When you say "we all know how great the new ones are" - I guess I must of missed something. If you have to make your living with a truck, and can't work on it yourself - then - maybe - I can see some gain buying new for 20K-40K (sometimes even more). But otherwise? Some of the early trucks get just as good - if not better - fuel mileage, parts are MUCH cheaper, they are MUCH easier to work on, do NOT have to meet new emissions specs, will run on heating oil if necessary, etc. My farmer/neighbors are two prime examples. One has a new Chevy Duramax. He loves it for towing and comfort - but is constantly complaining about fuel mileage. His main driver now is his older truck - a 92 Dodge Cummins. His old Dodge gets up to 21 MPG on the highway, whereas his $44,000 Duramax gets a best of 14 MPG. And, he's able to work on the Dodge himself. Another guy owns a large sawmill near me. He still has his 1982 Chevy 3/4 ton 4WD with 6.2 diesel - with over 300,000 miles on it. He just got a new Duramax - and is amazed by the power and comfort, but disgusted with fuel mileage it gets when driven empty. He went back to driving his 82 for a daily driver/beater and only drives the Duramax for heavy towing - or long drives when he wants comfort, AC, etc. I've got older diesels from Ford, Chevy, Dodge, and Isuzu. Parts are cheap for all except the Isuzu. Here's my experience: My 92 Dodge W250 ex-cab, 4WD, Cummins 5.9 turbo/intercooled with a Gertrag 5-speed manual - is by far - the best all around truck I've ever owned. I've gotten up to 21 MPG with it, and never less then 16 MPG. It's a workhorse with an engine that might outlast me. I paid $3200 for it when it had 75K miles on it years ago. It does not have the smooth ride and comfort of some of my other trucks - but that's no big deal - it's a truck, not a car. It is my main tower. It is also the easiest truck to work on, that I own. With GMC/Chevys - I have over 20 trucks with 6.2s - obviously not all driven at one time. 6.5 is basically the same engine with a slighlty larger bore. My heaviest is an 87 6.2 4WD with 3.73 axles and a TH400 trans. It has 520,000 miles on it and has been a light to medium duty tower since new. It is close to useless for heavy towing - especially on hills on a hot day - but otherwise - a great truck. Gets 13 MPG "around town" and a high of 19 MPG highway when empty. My best mileage Chevy is my 1982 1/2 ton 4WD truck - with a 6.2, 3.08 axles, and a four-speed manual overdrive trans. It's gotten 24 MPG highway and never lower than 17 MPG (not including towing). It is absolutely useless for heavy towing or heavy work - but otherwise a great truck. I've towed many a boat and light trailer with it, and plow snow every winter. I have two diesel Ford trucks with IH diesels. My 1985 ex-cab, 4WD has a 6.9 diesel, 4.10 axles, and a C-6 three speed auto trans. The truck is a workhorse, very dependable, and also a fuel hog and useless at speeds past 60 MPH. Gets between 10-14 MPG no matter what it's doing. My other Ford is an ex-cab, 4WD 1994 with a 7.3 turbo IDI (not a Powerstroke), 3.73 axles, and a E40D overdrive automatic. It rides like a Cadillac, is very dependable, easy to work on, a great tower, and also - another fuel hog. I think the best mileage it's gotten is 15 - and seems to get the same mileage empty or loaded. So, when carrying a heavy load - I love it and have no complaints. But, when empty - I curse it. Take a look at any newer diesel - at fuel mileage specs, parts prices, emmissions equipment, complexity, etc. and tell me what is better about them. Take an older GM 6.2/6.5, or Ford-IH 6.9/7.3- and you can buy brand new fuel injector tips for $5 each, complete injectors for $25, brand new water pumps for $55, rebuilt injection pumps for $325, etc. Try pricing the same parts on newer diesels - even the earlier electronic-controlled 6.5s or Ford Powerstrokes. Huge price jump.
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Today's Featured Article - Listening to Your Tractor - by Curtis Von Fange. Years ago there was a TV show about a talking car. Unless you are from another planet, physically or otherwise, I don’t think our internal combustion buddies will talk and tell us their problems. But, on the other hand, there is a secret language that our mechanical companions readily do speak. It is an interesting form of communication that involves all the senses of the listener. In this series we are going to investigate and learn the basic rudimentary skills of understanding this lingo.
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