I had an 01 2500, got a 99 3500 now. With both of them, full front end at 155-160,000 miles. Runs about 2 grand for everything with a lifetime warrarnty. What you hear on the lift pump is spot on. They run without them, and run long enough to ruin an injection pump. My 01 needed a top end at 181,000 and a clutch.
The biggest difference I"ve noticed between the two is the axles are different. Both have Dana 4:10"s but the 2500 was I think a C40 and the 3500 a C60. Not sure how it works out this way but with the same gearing but the 3500 definitely takes more rpms for the same speed.
Both 5 speeds, both decent trucks. Feels like the 3500 is going to need a clutch too at about 175,000 or so. Hopefully it wont need a head too. I put close to 300,000 hard miles on the 2500. Shot my mouth off and sold it but ended up with the 3500 for even money and half the miles. Plus the 3500 had been babied for those miles. Pulled a little Terramite backhoe around digging graves. Not babied now, lol. Both got 15-16 mpg empty, 9-10 loaded heavy.
I cant see that they are all that and a bag of chips though. I"ve got an 09 F250 with a 5.4 gas engine. It gets 12 mpg empty and 7 loaded which with the difference in fuel prices is about the same money. Napa will sell me a long block for the Ford gas engine for less I spent on head work on the Dodge. They do handle a load better but a lot of that is the difference between automatic and 5 speed.
I said I was going to get a 1/2 ton when I sold my 2500 and then get an International 4900 with a DT 466 and air brakes. Still convinced that its better to go that route but significant others dad was tired of having a payment on a truck he didnt drive........ hence the D3500
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Today's Featured Article - Restoration Story: 1964 JD 2010 Dsl - Part 2 - by Jim Nielsen. Despite having to disassemble the majority of my John Deere 2010's diesel engine, I was still hopeful I could leave the engine-complete with crankshaft and camshaft-in the tractor. This would make the whole engine rebuild job much easier-and much less expensive! I soon found however, that the #4 conrod bearing had disintegrated, taking with it chunks of the crankshaft journal. As a resul
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