehicles equipped with diesels. In 2010, the EPA imposed strict diesel emission regulations, requiring the use of an automotive grade of urea or diesel exhaust fluid (DEF) to “scrub” nitrogen oxide (NOx) from the Selective Catalytic Reduction (SCR) system and exhaust. While this fluid reduces NOx emissions by as much as 90 percent—and near-zero when used in combination with diesel particular filter technology—all this extra emissions equipment comes at a major cost. First, having to fill your 5.5-gallon DEF tank every 4,000 miles is an inconvenience and an added expense (a 2.5-gallon jug of DEF costs about $14). Second, DEF leaves harmful deposits in your SCR system that build up over time eventually requiring expensive repairs to DEF pumps, DEF injectors, and NOx sensors. Three, the “regen mode,” which is used to periodically clean the diesel particulate filters by over-fueling for a short period of time, has a negative impact on fuel economy and power. Of course, all of this can be avoided by buying a truck with an older diesel like the legendary Ford 7.3L Power Stroke.
The typical diesel engine weighs between 400 and 500 pounds more than a gasoline engine. This results in a corresponding reduction in a truck’s payload capacity. For example, the Ford 6.7L Power Stroke weighs 990 pounds dry, while the Ford 6.2L V8 tops the scales at 580 pounds and the Ford 7.3L Godzilla V8 at 535 pounds. Now 400 to 500 pounds may not sound like much, but when it comes to payload, every pound matters. Because of this, consumers interested in getting a diesel and hauling a truck camper should set their sights on a one-ton pickup truck, like a Chevy 3500 or a Ford F350, rather than a half-ton or 3/4-ton. The penalty in payload for having a diesel is simply too large for lower rated pickup trucks. This is especially true if you’re interested in hauling a moderately equipped hard-side truck camper. Fully loaded, that truck camper will weigh approximately 3,000 pounds. The only 3/4-ton pickups with payloads that high are gasoline-powered.
7. Horsepower and Torque
Torque is where the diesel engine really shines. For example, the Cummins 6.7L turbo diesel can deliver a whopping 900 foot pounds of torque, while the 6.4L V8 HEMI is limited to just 429 foot pounds. It’s true that the gasoline engine delivers more peak horsepower—410 horsepower for the 6.4L HEMI compared to 385 horsepower for the Cummins 6.7L—but the gap between the two engine types is pretty insignificant and closing fast. There’s no doubt about it, if you plan on hauling a truck camper in mountainous terrain or plan on towing a large boat, jeep, or utility trailer, then you’ll want to get a diesel. There’s simply no comparison between the two, especially when climbing difficult 6 percent mountain grades.
8. Noise, Vibration, and Harshness (NVH)
Advantage: Slight edge to Gasoline
For years diesels rightfully suffered from a bad rap for being excessively noisy, smoky, and smelly. Indeed, in the ’80s and ’90s you couldn’t hold a conversation next to a teeth-rattling diesel nor stand anywhere near the exhaust without feeling light-headed and gasping for air. Clouds of smoke during startup were pretty commonplace, too. Fortunately, things are much different now. Advances in fuel injection, emission, and common-rail technologies have brought the two engines types to a near equal footing. Vibration and harshness standards in diesels have been improved, too, enough that diesel engines can be found not only in commercial vehicles, but also in many luxury cars. In fact, when it comes to NVH, the two engine types are almost indistinguishable today, with the characteristic diesel “rattle” being the most obvious difference.
9. Engine Longevity
It’s no secret that diesel engines last longer than gasoline engines—600,000 miles for a diesel is pretty common. Why is this? Because, as was explained earlier, diesels require a beefier engine block and stronger more durable cylinder heads, valves, crankshaft, and pistons. These sturdier parts are necessary to dissipate the higher engine temperatures and higher compression ratios found inside of them. Not only that, but the exhaust produced by diesel engines is less corrosive. All of this results in a truck and engine that will last longer and have a better resale value than their gasoline-powered counterparts. If your plans include keeping your pickup truck for only a couple of years then I would skip the diesel and buy a gasser. On the other hand, if your plans include putting a lot of miles on your truck and keeping it for many years, then a diesel will serve you better and save you more money in the long run.
Can a suzuki equator 4×4 crew cab with a4.0 v 6 automatic handle campers ?
Thought I would throw this in. So much crap on mpg and this is more of the same I guess. So from my records but really means nothing as I do not have my Northstar yet. 2014 Ram 3500 Diesel Aisin Auto Trany
VIN 3C63R3HL5EG29**** 4 Wheel Drive SWR
Mileage Check at Pump Topping 3 Times Lowest Speed
53 Gallon tank I Installed. MPG from Pump Unless Noted Dash17.29 mpg
All 3 going to California 35 mph same headwind to and from. 65mph
20.20 mpg 2nd trip California no headwind 1600lb trailer 75mph
22.00 mpg Mix hwy city 70mph (Dash)
22.00 mpg Mix hwy city 65mph
To Iowa Cedar Falls 20 miles City 600 miles hwy August 2018
22.00 plus @ 65mph empty, cruise (Dash)
10/01 18 St. Peter to Mankato to Home. Very light foot, cruise
24.00 Hwy 12 miles (Dash)
19mpg only city (Dash)
Filled up at truck stop on Hwy#169 at edge of Mankato. Pumps are aways at slowest speed when fueling always. Top off 3 times 5 minutes apart Immediatly 14.8 mpg (Dash) from Mankato to home 2 stop lights. 75% city and 25% hwy. 2nd time in 4 years filled there, same thing. 1/8 left in tanks. Never going back to this one. If semi might not notice as fuel mixed from different stations.
They made mistake when ordering. Got 3.23 instead of 3.73. think that is ratios. One alternater instead of two. Mad but nothing I could do about it. Does have manual shift auto and tow haul can be used as splitter in high gears. Sucks where tow haul switch is. Always jake on. Watch dash read out if using for your measurements mine is 1.0 to 1.5 mpg off. Cruise on mosly and have light foot. Largest Northstar truck camper on order. That will be interesting as that is what truck is for and will be the real true mph. Kinda worried with gearing in mountains. Like I said a waste of time but 2nd post here and kinda wanted to get some in so not a complete newbe
So last year I left N Michigan and spent summer in Alaska. Drove my then new F150 3.5 eco with a 12′ enclosed motorcycle trailer. Palomino SS550. Worked very well and great truck. BUT this coming year I’m repeating the trip with my new F250 6.7. Difference like a Piper Cub verses an F18. Love it. Best decision ever for me
I have owned 5 Dodge Ram diesels with everything from the 5,speed manual , 2 wheel drives, 4 wheel drives, 12 valve, 24valve, HPCR 5.9l, and the 48RE transmission. I loved all the trucks for their economy on fuel and their enjoyment of hearing a nice Cummins doing what it does best. When it came to buying my latest truck I bought in 2016, it ended up being a Ram 3500 SRW Chassis Cab with the 6.4L Hemi and the Aisin transmission. The truck has 4:44 gear ratio and I can tell you the following; 12-14 mpg empty, 15mpg on nice rides, 10-11 mpg with Lance 9000 Squire or Camplite 10.0 on the truck at 60-65 mph. With the standard 52 gallon fuel tank 475-500 mile tanks are the norm for me. The Aisin is the right transmission to own and I feel it is far superior to all the other automatics I’ve had in these trucks. I have a 9 ft aluminum flatbed and the extra storage space is heaven sent. I put Rickson 19.5 wheels and Continental tires for extra safety margins. These new tires have added about 1-1.5 mpg so things are looking up!
No worries about idling, no worries about DEF, no worries about emmisions. When I see the diesel pickups pass me on long climbs I know I could pour it on with the Hemi and put in an impressive run but I don’t want to waste the fuel.
I would highly recommend this truck as configured or if you get the pickup with the Chrysler transmission, get the 4:10 gears. It will make a big difference in how it performs with the camper on.
Do I miss the diesel… Only in my memories, this gas combo is doing more than the marketing hype has promised.
We are truck camper people, a bit unique, a bit frugal. We are not in any race to get anywhere, the ride is just as much part of the journey as the destination. Regardless of what make or engine choice you make, get out there and use it while you can, life really is short.
Great post, Tom. Appreciate the feedback on your new Hemi gasser and great advice on getting out.
I apologize for the punctuation errors, I couldn’t see the screen when I was typing it.
I’m happy with our gas 6.4 Ram 3500, camper is an 1172. One thing maybe more important with gas is gearing. I have 3.73s, wish I had 4.10s or even 4.56s. Anyone run 4.56s? If you’re ordering a new truck do some research on this, you don’t want to have to change gearing.
I bought 3 months ago 2017 F250 diesel and I am getting 19.8 average, I am driving 30% city 70% highways and I couldn’t be happier 🙂
I bought a 2016 Chevy crew dually 1 ton 6.0 gas and carry a 2001 Lance 1121 with slide/. The truck gets 12 mpg and with the camper at 65 mph I drop to 9 mpg. I had 5 diesels prior to this and the all averaged 14 mpg. My last was a 2011 Chevy Duramax using DEF and after warranty expired it turned into a money pit all for emission problems. A couple of the problems were reduced power and reduced speed. Both showed poor quality DEF but after the dealership tested the DEF was OK. They simply reset the computer and found no reason why. Both of these problems cost me $400 and $450. Believe me when you are traveling and one of these issues happen you will be calling a tow truck to get you to the nearest dealer. My gas engine serves me well.
I drive an 05 Dodge Ram 3500 with a 5.9 Cummins diesel engine. This is probably my 20th work or personal pickup so lots of experience with gas pickups to compare to. I’ve also operated lots of diesel equipment over the years (cats, skidders, farm equipment, etc.), so I’m very familiar with operating and maintaining diesel engines. Though I’ve enjoyed the towing and hauling capability of this truck, it has also been by far the most expensive and troublesome truck I’ve ever owned. I’m a maintainer so my truck has been been very well serviced. I got $25.00 oil changes for life when I bought the truck so I change oil at the dealership every 3000 miles. The oil turns black instantly when you start the engine and carries a high carbon particulate load. I had to replace all the injectors a couple times under warranty and when I was just out of warranty, had to spend $2500 to replace them again. The common rail system, high fuel pressure and ULSD ate up my injectors like crazy. I also use a highly rated additive. I spent another $1000 to install a FASS lift pump and filtration system which seems to be helping. Then I lost the 48RE transmission which ended up costing around $5000 to rebuild/upgrade. The heavy weight of the diesel engine eats tires and brakes and wore out the entire front end at 100,000 miles, which cost $2,000 to rebuild. I have spent over $12,000 in parts and service in the last 5 years. Diesel here costs about the same as premium unleaded and sometimes more, so any cost savings for better mileage was wiped out, especially when you add the cost of additive. I like the truck but I’m considering going back to a gas truck to get out of this money pit. My friends with new diesel pickups are cursing the new emissions controls and doing deletes just so there trucks will run and stay out of the shop. My pickup also rides rough and doesn’t really work that well for a daily driver. With similar maintenance schedules, my gas trucks were extremely reliable by comparison. I also have to be realistic about how little I tow or haul now and a new diesel pickup doesn’t really make sense anymore. I had planned to run this truck forever but wondering now if it even makes sense to keep it. I use three different diesel mechanics and every problem that I’ve have is common with these trucks.
Interesting reads. Save a lot of money going with gas. With the extra money saved over the years you can buy a replacement gas engine ,where a diesel you will have to pay extra when it comes to an engine replacement or buying new injectors $15,000. installed. We are running around over 100 diesel service trucks across north america and we are switching to gas because of the cost. I would love to tell you where I work ,but I would be Fired tomorrow !
one thing not mentioned is the new Diesel Exhaust Fluid (DEF) that the new diesel engines require. Add another $2.95 per gallon to your refueling bill if can find it at a gas station. Best bet is at a major brand truck stop.
Hi Steve, this was mentioned under “Emissions.”
Wow, now I’m really conflicted. I plan to either purchase a Northstar 850 pop up or a hard side in the dry weight range of 2000 pounds. Either way, I want a pickup with at least 3300 payload capacity. I am concerned about fuel mileage and the ability to get off pave roads and explore more remote areas. I definitely plan to travel in mountainous areas and want enough torque to get up some serious grades without worrying about the ability to maintain enough speed to keep up with traffic. I’m considering a new Ford F-250 with the 6.2 gas or a Ram 3500 with a diesel. I know the Ram 3500 diesel will easily handle my needs. If I go with the Northstar 850 pop-up, I’m hoping a crew cab Ford 4×4 with the 6.2 gas can handle it with ease. Not so sure about it handling a hard side with a much larger profile and increased weight. All the pickup testing on the web/YouTube is focused on towing capability. If anyone can share their experience with a later model F-250 4×4 6.2 gas carrying a hard side truck camper with a wet weight up to 3300 pounds is appreciated. In particular the MPGs you get and how well it gets up mountain grades. Thanks.
Which hard side camper are you looking at? Wolf Creek and the smaller Northern Lite should be fine on a 3/4 ton but Arctic Fox and Eagle Cap are really heavy and would need at the least a one ton truck.
If you want a 3300 pound payload then a 3/4 ton truck is cutting it close.
You paid more up front. Up to $10,000.00 more. So hopefully you get some of that extra money back. May I suggest you read Mike’s review on the 2011 Ford F-250 gasser. I believe he hit the nail on the head. On a side note. Today a friend shared his experience with me. It was his fault. But I’ll share anyway. He put the DEF fluid in the gas by accident. He just turned the key but did not start truck when he realized the error. To late. $11000.00 in repairs. . just saying. Look I ride a Harley. Why cause I love Harleys. It’s emotional. Emotionally people love diesels. But lets be real. Devil is in the details. Cheers!
You left out one important comparo: Resale value. BIG increase diesel over gasoline. Huge demand!
Yep, that’s a big one. In retrospect I probably should’ve added that to the article as a decision point.
Yes that is true to some degree if you pick the right truck. 6.0 Ford ? Not so much. I think the biggest determination will be how much camper you need (weight) and where you plan to take it most of the time. If you run in the West most of the time the new diesels will do a better job.
Friends, I had to comment. I spend a lot of time with trucks (construction & RV’ing)
Very & I mean very few people can justify a diesel. They are just too much hassle & too expensive. I will assume for this opinion that we all do the required maintenance on our trucks. For example one could say that I do not bother finishing the cleaning exhaust (regen) cycle. I just turn the truck off. Well that will impact sensors & DPF (new DPF approx. $2000.00) down the road. Pay me now or pay me later (& pay me more later).
Initial cost of diesel ($8000.00 – $10000.00)
Extra maintenance cost on Diesel ($500.00 per year)
Add DEF cost (here you need to be real.. they don’t last 800 miles)
Diesel fuel cost more
Add (if you care about this huge investment) Cetane boost additive for your fuel
When the cleaning exhaust comes on it will take approximately 20 minute to complete the regen cycle. More times than not it happens just as you are arriving home. If you care, now you go for a drive. About 15 – 20 miles. Add this cost. Call $3.00 – $5.00 in fuel. Depending on the truck & usage this could be a weekly occurrence. This happens even with the DEF.
The DEF, Cetane boost, regen running cycle & higher cost of Diesel fuel adds much more cost that is NOT saved by the extra 2-3 MPG you get over a gas truck.
So far all this sound like fun?
Now for the MPG.
You just have to wonder about Diesel owners on the forums telling you they get 18-20 MPG.
I have owned & talked to a lot of owners. NO ONE gets those MPG.
With all due respect. This is one of the biggest lie’s in the Diesel world.
60 mile per hour with no load at all gets me 15 MPG. Yes all my trucks are stock. After market gizmos will not save you money. If a Diesel truck could get 20 MPG safely don’t you think the BIG 3 manufactures would advertise this? Buy our new 2017 one ton truck & get 20 MPG. Better yet I have heard people say (on forums) they get 30 MPG. Really? These gizmos will burn up your injectors + other neat things.. Enough said.
Diesel real numbers are ..City 12/13 MPG: With a Truck Camper at 60 MPH I can keep the 13 MPG range. If I start to drive 65/70 MPH drops down to 10 MPG.
Now for the longevity. Yes they can last if you maintain them. It’s all in the maintenance.
Many Diesels have hit the graveyard at 150k miles.
Now if you break down with a Diesel while out with the TC (here is where it’s more fun).
You don’t know if it is an engine problem, a sensor or computer issue. So now you have to get towed to someone that has a Diesel mechanic. Depending where you are. Good luck!
Compare this to a GAS Truck.
Bottom line gas truck engines last almost as long as Diesel if well maintained.
You do not have any of the above issues.
Gas truck will get you about 10 MPG with a TC… Worse case with a TC 8MPG
At 60 MPH.. you get 10 MPG all day long.
Unloaded a gas truck will get you (city driving) 12 MPG (yup just like the Diesel)
Break down with Gas truck. You can find mucho folks that can work on it.
Oil change? Bring it to any oil change shop.
The two biggies for justifying a Diesel is longevity & MPG. And those two biggies do not exist.
If your truck is also a daily driver. The gas version will be a blessing.
On a side note.. take the $10,000.00 I saved & if I get 4% that gives me $400.00 in free fuel per year. Yeepee!
Even if you gas truck got 5 MPG less( and it doesn’t) … because of the all the extra cost of the Diesel ownership you are still ahead with a Gas truck.
Maybe if all you do is haul a TC. Haul big trailers. And do 40k ++ miles per year. Sure consider a Diesel. But really crunch the numbers. Devil is in the details. Diesels are hard to justify financially & they are a bigger PITA (pain in the A**) to own.
Even Diesel fuel is not as readily available.
Save the irritation and buy Gas.
While at liberty to choose what one wants, the real metric is COST PER MILE vs. application. If your pulling above 13k pounds on a daily basis and can write off as business expense, buy diesel.
Pull below 13k pounds, gas does the job as well, is cleaner and follow the maintenance schedule, today’s engines will last as long as a diesel.
I completely agree. After two years of research studying the pros and cons of diesel vs gas, I chose the gas engine for my 2017 dually pickup to haul a 3000 lb camper. Yes, a heavy dually. I couldn’t be happier. And it will give me many years of hassle free driving. The honest diesel owners will say that in most circumstances, the diesels aren’t worth the extra costs. And yes, the new emission controls have made them less reliable.
Wow! So much here is bias. For just a few I buy def for $10.99 for 2 1/2 gal on sale otherwise $11.99 at Sams. Tank is 5 gal. I can go to San Diego and back to MN but no load. 2014 Ram. Maybe my truck is a Exception. I easily can get 22 to 23 mpg empty. Def is the reason. I like Def and it is a 5 minute job for 5 gal. Mile ledge is Calculated at pump. I am not a liar. Cetane boster is a waste of money. Watch where you by your fuel for a bost. I can loose 2-3 mpg on crap. Watch your driving habits. Time the lights. I try to be going 1 to 2 mph at the least instead of complete stop, Me and my buddy pulling a 5th wheel together he would get 11 to 12, me I would get 14mph with Duramax. Regen every week? I always warm up and cool down. Watch the idle time. I think I have regen 3-4 times in 40,000. Engine problems? Could absolutely be true for you Have zero problems in my 2014. To be sure to change your fuel filters. Dirty increases pressure. Two friends including the one above did not change fuel filters in Duramax. Both blew head gaskets for $8000. Not to say a gas is not a better deal. It very well can be and I have no problem with that. Changing oil and filter is a dirty job. I think it is $135 at Sams for syn otherwise $78?I cannot remember. There are minus and plus for both. Take your choice. My other pickup is a 1989 GMC and I still use it. For about that reason only I guess I choose Diesel as I will do the same with this one. I’m 70 so this is it.
I own a 2019 F250 4 X 4 and tow a fifth wheel camper (32) ft, and I am only getting 8-9 mpg when pulling and its geared at 3.73. The issue I have is when driving empty I only get 11.9-12.8 MPG, this is my issue, I am wishing I had bought a diesel now for the pulling as well as the empty driving around home. Thoughts on this issue. Thanks
I see you swam into shark infested waters with this article, it’s much like Ford vs Dodge vs GM.
To me if you are a person that buys new vehicle every few years then its a gasoline engine other wise if your like me, who keep their vehicle till they fall apart a diesel is the way to. A diesel engine in a long term investment.
During our 2015 Summer Journey we covered over 16,000 miles and not once did we have a problem getting diesel and the DEF ( if you need it) fluid was sold everywhere the diesel was sold.
For the peppers in the group; one interesting thing when I worked for FEMA, unleaded was gone, gone, gone during natural disasters like hurricane Katrina. Lots of diesel available though…
Gasoline wins most of the categories but diesel wins the important categories. Gas may be cheaper but you get more mpg with diesel and even if a diesel truck is more expensive than a gas truck diesels last longer. You get what you pay for.
Mike another great report and comparison. I will never go back to a Gas engine. If I could have gotten diesel in my Jeep we would have bought one.
Item 3. While regular unleaded is cheaper than Diesel it comes down to what grade gasoline you need to use. My wife just bought a 2016 GMC Yukon with the 6.0L engine and according to the dealer premium unleaded should be used, and premium is more than Diesel, at least at all the stations I use here in CO.
Item 4. I would say that with modern gas engines this would go to gas. Primarly because of the amount of oil that is required for a Diesel and now the requirement for the use of DEF (this could be put under item 3) for Diesel emissions.
Personally I have a modified 2003 short bed Dodge Ram 2500 with a 6 speed manual transmission and a Lance 825 camper that I pull a car hauler with either a “77 IH Scout or ATV’s with regularly and can still I pass can still going over mountain passes. There is no substitute for the power and torque of a Diesel.
It’s pretty much a wash. Gasoline burns cleaner—about 15 percent more, to be specific—but due to the fuel-economy savings, diesel rigs usually emit less particulates per mile driven.
#3 “Fuel Costs per Gallon” doesn’t mean much when the two engines get different MPG. Your OVERALL fuel cost is what affects the wallet, not price per gallon. Advantage: Diesel.
#1 “Acquisition Cost”– should be ‘ownership cost’ as the trade-in value of diesel is much higher when the time comes to sell. For example, a 2013 Ram with 50K miles will have a $6K to $7K higher value (depending if you trade to a dealer or sell privately) than a gasser. Advantage: tie, after factoring in the $2K in fuel cost savings of the diesel.
#5 Emissions: you don’t say why the gasser has the advantage. They are both very clean. One manufacturer’s test showed the air was cleaner coming out of the diesels tailpipe the the air that went in the intake. Emissions certifications are so heavily regulated these days, does anyone shop considering “emissions”? Advantage: tie.
I have been driving dodge cummins for years always changing oil at 3000 miles using rotella oil now you can go 15,000 miles on an oil change?
With the new diesels, yes!
Item 5, “Emissions”, seems more geared toward the complexity of dealing with harmful emissions rather than a comparison of the output between the two types of engines. Given the new standards and the required emissions equipment, overall which engine type would you say is burning cleaner these days?
Which is better….with 93k miles on my 2015 Chevy 2500HD gasser, the siren call of a diesel beckons every 3k mile trip. I ran the numbers and yes I would save money with the diesel, however paying schedule dealer maintenance, yields savings of forty dollars per month. For me it’s not enough to switch. The measure is cost per mile. In CA price per gallon for gas and diesel is even, so the advantage goes to the oil burner. In the mid-west, fuel price difference can be 30%, completely zeroing the diesels advantage. As for torque, my truck pulls 10k pounds and I’ve never had an issue crossing the Great Divide, Rockies or the Ike Gauntlet.
For me, modern gas engines are very reliable and have an established schedule maintenance cost. I never worry about water in fuel, injector failure, emissions issues putting a diesel in limp mode. I’m still open to a diesel and should I need to pull a fifth wheel or want more range per tank I would most likely purchase one. For now I’ll work on breaking the 600k mile mark with a gasser.