Originally Posted by nhrocks
I am in the process of selling my 7mpg MH and planning on a 25-30' AS. The 30' Classic is what I really like.
For a TV I am looking at a F250 and would appreciate some info on the 6.2L gas as opposed to the diesel. I think there are a lot of additional costs associated with the diesel.
We live in NH with plenty of hills and plan on seeing the country in retirement.
I'd skip the 3/4T and just go 1T . . there is no substantial difference in the solo ride, but the extra payload capacity (for gear and a heavy tongue weight) will make you happier, IMO.
As to gas versus diesel: The newest turbocharged diesels have highly complex (and problematic) emissions systems. Fuel economy is back up over post 2006 versions with the use of DEF (diesel exhaust fluid: the engine can now be tuned for better mpg) which pays for itself (a non-starter for avoidance as it can be found everywhere today).
, without reference to vehicle brand, the HP/TQ numbers on these now highly expensive trucks are overkill for any Airstream ever made. More is not better. The gasoline engines are far better than ever before and have pretty well the same expected service life (they got better, and diesels are likely not much better than 250k B50 life any more) as the introduction of direct injection gasoline engines is a game-changer.
That, coupled with 7 and 8 speed automatics on the near horizon makes gasoline pickup trucks more desirable than they've been in over twenty years (the mid-90's turbocharged Cummins in the Dodge was the opposite swing of the pendulum).
One can rest assured that whatever the truck engine redline (top rpm) that it will run at that speed all day, everyday and not falter. Vapor lock, altitude changes and other past demons of hot, hard-running engines are pretty well a thing of the past. And transmission controls to give "engine braking" while on a descent are described as being more than satisfactory.
Read around and plan well. But, the better approach
would be in securing a Pro-Pride hitch, DIRECLINK brake controller and the budget for trailer disc brakes. The Gold Standard. An Airstream can outhandle/outbrake any pickup truck, thus it is the truck that most needs help in stability and steering control
is an off-aspect way of looking at this.
Brute force isn't the necessary approach. The tow vehicle needing the least amount of power to pull this trailer (of a design which minimizes fuel burn) and is set up with the best hitch & brakes is the better combination. And a pickup truck is not the default choice except as folks tend to carry too much junk with them . . my grandparents and parents used full-sze and luxury American cars of the 1960's and '70's to cover most of North America as well as Mexico . . . what were they losing out on by not carrying an extra kitchen sink?
(is the thinking). IOW, move more to a clean sheet of paper. What "most RV'ers" do is done without planning or thinking things through too well.
Have a look at the posts & threads of contributor Andrew T
of Can Am RV to see what can be done (and what was once done) by those wanting to travel a bit lighter with a better-handling, better-braking TV than a pickup truck.
Not suggesting you change your plans, but I am
suggesting that this is to help better shape the diesel versus gasoline debate when towing an Airstream
as convention is not what it seems when one digs a bit more deeply (and plans/packs more carefully).
The recent threads on this forum by phbarnhart
are worth your while to see how a rig can come together: best hitch and setting it up on a certified scale
, trailer disc brakes (with state of the art controller and near-future trailer ABS; on his list, I think), as well as the very best trailer wheel size and tires of proper load rating
is more to the point than any "check the engine box" discussion around here.
The weight given to the tow vehicle decisions is unduly heavy compared to where it belongs once one has chosen an aerodynamic, lightweight, all-aluminum, low center-of-gravity, low ground clearance travel trailer with fully independent suspension. That
was the important decision.
As tow vehicles come and go (and a minivan can tow an A/S of any size, weight
is not the primary consideration) since the TT is the permanent acquistion
. Thus the TV is not nearly so critical as it may change more often. And a wider range of vehicles are suitable. Choose the particular A/S trailer and outfit it with top hitch, brakes and controller. And then choose from a wider variety of TV's
as you will.
Besides, this thread topic has already been done to death over the past few years. Conduct some searches and bring your questions back to this thread (with links as necessary) and contributors can point you in directions dependent on what you've encountered.
Welcome to AIR, nhrocks.