• What Are the Real Costs of Owning a Diesel Half-ton Pickup Truck? (Ask TFLtruck)


    2018 ram 1500 limited ecodiesel turbo
    2018 Ram 1500 Limited EcoDiesel

    What are the real-world costs of owning a turbo-diesel half-ton pickup truck? Kevin from Austin, TX recently asked this important question. This question will become ever more relevant over the next year as diesel half-ton trucks from Ford and GM will be joining Ram’s EcoDiesel.

    Ford already confirmed that a turbodiesel (aka. Power Stroke) version of the Ford F150 will go on sale during the 2018 calendar year. It will use a 3.0-liter V6 turbo diesel. General Motors has not confirmed availability of a turbo-diesel 2019 Chevy Silverado 1500 and GMC Sierra 1500, but diesel prototypes of these trucks have been seen testing in public.

    Here is Kevin’s question:

    My question is, how much does it really cost to own a half-ton diesel truck? Everyone states that the maintenance is too costly for what you get and with the price difference in fuel costs and DEF it’s just not worth it. What’s your opinion?

    You can send your questions or comments to: ask@tfltruck.com We will publish most popular questions.

    Turbo-Diesel Pros

    Diesel engines are still more efficient than gasoline counterparts, especially when talking about trucks and hauling/towing heavy weights. You cannot beat a small turbo-diesel on efficiency, although gasoline engines continue to improve and electric/hybrid trucks will be entering the mainstream within the next several of years.

    A turbo-diesel truck is comfortable highway cruiser empty or loaded. The plentiful torque and power moves the truck along at a relative low rpm and without shifting gears too often.

    Turbo-Diesel Cons

    There are several cons to a turbo-diesel truck.  The obvious one is the extra initial cost. A turbo-diesel engine adds around $4,000 – $4,500 to a price of a new half-ton truck. There are additional maintenance costs: regular oil and fuel filter changes and potential long-term repairs of the EGR, particulate filter, and DEF system components.

    Diesel fuel costs more than regular gasoline in most areas (although, diesel is cheaper than 91-octane or 93-octane gasoline that many current turbocharged gas engines require or recommend). These is additional cost to filling up with DEF, but it is much smaller when compared to fuel itself.

    Final Decision

    The decision comes down to how long you plan to own and use the truck.  If you plan to drive it at least 100,000 miles (perhaps 150,000 miles) and use it for hauling and/or towing, then a diesel half-ton starts to make financial sense.


    Andre Smirnov
    Andre Smirnov
    Andre Smirnov is an Automotive Enthusiast, Producer, Reviewer, Videographer, Writer, Software Engineer, Husband, Father, and Friend.

    Similar Articles

    118 thoughts on “What Are the Real Costs of Owning a Diesel Half-ton Pickup Truck? (Ask TFLtruck)

    1. I, for one, am tired of these articles on the payback of a diesel engine; why is it the only option that is subjected to financial scrutiny? What is the financial payback for the 4wd option, the Laramie package, or the 6.2L engine instead of the 5.3L?

      If most people were financially rational, they would be driving a Honda Civic and they would rent a truck for the three times/year that they haul anything beyond air.

      1. Because a diesel has no advantage over a turbo gas motor anymore. Its only light at the end of a 150,000 mile tunnel is mpg savings to give you back the extra money it took to drive a heavier slower more expensive truck in the hopes it never breaks down and causes you more pain.

        1. That and getting a Laramie Ram with the Ecodiesel is silly if the only advantage of the diesel at this point is economics. Why pay 40-50k for a truck to save a few dollars a month on diesel fuel for lower performance and a bigger PITA. If your gunna drop that kind of coin on a truck why whine over a few bucks.

          At this point MPG’s is the only reason I could possibly think of to get a diesel and even that is a thin argument. They are not more reliable anymore and they dont offer better power anymore. 10 years ago, sure. Thats why I drvie a Jeep Liberty Diesel instead of the 3.7 V6.

        2. Rambro – – –

          As you know, I now have a Ram 2500 Cummins Diesel Crew Cab 2WD with MT, so I have been acquiring some experience with diesel trucks, this being my first one. No, it’s obviously not a 1/2 ton, so what follows may have to interpreted only analogously. But I sense that some of your comments here may be hysterical exaggerations (^_^)…

          R: “…. diesel has no advantage over a turbo gas motor anymore.”

          If this were strictly true, Ford and GM would not ALSO be moving to diesels in their 1/2 ton trucks, would they? Their marketing departments are not stupid. The very way that diesel engine operates has some advantages over a gasoline engine (e.g., torque plateau onset at lower RPM; cheaper fuel vs premium gas [$2.74 vs $3.19 in this area]; greater range [mine is over 700 miles]; estimates greater long-term endurance [Cummins in-line 6-cylinder is reputed to be a “1-million mile engine”]; and others.)

          R: “Its only light at the end of a 150,000 mile tunnel is mpg savings…”

          Not true. See above. At 900 RPM, staying in top gear [here, 6th], — while going 31 MPH — I not only can accelerate, but can lay little black patches of rubber on the pavement behind me! Is there a gasoline-powered truck that can do that? [Just a foolish immature example! (^_^).] All this with a 7500-lb. truck that gets 23.4 MPG in mixed driving.

          R: “…give you back the extra money it took to drive a heavier slower more expensive truck…”

          All diesel trucks will be heavier and more expensive than their gasoline counterparts. But “slower”? That depends on how much you are hauling and/or towing, doesn’t it? The video above did not quantitatively test acceleration with that 7,000 trailer load, but neither truck had significant issues getting up to 70 MPH, did they? And how many folks do drag races with empty trucks anyways?

          R: “…in the hopes it never breaks down and causes you more pain.”

          This may be hysteria. I need your repair references for this. Using the 3/4-ton trucks as examples (analogues), what are the expected or recorded REPAIR* frequencies of modern PowerStroke, DuraMax, or Cummins diesels vs their gasoline counterparts over 15 years, — even given the fact the gasoline engines cannot match their torque outputs or plateau onsets?

          ——————
          * Not maintenance, which will be SLIGHTLY higher for diesel engines. But much of that may be blown a bit out-of-proportion as well. It cost me a total of $98 for a 12-quart oil change with Shell “Rotella” Synthetic 5W-40 that I bought at “Advance Auto”, but had the dealer do the change, — as well as do a computer systems check. DEF fluid (urea solution) is used only in proportion to load placed on the vehicle, but even if it was ALL consumed at 10,000 miles, it’s only $14.99 for 2.5 gallons at “AutoZone”. Particle filter at 50K miles? Buy your own for 1/2 price, not the one from the dealer.
          ——————

          =========================

          1. But you said yourself, you are talking about a 3/4 ton 2×4 diesel. Totally different ball game and no one disputes their total dominance in that segment vs the gas option

            If someone built a 6.7L turbo direct injected gas motor it would create as much torque and far more hp than the Cummins.

            Realize that the diesels in the half ton and mid sized segment are meant for efficiency first and foremost, and have the side benefit of decent torque curves. They are going to do the rolling burnouts in 6th gear you talk about.

            And if everyone got 23.4 mpg in a 2500 Cummins, then right there that tells you the half ton diesel segment is stupid, because that’s all the ram Ecodiesel gets on average. Why get a punny 3.0 ecodiesel with 420 ft lbs if you can get a 6.7 and not take a hit in MPGs?

          2. Bernie you had it right when you first started talking. Its not a half ton. What you are driving is not controlled by Cafe standards. Now as far as power goes you are talking about a 6.7L Turbo. If a gas 6.7 L turbo was built, well you can imagine what would happen to your diesel. We may never get there as trucks like workhorse have your torque beat with unlimited range and simplicity for fewer breakdowns. Its coming in my opinion.

            The other thing is Bernie is that these 7500Lb trucks cost more and their agility is comprimised for the average user. Everything gets more expensive. Again talk 1/2 tons, you have gone into a category where diesel still makes sense, come back to 1/2 tons where turbo gas motors rip their counterpart diesels to shreds. If there was a trbo gas motor in a HD truck then we could compare. Actually I have yet to see the 3.5EB even come up against a challenge. It towed 12,000Lbs up the gauntlet effortlessly and it gets the same mpg as the non boosted 3.5EB in 2016. SO. Can you or anyone else explain to me why a 5.0EB would get worse mileage than a non boosted 5.0 Coyote motor? If they boosted the 5.0 and put it into an HD truck your diesel would be embarrassed as that thing would pull a 30,000LB tank up the gauntlet in 8 minutes flat while your diesel is at the halfway point saving fuel. But it is all irrellevant now. We have dumptrucks and heavy machinery going all electric and they all outperform diesel. Diesel is history and will be a good book some day with Bernie on the front page. Meanwhile we we all be flying around in electric saucers that fly themselves at mach speeds to their destination way point.

            1. A few misconceptions here. What half-ton gas engines “demand” premium fuel besides the GM 6.2L V8? None of the Ford EcoBoosts require it. It may be recommended, particularly when towing, but again… not required.

              A turbocharged gas 6.7L V8 would have an insatiable appetite for gasoline. Diesel fuel, gallon for gallon, contains more BTU’s of energy. That’s why diesels have always achieved better efficiency than gas engines. It’s also the reason Ford chose a smaller displacement V6 to turbocharge, not a V8. There would be tons of power, but fuel economy would not even be close to a regular V8, especially when under strong acceleration. It’s really simple, folks: turbocharging and intercooling simply adds compressed, cool air packed with oxygen into the engine cylinders. But gasoline engines must follow the stoichiometric ratio of 14.7:1. That means 1 gram of fuel for every 14.7 grams of air. So, increase the air…you must increase the fuel. And that’s why turbocharged engines use so much more fuel while they are under boost. A large-displacement turbo V8 engine would not have any efficiency advantages…only power advantages. Ford’s EcoBoost engines are small enough to where they can still achieve good to great efficiency when they are not under much boost. But put your right foot down and watch mpg plummet.

            2. Troverman: This is the whole point: Dont compare a 3/4 ton diesel to anything in a half ton. Its just not analogous or have any translation.

              And I agree that a 6.7 GTDI would be absurd, it was just to say that its not impossible for a GTDI to match the diesel on torque. I personally wouldnt buy a 6.7 GTDI, but I also wouldnt buy a 6.7 diesel because its overkill for me and probably a huge majority of those people who buy 3/4 tons.

              As far as turbo gas motors eating more fuel with more boost, well yeah. A diesel is more lenient about AFR but at some point you have to add more air to add more fuel and get more power on a diesel too. This is what a tune does. If you dont you get soot, high EGTs, etc. If you add more power, you consumer more fuel, and you lose MPG’s.

              And I dont believe the Ecoboosts do inherently worse under load. Look at the 2.7 IKE vs the Ram ED. They are exactly 30% apart on MPG which is the energy content difference between the fuels. Not only that but the 2.7 did it much fast meaning it was using a lot more HP, and it was still only a 30% difference. No one is arguing that the Ecoboost gets better MPG’s, it’s just that at the end of the day, MPG’s is only one part of the formula. You also gotta factor in fuel costs and maintenance costs. Once you do that, its hard to justify the diesel half ton.

            3. Troverman/Jay take a look at what a turbo does. You say it needs more fuel more air more power more mpg but I have said this before. WHAT ABOUT LOW RPM. Is it not true for every revolution gas goes in and goes out. You can tune a turbo motor for big torque at low RPM which uses less fuel. You downgrade the HP and pull big torque. Diesel does not have 30% more BTU. It is only 113% more than gas and the biodiesel is only 103-109% compared to gas at 100%. Diesel also has to go through all the restrictive filters. They barely beat the mpg of gas, what really helps them out is the low acceleration and inabilty to maintain speed

              There is nothing wrong with a Turbo gas 6.7L if you tune the turbo for big torque. So you burn more fuel, many prefer to spend money on fuel for the power advantage and with a turbo you can dial the engine in for big torque at low rpm so it would not be that bad on fuel

              WHY DOES THE 2016 NATURALLY ASPIRATED 3.5 V6 IN THE F150 GET THE SAME EPA, MPG AS THE 3.5EB IF TURBOS BURN MORE FUEL. AS YOU SAID THE TURBO ONLY BURNS MORE FUEL WHEN YOU USE IT WHICH MEANS YOU NEED IT, IF NOT DONT USE IT AND CRAWL UP THE GAUNTLET AT THE SPEED THE DIESEL GOES UP. WHY WOULD THE 5.0 V8 BURN MORE FUEL UNDER THE EPA IF THE 3.5EB IS THE SAME AS ITS COUNTERPART.

              I still understand the diesel will fair a bit better but not by much. We see Hyundai putting 260Ft-Lbs into a gas 2.0 Turbo at 1350rpm to 3500rpm, imagine that in a 6.7L making 900Ft-Lbs of torque at 1350 rpm or even less with bigger Hp to back it up. It can then idle at low rpm up the hill and maintain speed. Unlike the diesels.

            4. @Rambro: Your comment: “You say it needs more fuel more air more power more mpg but I have said this before. WHAT ABOUT LOW RPM. Is it not true for every revolution gas goes in and goes out. You can tune a turbo motor for big torque at low RPM which uses less fuel.”

              No. That engine is not producing that max torque figure at low RPM without also being at maximum boost, which regardless of RPM means much more fuel is being used. If you just revved the (Hyundai) engine gently to 1450 RPM with no load, the turbo would hardly be spooling and your torque figure would likely be sub 100lb-ft at that point.

          3. @Bernie, your last paragraph it what concerns me a bit (although I’m doubting you are laying rubber in 6th gear as well).

            Anyway, the dealer charges me $157 for an oil change on my 2017 Powerstroke. That does not give me synthetic oil, but rather Motorcraft 10W30 diesel oil (13 quarts) plus a Motorcraft filter and a refill of my DEF tank (which holds 7.5 gallons), and of course the labor. I believe your Cummins holds 12 quarts…Walmart sells your T6 synthetic oil for $20 – 5 qt and $7 – 1 qt. So I figure you can get the oil for $52. Add another $16 for a Mopar oil filter and you are at $68 in materials. That’s a very good deal if the dealer is willing to perform the oil change labor and disposal of 12 quarts of oil for $30. Does that include refilling your DEF tank? I believe your Cummins holds 5 gallons. Like you say, if you’re not towing much or working the engine hard…you won’t use as much. But you still use some. Yes, you can refill yourself cheaper than the dealer rate.

            Nevertheless, bottom line: My previous 2015 F-350 with the gas 6.2L V8 cost $38 at the dealer for a complete oil change. Diesel costs substantially more to do an oil change because of more capacity and a larger filter, and the need for a DEF refill.

      2. The only diesel with owning is a HD/SD.

        If you are buying a half ton the so called eco-diesels don’t tow much, don’t do much better for fuel, and reliability is a shot in the dark!

        Get a 2.7T F-150, save yourself 3k and enjoy the truck.

        1. Wow Joe for not owning an ecodiesel you wouldn’t know your ass from a hole in the ground. The EcoDiesel that i own easily make the fuel mileage promised by the manufacture. Unlike the Eco Boost that says 24 MPG is a joke told by many people that I know who drive them. They say the best they get is around 20 which is on flat ground of Michigan. As for towing I have the factory air ride suspension and it tows a 10k trailer with no problem. The ecodiesel has as much power as the 2nd gen Cummins. So I don’t know where you think it can’t tow. No it can’t go 0-60 in 6 secs but last time I knew I wasn’t buying a truck to race a Mustang.

          So it comes to approximately 9 mpg better then really any other gasser 1/2 ton and with the right package (just like Ford and GM for Max Tow package) you can tow just fine. I would take a 1/2 ton diesel over a lunchbox Colorado for comfort and is roughly the same price after rebates. Their hasn’t been really any reliability issues with the EcoDiesel. Remember Italians build diesels everyday all day and if you get the early EcoDiesel you get the ZF Trans made in Germany. Let me know what I have wrong in my statement and I might believe a 1/4 of your BS story.

          1. Do the math team1, even with the ecoboost getting below the epa estimate, your ecodiesel doesn’t save you much if any actual money. That big shinny mpg number on your dash is great, but it ain’t the whole story.

            1. so you think 12k isn’t overloading that ford while it squats all the way down to the ground? If you load it right being a little over is going to hurt anything. But if you are fooled the BS number put out by ford and Chevy is a Joke.

            2. Team, where you fail is you think squat is a measurement of Towing performance. The manufacturers design suspension around certain expectations and if they design it to drop that much under load then it is is the design. The real issue you face in your Towing overloaded is what the parts are designed for. You really think if the parts are rated for heavier Towing ram would still under rate it? Don’t be a fool, they have been trying to fight Ford for Towing dominance for a long time. They would not let that happen if they could do it with the parts they are using. Squat is a pathetic argument, your over loading the parts in your truck by Towing more than it is rated for is ignorant.

            3. Team1, If you put 12,000 lbs on a Ford F150(or anything over 5000 lbs) then it should be using weight distribution and it would be squatting to the ground.

            4. @Team1
              Wether or not you think your truck can tow it. Dodge says it can’t highway patrol will tell you it’s illegal and your insurance company won’t cover you…GOOD LUCK!

              OH AND…I would never tow 12k with an F150. Because I tow in high elevation, in rain and sun, I drive 70 when speed limits permit I NEVER TOW AT MAXIMUM TOW! I tow responsibly just like I choose not to text and drive or drink and drive.

          2. Wow, Team1…have you ever owned a 2.7L EcoBoost? We have one in our family. I’ve driven it numerous times in hilly New England. It’s a Crew Cab 4×4…not a regular cab 2WD. If I baby it, I can get 24mpg on a 100-mile round trip I make fairly frequently. Not disputing the EcoDiesel’s fuel economy at all – I’m quite certain it does better…but the little 2.7L with a gentle foot can achieve quite good numbers.

            I won’t dispute the ZF8 speed in the EcoDiesel is a good transmission, just like the 6-speed used in all the Ford half tons from 2009-2017 was good (also a ZF). ZF has made junk transmissions, though…just so you know (see Audi 5-speed automatic and current ZF 9-speed in many different products).

            As for the EcoDiesel itself…the Italians are hardly known for reliability, although I have not heard of any major reliability issues with this engine. All I know is that it is a far less robust design than the HD diesels (Cummins, Powerstroke, Duramax) with chain-driven OHC much like a gas engine.

      3. I have always found that people who bash diesels have never owned one. People who have owned diesel cars or trucks are loyal to diesel. Either way it’s nice to have choices.

        1. I have a tuned Liberty CRD(2.8L VM Motori, similar to the Colorado Dmax) and wouldnt tow much with it. I have towed a 4500-5000 lbs Mastercraft, and it wasnt that pleasant. It was floored on fairly unimpressive hills in NH.

          It also hasnt saved me a dime because of the cost of repairs and maintenance over the 3.7L V6, but I bought it because it is more enjoyable to drive. Back in 2006 I would have said diesel every single time, but now the gasoline tech has caught up and made the two pretty much equal in torque delivery.

          It is nice to have choices, but 90% of the people who buy the Ram Ecodiesels seem to buy them just because its a diesel. I dont think many of them put on enough miles per year or have done the actual math to figure out if it is really saving them any money. I really havent heard many good arguements for it. I’ve tried to justify one, but its just not there, and since I already own an F150 EB(Ram ED’s were just released when I bought mine, couldnt find one), there is absolutely no way to justify taking a hit on the trade in to save a few $ a month.

          Maybe it is for some people who have different fuel prices then me.

        2. Jim
          Some people just prefer the driving experience a diesel offers. I know plenty of people like that. Drivers of both trucks, and compact diesel cars.

    2. Agree with everything but I will add from my vast super power of internet knowledge that diesels are vastly slow at acceleration compared to a turbo gas motor or any gas motor. Comfortable to tow due to low rpm torque but I see Hyundai and Kia making turbo charged gas engines now with more low end torque at lower rpms than an equivalent diesel motor (ie Santa Fe 2.0L 260Ft-Lbs at 1350RPM). What 2.0L diesel Turbo can beat that Turbo gas motor that is sold in the USA? The Santa Fe will pull more confidently and as the article says ” a more comfortable highway cruiser” as the Santa Fe with superior torque and HP at low RPM will do even better than a diesel for holding gears for longer. If these engines make it into a Ram than they will likely do well as Hyundai may buy out Ram.

      Also with my plethora of internet knowledge check out the diesels in Europe. Despite the diesel being sold as a cleaner motor, people modify them and fail to maintain them running out of money or trying to save money and pollute 100 times worse than a gas motor. It failed in Europe and now its an epidemic. The UK is suffering from birth defects and organ failures proven to be from diesel emissions. The government is desperately offering subsidies to anyone turning in a diesel trade for electric to try to put a cap on the health crisis.

      1. @Rambro: You don’t need to use Hyundai and Kia to make your point; a more applicable example is the 2.7 EB vs the 2.8 Duramax. The former will crush the latter.

        @TFLTruck: How about a 4×4 F150 2.7EB vs a 4×4 GM 2.8 Duramax? The internet just might explode at the results.

        1. 2.7 even destroys the 3.0 Ram. But the 2.7 does not make the max low end torque like the new Hyundai turbo gas. They also hold torque throughout a large rpm range. 1300 to 3500. Unlike the diesel that peaks at 1900rpm and falls flat as a pancake at 3500.

          1. Honestly power below 2000 rpm is meaningless in an automatic transmission equipped vehicle. Most converters stall at 2000 rpm or better meaning you never even use wot power below that.

            1. I think you lost almost, well everyone on that one Daniel. Can you extrapulate on that information. My Tundra idles at 1500 rpm at 60mph and its using torque and hp to hold its gear and its speed. How is it not being used?

            2. My ecoboost will lock up the torque converter in 6th at 45-50 mph and will chug along at 1500 rpm like it’s nothing. It will make 15 psi of boost at that speed too and rarely needs to downshift. This is with a tune, so different than stock, but the point is the motor will physically make the power that low and use it.

            3. The TQ may not lock hydraulically until 2000 RPM but the TQ clutch will. My 2.8 duramax is locked at around 1600 cruising the interstate.

        2. The 2.7 may have more power and be notably quicker than the 2.8L duramax but which is going to get better FE? Starting towing things-how much better is the diesels FE going to be? Which engine is going to last longer, particularly when towing often?
          We don’t know for sure how the durability will stack out-but based on past history my money is on the diesel, especially if the truck is worked hard. the 2.7L does well on FE-but the duramax does far better in the real world.
          I think it depends a good deal on what you are using your truck for and what you expect of it. Are you looking for great FE or a hotrod? Are you planning on driving your truck for 300K or trading it in in a few years?
          I’ve driven both trucks. Both are impressive As others have said, I’m glad we have choices.

      2. 2.0l turbo Hyundai gets 21 mpg as per fuelly. VW TDI 2.0l gets double that without trying. That’s the problem with turbo gas engine’s.

        1. What? Are you talking smack about a VW Golf vs and SUV. The Golf diesel 2.0 gets 35mpg and that is not double and its a car vs an SUV. The gas counterpart in the golf gets 29mpg on fuelly. JC

          1. …..and you used the AWD version LOL, it is actually 23mpg in the SUV. If you want to compare a Diesel in a VW than look no further than the Touareg with the 3.0 Diesel that gets 24mpg JC

            1. JC, I was flat-out comparing two liter gas vs 2 L diesel but sure if you want to go up to a 3 liter diesel look at the Jeep Grand Cherokee it has 240 horsepower 420 foot pounds of torque and easily gets 30 miles per gallon on the highway no Santa Fe Sport 2 liter turbo is going to touch that even going downhill. Hate on diesel all you want but you can’t deny the fact of how efficient it is on the highway.

            2. I don’t see a diesel for 2018 model year? Is it available? And you can go by the previous models data until they get the recall calibration completed. In the ram it lowered the epa ratings on efficiency.

            3. Oh Jim so now you want to compare trucks? I like how you bend arguements to your favor. Do you think if you fool yourself others will follow you, is that it? The Ram Eco diesel gets a combined 24mpg, the F150 gets 22mpg in a much faster more powerful truck in the 2.7EB. You win by 2mpg and pay more foe fuel, your slower and heavier, with less capable payload and less agility and a higher cost to maintain and repair and no longer as reliable. Good luck with your 2 mpg. Hope it makes you happy, to each their own, enjoy.

      3. @Rambro,

        Check your facts – that Hyundai motor makes peak torque at 1450, not 1350. Still, incredibly low. Nevertheless, In the Santa Fe Sport…with AWD and a curb weight of only 4100lbs…0-60 came on in a very slow 8.4 seconds. More incredibly, the naturally aspirated 2.4L (which makes a measly 185hp and 178lb-ft) was actually quicker to 60mph at 8.3 seconds! So in reality, this is a very unremarkable engine. Here’s the link to the Motor Trend test: http://www.motortrend.com/cars/hyundai/santa-fe-sport/2018/2018-hyundai-santa-fe-sport-first-test-review/

        And here’s one to the Car & Driver test which reports the HP and Torque RPM levels: https://www.caranddriver.com/hyundai/santa-fe-sport/specs

        The VW Golf R also has a 2.0L turbo engine which makes 292HP and 280lb-ft (at 1800 RPM).

        Wanting peak torque at the lowest RPM is one thing, but Hyundai is not employing some amazing technology to get this low peak torque. It has much to do with the turbo size and what the goals of the engine are going to be. Gas engines are going to rev a lot more than a diesel, so peaking torque so low will benefit lugging along (max fuel efficiency, which was their likely goal) but at the expense of high-end pull (what’s the torque look like at 6,000 RPM, where this engine produces peak horsepower?)

        Every engine has to be tuned for the best “compromise” the manufacturer is shooting for. Max acceleration? Best fuel economy? Superior driveability? Greatest longevity? Lowest emissions? All these things play a role.

      4. Rambro
        Any car or truck can have a massive pollution output if poorly maintained. That is hardly the exclusive province of diesel powered vehicles.

        1. Diesel pollutes 100 times worse than a poorly maintained gas engine when people fail to maintain their vehicles which is as common as a seagul at the dump. Its an epidemic in the UK right now, diesel is causing birth defects heart, kidney, brain and other organ failurs and lung cancer, proven, not speculation. They are finding diesel deposits in people that caused their ailments. Its diesel heaven their for anyone that wants oil in the air.

          1. Rambro, not true. Diesel produces more NOx emissions and less CO2 emissions compared to gas. So which pollution are you talking about? And a modern diesel, using both DEF and DPF, produces almost zero emissions. Really.

            Yes, older diesels (which the UK is full of) produce a lot of noxious smoke…partially because of the highly congested nature of UK roads. If it really is a health crisis, fine…offer a program to trade in for a newer, cleaner vehicle…be it diesel, gas, LPG, or electric. Likewise, if so many people are dying and having health problems…perhaps they should move away. Then, the problem is solved on its own without government needing to spend more taxpayer money.

    3. What are the real costs?
      Well,
      if its built by Cummins, it makes cents,
      if its built by GM, it makes sense,
      if its built by Ford, it only makes scents.

    4. I don’t see the benefit of a 1/2 ton diesel at all. And I know Ford is coming out with one. But based on what is available, they are slow. They can’t pull as heavy as the gasoline counterpart. We don’t know the true efficiency yet because it is waiting for a recall on the calibration update but the 2018’s lost mpg ratings. Oil changes require twice the oil as a gas engine. You must have clean diesel fuel and fuel filters or you run the risk of HP pump failure and injector damage. The whole DEF system is problematic on all diesels. Even farmers are complaining about them locally. Then you have the DPF that will require getting changed after it is over 150,000 miles. I am running about a 50% replacement rate on DPFs. The others can be cleaned. But it is $4000.00 to replace just the DPF. I just don’t see diesels being a good fit for 1/2 ton trucks. Just for a minor mpg gain.

      1. Well, they don’t hold “twice” the oil as a gas. For example, the 3.0L EcoDiesel holds 10.5 quarts (which is a lot considering a 6.6L Duramax only holds 10) but the 5.7l Hemi holds 7 quarts. Twice that would be 14. It is true you want clean diesel without water, but the filters last 15k miles or more, and your high pressure pump ingesting water would be rare but probably fatal to the fuel system. I don’t find the DEF system “problematic on all diesels.” We have a 2011 F-550 Powerstroke dump truck with 100k miles on it – DEF system has been problem free. I’ve had 4 newer Powerstroke pickups, two 2016 and two 2017…no DEF problems either. I do know problems can arise (heater elements in tank or hose failing, issues with electrode level sensors not reading properly – resulting in truck shutting down or idling) but rarely is there a problem with the dosing module itself. And as for the DPFs…Ford book says 120k cleaning and 240k replace. I realize some filters can’t be cleaned…although it depends upon the cleaning method used, there are several methods. I also know of a variety of DPF-equipped diesel pickups running well beyond 150k with zero cleanings / replacements and zero problems. On HD trucks, most states do not inspect emissions and a delete kit is certainly an option if the DPF fails. On a half-ton, that would not be possible.

    5. Jimmy
      X2
      You shouldn’t be towing enough with a 1/2 ton to make much fuel savings.

      I am assuming that with average family trip all these trucks will climb Ike at low rpm in a high gear.

      Maybe some unload trips up ike measuring noise and mpg would be helpful too.

      I have not checked in about a year.
      But a nice 3/4 ton ram tradesmen 6.4 4×4 could be bought for much less than any of these 1/2 tons.
      Less than 46 grand.

    6. These turbo diesels are great for overlanding rigs, or for folks practicing general preparedness. Your total range per tank is always almost further ~550m for 5.7 vs ~800m for Ecodiesel. That means longer trips without refueling, or more ability to evacuate a natural disasters area without being in such high competition for gas with the time of little smart cars and whatnot that need fuel every 200-250 ish miles

        1. That might be, but you need to carry / acquire a lot more fuel to get that range. You are still in competition with the majority of gas vehicles in a disaster as well. With the trucking routes usually unavailable, the diesel will still be available because of the lowered demand, while far will run low and refueling trucks will struggle to get through.

          Diesel is also easier to stock pile for most people, regulations are more relaxed and suited towards a free people.

          It’s also easier to either create biofuel, or convert to other energy types.

          Bottom line is that there is more to fuel choices than just EPA ratings.

            1. That could be, and will certainly be interesting how these new technologies adapt.

              Folks on the West Coast that will inevitably have to deal with the Cascadia event or some other major earthquake may be in a different scenario however.

            2. EV’s might never become mainstream. The technology and cost will have to drastically improve. Right now, a $100k Tesla has the most range of any “real” (actual production) EV at 315 miles. Not only is that unacceptable for most, the 1.33 hour full recharge time would surely be unacceptable to folks normally used to filling their tank in 5 minutes or less. And that 1.33 hour full recharge time assumes a 440V connection, which most people are not going to have. A more realistic number would be 10 hours overnight on a home 220V charger…which is crazy.

              Yes, I know…lots of big claims from concept vehicles…none of which actually exist…

            1. I never said all people should do anything. I simply countered the majority of this thread that have argued that there are no reasons to go light diesel. There are, depending on what your goals are.

              Perhaps for people that only look at a crew cab pickup as a commuter vehicle and want to compare it to a Prius, the world would be a little more linear.

        2. Not trying to fan the flames, but the Ecodiesel 26g tank taking you 800 miles will cost far less in this part of the country than 36g of mid-grade which is what the HEMI wants, even if you factor in the DEF needed for that single tank.

    7. Ram Ecodiesel crew cab trucks get 26% to 41% higher MPG than Ford’s 2.7L and 3.5L crew cabs respectively. Fuelly.com shows that the Ram 3.0 ecodiesel trucks meet their combined EPA MPG ratings, as most diesels do. Conversely, Ford 2.7L and 3.5L trucks fall short by ~2 MPG. I just wanted all here to realize the true MPG savings when doing their back-of-the-napkin comparisons between gas & diesel. NEVER believe gasoline MPG estimates, as those tests are run with 100% (no ethanol blend) gasoline. NEVER believe MPG estimates for a turbo-charged gasoline vehicle in particular, as those tests are executed by a 90 year-old grandma who’s too weak to push on the pedal and spool up the turbo.

      1. Aaron epa estimates are real. With the turbo gas motors the results vary considerably because there is more power on tap than the diesel. The eco diesel has no power so having a heavy foot really doesnt affect its mpg much because when you floor the diesel its like stepping on paper and the mpgs are barely affected because you dont go anywhere. I just hyper miled my Crew cab off road 5800Lb Tundra and I can get 17mpg when driving tired and relaxed. Drive with a heavy foot and I am getting 10mpg with a smile on my face because its fast. If diesels were meant for 1/2 tons, Titan would not be in bottom place right now. Huge fail. Nice to have options but I could think of better things to do with money with regards to trucks that is less of a hassle. (ie 4 wheel steering, regular cab short bed option, ride control, small truck offering, turbo V8, and a V8 offering in midsize). Take a look at how bad the Tundra is with the 310Hp V8. Midsize trucks could tow more with more power like what Ram offers in a smaller package than a midsize truck. The Tundra only pulls 7000lbs with the small V8, the midsize Durango with 475Hp pulls 8700Lbs. Many midsize truck owners could pull more if they offered more power in the midsize truck segment. That is more important than a diesel in a 1/2 ton. A small truck offering is more important. Being able to turn and park a truck easily is more important. TFL even proved that a larger heavier truck pulling the same load as a midsize truck gets better mpg than the gutless motors in a midsize truck. Diesel is a lot of wasted effort for little to no gain for the industry and its users.

      2. Aaron:

        The 2.7 Fuelly numbers((excluding 2018 with the 10 speed since there are only 2 registered) are 18.4 mpg and the Ram ED is 22.5(also excluding 2018 which is only 18.4 mpg). Thats only a 22% increase in MPGs. Here locally, diesel is 30-40 cents more than 87 octane which is $2.70. So right there you are looking at only a 5-10% fuel advantage for the diesel.

        This means I would be saving anywhere from $180-270 a YEAR if I drove 20,000 miles. That is $15-22 a month. Sorry, but that just doenst mean much to me. honestly, is probably just white noise in my monthly spending. When you consider that a $42k truck costs you $750-800 a month in loan payments, its just a drop in the bucket.

        So even though your argument may be true about the Gas engines not meeting their EPA numbers, it really just doesn’t matter. If they did meet them then the Ram would have no advantage.

        1. The 2.7, should you want to hyper mile will get better fuel mileage than 18.4. You have a choice in how you want to drive. The diesel has one choice. Slow.

            1. Actually zombiera, the Romans Raptor is faster than the ram ecocheater. In fact when you get closer to sea level Romans Raptor will get quicker. But is has always been known the 6.2L Raptors were not quick. But, if it makes you feel better, the powerwagon is MUCH slower than the ram ecocheater.

            2. Because the Raptor is fast for 2017 it sounds good to say the diesel is as fast as a Raptor. In 2014 the Raptor were known to be slow. And he is at a mile above sea level.

            3. All previous Ecodiesel’s were found to be non EPA compliant.

              So any previous Fuelly info and 0-60 times are irrelevant! This is why the new Ecodiesel that is legal for sale TODAY has revised lower EPA numbers!!!

      3. @Aaron
        You are absolutely right. I tried non Ethanol gasoline Chevron 94 for my Kawasaki on the trip, we don’t have in here and what a blast. It’s like completely new animal. Much better mileage, power and throttle response.
        They push garbage down our throat in here. Shell Nitro without ethanol is better than Petro 94 ultra with ethanol.
        You can never mutch a mileage with gasoline turbo posted by EPA. You will always get better mileage with Diesel than posted by EPA.

        1. Check my post a few up. Even if you dont get the EPA estimates, its close enough that any fuel savings with a diesel is negligible. I even did the math for everyone.

          I do have ethanol free here as well but only 88 octane. I use this towing with my ecoboost since I have an 87 octane towing tune, but it costs as much as premium fuel so I dont use it for daily driving.

          1. Yes, but here locally Diesel is just 5 Canadian Cents more than best price for Regular gasoline and most of this year was diesel fuel cheaper than any gasoline, so everyone has different math for different location.

            1. And im sure its true that in some location the diesel is close to gas prices. AAA reports the US national averages right now as $2.502 for regular and $2.837 for diesel. That means for the average truck buyer its 34 cents more. It could be more in some places and it could be less in others, but I would guess that in majority of places in the US, diesel costs more.

        2. Either you are lying zombiera or you have just crap fuel. You cannot tell the difference between E0 and E10 fuels. The ethanol has a BTU rating close to gasoline. I have been playing with both fuels in many platforms between 2 and 4 stoke engines and you cannot tell the difference.

            1. I have tested it on several vehicles and man toys. It really does not. E10 has almost the exact same BTU rating at E0. In E10 the ethanol acts as octane. I have done test on 2 strokes with as little as 100cc and the rpms never changed within normal ranges due to outside conditions. I burned 120 gallons of E0 fuel in my work truck and I found no difference in performance or fuel efficiency compared to E10. The only thing E10 does is hurts rubber in 30 year old vehicles that were not designed for it. Heck, right now I’m running E0 in my leaf blower because it is easier to buy at Lowes than to make up a mix at the fuel station. The leaf blower runs exactly the same as before.

            2. I would imagine that E0 fuel is probably more apparent in a NA Gasoline motor. In turbo’d motors, even though the ethanol has lower energy content, it has a cooling effect which helps with power. E0 93 octane will actually make less power than E10-E15 93 octane.

            3. I’ve only ever had 88 octane non-ethanol easily available to me, and I honestly havent been able to tell much of a difference vs E10 88 or 87 on my Ecoboost. If there is a difference in MPG’s its so small that it blends into the white noise of my normal mpg variance.

            4. Theoretically, E10 would really only have a 3% lower energy content than E0, so if you are averaging 17-18 mpg thats only ~ .5 MPG and the added cost of being ethanol free is more than 3%.

    8. Aron

      I agree.
      But for me I would be close to the towing limits when I tow. That’s not true for a 3/4 ton or one ton.

      I also consider high rpm to be high engine wear. I do not want to tow at
      4000 rpm for long stretches. I just don’t like the sound of an engine above that rpm.

      You don’t need a turbo to get high low end torque.
      You can do it with a long stroke engine. That maybe why the are thinking about bringing back the inline six.
      The dodge slant six was a killer engine that for the day made great mpg. It got broke in at about 100,000 miles and it would loosen up and really rev. Lol

    9. I don’t think people buy a diesel for absolute lowest cost of ownership because they usually are not despite getting better mileage. They buy it for the experience and to be different.

      1. This. But the thing is, you get much the same experience from an Ecoboost as far as torque curve. So really, all there is left is to be different.

    10. Articles like this always makes me crazy, for whatever reason these gas vs diesel TCO questions always seem to get calculated with only part of the equation.

      The biggest part of a vehicle’s TCO(Total cost to own) number for a comparison like this requires the residual value to be a key factor of that equation.

      That is unless your one of the very rare people in this country that buys a vehicle and drives it till it goes to the scrap yard.

      If your like most people who buy new cars and trucks.
      You typically buy a vehicle and keep it 2-5 years and trade it in on new one, which in those more common cases, that residual value is a paramount factor.

      When it come to residual on the new diesel light duty class trucks, the jury is still a little out there on where the residual values are going to be landing.

      I know with the HD 2500+ class diesel trucks the engine has typically seen a greater residual then the initial cost of the diesel option when compared to other used like model gas trucks. So in the proven cases of the HD class trucks, the cost of the diesel option is pretty much muted by the elevated residual value that diesel option gives you back in 2-5 years. Basically in the HD class having the diesel option will net a far better TCO then any of the gas counter parts.

      With only 2 years of very limited numbers by one manufacture being on that market it is really very difficult to know what to expect in a true head to head TCO comparison of 1/2 ton gas vs 1/2 ton diesel.

      One thing is for sure, is that unless there are catastrophic failures lurking around the corner for any of these new 1/2 ton diesel motor options current or future models , that there is likely to be some residual value given for the cost of that diesel option.

      That said this being the 1/2 ton class and the this class being far less capable then the HD class diesel trucks, I am hesitant to expect any sort of positive residual value from the diesel option like we have seen for decades in the HD class, but I would not be shocked at all if it didn’t retain it’s initial value by factor of 50% maybe as much as 75%.

      Meaning you would get 50-75% of the cost of that $4000.00 option back when you trade it in on new one. So basing the whole equation on how many miles you have to drive to pay back 4000.00 is just ridicules. That would only work out be a valid equation if you were never ever going to sell it, that is really the only way the residual value can be left out of the equation.

      1. Good point fleet guy but people are becoming scared to buy new disels now. Did you know GMs 2.8 Colorado requires a timing belt change at 150,000 miles. How much will that be. I agree though, you will get some residual out of it, even at 50 % you get a lot back but then what about the expected added maintenance. Every situation is going to be different. Especially in different parts of the world as well.

        1. The Diesel maintenance on the HD trucks at least for RAM/Cummins is every 15,000 miles as apposed to the 7500 miles most gas trucks average between service, so some of that added cost people talk about get partially balanced out with the difference in service intervals.

          As for light duty, I also own a diesel Colorado. So far with it I have only had to pay for the fuel filters about $50.00 which should get me out to 20K miles before it needs them changed again. the oil changes have been covered by the 2 year free service that came with the Colorado. Now with the baby Dmax it service intervals have been similar to gas motors running about 7500 miles between service. Once the free services are over I am told by the dealer that cost of the service is really about the same as a gas. About the only extra expense is the fuel filters due every 15k miles.

          It’s not like the HDs in that a full service every 15k including fuel filters cost about $250.00.

          As for the Colorado needing a timing belt change at 150k. It’s a personal truck, so there is really very little chance I will own it more then 50-75K , that won’t really every apply to me. All that will matter is what it brings in residual value in another 1-2 years. So far the Colorado’s fuel mileage has been at least 30-40% better then my last two small trucks (V6 Tacoma 2011 model and V8 Dakota 2008 model).

          As for DEF fluid, for these two trucks, I always buy it at the truck stop island pumps no big deal. I typically spend about 10 buck for DEF for the Cummins every 5K miles, and about the same for the Colorado. It so rare to have to even buy it that it has never really been an issue at all for me.

          I own and have always owned both gas and diesel trucks for both personal use and business fleet, they all have their place.

          I still contend the total actual TCO will always depend heavily on what the residual value is for any option. If these light duty diesel follow the big brother HD trend and run in the 100% sometimes higher range for the diesel option residual value, it will mean it would be hard not go with light duty diesels. If the residual falls below 50% then it might prove to be better to go with the gas version if optimal TCO is the only goal.

          I due know from first hand experiences, that with todays truck market, if you like top of the line trucks with all the luxury features, The TCO of a HD diesel truck will substantially beat the TCO of a loaded luxury half ton gasser.
          Just on the residual side of the equation I lost 10K on my last Platinum 2011 Ford F150 and only lost 4500.00 on my 2013 2500 RAM Laramie Cummins truck. If you factor in the fuel the RAM was getting better mileage by at least 20%.

          I due like the ride and comfort of a 1/2 ton and don’t need a HD truck very often, but the HD diesels have always proven to be just so much cheaper to own.
          Keeping in mind my personal truck ownership habits have ownership intervals typically in the 2-3 years 24-40K miles range, then I trade them off for new ones. If your ownership habit are similar to mine then the HD diesels are the lower TCO option. To me all this nonsense that you have to tow all the time and drive 100K miles or more to make the numbers work, is really just nonsense. Everything really revolves around the residual values all the other little expenses are so very minor that they are hardly worth mentioning. Seems those minor maintenance things are all that some want to focus, on while missing the big picture all together.

          Now I am strictly talking about this from a new truck purchasing and ownership cost perspective.

          Used truck purchasing and ownership is such a wildly different animal, so many variables come into play that can total change the game.

    11. I like to look at what fleet owners are. buying for their companies. They don’t like to take chances and either do I. So I ask? How many fleets of the ecodiesel do you see? Also if I were you I would not buy the first years model of the new ford diesel or any other companies first year model. Let them work the bugs out. Just my take!

    12. Give the diesel and gas trucks max payload and towing, and the diesel difference will become apparent.
      Come on commenters, hasn’t TFL done enough towing tests up a grade to show you the extreme difference in mileage when loaded?
      Too much beer at Thanksgiving?

      1. Question is how much of the time are you pulling and do you want to sacrifice acceleration for mpg

        Right now in Canada and go ahead and verify on Autotrader dot ca. You can buy a Quad Cab Ram 1500 SXT with the Hemi and 4×4 with back up camera and a few goodies with 3:92 gears for 28,698 brand new 2017 model. 30% off. Consider the US dollar that is 28,698 x .79 = 22,671 dollars. Almost cheaper than your cheapest truck the two wheel drive Frontier. Now add a diesel and the cheapest Ram variant to that is going to cost you 41,000 plus interest and taxes.

    13. I just checked the Ram website. A 5.7L engine costs $1950 more than than the 3.6L engine. Anxiously awaiting the article detailing the ROI on the 5.7L.

      1. Yes, but the 5.7 gets dog crap for MPG so its a pretty poor case study from the get go. A Ford ecoboost 2.7 gets a full 3 mpg better than the 5.7 on Fuelly and only cost $800-995 over fords base V6 depending on the model year.

        So yeah, If you have to buy a ram then the decision is tough because you get a $2000 V8 with poor economy and lacking the modern DI fuel systems, or a $5000 diesel.

        If you can manage to get away from Ram, you have more options with better fuel economy and power than the diesel.

    14. the whole diesel debate is way over rated. For a gas engine all you need is oil + filter and air filter change, that’s it. For diesel you need most expensive oil + most expensive filter + air filter + fuel filter $100 every 20000km + DEF + DPF regens and problems + extra weight + a lot of etra noise + won’t start as well as gas in winter and some won’t even start, you need 2 batteries for diesel (double the cost to replace) and the diesel fuel is more expensive and needs additives for winter and summer. Its a disaster.
      Plus you pay $4000 to $10000 for a diesel depending on vehicle.
      The only reason why you would want a diesel is because it offers capability that a gas engine won’t deliver ex, 6.7 Cummins with 30 000# towing vs 20000# for Hemi. that’s the only reason to get a diesel.
      BTW, I love my Cummins !!!!!
      I can just see all the people with the new Jeep Wrangler JL off roading with their diesel and the DPF is choked and needs a regen which means you need to get off the trail to drive for 45 minutes on the highway and then you could go back to the trail LOL
      I will start laughing when this happens lol. Get a gas engine, don’t waste your money on diesel when you don’t need it.

      1. HD still makes sense. But the 3.5EB would be a nice motor in the HD lineup. That motor gets the same mpg as the 3.5V6 in the 2016 F150. So why would a 5.0EB burn more mpgs if they turboed that.

        If I was a contractor that worked the logging roads and just needed a midsize truck to get me to point A and back the Colorado ZR2 2.8 Diesel gets the same mpg as the TRDPro 3.5 gas engine. So how is a diesel and advantage now. It tows 5000Lbs and the Tacoma tows 6800Lbs. How is that an advantage in these trucks. Why would you want a diesel in a jeep today when the ZR2 diesel makes no sense.

        1. This is exactly it. Everyone always says the 3.5EB isnt tough enough for HD duty but how many guys are really using their HD truck for HD purposes. How many guys do you see with massive F350’s on 12″ lifts that just drive around town and tow the occasional 7000 lb travel trailer. a 3.5 EB or 5.0EB would do that just fine. Hell, people are making 750+ Wheel HP or regular 5.0’s without issue. Ford overbuilds their motors generally.

          1. Big hole in the market for more powerful 1/2 tons. This is why Roush makes the 600-650 and 700HP F150’s. This was told to me by the dealer. He told me he gets a lot of requests but everyone wants the manufacturers warranty, only Tundra did this up to June of 2015.

            1. The Ford Performance Supercharger for the 5.0 does not affect the factory warranty on the F150 either.

              “This new supercharger kit is backed by a limited warranty and the vast support network of Ford Motor Company and Roush. The installation of this kit does not void new vehicle warranties.”

    15. Central California were I live regular is 24 cents cheaper than premium.
      Premium is 20 cents cheaper than diesel.

      My beater pick up that will faithfully pull when ever I ask it to. Will get 17mpg empty and 12.5 in rolling hills on the way to the coast gcvwr of about 10,500. The truck alone weights just under 4900 lbs.
      I haven’t made a payment in 34 years and my last vehicle registration was 134 dollars.

      I need to figure out how to spray bed liner.

      Old Faithful deserves a new coat of paint. 😂😂😂😂

    16. To further kill this cost argument.

      For the diesel to match my cost per mile. It would have to average 25 mpg towing about a 5600 lbs trailer.
      It won’t happen.
      And my starter, alternator, and smog pump have a lifetime warranty that even at my age can be changed out with a couple of sockets and a ratchet in less than an hour.

      It is almost always cheaper to run a old vehicle until it’s hauled of on a truck to the dump.

      But if you want, buy and drive what you want.

      Again just admit spending money doesn’t make money unless your buying a printing press. 😁😎

        1. To Buddy’s point, this has been what I have been arguing. If you are going out an buying a new truck anyways, and dropping all that money, its probably not a great financial decision in the first place. Why get a diesel. You barely save any money on fuel and you are already paying a comparatively huge truck loan.

          Reasons to get a new truck over an old: Performance, interior refinement, ride, etc.

          Reasons not to buy a new truck: MPG’s, “saving” money.

    17. My two cents,

      Comprehesive cost analysis of my last two trucks including every bit of depreciation, fuel and every penny of service/maintenance put into them:

      2014 Ford F-150 XLT Crew 4×4, 3.5L Ecoboost – $0.35/km over 105,000km
      2015 Ram 2500HD Laramie Crew 4×4, 6.7L diesel – $0.37/km over 147,000km.

      One driver, same driving habits, all service done at recommended intervals. I did quite a bit more towing with the Ram so that hurt the Ram costs a bit. Both are fantastic trucks. You cant go wrong either way. I just changed philosophies and bought a 2005 Chevy 3500 gas. Not very nice to drive but I have never had a lower cost per km.

      1. That is a great data point. Did that include price of purchase?

        I would imagine that a newer Aluminum Ecoboost or a 2.7 Ecoboost might lower that cost a bit more since MPG’s improve(a lot in the case of the 2.7)

      2. Is that in Canadian dollars or U.S dollars. 1 km equals 0.621 miles so do you mean.

        About 0.26 U.S. dollars per 0.621 miles?
        Or,
        About 0.36 U.S. dollars per 0.621 miles?

    18. So an American driving in Canada would be paying about .38 cents per mile.
      Plus insurance and registration etc costs.

      That’s a pretty step cost per mile if you run empty or only partially loaded.

      There are those that need a truck. My son has a family of 6, 3 foster girls plus one of their own. They have one SUV, but need another vehicle. He would prefer a pick up because SUV’s aren’t any cheaper than pickups. And pickups have greater towing ability.

      Also with the 3rd seat up cargo capacity is very small in their SUV.

    19. It really doesn’t make sense to buy a dsl half ton if you don’t keep it for at least 100,000 miles. That is about how long it would take to recoup that cost. On 3/4 ton trucks up I’d say it might be more like 150,000 before you recoup the cost.

    Leave a Reply

    Top