Gas/diesel

[ghaynes755]

While towing I just leave mine turned on. Helps during any deceleration like an off ramp. Would be a big help in an immediate braking situation. Maybe someone know if there are any down sides.

[moosetags]

Originally Posted by SteveH

My Dodge has the engine brake, and you will probably get different opinions on how it should be used. I engage mine any time I am towing in hilly terrain, but it does not apply the trailer brakes. They work normally either when you step on the brakes, or operate the lever. The engine brake simply makes the truck decelerate more when you remove pressure from the accelerator peddle.

I also have the exhaust brake function in my 2011 Silverado. It's one of the nicest features of the diesel genre. Mine works in conjunction with the Allison Transmission. It really makes me more confident on long significant downgrades. I no longer get that "runaway train" feeling that I would sometimes experience on a long downhill with the Suburbans.

Brian

[newroswell]

Originally Posted by AnnArborBob

My new 2015 F-250 Diesel has an engine braking button on the dash. I'm pleased to know it's there and I know how it works and what it does but really don't know how or when to use it while towing. Also, if I use it, how will the trailer brakes get engaged so they can do their job?

Bob, the goal is to not use the truck and trailer brakes for long hill descents. You use those brakes to rapidly decrease speed, but the goal is to use the engine brake to hold a safe speed without heating up or otherwise wearing out your wheel brakes. An engine exhaust brake completely negates the need for disc brakes on a trailer in my opinion, but that is different thread topic to troll the truck/car/gas/diesel/hitch debate teams.

[moosetags]

I had a very interesting, but rather disappointing, conversation with a salesman at the Ford Dealership in Fort Walton Beach, Florida today. Based upon Pappy19's information, I priced a 2015 F-350 6.2 gas, crew cab, long bed, SRW on the Ford Website.

Within a couple of hours of pricing this truck, I received a call from one of the sales staff at the Fort Walton Beach Ford Dealer. We talked for quite a while, and I was satisfied that this guy knew what he was talking about.

I explained my needs to him in great detail, and he told me that he did not think that I would not be satisfied with the 6.2 gasoline engine, and highly recommended that I go with a diesel engined truck. He did not think that the 6.2 could adequately handle my needs.

This interchange has thrown me back to the diesel side.

Brian

[switz]

I used the engine braking and gear down shifting in my 2007 Mercedes ML 320 CDI diesel and drove the mountains out West. I got 105,000 miles out of the first set of brake pads.

Towing now with with much more weight with a Cummins diesel power Dodge, the engine brake allows me to descend with no need for the truck brakes to be applied. The engine brake coupled with disc brakes on the trailer and truck can make very impressive quick stops.

The diesel engine brake should be standard equipment for every diesel engine powered vehicle manufacturer just for the safety factor.

For me, the big secret is the published speed limits on the side of the road for descents. Doing that speed with just using the engine brake is possible, but going faster than posted just makes handling more dicey and the use of all the brakes is much more likely generating more wear and tear then necessary.

[newroswell]

Brian, you seem to have be the best of both worlds.

Originally Posted by moosetags

I am currently using two different two vehicles for my Airstream. One is a 2005 GMC Yukon XL 2500, four wheel drive, Quadrasteer, powered by the 6.0 liter gasoline V8. Our other tow vehicle is a 2011 Chevrolet Silverado 3500 Duramax four wheel drive.

On our shorter flat country trips, we tow with the Suburban. On the cross country jaunts, we use the Duramax.

What deficiency in your tow vehicle fleet has you shopping for a new vehicle?

[moosetags]

Originally Posted by newroswell

Brian, you seem to have be the best of both worlds.

What deficiency in your tow vehicle fleet has you shopping for a new vehicle?

I'm not actually shopping yet, just doing some preliminary exploration. My 3/4 ton Suburban is approaching 10 years in age and 150,000 miles. We are trying to decide what to do when Olivia needs to be retired. Her running gear still works great, but her interior and accessories are wearing out.

We had been thinking that a second diesel would be in order as were were really impressed with our Duramax's towing and stopping capabilities. The dependability problems with the diesel DEF system on our Duramax has us doing some rethinking.

Regardless of some of the comments in this thread, I have pretty much decided that going to a gasoline-powered one ton to handle our truck camper/Airstream combination would not be a good idea. I am hopeful that Ford, GM, and Dodge will come up with a fix for their DEF systems.

Brian

[kscherzi]

As a daily driver in a urban/suburban situation, diesels are generally too large to be practical. Half tons are somewhat more svelte. I'll stick with the V6 ecoboost as a decent compromise. Speed limit in California towing is 55 so powering uphill at 75 is a mute point anyway.

[msmcv51]

In the movie CARS the statement was made that years ago that people hit the road to "have a good time, not to make good time". Is not Airstreaming about having a safe relaxing GOOD time. So what if a tow vehicle can not pull a grade at 70 mph or more, isn't the idea to get to the other side of that grade and see what is there????

[Tater]

I am very pleased with my 15 Silverado Duramax 2WD. My overall mileage at 6,000 miles is 16.7. It's quieter than the gasser I had, but in fairness it had dual exhaust with an aftermarket muffler. I loved the 5.3 gasser but pulling the 30' Classic through the Smokies just wasn't much fun and at 103,000 miles I just hoped something wouldn't pop. I appreciate the heavier drive train and the diesel torque. Most importantly, my wife is completely comfortable driving the HD Silverado. If I still had the 25' I would have stayed with a new 5.3 but for us we are happy with the choice we made. Fortunately, we don't all like the same thing because that would really be boring. Bottom line, get what will do the job you anticipate will meet your needs over the period you will have the vehicle and remember if you buy something that meets the minimum you can't haul bigger. If you go bigger, you can always haul smaller.

Sent from my SCH-I545 using Airstream Forums mobile app

[xrvr]

My one ton dodge is the same size as a half ton. Short bed crew cab single rear wheels. Not four wheel drive. It is a Cummins. The misconception that a 2500 or 3500 is larger than a half ton is dependent on the particular vehicles. Jim

[moosetags]

That's true. My Silverado one ton crew cab, long bed is exactly the same dimensions as a Silverado half ton crew cab, long bed.

Brian

[Totoro]

Are there posts missing on this thread?

[crispyboy]

Brian,
If your thinking about replacing your truck and still plan on the same setup then you would most likely be happier with the diesel engine. Your setup needs to be heavy duty. I believe some of the bugs have been worked out of the new diesel engines emissions systems but they are increasingly complex and costly to fix.

If your just replacing your SUV there are many vehicle options that would do fine to pull your 23' trailer. I would check out a diesel SUV by Mercedes, Jeep Grand Cherokee or consider the Ram 1500 Ecodiesel. Any of these would give you decent fuel mileage.

[kscherzi]

Looking at specifications on companies website the F-250 is longer (almost a foot), a lot heavier and slightly wider and taller than the F-150 for the same layout. Same is pretty much true for the Dodge 1500/2500 (according to their website). Didn't check the Chevy but it would fit the pattern if so. So to get the big diesel one needs to get the bigger truck. Another of my considerations is being able to fit the vehicle into the garage. I recall the F-250 would only fit if I busted out the interior sheetrock opposite the door.

[AnnArborBob]

As of right now, if you want a 1/2 pickup with a diesel, I believe that your only option is the RAM (Fiat/Chrysler.) Other manufacturers are rumored to be considering diesels in their 1/2 tons but I don't think anyone other than Fiat/Chrysler has made the commitment.

There are a number of SUV's with diesels including Jeep, Mercedes, VW, and BMW. Not sure in Porsche is importing the diesel Cayenne to the US (just saw one in Europe recently.) My information may be a bit out of date so if diesel SUV's interests you, best to check around.

The difference between the 1/2 and 3/4 ton pickups are substantial. I am most familiar with the Ford and I can safely say that the only common part between the F-150 1/2 ton and the F-250 3/4 ton models is the Ford logo. This is true for GM and Chrysler as well. There is no doubt that a 3/4 ton pickup (diesel or gas) is not the most nimble urban cruiser you can purchase. They do have their purpose however if you need the capabilities they provide.

[xrvr]

Kch, I think you are incorrect, check for specifics. Jim

[RVDreamer]

Originally Posted by moosetags

I am hopeful that Ford, GM, and Dodge will come up with a fix for their DEF systems.

Brian

What is wrong with the DEF systems?

I have a 2013 F-250 Platinum and could not be happier. My DEF usage is very slight and the vehicle has plenty of power and torque to pull the mountains in Colorado where I live.

I get great fuel milage and drive a clean air vehicle that exhausts clean air. I have driven diesels most of my life and the new crop of trucks from Ford and Dodge are some of the best I have ever owned.

I would not worry about DEF, if I were you. It is really a mute point when it comes to buying a new diesel.

[pappy19]

For those that want a 1/2 ton Dodge with the new diesel engine, I am sure that Dodge will welcome you to buy one and test their first year production of their new V-6 diesel. You might be reminded of the first year that Ford came out with their 6.0 and dwell on that for a moment.

[carl2591]

Originally Posted by HowieE

If you are going to place blame for failed engines you should place it where it belongs.

IH told Ford the limitation of the 6.0 engine and Ford chose to bastardize it to compete with the Cummings. A mistake.

Stanadyne told GM the pump for the 6.2 was not ready but GM made them supply it and made them stand behind the defective FSD almost bankrupting them.

Thankfully most of these problems can be overcome. After 2 failure of the FSD on my GM 6.2 I mounted it under the bumper for cooling and it will last forever.

As for the Ford 6.0 there are a few modes that remove the weak point also.

I love this info on gas or diesel and see a lot acronym thrown around..

take for instance the above thread explaining after "2 failures of the FSD on a 6.2L" etc.. so what is a FSD.. i wish folk would remember not everyone know every acronym thrown around. I read some of the diesel forum and heard about a HPOP not knowing what the hell that was till someone did high pressure oil pump (HPOP) and then it all clicked what they were talking about..

SO how about if we are going to use an acronym put the actual name first then the (acronym) after it so we can all follow along.

just sayin