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Old 02-24-2019, 10:16 AM   #41
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Originally Posted by Life is a Highway View Post
What truck and engine combination would you pick?

Been towing with a gasser my entire life. It does the job well when properly selected for the application, but until my recent encounter with the bighorn mountains, even on the more gentle US16 vs US14, I would wholeheartedly suggest a diesel if you plan on doing any mountain towing. In addition, the 3-5 additional MPG you get from diesel might not sound like much until you tow cross country and realize each fill up yields over 100 additional miles between fill ups. The downside is that oil changes for diesels can cost more than 2x of a gasser and there are some things to do to protect the fuel from gelling when the outdoor temps get really low.



I myself like the Duramax/Allison combo. I think Ford also has a good diesel/tranny offering.


I don't know about RAMs diesel trannies, thought the Cummins is a phenomenal engine IMHO but I have had many friends that own gasser RAMs tell me that they have gone through several transmissions in 100k miles....always get a kick out of those that tell me they only had to pay for one replacement. I know there will be a number of RAM fans out there that may cry foul, and I admit I do not have any direct exp with the gasser RAM offerings, but when I hear from 10+ very similar stories, I tend to think there may be some truth to it. It is a good looking truck though.



In terms of new engine/tranny offerings, I would wait at least 1 model year after they are released. I have seen far too many times where the engine or trans has issues. As an example, look at GMs first diesel where they basically took an Olds 400 gasser and converted it to diesel. Many cracked blocks, etc. Ford had a magnificent 7.3L diesel, then came out with a new 6.8L diesel(?) that was plagued with problems, it was just a piece of junk, eventually Ford fixed the issues, but it was never as good as the 7.3L IMHO.
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Old 02-24-2019, 10:49 AM   #42
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I just purchased 2018 Ram CTD about 3 weeks ago. Iím on a long trip to Mesa for some Spring Training. How did I ever live without this truck?? No matter the grade, up or down, this truck is a 10. Engine brake is magnificent, Iíll never go back to gas. Itís beautiful inside and out and with the fold up seat a dog crate fits perfectly on the back floor.
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Old 02-24-2019, 10:52 AM   #43
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F150 vs F250

For those that like the math, here are some photos of actual 2019 payload capacity ratings.

The first is for the F150 XLT Screw 4x2 6.5' box 3.5L eco boost 10 spd 157" wb.

The second is for the same configuration F150 XLT Screw but with 4x4 and heavy duty payload package/max tow option (HDPP/MT).

The last is for the F250 XL Scab 4x2 8.0' box 6.2L gas 6 spd 164" wb.
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Old 02-24-2019, 10:57 AM   #44
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Tell us about the GM truck lifter problems? POS truck engine. Iíll never go back! Tell us about the great GM customer service, not! I had 100 K on my 5.3 before lifter explosion, required new engine and GM would not give me a dime. 10k repair including new radiator, engine, oil pump, etc. fixed truck is sitting in my driveway.....
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Old 02-24-2019, 11:01 AM   #45
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Thatís unusual. The 5.3 is an excellent engine. My first one had 315,000 on it when I gave it to my son. The others are doing well also. They all had piston noise from day 1. Mine was started and driven hard on the coldest days to many a fire call, never let me (or the public) down.
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Old 02-24-2019, 11:01 AM   #46
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Originally Posted by spclkaz View Post
I have had GMC products all my life, but I will NEVER buy another one and neither should you... here's why...

GMC Fires Thousands of Workers Despite Record Profits



I'm all for capitalism and have also been a conservative all my life as well. But GM continues to build products in Mexico and China while screwing its loyal American workforce and the taxpayers who funded their survival years ago. I will fight socialism till hell freezes over and then fight it on the ice... but when it finally comes, I will look to companies like GM and not wonder why I lost the battle...

So, if I had to buy a new truck today, it would be ANYTHING besides a GM product... most likely a Ford gasser...

Pay your money make your choice that's still America, but I sure hope you can sleep at night driving a GM truck...



There are several reasons GM did this. First and foremost, cars are just not selling. You can't pay folks to build something other people won't buy. If GM didn't move production around and kill cars that didn't sell, then they'd be right back where they were during the great recession. Another reason I believe was union pension costs and UAW past demands. Of course like public pensions, the Caddy plans are for the existing folks, while new employees get say the Chevy plans nowadays. IIRC those costs added about $1000 to the price of a vehicle. Those legacy costs don't exist abroad or in better run shops domestically. The can so to speak was kicked down the road until the perfect storm happened back in late 2000s.



This isn't the 1950s. Manufacturing overall has shifted as have consumer spending habits. Add to the fact I read in a few places that about 80% of our "millennials" have defaulted on their auto loans (and their student loans). I can only lay blame on GM just so far, but I do try to buy domestically built products when available, but I won't give up my GM purchases unless the car is made in China....that's my red line. I can deal with a truck made in Mexico, heck, my Suburban was built there, but my Volt was built in the Detroit Metro area up until a few weeks ago when production ceased.



I do respect your right not to buy a particular brand, but if you look closely, if they haven't already started, the other two domestic auto manufacturers are heading toward the same trajectory:


https://www.bloomberg.com/news/artic...igan-to-mexico


https://www.reuters.com/article/us-a...-idUSKCN1N30GU


As I write this I find myself asking how it's cheaper to build in Mexico for the "big 3", yet Mercedes, BMW, Toyota and I pretty sure other are making cars, trucks, SUVs and crossovers here in the US (Tesla as another example). What gives? Tariff avoidance? No Union? Better management?
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Old 02-24-2019, 11:01 AM   #47
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My 3 cents worth:
When I was shopping for better truck to pull new AS, I had a concern about the Ford approach. Years ago, every company that introduced "turbo" engines didn't keep them for long. I noticed GM and Ram used big block V8s that would shutdown cylinders under light load. Ford chose smaller V6s that would "boost up" for heavy demands. Climbing a long mountain grade in hot weather under load would cause increased heat, that is an enemy to Turbos. I have the GMC 6.2 w/8spd and am amazed at its torque. I purchased it because it had the most torque without stepping up to the diesels.
So, now, a few years later, it seems the V6/turbos are doing OK, and smaller diesels are coming out. The other concern is the DEF fluid requirements of the newer diesel trucks. The fluid is "consumed" and once that tank is empty, the diesel doesn't want to go. This gives me great pause for traveling into the stretches of deserts.
I have 1700 miles on my Ram 2500 CTD and the DEF is still on full. DEF is not a issue.
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Old 02-24-2019, 11:02 AM   #48
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Quote:
Originally Posted by spclkaz View Post
I have had GMC products all my life, but I will NEVER buy another one and neither should you... here's why...

GMC Fires Thousands of Workers Despite Record Profits



I'm all for capitalism and have also been a conservative all my life as well. But GM continues to build products in Mexico and China while screwing its loyal American workforce and the taxpayers who funded their survival years ago. I will fight socialism till hell freezes over and then fight it on the ice... but when it finally comes, I will look to companies like GM and not wonder why I lost the battle...

So, if I had to buy a new truck today, it would be ANYTHING besides a GM product... most likely a Ford gasser...

Pay your money make your choice that's still America, but I sure hope you can sleep at night driving a GM truck...
You do realize they sell as many vehicles in China as they do here, donít you?
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Old 02-24-2019, 11:03 AM   #49
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Thatís unusual. The 5.3 is an excellent engine. My first one had 315,000 on it when I gave it to my son. The others are doing well also. They all had piston noise from day 1. Mine was started and driven hard on the coldest days to many a fire call, never let me (or the public) down.
You are one in a million, lol. Google GM 5.3 lifter issues. It’s called DOD, the GM repair people love it...
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Old 02-24-2019, 11:10 AM   #50
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Originally Posted by Countryboy59 View Post
Thatís unusual. The 5.3 is an excellent engine. My first one had 315,000 on it when I gave it to my son. The others are doing well also. They all had piston noise from day 1. Mine was started and driven hard on the coldest days to many a fire call, never let me (or the public) down.
You are one in a million, lol. Google GM 5.3 lifter issues. Itís called DOD, the GM repair people love it...
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Old 02-24-2019, 11:11 AM   #51
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Originally Posted by 4taxabel View Post
You are one in a million, lol. Google GM 5.3 lifter issues. Itís called DOD, the GM repair people love it...
Mine was a 2000 Silverado, many many still on the road with a 5.3. And the Trailblazer 5.3 gets top bucks if you can find one. I do take better care of my stuff than most people.

It did go through a few fuel pumps...but I can do one of those in 2 hours.
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Old 02-24-2019, 11:13 AM   #52
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Doing the math

Using the maximum payload capacity ratings above, we can do a quick back-of-the-envelope calculations regarding trailer weights.

Being very conservative, let's assume 1,000 lbs for passengers, options, gear and trailer hitch weight. That yields maximum gross trailer weights:

1. 1,735 -> 735 / .15 = 4,900 lbs

2. 2,452 -> 1,452 / .15 = 9,680 lbs

3. 3,859 -> 2,859 / .15 = 19,060 lbs

Multiply the max TT weights by 80% to approximate what the dry base weights are.

As we can see, the normal bread & butter F150 begins to max out around the 20' FC. In order to tow the 25' FC, you need to make sure the TT is as light as possible, and reduce the amount of weight in the truck itself.

For example for the generic F150, if the payload capacity for towing is closer to 1,000 lbs, and the TT is closer to base weight, then we can divide by 13%. That yields 7,700 lbs max gross trailer weight, well within 25' limits.

These backhand calcs can quickly illustrate why it's key to reduce both weight in the TV & TT if you want to use a smaller TV.
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Old 02-24-2019, 11:29 AM   #53
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Mine was a 2000 Silverado, many many still on the road with a 5.3. And the Trailblazer 5.3 gets top bucks if you can find one. I do take better care of my stuff than most people.

It did go through a few fuel pumps...but I can do one of those in 2 hours.
Wow you are comparing apples to oranges. Can you talk about something in the last decade. The 5.3 started using AFM in 2007, the engines have been a joke since. I wouldn’t get comfort out of the thought that I take the best care of my truck. Has little to do with this issue. I burned Amsoil from the purchase date always changing oil at the 50% life. It made no difference, no upkeep matters, the lifters have a shelf life and then break down IMO.
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Old 02-24-2019, 11:49 AM   #54
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Wow you are comparing apples to oranges. Can you talk about something in the last decade. The 5.3 started using AFM in 2007, the engines have been a joke since. I wouldnít get comfort out of the thought that I take the best care of my truck. Has little to do with this issue. I burned Amsoil from the purchase date always changing oil at the 50% life. It made no difference, no upkeep matters, the lifters have a shelf life and then break down IMO.
I think the 2008 Trailblazer 5.3 is the same engine. Anyway, sorry to hear about your truck.
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Old 02-24-2019, 11:52 AM   #55
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I’m waiting for a ELECTRIC TV. Won’t be long !
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Old 02-24-2019, 12:22 PM   #56
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Where you having a wet dream writing this ?
The Landcruiser you are describing doesn't exists. And if it did it would be truly legendary.
2019 Land Cruiser starting MSRP is at $ 85,015.00.
The Toyota land cruiser that I want LC79 crew cab, does exist and will set me back $48,893.00 Canadian from a Toyota dealer in Saskatchewan, that imports them for the mining industry. It will come with A/C, the 1HZ naturally aspirated 6 cylinder diesel motor, roll down windows, white paint only, and that's about it. Everything in the brochure below......including the snorkel.

Cheers
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Old 02-24-2019, 12:26 PM   #57
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Late to the thread and my views may not Really fit .
My starting view is from being in the auto / truck repair & custom building [ mud & pull ] for over 4 decades .
For 2 reasons , I avoid new , can afford and too many bells & whistles - I'm a fan of keep-it-simple-stupid .
With the long mechanics / custom back-round , knowing that there were best & worse yrs. of everything & sometimes a best option that only make offered .
In the last case is the Cummins engine , & best yrs. between 94 & 98-1/2 , the reason being is back to keep-it-simple-stupid perspective , the yr. range is what a diesel is spouse to be simple less computer control & easily able to build / tune as wanted .
Next if I am building , use a later model Ford to put-in the Cummins , because heavier frame & more stock things you get from Ford , like not paying for tow hooks .
Adding to that , a built Dodge trans. , again simple - a 47RH - no electrical control , 2nd would be an Alison - but then would use a later with self-contained control box .
Maybe more along the line of those that want new & bells & whistles .
Still a late model Ford and Cummins , with either the Dodge or Alison trans.
There have been many that have been doing the custom blend of older & late model custom blends .
When new 3/4 ton trucks are costing 50 grand +++ , then for a little more --- you can have you cake-and-eat-it-too
The country has lots of shops doing these builds - so not hard to do from where ever you are , let a lone , park the Airstream & wait , now you can pick your builder also .
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Old 02-24-2019, 12:53 PM   #58
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I’ll never buy Ford again. Was a big fan for 40 years, but my 2013 King Ranch F250 Diesel fell apart after 106,000 miles. Let me preface my remarks.....I do not have a garage of SnapOn Tools and work on my own truck. Wish I was that talented. So those that do, this may not be a big deal. To me it was. 2 weeks ago my emission module goes out. 1 week later the DEF tank and heater goes out. On the way home from THAT the engine dies, tow, and PLASTIC return fuel line from the injectors back to the tank disintegrates and all had to be replaced. No recall on any of it. $7,000 later I decided it was either roll the dice or flip it before possible repairs ate up any trade-in value.

I traded for a 2019 Motor Trend Truck of the Year Ram 1500 Laramie Longhorn. I loved my 2013 and wanted to go another 200k miles, but could not abide the inferior components, at least in my experience. This applies to me only, and God Bless all the folks with Ford Diesels with 500,000 miles and scant repairs, but it did not apply to me. Now granted, this does not mean I won’t have issues with the Ram, but a new Ford King Ranch Diesel with my same stuff was $77,000. They would only advertise coming down 9%. The Ram dealer had mine at $67,000 and advertised a discount of 14%. Now I know all this is meaningless in negotiations, and Ford’s uptick for a diesel is almost 10k, but in the end I was 20k below net trade from the Ford vs the Ram. Yes the Ford would have been a 3/4 ton vs a 1/2 ton, but with the 5.7L Hemi and Equalizer hitch system it pulls a 2018 Airstream Classic 33ft just fine. With 394hp and tow haul mode I’m not worried about its ability. No, I probably won’t be able to put it on cruise and my diesel would pull like it was nothing, but I was comfortable with the 12k towing ability on an 8800lb Airstream. 12inch screen, ventilated and heated rear seats, cheaper fuel, 3.94 rear end, double length moon roof, side, front, and rear cameras and sensors. Coil springs and the ride equal to or better than F150. We will see on longevity, but in the end went with the possible rather than the risk. Good luck!
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Old 02-24-2019, 01:29 PM   #59
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I have a 2016 GMC Sierra K2500 with a Duramax engine paired with the Allison transmission - a great combination. I'm excited about the 2020 Sierra with the Duramax-Allison paired in a new 10 speed configuration.

In Tow-Haul mode, it makes for the safest TW I have ever experienced. The Allison keeps me from using the binders on just about any grade descent, and the power to pull our 27FB International with ease. A 2020 Sierra 3500HD with DRW is a nice look, and the cowl induction is a nice addition.

But as posted, all of the new rigs perform ably, and it probably comes down to making the best deal and your preference for interior adornments.
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Old 02-24-2019, 02:13 PM   #60
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Quote:
Originally Posted by Snerf View Post
Using the maximum payload capacity ratings above, we can do a quick back-of-the-envelope calculations regarding trailer weights.

Being very conservative, let's assume 1,000 lbs for passengers, options, gear and trailer hitch weight. That yields maximum gross trailer weights:

1. 1,735 -> 735 / .15 = 4,900 lbs

2. 2,452 -> 1,452 / .15 = 9,680 lbs

3. 3,859 -> 2,859 / .15 = 19,060 lbs

Multiply the max TT weights by 80% to approximate what the dry base weights are.

As we can see, the normal bread & butter F150 begins to max out around the 20' FC. In order to tow the 25' FC, you need to make sure the TT is as light as possible, and reduce the amount of weight in the truck itself.

For example for the generic F150, if the payload capacity for towing is closer to 1,000 lbs, and the TT is closer to base weight, then we can divide by 13%. That yields 7,700 lbs max gross trailer weight, well within 25' limits.

These backhand calcs can quickly illustrate why it's key to reduce both weight in the TV & TT if you want to use a smaller TV.
I'm not following this 100% but I have a F150 with a payload of about 1500 lbs (forget exactly). I only put one passenger and about 300 lbs of stuff in the truck. That leaves me a bit over 1000 lbs for the hitch and the trailer (the latter being 800 lbs). We balance load appropriately in the AS but frankly we don't bring a ton of stuff. I can do this and not exceed my published capacities on payload, axles or towing. If I were to move up from a 27' to a 30' I would move up to a larger truck, though; I feel we are on the edge if we want to add some payload like a kayak, generator, etc...
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