2015 Ford F-150 2.7L EcoBoost vs Ram 1500 EcoDiesel

Eco vs Eco. Diesel vs Boost.

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Strict fuel economy regulations are forcing automakers to make big changes, and some of the biggest have come to pickup trucks.

These typically thirsty workhorses are being taught to be more efficient and each automaker is taking a different approach at addressing the problem.

Ram went the diesel route, opting for a 3.0-liter unit, hooked up to an eight-speed transmission, the latter of which is available with all of this truck’s engines. With four-wheel drive, the 2015 Ram 1500 EcoDiesel is rated to return a combined average of 22 mpg while getting 19 mpg city and 27 on the highway.

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Ford, on the other hand, answered the fuel economy question with EcoBoost, which has been Ford’s answer for just about every question in the past few years. The 2015 F-150 now sports a 2.7-liter turbocharged V6 to help it save gas. And as you’ve probably heard, it also has an all-aluminum body, helping it shed weight to cut down on fuel used.

That brings the official rating to 20 mpg combined for this rig, breaking down to 18 mpg city and 23 mpg highway.

The trucks take two very different approaches and drive very differently, but which one delivers the most savings while still being a hard worker?

2015 Ford F-150 2.7L EcoBoost vs Ram 1500 EcoDiesel

Heavy vs Light

The first and most staunch difference you’ll notice is that the Ram drives heavy and the F-150 drives light. The Ram is a whopping 750 lbs heavier than the F-150, with a curb weight of 5,611 lbs compared to the F-150’s 4,806 lbs. But I’m not just talking about the actual pounds here. The steering is heavy, the steering wheel is big and thick, and the hood bulges and makes the nose feel like it’s far away from the low driving position.

If the sensation of driving a big rig is what you’re looking for, then the Ram 1500 will deliver.

DodgeRamExterior6And that diesel power only adds to the feeling. As expected, you’ve got good torque down low, while the eight smooth-shifting forward speeds help keep you in the power band when the rpms climb.

Diesel rumble is definitely pronounced in this truck, but it sounds good and isn’t so loud as to be grating, at least to me, a guy who loves a good ol’ diesel rumble.

On the opposite end of the driving spectrum, we have the new F-150. Steering inputs take no effort at all, thanks to a light setup, complemented by suspension that makes this truck fairly nimble in the corners. Unlike the Ram that likes to push wide through every corner, the F-150 actually feels like it tucks in nicely and wants you to turn it further into the apex.

Ford’s new 2.7-liter EcoBoost is a great little motor for this truck, too. Off the line, the truck takes off and pulls right through to 6,000 rpm, feeling way more powerful than its numbers suggest.

FordF150Exterior6How Do They Tow?

I hitched just under 5,000 lbs worth of trailer to the back of each truck after cruising empty, just to make sure these machines knew what an honest day’s work was like.

While this didn’t have either truck flinching, some of the differences became a little more pronounced.

The heavy-set nature of the Ram keeps the truck rooted to the ground like an oak tree, while the F-150’s light nature makes it feel more like a sapling in the wind. The Ford’s steering is easy to use and isn’t so bad as to make the truck feel dangerous, but the Ram’s more direct, heavy setup feels better when hauling weight. It communicates more to the driver, while the F-150’s wheel keeps you fairly isolated.

Ride quality is also better in the Ram, most of which can probably be attributed to the four-corner air suspension that also acts as an equalizing hitch because it is self leveling. When the back end lifts up, it helps to spread the weight around all four wheels.

DodgeRamExterior1

Let me reiterate that neither truck felt sketchy, as each was well below its posted towing limit. The F-150, however, was definitely more unsettled than the Ram and the Ram made me feel more confident.

Trucks Built to Work

While I am an unabashed fan of the Ram’s interior, and its overall look, I have to give credit to Ford for coming up with a very functional layout. While I still think the Ram has more style, the F-150 definitely packs in the features.

It’s these small features that make the F-150 such a great truck to work with, day in and day out, because each one saves you time and effort, important aspects of working with your truck every day. This is especially true if you’re in business for yourself, where time really is money.

DodgeRamInterior1 FordF150Interior2

The trailer light check system makes towing a breeze, the spotlights on the mirrors come in handy in the dark, and the bed step on the back is still the best in the business. It has been made even easier to use on the 2015 truck, too. Ram hasn’t caught on to this trend yet, offering no step whatsoever.

Out back, Ford’s new BoxLink system is a genius way to allow bed customization, offering a number of accessories that can be easily slotted into the open receptacles once the tie-down cleat is removed. In-bed LED lights are also available on the truck, controlled by a rubber button mounted in the box, another simple solution that makes this truck a working man’s best friend — you save time by not having to go back to the cabin to find the light switch.

A massive flat loading floor in the F-150 also makes things incredibly convenient. Ram came up with a solution to this problem by installing flat panels that fold out to create a flat floor, but they don’t feel very sturdy. It also adds an extra obstacle to deal with if you’re loading things into the back seat.

DodgeRamInterior10 FordF150Interior5

More than any other half-ton truck, this F-150 will save you time and hassle thanks to its very smart, work-oriented features.

Compare Specs

2015 Ram 1500 EcoDiesel
vs
2015 Ford F-150 2.7L EcoBoost
Vehicle 2015 Ram 1500 EcoDiesel Advantage 2015 Ford F-150 2.7L EcoBoost
Engine 3.0-liter V6 Diesel - 2.7-liter Turbocharged V6
Horsepower 240 hp F-150 325 hp
Torque 420 lb-ft 1500 375 lb-ft
Weight 5611 lbs. F-150 4,860 lbs.
Max Towing Capacity (of engine tested)* 9,200 lbs. 1500 8,200
Max Payload (of engine tested)* 1,610 lbs. F-150 2,160 lbs.
Rear legroom 40.3 inches F-150 43.6 inches
Fuel Economy 19 mpg city, 27 mpg hwy Ram 18 mpg city, 23 mpg hwy
Starting Price (with engines tested) $32,935 F-150 $31,470
As Tested Price $55,000 F-150 $51,000
*when properly equipped

Eco vs Eco

Let’s get to the most important part of the story: fuel economy. I took both trucks on an identical drive loop, with and without the trailer to figure out their real-world fuel economy.

When running empty over a roughly 40-mile loop that consisted of country roads with plenty of stop signs, I managed an 18 mpg average in the F-150, while getting a pretty impressive 26 mpg in the EcoDiesel.

FordF150Cargo1

Those numbers by themselves tell you a big part of the story, but it’s also worth mentioning that the EcoDiesel returns stellar fuel numbers without even trying, while the F-150 needs some coaxing and babying to make sure it doesn’t consume too much gas.

Cruising on the highway, we saw the EcoBoost deliver up to 24 mpg, while the Ram would sit around 29 mpg.

The trailer loop was too short to get an accurate fuel economy representation (about 15 miles with a lot of stopping and starting), but it’s still interesting to note that the F-150 returned 8 mpg while the Ram managed 11 mpg.

Pricing and Value

Now we know that the Ram will save you more money at the pump, but is it worth it to buy?

As our F-150 sits, it costs just about $51,000. But the real story is that the 2.7L EcoBoost is only a $795 option.

On the other side, our Ram EcoDiesel is worth nearly $55,000. Keep in mind that the EcoDiesel is a $4,500 option, which means that without it, these trucks would be similarly priced.

Group4So, is paying the extra cash for the Ram really worth it?

The average price of gasoline and diesel is nearly equal right now in some parts of the United States. As of July 20, gasoline costs an average of $2.802 per gallon, while diesel costs $2.782.

Using my observed fuel economy of 26 mpg in the diesel and 18 mpg in the F-150, you’re looking at paying about $700 more every year to run the Ford.

The cost of DEF for the diesel should also be considered. If you’re buying DEF for about $3 a gallon, which is available at many truck stops, and you fill up every 10,000 miles, you’re only looking at about $36 every 15,000 miles. If you’re buying DEF in jugs or containers, you might be paying up to $6 a gallon, doubling that 15,000 mile number to $72. Still, not enough to break the bank.

SEE ALSO: Diesel Total Cost of Ownership Bests Gasoline Vehicles: Study

You can’t count on gas prices staying the same, but what you can count on is that this diesel engine will continue to offer fuel efficiency, mile after mile.

Group2

The Verdict: 2015 Ford F-150 2.7L EcoBoost vs Ram 1500 EcoDiesel

The new F-150 has many helpful, usable features that make it an ideal work partner. But when it comes to the big stuff, namely driving dynamics and fuel economy, it can’t match up to the 2015 Ram EcoDiesel.

87 Comments

Kevin Kellerman says:

I’m not sure how they missed this, but the operational costs on the diesel is higher than the gas engine. Oil change, oil filters, fuel filters, air cleaner… add that to the DEF costs and then see where you fall.

caddydaddy says:

There’s no way the maintenance cost for an Ecodiesel would get near the $700 per year they said the Ford would cost in extra fuel!

Kevin Kellerman says:

Have you owned a diesel? How many more quarts of oil does a diesel take vs a gas engine? How much does a gas oil filter cost by comparison to a diesel oil filter? How many fuel filters do you change per year on your gas engine? How much do they cost? How much does the diesel air filter cost by comparison to the gas model?

Until you answer those questions, you have no idea what the operational costs of the two vehicles are.

Hint: I have a diesel, I know what those costs are, and they are significantly more than the gasser cost.

S J says:

Oil filter -same price.
Fuel Filter – same or marginally more depending vehicle, if you are smart and run a CAT filter then its hard to beat $10 for a high quality filter. (usually change the fuel filter on a gas motor 24k-50k anyway so not much of a difference and all the gassers I have had the filters were more expensive than this truck)
Air Filter – those can be a bit more than comparable gassers
Oil capacity – about 2.5 gal I use rotella T and it cost about $30-$35 for the amount I need.
these massive operational expenses you speak of, are no where near as drastic as you are trying to convey. I will take my better fuel economy better hauling capability any day over a comparable gasser.

Kevin Kellerman says:

Did a little research. Dodge fuel filter is $20. Ford is lifetime sock in tank (not uncommon for gas) Oil filter Dodge, $32, Ford $6, oil, Dodge 10.5qt 15-40, Ford 5w30 6qt $4/qt push other than volume, so figure $20 per oil change more. Air cleaner I couldn’t find a Dodge one out there, I’m sure the parts places will catch up, but the Ford one is $15.

Oil change interval is about the same depending on how you’re towing so figure 10k each, which seems long to me, but whatever.

So, each oil change is $46 more expensive for the diesel. Yeah, it the diesel gets better mileage, but I’ve not seen diesel less than 30 cents a gallon more than regular unleaded. Add your DEF cost over whatever interval too.

Say what you want, maintenance is more.

S J says:

Diesel in my area is about equal to gas. Never stated it wasnt more, just not nearly as expensive as you tried to portray. Duramx oil filter can get em for $10. The key to is to shop around for the best prices, rotella t for about 12 to 13 a gal .

S J says:

And to me in a truck, that little extra in maintenance is worth the capabilites and longer life of a diesel.

MasterBlaster says:

Unfortunately this engine doesn’t give you either longer life or more capability.

Brion says:

You will be doing more oil changes in a gasser vs a diesel. Try about every 2-3K miles in a gasser and 3-5K miles in a diesel. The diesel will outlast the gasser. I drive a diesel (three of them- I have three powerstrokes).

Ian Anderson says:

You folks are right
Diesel is dearer. Advantage is low speed use ie across dirt roads or lots of city stop start. The low end torque efficiency of diesel holds it own. The longevity issue is silly in big or small pickup’s. Is Aussies call them utes by the way. The petrol engine lasts 100s of thousands of miles/ klms these days with minimal maintenance. Diesel is more expensive to maintain. Unless your useage as noted requires diesel, gas is pretty good.
Australia has lots of diesel vehicles ad we either have city congestion or crap roads in rural areas that require pickups ergo diesels.
Ian Qld

MasterBlaster says:

Your old Powerstrokes will out last the gasser, this diesel, I highly doubt it. It isn’t a HD engine and it was never even built for a truck. Most importantly it will likely be the ultra expensive emissions equipment on it that begins failing or causing the engine to fail that will nickle and dime their owners to death. Diesels have traditionally lasted longer because of their simplicity, HD design, and low speed operation (compared to a gasser). This engine lacks the first two and the engine this article compares it to is designed to have the low speed torque of a diesel allowing to run at low speeds reducing wear.

tech says:

In this country we will never get the vehicles like overseas simply do to the fact our elected officials are in bed and indebted to the good ole boys club and have to make sure all their industrial friends and workers and tree hugging environmentalists are all happy and taken care of

tech says:

Fat fingered smart phone this was meant for the top 10 trucks not sold in us

gregsfc says:

As a new owner of a 2015 F150, reg. cab, 2wd, 3.31 rear axle (not one configured for heavy towing) and a huge fan of diesel power trains–yes, I know, I’m a diesel proponent but chose a diesel wannabe engine-powered truck; there a couple of things to point out.

If you want or need a runaround truck like I did w/o lots of features and w/o alot of initial investment and w/o the need to tow anywhere near capacity, then there are some things to point out that weren’t pointed out in the article: I chose the 2.7 Ecoboost F150 as an admitted diesel-power enthusiast, because I could choose the gasser in a regular cab, 2wd, short bed, and I got it for about $28K. If I had chosen the cheapest Ecodiesel available, then it would have been more like $38K, and it would have been more truck than I wanted. That’s a huge amount of money and a lot of extra cab space that I don’t need or have room for at my home just to own a spark plug-free truck. Likewise, if I opted for the smaller Colorado/Canyon little Duramax, I was going to be forced in to a crew cab with all kinds of towing and lane monitoring and other features that I don’t want or need, and that was going to cost me around $35K. And in this case, we’re talking about a mid-size truck; not a full size, which was okay by me, but I definitely didn’t need a crew cab, and I definitely don’t need all those extra features to do heavy-duty towing just for an efficient diesel.

One other thing to note: I can’t remark on the Ram Ecodiesel, but with respect to the F150, a driver cannot rely on the trip meter for an accurate mpg record. After my first two tanks, the trip meter showed 16.4 and 17.8 gallons burned, but the actual amount of fuel added back to the tank to refill it were 17.8 and 19.3, respectfully. The error so far has been consistent and huge for the first two tanks. The actual mpg has so far been exactly 2 mpg less than what the computer showed: those results were: 25.5 (computer) versus 23.5 (reality), and 23.4 (computer) versus 21.4 (reality). This is very conservative driving in a 2wd, regular cab with high gears. I’ve also noticed that this truck with this engine is very sensitive to driving style, speed, highway versus city, loaded versus unloaded; not what I’m used to with my previous, diesel car that could get 40 giving it everything I could give it and get no better than 47 with everything just perfect. There is no telling how much fuel this truck with drink if I was really trying.

I’ve done one GPS run testing the trip meter, and that error seems as though it will tend the other direction; though much more accurate than fuel consumed error. First test indicated that the trip computer lost 1 mile to the GPS after 27 miles or 3.7% more miles driven than what the trip computer shows. I didn’t reset the GPS until I had the truck ready to go forward, but this will take a few runs to see if this error is somewhat consistent.

MasterBlaster says:

Do you use your remote start consistently because the fuel burned during the remote start is not counted within the trip meter. In mild weather mine is consistently 1 gal/week off because of the time I have the truck set to run on remote start, when it gets really cold and snowy, as it has been as of late, it is a little more, around 1.5 gal/wk do to restarting it remotely again on the occasion when everything is frozen and under 6″ of snow.

MasterBlaster says:

Also for what it is worth, the new computers are generally extremely accurate, whether it is fuel consumed or miles driven. I think the largest variable in in your trip odometer would be tire inflation. The stock 32″ tire should have approx. 100″ of circumference. in order to be off by 3% the circumference would have to compress or stretch by 3″ which would be extremely unlikely. GPS on the other hand has a margin of error that is usually measured in meters which with many winds and turns of the road can add up quickly. I would bet your truck is more accurate than the GPS. Unless of course there is a programming issue with your computer. You could always take the truck to the dealer and have them check it, if the problem persists.
A few years ago I checked my MPG gauge during consecutive long day trips, filled at the same station and pump in the morning and then again in the evening after several hundred miles. Each and every time the difference was less than a tenth of a gallon and beyond the displayed accuracy of the truck readout. I.e. the pump read 12.45 gallons and the truck displayed 12.5.

. Also, those
rolling coal idiots are on borrowed time. It is a federal crime to make
those modifications and if they pass through NYS for example they
better
pray a state trooper does not notice their vehicle. If they are lucky the
trooper
will not impound their vehicle, but knowing those guys, they probably
will impound it and fine the driver. Now, if you removed or deleted
any of your diesel pollution features… that is also a federal crime,
regardless of your state inspection laws. In PA, NYS and
others….
Those vehicles will flunk annual state inspection… and not pass until
restored to Federal standards. Also,your registration will not be
renewed. So fix it or park it. Still, I know most people get really
angry when I say this… !!WAKE UP!! BUT ELECTIONS HAVE
CONSEQUENCES.
The UAW/AFL just loves Obama. Since I have friends who work at
dealerships, I know that their repair facilities just love these new
stricter EPA standards. To quote one manager “They are a money tree for
our dealer repair shop.” Yes, Europe is one big NAZI state now. But
third world counties may sign all those “global warm agreements” but
they do not enforce them. When and if our diesel
engines die… we
plan to just rebuild the motors. Still cheaper than a new FORD by a
factor of 1/5 th the cost. A buddy of mine just purchased a FORD diesel
and paid over $60,000.00. If diesel returns to normal price, which is
a guarantee, he will never recover the premium price he paid for a
diesel. And also factor in the cost of new studs and other reliability
enhancements and outrageous repair bills Ford dealers charge
to repair their engines that are out of warranty. The diesel is on its way toward extinction, thanks to Democrats’ EPA.

cardboardharley says:

My question is WHY does anybody try to compare a diesel to a gas motor ?
A diesel will tow more & get better fuel milage.
But it cost more to buy & maintaine a diesel.
And a diesel is slower than a gas motor off the line.
Do you like the smell of diesel on your hands when you pump fuel. Ever smelled diesel fumes in a vehicle.
The new diesels require def. Fluid thanks to epa.
Oh you forgot about that.
A diesel without a turbo charger is no good either.
Ever seen a diesel fuel filter leak?
You need to add a fuel treatment to the diesel fuel periodically too.

Marty Wilson says:

Dud, drive one before you judge, you don’t have a clue!

gregsfc says:

Four so-called negatives about diesels that are often brought up that have no validity or don’t tell the whole story. (1) Diesel fuel smells bad; well (yeah) it does, but so does gasoline. Just because people are more used to smelling nasty gas than they are nasty diesel does not mean diesel smells worse to someone who had never smelled either or are used to both. Admittedly, it does hang around longer, because it doesn’t evaporate but to claim diesel fuel smells bad leaves out the fact that gas is smelly as well; (2) Diesel fuel costs more. Diesel and gas are commodities. In what region of the country is this claim made and over how long a period of time. One year? ten years? one hundred years? Commodities vary in price wildly and the future can never be predicted based on past history. If someone decides against a diesel, because the last ten months diesel fuel has been 70 cents higher at one particular fuel station that he or she drives by, that means very little and it does not predict what will happen to both prices in the future. Diesel fuel is not nearly as price competitive as gasoline. In fact no product in North America is as competitive as gasoline on price. So the media publishes average gas prices and average diesel prices, but they don’t tell you that hardly anyone purchases either at the average price; not even for their area of the country, because much more volume is sold closer to the lowest prices for each region. Since diesel fuel is often sold at little convenience stores at much, much higher prices than the volume sellers, because it’s price is not as competitive as gasoline, this makes it always seem like the real purchase price of diesel fuel is higher than what people are really paying it for; (3) Diesel engines need fuel treatment. They don’t. I drove a VW TDI for eleven years and 160K and never put a drop of treatment in it. No engine manufacturer ever recommends it, and there is no proof that any of it does anything positive; sort of like gas treatment. (4) Diesels are more expensive to maintain. In most circumstances, it’s probably true, but someone would have to compare tens of vehicles with a gas and diesel engines, compile all those statistics, and then give us the results. As far as I know, no one has done that. People are just making claims. Sure you can compare an old truck you had in the 90s to a modern diesel and say that the diesel cost more to maintain, but if you compared two engine choices sold at the same time, there would likely be a different result as modern engines are costing more to maintain.

Bill says:

When I was in the Marines I ran equipment with diesels and got use to them just like when you first start driving cars you have to get use the the gas fumes when changing fuel filters so what is the problem with diesel?

MasterBlaster says:

I know the article is a little old now but, I can’t get over some gleaming errors or omissions. Regarding price if you go to both manufacturers websites the cheapest (currently that I could find) truck you can get these engines in are as follows:
Ram Tradesman Reg Cab 4×2 Ecodiesel 3.92 Axle (this adds some $ but gives the towing as stated in the article) = $32,185 w/out incentives. Max Payload 1513 Lbs
Ford F150 XL Reg Cab 4×2 2.7L EcoBoost 3.73 Axle (Same as Ram the axle ratio adds some $ but gives the 8500 Lb Tow Cap) = $28,193 w/out incentives. Max Payload 1920 Lbs.
This is a $4k difference not the $1500 difference the article claims, also note that tow capacity for the F150 is 8500 not 8200 as stated in the article.
Note: I could not find a configuration that allowed the Ram to have a 1610 lb payload. If you configure the two the two trucks as short bed crew cabs similar to those tested it shapes up like this. The cheapest these engines can be had for is:
Ram Tradesman 1500 CrewCab 4×4 Ecodiesel 3.55 Axle = $42,505 w/out incentives and of which 4700 is the Ecodiesel and required transmission. Max Payload = 1194lbs, Max Tow 7750 lbs.
Ford F150 XL Crewcab 4×4 EcoBoost 2.7L 3.55 Axle = $38,914, Max Payload is 1960 Lbs, Max Tow = 7600 Lbs.
Note worthy is that the Ram Crew Cab has such a low payload it would barely handle a 15% tongue weight at max tow let alone a 300Lb driver, at 10% TW it only leaves 125lbs for gear after a 300lb driver.
So really the only major differences (on paper) as tested is the Payload (Ford wins by a significant amount) MPGs (Ram wins by a significant amount) and upfront cost (Ford wins by a lot). The Fuel economy as it is right now here in the North East Diesel is 15% more expensive running about 1.75/Gal compared to about 1.5/Gal for gas. which at the observed MPGs makes it a wash for fuel economy in terms of $/mile.
I think for my money though, I would just upgrade the engine in the F150 and get the 5.0L or the 3.5 EB and have much better performance than either for only a slight less in FE. If I really cared that much about FE I would probably just get the 3.5L NA V6. I had a rental F150 Crew Cab N/A 3.5L V6 on a buisness trip down in the NM area a few months back. That truck handled great and it easily got 24-25 on the HWy and average about 19 with the mixed City driving. Yeah it was a little sluggish when pushed but, was certainly adequate and didn’t need any caressing of the pedal to get the FE.

Gregory says:

I’ve tried this on two or three occasions, have heard or read this claim before about EDs under around $38.5K, but have never found that a Ram ED can be had with a regular cab or in a regular Tradesman trim. Additionally, I’ve never seen one out on the road. If this were so, I’d be driving a diesel truck instead of an Ecoboost. The very lowest priced ED Ram is a quad-cab Tradesman, HFE 4×2 with an MSRP at or about $38,800 including destination and for me, this is where diesel fails, because I much prefer a diesel to spark ignition everything else being equal and would pay a few thousand extra for one. Also, if it were true that regular cab EDs were available, or any diesel 1/2-ton below $38K, we’d be seeing at least one or two now and then, and it’s the same for the little Duramax that can be had only in a crew cab and only in the highest trims, resulting in the cheapest diesel truck on the market being in the neighborhood of $35K versus the starting price of that same truck at or about $21K. And this is the problem with diesel choices in America. For many Americans buying a new truck, there is no diesel choice.

On the other hand, I set out to build and price the cheapest F150 I could find with the 2.7 liter Ecoboost and found online that I could get it in any configuration and trim that I wanted for $800 extra dollars. Went down to the dealership. Added option package that brings power glass and cruise and a few other, not so important features, plus the chrome appearance package, appliedincentives; the dealer found the truck, and I came away with a 2.7 Liter EB under $28K after destination charges.

Now just for arguments sake, lets say I could get roughly the same amount of incentives for a Ram Ecodiesel that I got for my F150 Ecoboost from Ford, and I was able to find a Tradesman Quad Cab HFE that now is standard with an Ecodiesel. That truck has an MSRP of around $39K and then hypothetically I was able to get around $3K off that price, then I’d have a truck configured bigger than I wanted for $8K more than the truck I got; the latter was exactly what I wanted minus a diesel engine. I’d have the diesel that I prefer, but everything else would be not what I wanted, plus the fact that I’d have to deal with DEF and worry about exhaust treatment systems going bad. I really, really love diesels, but in America they come with too much baggage and are way too pricey for those shopping in the low-to-medium price range in each segment in which they are available, and for me, they’re out of my budget anyway, so there is no sense worrying about it. I’m living fine with only 24 mpg in a full size truck with the small Ecoboost engine and a payment and terms that I can live with. But (yeah) if technology ever came around that made diesels price competitive, like they were pre-2007, I’d love to have a pickup with a frugal diesel engine. Or, if I were looking at fancier trucks north of $40K, then the diesel makes more sense.

Thomas says:

Its good you added the def to the cost but the diesel I hear costs more to maintain. There is also a timing chain that needs to be changed on the GM diesel Colorado at 240k How much is that going to cost. Also the filters are very specific tampering with them means more hp and better fuel mileage so it is done often as garages inform the customer and make a sale. However, the rest of us end up breathing in even more chemicals and soot. Even with the proper filters diesel emissions are very dangerous. Big problem in the UK right now. The particles in the emissions are so small with diesel it penetrates your skin, heart, kidneys and brain and the soot attaches to the alveoli in your lungs. The soot goes in and never comes out

Gregory Reynold Faulkner says:

I don’t understand all the talk about how these two engines are on opposite ends of the spectrum. Other than the fuel and the fuel management, what these two engines demonstrate more than anything else is how much gas and diesels can be alike these days and much more alike than they could have been twenty years ago. It would have been unheard of many years ago for a gas engine to get nearly 95% of its available torque from 1900-5000 RPM. And it would have been impossible for a diesel to rev as quickly and create the horsepower per liter as they do today by virtue of lighter components, precise fuel management at extremely high pressures and advancements in turbo charging.
There is a very well-written article somewhere else that describes more of what is really going on in the engine manufacturing industry for transportation and other uses, and that is that DIESELS are getting more like gas engines; and GAS engines are getting more like diesels with every new generation of engines. With respect to gas engines, nowadays, engineers have figured out how to make them combust using direct injection and at least partially using compression in the chamber for ignition. Moreover, they’re raising the compression and using near-same components, such as turbo chargers; and graphite composite iron as the material for at least part of the block. With respect to diesels, they now have far higher redline, lower compression, much smoother sound and operation, and have gas-like exhaust, which is basically nothing but water vapor and nitrogen and oxygen and carbon dioxide.
There are some advantages of gas engines, and there are advantages of diesel engines. What we’re starting to see is those advantages being applied to each burner while minimizing the negatives. If engineers ever figure out homogenous-charged compression ignition, the engine we will get will not be technically a diesel or a gas engine as we call them, but a little bit of both no matter which fuel it burns, because a gas engine is really a spark-ignition engine that can currently burn propane, natural gas, ethanol or some other alcohol, or methane using a spark to ignite the fuel. A diesel engine is really a compression engine that can currently burn diesel, jet fuel, or biodiesel. So if we one day get HCCI engine technology, it’ll use a spark as well as compression to burn whatever fuel ends up being best. Ideally, it would be diesel, since it contains the most energy. However, it is also the most expensive to clean up the exhaust.

LarryNC says:

I have a question for the commenters here. I live in North Carolina, and almost all gasoline sold in this State has a minimum of ten-percent methanol included. How will the 2.7 Liter engine handle that. It is not listed as a flex-fuel capable engine? Thank you all for any replies.

airtexaco says:

It really does come down to preference and you should buy what YOU want. It’s your money.

I will say the Diesel engines typically last much longer than gas engines and that should be factored into long term thought. Unless you get something new every few years.