Are Diesel Trucks Worth the Extra Cost?: Gas vs. Diesel for Towing an RV
If you tow a travel trailer or fifth wheel, you’re probably already familiar with the debate that’s been raging across the internet for decades: should you get a gas or diesel truck for towing your RV?
There are lots of opinions across lots of forums, and everyone has their own take. We’ve owned and towed with both gas and diesel trucks, and we know what we like best for functionality and peace of mind. But this week, we decided to dig into the data: in the great debate of gas vs. diesel, is there an objective best choice? And are diesel trucks worth the added investment?
Read on for what we found, from upfront costs to the total cost of ownership (TCO) to resale value. We’ll break our overall findings down by key considerations and then share some of our data sources so those who are interested can take a look.
Upfront costs
Winner: Gas
Gas trucks are typically less expensive to purchase upfront than diesel. If you’re looking to buy a diesel, you can expect to spend about $8,000 to $11,000 more than you’d spend on the gas version of the same vehicle—and maybe even more, depending on how hot the diesel market is when you’re buying.
Diesels cost more than their gas counterparts due to heavier construction, more towing capacity and torque, and a more complex emissions reduction system. (When it comes to maintenance, this system is a negative—but more on that below.) That said, they also tend to hold their value better at resale due to a longer expected “lifespan” than gas. We’ve heard engine buffs say that a diesel engine has just gotten broken in at 100,000 miles, while a gas truck is likely well past its prime.
Fuel Economy
Winner: Diesel (with a caveat)
Diesel engines offer better fuel economy than gas due to the higher energy density of diesel fuel, which means they don’t need as much in the tank to generate the same power as gas engines. This difference can be significant—according to the U.S. Department of Energy, diesel-powered vehicles get 20% to 30% more mileage per gallon on average than gas engines.
That said, the cost per gallon of gasoline has been consistently cheaper than diesel for several years now. Modern diesels also require the addition of diesel exhaust fluid (DEF), an added ingredient that costs extra money, so the difference is probably a wash.
For us, the biggest advantage to diesel fuel economy when towing is that we don’t need as many fuel stops to get from point A to B, so diesel has been a positive when long-distance towing.
Get Fleet Rates When Buying Diesel
“Hey, fuel is 10 cents cheaper across the street, let’s go over there?!?” said Marc never! We pick gas stations based safety first, reputation of the brand second, and ease of getting in and out third.
Yet, with diesel fuel cards, we’re not talking about cents, we’re talking dollars and for RVers, it can add up to hundreds of dollars in savings in no time at all.
TSD Open Roads: Fuel Program Application
We love visiting truck stops for the following reasons:
- Safety! Period. I’ll gladly pay more without risking damage to the RV
- Significant fuel savings through the TSD Fuel Program
- The pump doesn’t shut off at $100
- High-flow pumps save time
- Its easier to clean the windshield with long poles and clean fluid
- Great customer service with clean facilities
- Do I need to mention the CAT scale??
If you own a diesel truck or RV, there are significant savings to be had through a fuel savings card. You can get fuel from most truck stops at fleet prices. We’ve been using the TSD Fuel card for a couple years now and we’ve seen big savings.
If savings is your number priority, just download the app to find out where the biggest savings are.
Some people have written in saying that the fuel card stops just hike up their prices to offset the savings. Not exactly. Truckers pay an over-the-road fuel tax. At most truck stops, you’ll notice fuel on the “car side” is cheaper than the truck lanes.
Keep in mind, one incident or damage to your RV trying to negotiate tight quarters will cost you your fuel savings for the next year! Plus, in most cases, the savings of fuel card offsets the higher price.
Maintenance
Winner: Gas
Gas trucks have the advantage here, despite the need to change out spark plugs at regular intervals. While diesels don’t have spark plugs, they do tend to have higher long-term maintenance costs than gas due to their complex emissions systems.
The exhaust gas recirculation (EGR) system that reduces harmful emissions from diesel engines has a definite downside. The parts tend to clog up and need replacement over time, and the components of these systems are expensive.
Diesels also require specialized knowledge to service, so it can be harder to find a mechanic who’s qualified to help if your diesel engine needs repair.
One bright spot for diesel is oil changes. In general, gas trucks require oil changes every 5,000 miles, while diesel can last closer to 7,000 miles between oil changes (or even longer, depending on the manufacturer). That said, diesels also hold more oil, so each change is more expensive. Due to the cost of diesel oil changes, we switch to synthetic oil on the first oil change promptly at 5,000 miles (as there may be more metal contaminants during the break-in process) and then change at a much longer (on somewhat controversial) frequency. We send an oil sample to Blackstone Laboratories to get a complete assessment of our oil and change based on their recommendation. The testing is about $35 and provides peace of mind of the condition of our oil.
Towing and hauling
Winner: Diesel
Diesel trucks have higher torque and an integrated exhaust brake, plus better fuel economy under heavy loads. All of these qualities have made them longtime favorites for RVers, especially those who own heavy rigs or travel long distances.
Gas trucks often have higher towing capacity due to their payload, but they have less torque for towing. The lighter weight in comparison to the trailer also makes them more susceptible to forces like wind (or passing semis) on the road. We’ve noticed a big difference when driving on windy days with a diesel vs. a gas truck.
Engine lifespan
Winner: Diesel
Diesels are known for their durability, often blowing past 200,000 miles. As we mentioned above, diesel enthusiasts often consider the first 100,000 miles to be the break-in period, with the engine’s best days just beginning. Semis are expected to operate for half a million miles or more before they’re decommissioned for commercial use.
This longevity is thanks to stronger engine blocks and tougher internal parts designed to withstand high compression ratios. Diesel fuel is also less corrosive than gas, which supports the lifespan of the diesel exhaust system.
Because of their durability over time, diesel trucks typically have a higher resale value than gas, especially at high mileage.
That said, gas trucks have come a long way, and modern trucks can tow heavy loads with impressive torque. Gas trucks often have a higher payload than diesel, because their engine components are lighter and take up less of the overall GVWR. If you’re doing extensive towing and heavy hauling, a gas machine will wear out faster than diesel, but gas trucks can last a long time under more balanced usage.
Depreciation cost
Winner: Diesel?
Why the question mark on this one? We expected diesel to be a clear winner here, so we were a bit surprised too—but we’ll get there.
For now, if you’re looking at flat resale value, diesel trucks have higher resale values than their gas-powered counterparts. This has been even more apparent since 2020, when the diesel market really started to heat up. Some studies, like a University of Michigan study done back in 2012-2013, found something like a 35% spread in value between gas and diesel trucks at auction.
That said, the gas market is rising again, partly because of the simpler maintenance required. Diesels are also more expensive to purchase upfront, and as we’ll see, the higher resale value may never offset that added investment when you factor in the higher maintenance costs.
Gas vs. diesel overview
Before we geek out on some of the data, let’s run through what we know so far with a classic list of pros and cons.
Diesel Pros:
- Fuel economy
- Longevity, with an expected lifespan well over 200,000 miles
- Longer maintenance intervals
- Higher resale value
- More torque for better towing
Diesel Cons:
- Specialized maintenance, including fuel filter service and diesel particulate filter (DPF) cleaning
- Higher maintenance costs
- More expensive upfront
Gas Pros:
- Lower upfront cost
- Simpler maintenance
- Lower parts costs
- Simpler emissions system
- Can have a higher payload
Gas Cons:
- Shorter oil change intervals
- Lower resale value
- Fewer heavy-duty parts to withstand hard use
- Less efficient gas mileage
Total cost of ownership: which is better?
When we dug into the data, this was one of the more surprising data points we found. If you’re looking at flat depreciation, diesels hold their value better than gas. So why is the gas vs. diesel debate still raging?
For a long time, diesel trucks were a clear winner in total cost of ownership. Look no further than that University of Michigan study, which showed that diesel trucks saved their owners an average of $2,000 to $7,000 over 3-5 years of ownership.
However, the higher cost of diesel fuel and long-term maintenance costs have made these figures more murky. A 2018 Vincentric U.S. Diesel Analysis (the most recent “official” study we could find) showed that while diesel vans are more cost-effective than gas, none of the 300+ diesel trucks they analyzed had a better TCO than the gas versions. In fact, the average cost of ownership over the lifetime of a diesel was about $2,000 more than the gas equivalent.
While the specifics will vary, you can do the math for yourself using the very cool calculator created by James from The Fit RV. If you plug in the expected cost of diesel vs. gas ownership over time, it turns out that the higher upfront cost of diesel may never pay for itself, despite the higher resale value. If it does, it could take somewhere in the neighborhood of 400,000 miles to get there.
How to decide which truck is right for you
In the end, we think it all comes down to what you plan to use your truck for and how often you plan to replace your vehicle. If you’re looking for “the last truck you’ll ever own” (famous last words), you’ll probably want to buy a diesel, which has a longer expected lifetime. If you’re doing a lot of heavy-duty towing over time, diesel is probably still the best fit.
On the other hand, if you’re towing lighter weight less frequently, or if you want something to take you off-road and around town, gas is probably a better value for you. (And, according to the math, it might just be a better value for most.) Gas trucks have certainly come a long way in the last ten years, making them a more competitive option for towing than ever.
For us, the choice comes down to performance. We like the peace of mind that comes from having heavy-duty parts and an exhaust brake when going down steep grades. Airstreams are heavy, and while we could tow ours with a gas truck, we like the performance of a diesel. And we probably couldn’t have gone over mountains towing our toy hauler with a gas truck—at least, not quickly.
As with most things in the world of RV travel, we think the choice between gas vs. diesel comes down to your budget, travel style, towing equipment, and appetite for DIY projects or unexpected repairs.
More or less, I don’t care. Peace of mind and my comfort level when towing with my HD diesel pick up is worth it to me! ( I’ve done it with both!)
Amen
Timely article!!
Need to replace a F550 work truck, and am looking seriously at the new “Godzilla” 7.3l gas from Ford. Most of the power and torque of a diesel, without the diesel costs and maintenance. I think this is a game changer, in between motor for those who pull and haul, but not all the time.
I had 6.7 diesel in my f550, now I’m in a E350 with the 7.3 “Godzilla”. I hate it! Its very loud, rough idle, 8.3 GPM average. I would never buy another one.
You went from a 2 ton truck to a 1 ton van with the engine next to you and you’re complaining about engine noise. Your F550 engine was 4’ in front of you with a steel firewall between you and it, your E350 has the engine beside you with a thin wall separating you from the engine. WAKE UP MAN!
Oh by the way you need to get that into the shop if it’s only getting 8.3 gallons per mile (GPM)
I work for a very large utility company. Most of our fleet vehicles are gas. One our fleet managers stated, (paraphrased) “We own 4 to 1, gas versus diesel. We perform repairs on diesel trucks 4 to 1 over the gas trucks.”. Basically, if the economics were right for diesel trucks we’d own more of them. Gas is the clear winner for medium duty trucks (3/4 and one ton).
Mark and Trish can justify a diesel because they travel cross country ALL year. For the rest of us, gas is the better TCO option.
I landed on the F250 7.3 after a lot of research. My neighbor owns a highly reputable shop and after a lot of discussion determined the gas engine was right for us. We are towing a 30 foot Airstream Globetrotter 8800lb dry so expect @ 10k+ loaded. I get 18 highway, 11 city and 10.5 towing. End of the day I hate the smell of diesel and the exhaust.
I landed on the F250 7.3 after a lot of research. My neighbor owns a highly reputable shop and after a lot of discussion determined the gas engine was right for us. We are towing a 30 foot Airstream Globetrotter 8800lb dry so expect @ 10k+ loaded. I get 18 highway, 11 city and 10.5 towing. End of the day I hate the smell of diesel and the exhaust.
I’ve got a 7.3 F350 pulling a 36′ 14,400 lb 5ver and it works great. Granted I don’t have the power of a big diesel, but we’re not full time (yet) and so 95% of my mileage is back and forth to work. Over spring break I had to go up a few long inclines and the 7.3 did fine, albeit at 25-35 mph, but that was only like 2% of our trip. I think if we were full-time and drove in the mountains a lot I would consider diesel, but the gas option is definitely more economical at this point.
I know some say a diesel will last 300,000 miles, but the rest of the truck won’t. Just wear and tear on the interior, other major components and probably around 200K I’d want to trade it in on a newer shiny model.
What a great review! We bought our 250 super duty gas in the crazy of 2021, when trucks were few and far between. It’s been a dream pulling our Imagine (similar size to Grand Ginger but flipped layout). While I don’t think we’d get an 8ft box again, our gas has been awesome and very reasonable to service and maintain. (We wouldn’t go pulling a 5th wheel with it, being 5 people and a horse + pin weight would max our payload).
Always love the comparisons and number crunching you do.
Marc –
I disagree that gas trucks (and or cars) require an oil charge every 3,000 miles. About the only people pushing the 3,000 mile oil change today are the people selling oil changes. I would say go with the oil change interval recommended in the vehicles owners manual.
agree. most oil changes are around the 6k range now. But both diesel and gas might need them more frequently with heavy towing.
Especially when using synthetic oils. I used to manage a quick lube place where we “pushed” the 3K interval, not really valid with today’s engine and oils. I go 5K with my daily drivers (with synthetic), probably more like 7.5K when we get on the road.
Amsoil has 25,000’mile diesel oil I change mine ever since 15,000 with it though
I like pancakes
I have owned Fords all my life. Everything from F-100 to F-700. I have pulled 5th wheel campers with F-350s and F-250s both diesels. In my opinion diesel is the only way to go My current F-250 has 113,000+ miles on it and is just broke in. Just in the last few months the fuel millage has went up about 3 mpg and increasing every week. A bunch of you will think that I am crazy but I only change the oil once a year . I average around 13,400 miles a year. I only use AMSOIL 75,000 oil it is well worth every penny. I have checked with Ford and they did verify that using AMSOIL that once a year is OK to do.
Must never have owned the 6 liter from Ford. Fix or repair daily is sure true. Never will buy another Ford product. No matter what people say! They don’t stand behind what they sell.
This confirms my own research that led me to the Ecoboost F150 with MaxTow package. We travel with a fairly heavy 30’ Rockwood TT about once a month. It’s got more than enough towing umph but JUST enough cargo capacity for comfort. Crappy gas mileage while towing but an absolute dream in the “home” intervals. I calculated that I’d need about 17mpg in a diesel f250 to break even with my 8.8mpg in my gasser. If we decide to camp more then we’ll go with the f250…good for now though!
I had the EcoBoost Max Tow for 5 years. My favorite truck I’ve ever owned. It was also the most temperamental truck I’ve ever owned. It left me sitting 900 miles from home pulling my camper, we were only down a day and a half, but made chaos for sure with our schedule. Came home and ordered the Godzilla in a 350. I was disappointed with where the power band was right out of the gate because of the low end torque of the EcoBoost. The numbers are virtually identical for HP and Torque between the two, but that EcoBoost for sure is my favorite towing motor I’ve ever had, it just was fussy a lot. That being said, I’ll probably buy another one if we downsize some day when the kids move out…but, once you get used to where the Godzilla makes it’s power…it’s kinda fun to drive too.
When I bought my Ram 2500, the diesel version was $8000 more. I got 18,000 pounds of towing capacity with my setup which is plenty for me.
The main deciding factor was DEF/EGR issues. I’ve been in transportation for 20 years, and the Cummins diesels have been a headache since they came out. I’ll take the lower fuel mileage over not having to worry about the inevitable problems with the DEF system.
Solid Review!! I bought a (Used) 2019 F250 Diesel in 2021 at $12,000 less than BlueBook (Yes! I got a great deal) It had 24,000 miles and I have put 50,000 miles since. (15,000 of those miles hauling our Grand Design Imagine across the southern States) I used to own a 1970 F250 that parents used to pull their Trailer to Lake Tahoe every year. I CHOOSE DIESELl. I get better gas mileage in my diesel then I got in my Trade-In Toyota Tacoma. Thanks for the info!
We made the switch from a 2015 Duramax to a 2024 6.6 gas GM back in the fall. Couple of big take aways that I’m not sure you factor into the discussion.
One, the new 10 speed transmissions that GM & Ford are putting behind the 6.6 and 7.3 respectively have a ton of engine braking programmed in. Our experience between the Duramax and 6.6 would say the 6.6 / Alison combo has about 75% of the EB capability of the diesel.
Two, The untalked reliabilty issues with the CP4.2 Fuel pumps used in the Duramax and Power Stroke engines. There is reason that most diesel shops are saying you are living on borrowed time over 100K if you are pulling the engines hard I.E. Towing. Once the pump starts starving on heavy load the inside of the CP4.2 starts to disintegrate and you are your way to a catastrophic failure of the fuel system. The “failure” usually involves replacing all the fuel system delivery parts at the tune of $15K – $20K. You now see a lot of shops pushing a “disaster prevention kit” to try and patch this the issue with a better fuel supply, lift pump and higher fuel flow. The “poor man’s” solution or at least the old ounce of prevention is to add fuel supplements with lubricity. Add the cost of these in and your fuel cost goes up. My point is that if you become one of the poor souls that experience a catastrophic failure your cost of ownership skyrockets.
For us the gasser was a good choice as we only tow about 3,000 miles a year all east of the Mississippi. From Illinois to Florida and back we got between 7.5 – 8 MPG and the truck pulled like a freight train. There wasn’t a point even pulling in the tall hills of Tennessee and Northern Alabama that I saw over 4,500 RPM and maintaining our choose 65 MPH towing speed was never an issue. I also think you are really low on your mileage expectations on replacement of a modern gas engine, I know of several guys that have 200K on the 6.6 and or still happily plugging along.
Another thing that factored in on our trade was the technology in the new trucks. The truck has all the cameras integrated in clear up to the 14” center screen going to a full view of whichever side the turn signal is indicating. I’m sure Ford has the same option but GM now has the TPMS (utilizing their sensors) right on the 14” screen also.
I was one of those guys that said I would never tow a fifth wheel with anything but a diesel truck. I had about 2.5 million miles in diesels in my 1st occupation and know their capabilities and advantages. In my opinion the government took away a good part of the advantages with the mandated emissions systems. Plus the Auto companies have done a fantastic job of using electronic controls to allow maximum performance with low emissions on gas engines without the sole stealing you now have with the diesels.
I have the dreaded CP4 fuel pump in my ’13 Duramax. First off – the CP4 pump was designed for the European market, which is not heavily refined, like it is here in the US. It was not designed for the US market! But, the big 3 starting using it because it was lighter & cheaper. It grenades because our fuel is so refined that the pump doesn’t get the lubrication it needs. That said, I asked my diesel mechanic… what can I do to stave off the inevitable?? He told me (whether right or wrong) to dump a quart of transmission fluid in the tank at every fill-up. Been doing that ever since and to date…no problems.
I had the CP4 failure and left my truck stranded in the mountains for weeks. $8k later (didn’t shed particles throughout the rails … so I feel lucky). I use HotShot lubricant at every re-fueling, but I dread the next time it fails. Next truck to pull the Airstream will likely be gas. Saying that, I just got another diesel … Sprinter camper van. I also hate all the DEF stuff. In the case of the GMC, I’ve gone through 3 DEF heater tanks. GM has extended the warranty on that to 10 years due to failures, so I have one year left on my 2015.
Our 2013 Toyota Tundra (gas) has pulled two boats, two RV trailers. 14 stares. 210K miles and still rolling. Nine MPG when towing. Synthetic. Oil changed every 5K miles. Three times differential fluid. Twice for transmission fluid.
When this truck decides to end the journey, I will buy another Tundra.
Be careful on the new Tundras. Toyota went from top of the heap when it comes to reliability to now “it depends” based on what vehicle you are looking at. They are having major problems with the Tundra redesign and even RAM is currently rated higher for reliability. I’ve been wanting to get a Tundra for years, waiting on a new model with revamped powertrain, but they’ve got some work to do.
For me it’s all about safety and performance. That’s why I have a RAM 3500 dually with the Cummins HO, Aisin transmission and 4:10 gearing for my 20k lb fifth wheel. I get 10mpg in any situation while towing.
I own a 2021 Super Duty with the 7.3 Gas motor. It meets the needs of my situation perfectly and I have no regrets.
However…..If I was full timing, I would definitely consider the Diesel, because the safety issue on the car side of the truck stop is a real concern. I have already replaced my back glass from getting pinned in a bad spot and having to back up and whoops… the cap of the fifth wheel tapped the back glass. The problem was easily solved with a utility knife, cactus picnic table cloth, duck tape and a safelight appointment when we got home… memories.. kids will never let me forget! But not to overstate it… having access to truck fuel islands and long easy lanes to pull into really lowers stress and is a big feature.
Your article covers many of the concerns that we wrangled with when deciding which way, diesel or gas. After much consideration and realizing that a gas truck would cost less over the long haul we decided to flip the equation around. Pick the truck and fit the trailer to the specs of the truck. Our choice was the 2022 Toyota Tundra Hybrid. Plenty of torque when required, fuel economy is reasonable, 10 to 12 mpg when towing and on average of 21 mpg when not towing. Having a Toyota since 1986, we can attest to their reliability and longevity!
Wrong. Enough said
I have had both.. Started with a 3500 Diesel to pull a 5ver. Then a 1500 Diesel to pull a 25′ GT. I now have a 2500 Gasser. Agree with all your points. I was hesitant to move to a Gasser but the real motive for our travels played a pig part in this decision.
We travel short term, long weekends up to several weeks at a time, So with about 25 -30% of our time towing and the balance as a second vehicle the Gasser was the tight choice….. for us!
bad article,newer trucks w gas engines only require around 1 oil change a year!don’t know where the author lives but over 70%of trucks towing a camper or 5th wheel are gas in nm
Well Marc,
As we discussed at the 2019 Tailgate meetup, Duramax is still the Top seller, lol.
Seriously, we are still part timer RVer’s on our 4th diesel over the years. We will Not go back to the lesser powered gas for all the reasons you intelligently pointed out. Even as a daily driver it just makes more sense for us. Power whenever you need it, yet easy to get around town too 👍❤️.
Were you eavesdropping! “The last truck I’ll ever own”. That’s me!
Love my 2020 GMC 1 ton HD Denali. That diesel just purrs when towing a big 5th wheel.
And you’re right, that exhaust is sweet when on a long downgrade (coming out of Yosemite).
And the TSD card brings fuel much closer gas prices when towing. (When not towing GasBuddy is my go to).
Safe travels!
I’m running a 2022 F350 6.7 with the 10 speed trans. Pulling a GD 310GK-R @ 62 mph I’m getting as much as 11 mpg and averaging over 9. Running wo towing, I’m getting mileage up to 22 on interstate and local in the high teens. I’m more than happy with that.
I have owned many diesel pick ups over the last 40 years. The big problem with the new diesel engine is the emission controls. Where I live it is not illigal to modify the emission controls. On my current truck I have removed the EGR and the DPF. .I now get much better milage and the truck has over 250,000 miles and still running strong.
Unless I missed it, you didn’t explain that gas burners lose horsepower as there is gain in altitude where a diesel doesn’t. This makes a big difference when towing in mountains. I have. used both over the past 54 years of towing and stay with diesel powered now. Diesel maintenance for me, is less than gas. The addition of DEF has increased maintenance some, before DEF very little maintenance. I love the power of diesel with and without load. The 400hp Cummins is a joy hooked to a Aisin 6 speed automatic.
That’s not a gas vs diesel difference, but a naturally aspirated vs turbo engine difference. Ford’s 3.5L V6 Ecoboost engines use a turbo and also don’t lose much power at altitude.
Mac and Trish,
I think the two major data points that are incorrect in your article is the life span of gas engines and the frequency of oil changes in gas engines. If you’re not beating the truck and religiously stick to recommend maintenance this really puts a lot more points in the “gasser” category. Unless you are running a construction company or pulling a massive rig, gassers make the most sense for the typical RVer, imo.
We have an Entegra Qwest Class C (25′ length) on a Mercedes-Benz Sprinter (diesel) platform. Zero regrets about getting a diesel. The oil changes are expensive, but infrequent. First oil change at 20,000 km or 1 year and then every 40,000 km or 2 years. Sprinters are designed for fleet use – high reliability and minimal maintenance downtime. They also have some great safety features, like crosswind detection and correction, which kicked in for us in a strong gust on the Chesapeake Bay Bridge. I shudder to think about the fuel costs of doing long distance trips in a gas Class A or Class C.
One other question? I don’t remember hearing how much you spent on the repairs to the front end suspension? This is another example why diesels are a negative. It is a known issue for all brands (especially Dodge) that diesel engines are VERY heavy. They all tear through front end suspensions on a regular basis. How much did you pay to get the front end redone in this video?
I went on a cross country trip last year and signed up for the TSD Fuel Card program, but I was informed that to get the discount, I had to fuel up at the semi pumps. That’s where the problem is…the nozzle, for semi fuel tanks, is to big to fit in the filler neck of a regular diesel pickup! So I was not able to get the savings and stuck getting fuel at the $100 max pumps. The TSD card didn’t save me one cent!!
Excellent episode and article! We worked through all of these issues a couple of years ago when deciding on a new vehicle for towing our 7,300lb Airstream. My dad has had diesel trucks for years, so that was the way I was leaning. However, the more research I did, the more a gas engine made sense for our needs. We decided on a RAM 2500 6.4L HEMI, 8-speed transmission and 4.10 gearing with Limited trim package (all the tech including huge screen). It is 7,000lbs empty with 3,000lbs of payload. It has no problem with the 850lb tongue weight and everything I put in the bed. We get 10-12 mpg towing and 18 mpg empty (highway) using the recommended mid-grade gas. We have towed all over the US with this truck – a total of 40k so far in the past 2 yrs. It has had no issues at all up and down mountain passes. While our engine doesn’t have an engine break, it does a terrific job in gearing down and holding the trailer back on steep descents. If I was towing a larger load, I would definitely go with diesel. That said, I’m really glad I didn’t choose one of the current RAMs with the illegal defeat devices. Keep up the great work. Looking forward to following along as you hit the road for another season!
If you can afford it and pull often, go diesel. I’ve had the ford 7.3 Godzilla and the 6.7 power stroke. My camper is about 10,000 lbs dry weight. With diesel, going up hills/mountains is easy, no downshifting. The 7.3 Godzilla will downshift more, but got the job done. I prefer the diesel, set the cruise at 65 mph and go.
Marc, great review. I researched for 2+ months when looking to upgrade to a gasser or diesel, from my ‘16 Ram 1500 Longhorn 5.7 with 8 spd tranny. It towed a 6800 lb 32’ Keystone over 8700 miles in 7 years, total 66k miles, all east of Mississippi. Tow capacity was 8250. Changed syn oil every 5k or so. Never a single issue, best truck I ever owned. I looked at Fords, Chevy, Denali’s, Rams, gas & diesel. Talked to diesel owners wherever I went, watched all the YouTube pro/con vids, plus my county is about a 4:1 diesel to gas owner ratio – but, most are the new ones last 5 years. What I found is a resounding pattern – diesels made before the absurd govt regs (EGR, DEF) were hands down the best trucks cost wise – any brand. Since the regs, biggest complaints were the much higher cost of ownership vs. gas. i.e. the purchase $ + maintenance + fuel costs. (Exhaust systems now on gas are SS so no issues there regards to heavy duty use)
Unless you are a full timer, the gas for me came out as a clear winner, bought a ‘22 Ram Laramie 6.4 with 14.3k tow cap. and 3200 lb payload, with 8 speed tran. No issues on hills, mpg 10-11 and 17.5 highway. I know RV’rs who buy the rig first, get overwhelmed with all the home type features, then are in a box trying to find the right truck to pull it. We did the opposite, and have been very happy with gas total cost of ownership. We now target a max 65-70% RV load to tow capacity ratio, and find pulling it quite comfortable overall. At 70 yrs young, the risk of expensive breakdowns on these newer diesel models was too great, coupled with very high acquisition cost and fuel prices.
In the end, clearly folks lean in 1 direction and it often comes down to the tech and comfort of the truck, brand loyalty, what it can safely pull.
You made some great points, and as always love the weekly videos!
I pulled a twenty eight foot stock trailer commercially several years. 80+ thousand miles per year. Busy enough to buy a second truck for insurance (both 3500 duellys). At 550,000 miles the ’08 shut down and went with the ’11. Both 6.6 Duramaxs with Allison 1000 trannies. I’m now closer to retired, so put a used (100,000 mile) motor in the ’08. Sold the ’11 (330,000 miles) because the difference in sensors, def, and associated issues made the older truck the better option. I had a 2003 F350 with 6.0 liter before….. 220,000 miles it was JUNK. 6.0’s do make good boat anchors…… In my opinion, the best way to get satisfaction from a diesel is GOOD maintenance. Routine service should give you dependability.
Doing 5k oil changes on gas trucks is a crazy waste. With good synthetic oil (and most are good, including the house brands), you can go 10k easily. I’ve been doing that on 5 different cars and trucks for 10 years, with zero impact on longevity. You need to adjust your calculations for longer oil changes on gas trucks. And on top of that, modern gas engines can hit 200k+ miles EASILY, with good routine maintenance.
Having said all that, I’m currently shopping for a new 3/4 ton truck, and as much as I’d like to have a diesel to tow my camper, I’m a little hesitant due to maintenance (I do all my own maintenance). And like another commenter said: engine longevity is one thing, but the rest of the truck (diesel or gas) is the same, and lots of stuff wears out by 200k (seats, electronics, plastic interior stuff, etc).
Overall, an excellent comparison however, I didn’t see any mention of “DEF”, (did I miss it?). That’s another expense for diesel owners.
There is also the convenience factor especially when driving byways and back roads of North America where gas stations can be few and far between. Every “gas” station will have gasoline but may not have diesel. On the flip side, it is possible to add auxiliary fuel tanks to a diesel powered vehicle but not a gas job.
The oil testing is actually a good idea. You can use the information to space out your oil changes to the correct interval. If the diesel works for you, awesome. We’re not full time and our rv is small (Wolf Pup 14CC 3600 pounds loaded). I would go with gas because of the lower up front cost & cheaper maintenance. Fuel economy also depends on how hard you push the accelerator pedal. In other episodes you gave the best answers to this debate “You Do you”. Keep up the good work.
I have a feeling that it doesn’t matter. If you want diesel or gas, the marketplace has already determined that the cost/demand will be equivalent. I have a Sprinter so I pay for MB service. No issues at 80k miles. From what I know, I get 40 to 50% better mileage than gas, but that may be that may be the way I drive. I don’t tow and I generally cruise at about 68mph. I can easily drive for 4hrs on a tankful so I only need to stop once per day and top it off at the end/start of a travel day. I can easily do about 700mi per day with a single stop. With gas I c0ould only do about 500, assuming a 50% better gas mileage with diesel. DEF is an added expense, but it’s only $25 every 2000 miles.
Hey guys, I had a guy telling me that the diesel that you get for tractor trailers at a truck stop is different quality then what you’d get at a “regular” gas station. This person told me that you should not put truck-stop diesel in a pickup truck. I have seen youtubers using the truck lanes at truckstops on just about every channel so it would seem that this guy is not properly informed. Can anyone here verify?
Great video and article and a good lively discussion. Clearly a personal decision based on load, driving habits and preferences. Here are 2 issues I had with my 2018 RAM diesel that haven’t been mentioned. I really disliked driving around on tires with 70 psi. It intensified every small bump. The original tires only lasted 25,000 miles. I upgraded to Michelin highway tires which was an improvement but still too rough for my liking.
My second complaint relates a little to age. The RAM 2500 4×4 was way too tall the day I bought it and it became more and more difficult to get in over the 5 1/2 years I owned it. I installed power steps that were a big improvement but at 71 with knee issues I decided it was time to go back to a 1500.
After 3 RAM trucks over 30 years I changed back to gas with a new Ford F150 twin turbo Eco Boost. I’m looking forward to the next adventure.
We bought our first diesel (Ram 2500) about 2 months ago, but we have never had to fill up with the camper attached until recently. We decided to take the plunge into the truck area of a gas station. We were NOT prepared!!! We had no clue how many different types of diesel there were. Diesel 1, Diesel 2- Tractor Fuel, Diesel 2- Reefer Fuel, and Red Dye Diesel!! On the car side there was Diesel 2 with a biodiesel blend.
I wish it was more straightforward of which type of gas with which additives to use!
One other advantage for diesel that hasn’t been mentioned is availability of fuel during natural disasters. There have been numerous disasters over the last two decades where gas ran out at the gas stations…in some cases, leaving people stranded. In almost all cases, diesel fuel was plentiful. And with the added range of most diesels, that means being able to get out of an area when you need to. This could be especially important if you’re travelling far away from home…