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Old 08-19-2016, 09:18 AM   #1
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Gas vs Diesel

I'm surprized by the number of gas mhs on the market. The application is perfect for a diesel engine. Heavy loads , long haul trips .

Why would the mh manufactures settle for 350 hp and 450 ft lbs of torque at a high rpm, when a 330 hp diesel will provide 660 ft lbs of torque at 1800 rpm..

Cost may be a consideration. But I think in the big picture the diesel will save you money in the long run.. Just a thought..
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Old 08-19-2016, 09:50 AM   #2
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Generally speaking, I think the coach build on the DP chassis is superior to a gas, because mid / low end builders simply can't build a low end coach on a high end chassis.

IMHO

Disregarding the quality of the chassis or coach and looking strictly at the chassis purchase, maintenance, fuel, etc associated with a DP vs a gas.

Unless the DP spends a significant amount of time on the road, I don't think the cost difference can be economically justified.

Let the comments begin
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Old 08-19-2016, 09:58 AM   #3
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I agree. DP is nicer. But......Our MH lives in a garage 80% of the time, so didn't want to put an extra $80,000 (for what I would want) just sitting in there.
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Old 08-19-2016, 10:44 AM   #4
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I'm not surprised. $20,000 more cost and three to five times the maintenance cost. For a coach that in most cases is use 5000 miles a year.

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Old 08-19-2016, 10:59 AM   #5
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It could be the 450 ftlbs of torque at 3,200 rpm is equal to 800 ftlbs of torque at 1,800 is gearing is considered. Ford striped chassis is about $26,000 and the cheapest 33 ft diesel I can find is $87,000
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Old 08-19-2016, 11:24 AM   #6
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Quote:
Originally Posted by edenns View Post
Why would the mh manufactures settle for 350 hp and 450 ft lbs of torque at a high rpm, when a 330 hp diesel will provide 660 ft lbs of torque at 1800 rpm..

Cost may be a consideration. But I think in the big picture the diesel will save you money in the long run.. Just a thought..
Cost is the main consideration for the manufactures. They build for the price that their many buyers are willing to spend.

If the customer is no longer willing to buy the gas units. Then they will quit making them. Until then, the gas units will be available to buy with the lower torque.

As switching from a gas to a DP many years ago. The fuel savings $$ alone(better MPG) has paid for any extra maintenance cost of the DP.
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Old 08-19-2016, 01:37 PM   #7
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diesen maintenance

I'm not sure where people get the impression that a diesel engine requires more maintenance ?? oil and filter every 10k, air and fuel filter at prescribed intervals... No spark plugs, no plug wires to dry out.
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Old 08-19-2016, 01:43 PM   #8
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Our ISX requires oil changes ever 15,000 miles or yearly. 14 gallons of oil is not cheap. This year I've driven on a few hundred miles due to the DW's poor health. Will do an oil test and see what the contaminate level is.
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Old 08-19-2016, 01:52 PM   #9
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It could be the 450 ftlbs of torque at 3,200 rpm is equal to 800 ftlbs of torque at 1,800 is gearing is considered. Ford striped chassis is about $26,000 and the cheapest 33 ft diesel I can find is $87,000
I suspect that you'll find there's many differences over and above the gas vs diesel motor in the coaches you've looked at. I guess is that once you really start to take apart the options list - you'll find that the parts/quality built into the $87K diesel unit surpasses the parts/quality built into a similar sized gas unit.

For us - the decision to go with a diesel powered unit was carrying capacity. We were looking for something in the 40'+ foot range. While there are a few gas powered units around that 40' size - the amount of carrying capacity left for our stuff was tiny. The 44' tag axle coach we ultimately purchase has an NCCC of close to 6,700 lbs. If you're thinking about spending extended periods of time living / traveling in your coach - having sufficient carrying capacity that will allow you to truly make it your home was the deciding factor for us.

By deciding to go with a diesel coach - we got all the over benefits such as "air ride suspension", air brakes, hydronic heating, etc. - that you rarely find in gas coaches.
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Old 08-19-2016, 01:58 PM   #10
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For us it's a matter of money . Yes s DP has a lot of advantages . The biggest downfall is cost. Both initial cost & cost of ownership .
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Old 08-19-2016, 10:33 PM   #11
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Our ISX requires oil changes ever 15,000 miles or yearly. 14 gallons of oil is not cheap.

This is the Class C forum.

I don't recall ever seeing an ISX DP Class C rig before.
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Old 08-20-2016, 01:20 AM   #12
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Quote:
Originally Posted by Murf2u View Post
This is the Class C forum.

I don't recall ever seeing an ISX DP Class C rig before.
Agreed, the discussion misses this forum the way the OP poised the question related to the larger diesels. I think the Class C diesel owners here are a pretty happy lot though....I am.
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Old 08-20-2016, 05:59 AM   #13
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Agreed, the discussion misses this forum the way the OP poised the question related to the larger diesels. I think the Class C diesel owners here are a pretty happy lot though....I am.

I don't understand your comment about 'larger diesels'.

The specs the OP is quoting are exactly those of the 6.7 PowerStroke which is offered in the Thor C Class units. For the uber nit-picking crowd, I will state that since those units are on F-550 chassis' they are technically being called Super C's even though they differ very little from the E Series based chassis.
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Old 08-21-2016, 01:52 AM   #14
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Right, I'll take that back. Was seeing the discussion go to ISX engines and DP's and didn't see the fit. But, yes, the 6.7 Powerstroke is a great engine, and now that some builders are using the roomier engine compartment F-series as a base, the new diesel is available for the larger Class C's.
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