I haven't had experience with the "small medium duty" lineup, but my 98 Ram diesel pickup gets around 12-14mpg while towing. In comparison, my previous 95 model, which was 2wd and 5-speed, had similar mileage. I've also owned a 98 Ram 5.9L gas and a 2008 5.7L 2500 Hemi, both averaging 10-11mpg while towing. Despite claims of achieving 20mpg while towing, I find it hard to believe. My C7000 big truck with a 427 gas engine only gets 4-5mpg, with the diesel options offering slightly better mileage of 1-2mpg. Overall, not much to write home about in terms of fuel efficiency.
- 20-11-2024
- ValleyFirewood
Yair from Valley Firewood, it seems like we may be living in different worlds here. From my own experience, I would have to agree with mitch504; the significant difference in fuel costs between gasoline and diesel is hard to ignore. In my region, the last gasoline trucks were retired back in 1972. While I understand that fuel may be cheaper in the US, even there, a one mile per gallon improvement can make a significant difference when you're only getting four miles per gallon. So, to use your own numbers, a one mile per gallon increase is definitely something worth getting excited about. Unless I'm missing something here, of course. (winks) Cheers!
When you increase your initial figure of 4 by 2, you're actually reducing fuel consumption by 33%. I have firsthand experience with mid-70s IH trucks equipped with MV 404 and MV446 engines, which my father purchased because they were more affordable than diesel options. These 35k gvwr spreader trucks are used in intense service conditions, making them one of the most demanding trucks in terms of fuel efficiency. Despite carrying only 55 gallons of gasoline, these trucks required refueling at lunchtime to make it through the day. Switching to a 1985 IH with an L10 Cummins engine drastically reduced fuel consumption to less than 20 gallons a day. This led me to replace the gas trucks with two more diesel trucks in a single season, resulting in significant fuel savings. Although I expected the savings to decrease with more on-road usage, the results were still impressive. A similar situation occurred in the late '70s when we gifted our last gas tractor-trailer to a neighbor after switching to diesel.
As for diesel pickups, my experience is limited but still noteworthy. Recently, I replaced my '86 C30 with a 350 gas engine with a '92 diesel FSuperDuty, resulting in a fuel efficiency increase from 11 mpg to 13 mpg. Despite the slightly higher diesel prices, the cost per mile is comparable due to the increased gross vehicle weight rating of the diesel truck. In the end, it goes to show that individual results may vary.
When searching for a diesel truck, consider opting for a second-generation Dodge/Cummins 94-98 in a pickup or a Ford 7.3, but avoid Chevy models. For larger options, look into International models like the DT466 or DT360. Consider the Cat 3116 for a smaller scale, but be prepared for potential complications and expenses. While Cummins is commonly found in medium trucks, exploring imports or unique options could lead to a great deal. Keep in mind the added scrutiny that comes with owning a medium-duty truck and trailer, especially if you've been flying under the radar with a pickup for years.
Delmer emphasized the importance of being aware of the increased scrutiny involved in using a medium duty truck and trailer. This is something seasoned professionals may already know after 25 years in the industry, but if you've been primarily using a pickup truck, you may have been flying under the radar. It's crucial to consider these factors when making the switch.
One aspect that proponents of pickups may overlook is the convenience of having a larger truck with a winch that can handle loading without the need for additional vehicles. In past experiences, having to tow a pickup behind an IH truck and shuttle back and forth between job sites proved to be inefficient. Consolidating loads onto a 35-foot trailer would not only streamline the process but also reduce the likelihood of complications during transportation.
While a 1-ton truck with a winch may seem ideal, practical experience has shown that it may not be sufficient for heavy-duty loading tasks. Considering upcoming job opportunities and the need for a larger trailer, borrowing equipment may be a viable solution in the short term.
As for vehicle preferences, Delmer expressed a dislike for automatic transmissions and a preference for manual control. This sentiment extends to the idea of potentially repurposing a school bus into a diesel truck with a custom cab, combining affordability with reliability.
In a conversation on ValleyFirewood, Scrub Puller discussed the differences in fuel costs between gasoline and diesel trucks. He pointed out the substantial savings diesel offers compared to gasoline, emphasizing the importance of considering these factors when making a purchasing decision. Despite the benefits of diesel, Scrub Puller also acknowledged the potential drawbacks if the price difference is significant. This comparison between fuel types is crucial for those in the market for a new truck, making it essential to weigh all aspects, including maintenance costs. As for Australia, Scrub Puller mentioned his experiences working with the Australian Air Force and the language barriers he encountered. These insights shed light on the global variations in fuel costs and transportation preferences.
- 20-11-2024
- ValleyFirewood
ValleyFirewood shared the current prices for fuel in town, with gas priced at $3.81 and diesel at $4.05 per gallon. The difference in cost between gas and diesel per mile is often negligible once you factor in the price of the vehicle and maintenance. While diesel may have advantages, it may not be worth the extra cost. The fuel prices may vary out of town, with approximately a $0.75 difference per gallon. In Australia, the fuel options and costs may be different. In personal experience, gas engines have outperformed diesel engines in medium-duty trucks. Despite the longer lifespan of diesel engines, the upfront cost, maintenance, and repairs may make gas engines a more budget-friendly option.
Hey Doug, have you considered getting a flatbed dump truck to unload the scrap easily? You can find affordable options locally. I recently came across a 22-foot flat dump truck with a c65 engine, 366 horsepower, 5-speed transmission, and 2-speed axel for just $2000. It was in good working condition and didn't look bad for the price. Consider investing in a flatbed dump truck for efficient scrap unloading.
Yair of Valley Firewood, I understand your perspective. It can be challenging to sustain a business with a small truck that only gets 4 to 5 miles per gallon. Just this morning, a friend in the Gulf Country mentioned that diesel is $6.25 and unleaded petrol is $5.95 per gallon, with towns being a hundred miles apart. In comparison, it's fifty cents cheaper in more populated areas. Interestingly, our modern common rail turbo diesel pickups, ranging from three to three and a half liters, can achieve around 25 miles per gallon while towing four to five thousand pounds. Cheers!
Tyler1022 inquired about the process of unloading scrap materials and suggested looking for a flatbed dump truck, which can often be found at a reasonable price. He shared his experience of purchasing a 22-foot flat dump truck for $2000, which was in good working condition and a good deal for the price. When it comes to selling scrap, Tyler uses a trackhoe for unloading. He mentioned that if money was not an issue, he would opt for a flatbed dump truck, but the extra height might not always be practical for his needs. He recalled seeing a Ford F750 with a 20+ foot roll-back bed being dismantled, which could have been purchased by weight. Despite feeling sad about seeing the truck being cut up, Tyler acknowledged the importance of making practical decisions in the scrap business to avoid ending up with a yard full of interesting items but no profits.
Three years ago, I made the switch from a chevy c-60 with a 350 gas engine to a ford f-800 with a 7.8 diesel engine in the Valley. Both trucks have a 5x2 transmission and were used to move the same equipment. The gas engine provided 5.6 mpg, while the diesel engine now gets 12.8 mpg even with an additional 10,000 pounds loaded. I used to have to downshift two gears on hills with the gas engine, but now I only need to engage the splitter occasionally with the diesel engine. For me, diesel engines and air brakes are the way to go, no questions asked. I have no interest in looking at gas-powered trucks, regardless of price or condition. The fuel savings with diesel are significant enough that even if a gas truck were free, I couldn't afford the fuel costs.
Three years ago, Valley made the switch from a Chevy C-60 with a 350 gas engine to a Ford F-800 with a 7.8 diesel engine. Both trucks have 5x2 transmissions and were used to transport the same equipment. The gas truck averaged 5.6 mpg while the diesel truck now gets 12.8 mpg, even with an additional 10,000 pounds of weight. The diesel engine has also made hill climbing easier, requiring less gear shifting. Valley is now a fan of diesel engines and air brakes, prioritizing these features over anything else. The cost savings in fuel efficiency make it worth it, even if a gas truck were to be given for free. Valley is particularly interested in the year and specific model of the 7.8 engine on Ford trucks, as well as the presence of air brakes and a tilt hood on their list of priorities.
I discovered a true treasure in this 1988 pickup truck, boasting only 78,000 miles. Though the exact horsepower is uncertain, I estimate it to be at least 240. This truck features a unique tilt hood design, along with a 10-foot dump bed and rear air suspension.
If you're considering a 2-ton truck, I recommend looking for a late 80s or early 90s Ford F700 or F800 model with a 7.8 engine. These trucks typically have tilt hoods, which can be convenient for maintenance. Additionally, make sure to choose a truck with air brakes instead of electric over hydraulic brakes, as the latter are not as reliable. My personal experience with a 90 model F800 dump truck equipped with a 7.8 engine and 5x2 transmission was positive, as it provided good mileage and functionality.
- 20-11-2024
- denver m farms
Denver M Farms warns against trucks without air brakes, stating that electric over hydraulic brakes are unreliable. Many propane companies mistakenly purchased Ford trucks with this brake setup, leading to numerous issues during winter. These trucks would often rust and require extensive repairs. Some of these problematic trucks are now being sold at a low price despite having low mileage. Denver M Farms even knows of a truck that had a GM rear end and frame welded onto it as a solution to the original brake system's failures.
Our inventory included a few Ford 700 and 800 dump trucks equipped with faulty brakes, as well as a utility truck. We noticed a pattern of having to sell them at a reduced price due to the brake issue. However, aside from that, these trucks were known for their durability and reliability.
- 20-11-2024
- denver m farms
When fully loaded, my truck weighs around 40,000 pounds. While 5mpg may not be the best fuel efficiency, considering the heavy weight and engine size, it's not as bad as it may seem. ValleyFirewood had a similar perspective, mentioning the challenges of making a living with a small truck that only gets 4 to 5 MPG. Hydrovac brakes are a common feature on medium duty trucks.
- 20-11-2024
- ValleyFirewood
We understand your perspective. Eighteen years ago, I was in a similar position as you. The cost savings from switching to diesel and airbrakes were astounding. I remember a post about bleeding brakes and the issue of stopping - I had similar problems with hydraulic brakes, but never since switching to air. I strongly believe in using what you have, and if I had a truck like yours, I would run it until it no longer worked. However, I would recommend choosing a diesel/air setup over other options for optimal performance and efficiency.
Maximize your fuel efficiency by going big with your truck. For example, my Western Star achieves an impressive 6.3mpg at 86,000lbs and 68mph. However, by reducing speed and weight, you can potentially increase this to as high as 8.5 mpg. By avoiding pushing your engine and drivetrain to their limits, you can save on maintenance costs, with tires being your primary expense. Opting for an older truck equipped with a small cam Cummins or an E7 Mack engine can also help reduce maintenance expenses. While Cat 3406 and older 2 stroke Detroits are options, they may not be as fuel-efficient as other choices. Remember, pushing a smaller engine too hard can lead to higher maintenance costs from potential breakdowns.
I comprehend the points you are making. It seems like we are not exactly disagreeing. If I had the funds, I would definitely invest in a quality used diesel dump truck. However, the challenge I face is that most dump boxes are too small, typically around 10-15 yards. On the other hand, my truck is equipped with a "grain box" that holds 35 yards (6ft tall, 8ft wide, 20ft long). I may not know the Original Poster (OP), but it seems like he is in a similar situation as many of us, making the best of what we have.
I recall sharing a post about brake issues, as I have encountered problems with air brakes too. They are not foolproof - air cans can easily get damaged, and issues such as broken s cam shafts can arise. The incident where the brakes failed completely scared me, leading me to always drive cautiously, even below the speed limit when loaded. Safety is a priority in my truck, as well as in other vehicles I operate with air brakes.
mitch504 mentioned that we are not trying to argue with you, as they were once in your position 18 years ago. Making the switch to diesel and air brakes drastically reduced operating costs for them. I remember reading your post about bleeding the brakes and experiencing difficulty stopping. I also faced similar challenges with hydraulic brakes in the past, but never since switching to air brakes.
I strongly believe in the principle of "run what you brung", meaning making the most out of the equipment you have. While I would continue using a well-set-up truck like yours until it no longer serves its purpose, I would recommend others to consider investing in a diesel/air rig for better efficiency and safety on the road.
- 20-11-2024
- ValleyFirewood
Brandt seems to be in the market for a 2-ton truck, rather than a larger big rig.
Tyler1022 mentioned that Brandt might be in the market for a 2 ton truck, rather than a big rig. However, if the opportunity to purchase a big rig at a low cost arises, I would consider it. My father and his friends were involved in buying and selling trucks around 15 years ago. Back then, semis were more affordable than 2 ton trucks. I recall my father purchasing three cabover single axle trucks for about $1000 each. They were in great condition, with one even holding air for over a week and another having a spotless 318 engine. While it may be challenging to justify investing in a larger vehicle, it can be more efficient in terms of reducing the number of trips needed for hauling purposes.
Keep in mind that overall costs will increase. This includes expenses for tires, brakes, oil changes, registration, and insurance.
- 20-11-2024
- ValleyFirewood
When considering purchasing a new truck, it is important to factor in all associated costs such as tires, brakes, oil changes, insurance, and registration fees. It is crucial to thoroughly research the insurance and registration costs before making a decision. If I can find a well-maintained truck, I plan to use it as a replacement for my current vehicle. If it doesn't meet my needs, it will still serve as a better winch truck. Making the right decision in this situation is challenging and requires careful consideration before taking action.
It's recommended to be prepared to sit down when contacting the insurance agency or visiting the tag office, as costs can be high.
In the Valley, how many cords of wood can fit in your truck? Are you still cutting it all manually?
The ongoing debate between Gas and Diesel fuels is a hot topic that has been discussed countless times. If you are interested in comparing the costs between the two options, check out this informative infographic on towing fuel economy: http://www.hitchanything.com/towing-fuel-economy-infographic.html.
While class 8 trucks do not typically run on gas, many individuals opt for smaller gas and diesel units to avoid CDL requirements. Some of these trucks may have wet brakes. My initial experience with a big truck was with an International featuring a dt466 engine and a 5/2 transmission. Despite being low on power, it proved to be a reliable and cost-effective option. After years of use, it simply requires a new transmission. Best regards, CD.
- 20-11-2024
- Colorado Digger
Due to a slowdown in activity, I haven't had the chance to make any decisions regarding a truck. However, I have been actively searching for a larger trailer, specifically a 30-foot gooseneck trailer that can be towed by a 1-ton vehicle. This type of trailer would also be suitable for use with larger vehicles in the future. As I mainly haul bulky items, having additional length would allow me to maximize the weight capacity of each load, even if it's just a trailer full of items weighing 4 tons. I believe that an extra 10 feet would greatly improve the efficiency of my hauling operations.
During the busy summer months, I immersed myself in researching trucks, an interest shared by my brother. He recently had me test drive a Ford L9000 single axle with a Cummins 300 engine, 9-speed transmission, and locking rear end. Despite the rusty cab, I considered purchasing it, but ultimately deemed it unsuitable. Meanwhile, a friend mentioned possibly selling an International Harvester (IH) tractor equipped with a 466 engine and a 5 and 2 transmission setup. I'm curious about its towing capacity. How much weight can the IH pull?
As we age, it appears that our ability to maintain speed diminishes once we exceed 45kph. In my experience, my 7.8 struggles to keep up beyond this point, even when towing a combo weight near 60k. This lack of speed makes the activity less enjoyable.
A shift has occurred as my brother recently purchased a 2000 Freightliner single axle with a Cummins 9-speed engine. The truck requires a new clutch, so I assisted in dismantling it yesterday. As a result, I am now accumulating scrap at the farm to transport with his truck. By the end of the month, I will have acquired 6 gas grain trucks, with potential for refurbishing 2 of them. My strategy involves transferring my winch to a more suitable truck and acquiring a larger gooseneck for efficient hauling. My focus will be on local deliveries for stockpiling purposes. Recognizing the need for minimizing trips, I aim to have a cost-effective local hauling truck alongside a vehicle for transporting larger loads to Kansas City, Missouri.