ford power stroke diesel questions
themailman1 Member Posts: 95
I was wondering if anyone could help me. I want a f 250 ext cab 4x4 diesel auto tranny but have heard mixed opinions about some questions I have. I drive 64 miles a day round trip[ to work 5 days a week, add another 100 miles minimun a week for other travel and then 2-3 300 mile trips out hunting and add a few more for vacations. I have had my tundra for less than a year and have 21k and counting and have added another 3-4 k on my 4runner which I have had for 6 months. Would it be a good idea to get the diesel and have one truck for everything? I don't haul very often but I do do occassional side jobs out of my truck( I am an electrician).Keep in mind I don't care about the frequency of oil changes/ anti freeze changes and additives, it is about the same for that truck as for my 2 trucks now. I also four wheel and this truck would get a lift and bigger tires(not too much), and I would possibly plow with it in the future. Any help or suggestions? I want to keep away from the ford gas engines, v8 not enough power, and we have a v10 in the truck at work and I would'nt get that engine. Any help?Sorry so long.
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I suspect this really isn't about saving money, although you are looking for some justification to abandon the tundra and pathfinder and get into a PSD. You could be fooling only yourself. If you can afford the tundra, you won't worry about the miles you are putting on it. More expensive vehicles always cost more per mile than cheaper ones, no getting around this. My brutally honest $0.02
Typical gas powered truck:
Cost to purchase - appr. $25,000: Cost of oil changes every 2,500 miles (doing them myself) - appr. $600: Expected repairs - appr. $2,000: A grand total of appr. $27,600: If you put 150k on this truck and it is worth $0 at the end, the cost per mile to own this truck is 18.4 cents per mile.
Typical diesel powered truck:
Cost to purchase - $35,000: Cost of oil changes every 5,000 miles (doing them myself) - appr. $1,800: Expected repairs - appr. $4,000: Grand total of appr. $40,800: If you put 300k on this truck and it is worth $0 at the end, the cost per mile to own this truck is 13.6 cents per mile.
In the scenario above, I didn't even get into the fuel savings of the diesel.
Why are you halfing the oil change intervals on the diesel??? Especially with the PSD, the oil changes are even more critical than a gasser.
Did you factor in the interest on $4600 over 5 years that the "average" truck owner will pay for the diesel??
The repairs on ancillary items will not be in line with a gasser. Water pumps on a PSD are $700 vs $100 for a V10. Injectors are 3X's the amount.
You have coolant additives, a few more and expensive filters.
$0 value @ 150K for a gasser??? LMAO!!!
If you buy the diesel because of the better high altitude hauling, for its obnoxious smells or sounds, for its sluggish off the line performance(PSD and cummins) more power to you.
If you buy a diesel because of some perceived value advantage......Enron comes to mind.
For the diesels, oil changes certainly cost more - hey, there's 4 gallons of oil in that engine - but they are less frequent (5k miles instead of 3k) so it comes a little closer to averaging out. It certainly is not as bad as modvptnl makes it sound, and there is a 100k mile warranty on the diesel engine/drivetrain. I've put 41k miles on mine since May of 2000, and so far have spent about $1k on maintenance at the dealer...and not a penny of it went for engine problems. If I'd done my own work, it would have cost me less, but I think I'll stick with Ford maintenance at least until it runs out of warranty.
My driving is about the same as what you stated. Diesel fuel generally costs about the same, or less, than the cheapest grade of gasoline and the diesel gets about 25% better mileage than equivalent gasoline units. I get 16-17 mpg combined mileage and 19 mpg on strictly highway miles. You won't get that kind of efficiency from ANY gasoline powered one-ton pickup. There are a lot of half-tons that can't match it. The extra cost of my engine will be more than paid for by the time I sell it.
From your post, you hunt a bit. If that takes you high up in the mountains, you will REALLY appreciate all that turbocharged torque...it simply can't be beat. The only gas engine that Ford makes that has a prayer of giving similar performance is the V10, and frankly, the V10 is a distant cousin when loaded or towing, especially at altitude. It just can't cut it above about 7,000 feet, loaded.
You might give some thought to a Crew Cab...I didn't like the looks at first, but I find that the extra interior space is way more useful than I ever anticipated. I wouldn't give it up now...
Mullins, I agree with your first paragraph in post #8 more so than your last post. As far as warranties go, check out the surcharge on an extended warranty for a diesel....you'll choke on the cost difference.
Jd, didn't we go through this before?? (if not I apologize)The 100,000 mile warranty is NOT on the powertrain...just the diesel motor.
Currently(in Vegas) diesel is more expensive than the regular I can run in the gasser.
Pulling max loads at altitude a diesel cannot be beat.
Got a neighbor runing a long bed. It keeps leaking oil.Dealership can't find a thing.
It's a '98 4X4. Any ideas?
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But when they started the truck it still the had a small amount of smoke and it did not have full power on the test drive! When they did a pressure check they found the #7 right rear clyinder with low compression, under 100 psi normal 350 to 400 psi.
They said the problem was most likely a broken ring.
I got a new engine because I was just under 100,000 miles.
My next truck will be a GM with a gas engine!
Most likely what you are seeing is just labeling on the pump. But you might want to ask someone at the station of your choice.
'02 F350 CC Lariat SWB 4X4
I would like to know the actual experiences of owners. Right now I am in a quandry as to whether to go with gas or diesel, and if there are cases of these engines lasting as long as some say they "should" it would be a "nobrainer" for me. I drive a truck long and tow heavy loads on occasion with it, but not enough to warrant the additional cost of a diesel for that alone.
Also, I've heard of a 100,000 mile engine warranty. Ford's specs don't show it. Is that a Ford or International warranty--or does it not even exist?
I would appreciate any help anyone can offer on these questions.
I only got 180,000 out of my last ford diesel. This was before it was readily known about the coolant issues.
I've seen numbers as good as 21 mpg if I'm on a long trip on 50 - 55 mph roads, and as low as 16 highway when I'm flogging it at 80. I don't have any numbers for towing/loaded, but it's absolutely certain that you'll get better mileage with your diesel than with an equivalent gas engine.
My primary use of this truck is a towing and everyday vehicle. Can't make up my mind between crew or extended cab. Any feed back there? LB or SB. Thanks
The cavitation issue is caused by tiny air bubbles forming around the cylinders while the engine is running. These bubbles form due to the rapid expansion/contraction of the cylinder walls due to the high compression. A bubble can form as the cylinder wall contracts, a result of the low pressure area caused by the contraction. As the cylinder wall expands, the air bubble is subjected to extreme pressures causing it to implode violently enough to actually eat away at the metal. To prevent this, Ford has a product called FW-16. This is a coolant additive designed to prevent cavitation as well as prevent other common cooling system woes. This stuff will allow you to run the coolant for 200k miles, or 24 months. I think.
I have a Supercab and wish I had held out for a Crewcab. I admit, sometimes the added foot or so could be cumbersome, but you know, I don't think it is worth the trade off in lost backseat space.
Get the longbed, especially if you are to be pulling a 5th wheel or wide nosed gooseneck. You really need that extra foot in front of the rear axle when doing tight manuevers. Otherwise, you might hit the cab with the corner of the trailer.
I have a '99 F-350 PSD DRW SC LB 4x2 6-speed. I have 110k miles and I love it the more I drive it!!! It is mostly stock, a few small exceptions, but nothing major, yet.
What are you wanting? New, used? Good luck and welcome in advance to the all addicting world of diesel ownership. I am welcoming you now because once you get diesel in your blood, you'll never go back.
Needs and wants: 1) pulling a 9,000# gooseneck horse trailer; 2) extended cab (not crew cab); 3) long bed; 4) 4x4.
It would be ideal if I could meet the above needs with an F-250 as that would also fit into my garage and would be handy getting into and out of my friend's barn when hauling hay. But, I have been informed that the weight of the diesel, plus the extended cab, long bed and 4x4 leaves not too much left before I exceed the GVWR capacity. This really surprises me, but I don't have enough experience to disagree. Anyone here have thoughts on this subject?
My second set of concerns centers on buying a used truck, specifically a PSD. I have read about the many horrors that can come from the Ford trannys if they are not maintained perfectly. (Heck, some of the stories sound like even good maintenance won't prevent these babies from breaking down!) And, I'm sure there are other possible weak points to consider that I have not read about yet. So, I'm looking for some good tips on how to evaluate a used PSD --- whether on a car lot or from an individual. I've never owned any diesel so please start with the basics! Other than checking for wheel balance, breaks, unusual sounds, body integrity - what should I be looking for? How can I best not buy myself a bunch of hidden problems?
Thanks for your thoughts!
From 2001 spec sheets:
Max payload F250, SC, LWB, 4x2 is 3355 lbs., with 4x4 it's 4015 lbs.
F350, SC, LWB, SRW, 4x2 is 4435 lbs, 4x4 is 4015 lbs. Gives you an extra 1100 lbs to play with. Even better, an F350 Dooley will give 5510 lbs 4x2, 5085 lbs as a 4x4, plus you get extra stability for towing.
These payloads all assume you have base 5.4L V8 gasser, XL model. (I think they use weight of manual tranny, not auto.) Not sure what A/C and other options weigh. For their calculations they assume there's only the 175 lb driver in the vehicle. V10 weighs ~200 lbs more than V8. the 7.8L PSD weighs almost 600 lbs more than V8 gasser - so you've got to subtract that weight from your capacity too.
I have a F350, v10, CC, so can't really comment on PSDs too much. From my buddy who has one though - most important is regular oil changes, and keeping the coolant additive up to prevent cavitation and pitting of cylinder walls. Biggest enemy of auto tranny is heat. From 2000 on, Superduties had bigger radiators and supplemental tranny coolers. So unless truck pulled a lot a big hills at slow speeds where wasn't enough airflow through coolers, it probably wouldn't have cooked transmission with newer stock cooling.
"Used" is always kind of a crap shoot. I suppose if you find a truck you like, you could take the VIN and check with CarFax on accidents/insurance claims. Also you could have a Ford service department check to find out its service records. (Not sure how agreeable they are to that though.) At least maybe find out if it was serviced regularly while under warranty.
In my experience, I was able to buy a 350 cheaper than a 250. Why, demand. Most people who like the Superduty's don't want a 1-ton, even a SRW model. Unless you're in a bind and need it now, wait for the perfect truck to come along. It will eventually. A SRW F-350 has the same dimensions as the 250, but has an extra 1,000 lbs of payload capacity.
Again, that's an empty truck, no fuel, no passengers, without the 600 lb difference for the PSD. Like Mullins said, doesn't leave too much to play around with.
wpalkowski: I'm glad you posted that correction, I was beginning to wonder if the 4x4 F-250 had the same rear axle as the F-350. I am amazed every time I come across another redneck that thinks just because he has a 4x4 that he can haul/pull anything.
Does anyone know if the new 6.0l powerstroke is the "camless" engine that has been developed or just a new version of the old technology.