The reason I bought a Dodge, is becasue it was there to test drive. I was close on buying a 6L PS, but the dealer would not have one in for me to test drive for at least a week. I asked about driving one of the employees that had one and he said no. I left went to Dodge, did some research and talked to my dad who has a 2002 250 PS and he said go with the Cummins. Who is going to argue with their dad? This is my first diesel and I have told my wife numerous times, I will never own a gas truck again, and plus the Dodges look tuff. ;D Just my two cents.

 

I personnally have noticed all the big three diesels have their own faults to different degrees. The KDP has been noted as a problem for three years on the 12V now, yet no support from Cummins or Dodge. For awhile even Cummins distributors would pretend they had never heard of it when asked directly. This is at Cummins BC Service Dept in Surrey as late as November, 2002 when I asked whether the jig or "tabbing" was recommended. Now they finally have an INTERNAL bulletin that has been exposed on the TDR. It takes the internet to get some things out in the open. But then as other members note Ford 6.0L and the Duramax are having teething problems. The GM is getting better with age.The real problem I see is the cost of parts for the new injection systems. We are talking $6,000 for 6 "common rail" injectors vs $500 for oldmechanical injectors. Many "common rail" injectors are failing under warranty. Then the pump is BIG $$ on top of that. I would not drive one of these without warranty which makes me wonder whether the cost of these injection systems will affect resale value. By the way how do you like $46 (US) oil filters for the new 6L Navistar diesel? Ford got so much flak over this they had to back track, but they sure tried. I still think Cummins is still the best quality but I believe the Cummins "killer B" 5.9L version of 1994-1998.5 will never be beaten as long as that KDP is tabbed. When I was looking for a used 98, the dealer told me I could buy a brand new 24 valve for equal cost due to incentives. EPA standards are killing the benefits of a diesel by making the injection system too complicated and costly. The injection system is now over 1/2 the price of the engine while the P7100 was roughly 1/3 the price of the engine. One load of water in fuel can cost close to $10,000 on a non-warranty repair the way I see it.

 

[quote author=Luke S link=board=17;threadid=12383;start=15#121862 date=1048962962]<br>Yes but you will lose your A$$ on a gasser if you trade every year and a diesel will hold it's value much better.<br>[/quote]<br><br>Luke if ANYBODY trades every year regardless of what they drive (except an exotic) they are gonna take it in the butt. When I purchased my truck in Jan 2003 the market was flooded with 2002 and 2001 diesel Dodge trucks which were 2 or 3 thousand dollars lower than a new truck. Some were sitting on the lots for 6 months. Can't tell me those owners didn't take it in the rear on trade. 10g lower in price and they would be sold I think. But somebody has to eat that 10g.......and it ain't gonna be the dealer You know that as well as I do <br>Less money paid out for a new purchase, less lost on the trade. Gassers are a dime a dozen so a better deal can be had when buying them..therefore less of a hit when trading..<br>This has been my experience.