Let me start by saying that there’s no right or wrong answer to the gas vs diesel RVs question. Each engine type has advantages and disadvantages, and the choice to buy one or the other depends on you and your RVing goals. Perhaps listing the pros and cons for each engine type will help you decide which one is best for your unique needs.
How RV Engine Fuel Type Affects Cost of Ownership
Bottom line: diesel rigs are more expensive. That is probably the biggest point of differentiation, but for this extra cost, you also get an engine with a much longer life and higher resale value.
A rig with a gas engine may need to be replaced after 150,000 to 200,000 miles. But a rig with a well-maintained diesel engine is often fully functional after 400,000 miles or more.
A diesel engine also has more torque. It climbs hills better and maintains your vehicle’s speed during a climb. It performs this task much better than its gas counterpart.
Even though diesel fuel is typically more expensive than gas, diesel engines get better mileage, so the cost per mile may be less with a diesel engine. Additionally, servicing a diesel engine is more costly than a gas engine, but it also requires less frequent service.
Class B+ Diesel RVs. There are pros and cons to this decision. Photo by P. Dent
RV Engines Can Be Gas or Diesel
Diesel engines are used on all sizes of RVs, not just the largest Class A diesel pushers that may be built on a Freightliner chassis. The smallest Class B, Class C, and B+ rigs also can be equipped with diesel engines.
Just like you can buy Ford, Chevy, Ram, and Mercedes vehicles with either gas or diesel engines, you can also purchase virtually the same RV. You can get the same floor plans with comparable equipment in either a gas or diesel configuration.
In some instances, the diesel rig may be built on a heavier chassis. But not in all cases. All the advantages of diesel RVs include longevity, resale value, more torque, fuel efficiency, and less frequent service appointments. These factors apply for every size diesel RV.
Whether you choose a gas or diesel motorhome, don’t skimp on maintenance. Keep track of your maintenance with a cloud-based solution like RV LIFE Maintenance. Most handy RVers can perform much of their own maintenance on gas motorhomes, while diesel owners may need a specialist more often. Either way, keep track of the service performed on your rig.
Primary differences between gas and diesel motorhomes
Diesel rigs and gas motorhomes have some big differences.
- Diesel rigs have higher fuel prices (but offset by better fuel efficiency)
- They also have a longer range between fill-ups
- Gas motorhomes are cheaper, but diesel ones need fewer service appointments
- Diesel RVs have more torque, but gas powered RVs don’t need Diesel Exhaust Fluid* (DEF)
- Gas motorhomes have less resale value than diesel RVs.
*Diesel Exhaust Fluid is a required exhaust additive. It converts harmful exhaust soot into inert compounds. DEF can be purchased online or at most fuel stops. It must be used with all 2010 or newer diesel engines.
Choosing Your RV Engine Type? Here’s What to Consider.
Your main considerations as to whether a diesel vs gas RVs is right for you may not be based on any of these attributes. Some of the full-time RVers living in larger Class A motorhomes said the heavier chassis, greater carrying capacity, and long-term dependability of their diesel pusher were the deciding factors.
Another couple mentioned that they had owned both types of rigs. They liked the quietness of rear-engine in their diesel rig (diesel pusher is a reference to the rear engine). And they liked the ability to maintain their speed in hilly terrain. They thought the constant engine noise of their Class A gas motorhome was annoying. Later, they appreciated the fact that the power plant in their diesel pusher was in the rear of the coach.
Class B, C, and B+ coaches have their power plants out in front of the driver’s compartment with at least one firewall between the passengers and the engine. This reduces engine noise, but Class A gas engines are literally positioned between the driver and passenger’s seat. On steep grades, a Class A gas coach can be quite noisy.
What works for one camper won’t be the right solution for another. Photo by P. Dent
The Answer to the Gas vs Diesel Debate is Personal
In the gas vs diesel RV controversy, one engine type is not better than the other. It depends on each RVer’s unique needs.
For example, one RVer plans to continually travel throughout the US, Canada, and Mexico and they intend to log hundreds of thousands of miles in their RV in only a few years. A diesel engine would probably be the better choice for this adventurer because diesel engines perform best when they get a lot of use, and they perform less well when left parked for extended periods of time. Additionally, this RVer will benefit from less frequent service appointments. An extended driving range between fuel stops is another benefit. The rig will still have a higher resale value when their travels are over.
What about RVers who travel less miles?
On the other hand, another RVer intends to travel throughout the US, Canada, and Mexico. They intend to travel for years but will not actually log that many miles during their travels since they will be stationary for long periods of time. Additionally, they plan to spend the bulk of their travel time in the mountainous terrain of the western half of the continent. These RVers will probably be best served by a gas engine. That’s even though a diesel engine offers better torque for climbing hills, cold weather, and high altitudes adversely affect diesel engines, as do long periods of idleness.
Even though these folks intend to travel for many years, diesel engines are fully functional for hundreds of thousands of miles. The rest of the systems in their motorhome probably won’t last as long as the engine.
There will be more resale value in the diesel engine. The higher engine resale value is less impactful if the rest of the coach is worn out from many years of use, After all, there are many components and systems in an RV. They don’t all wear out at the same pace. The engine might have thousands of miles of unused functionality. But the rest of the coach is spent.
The decision was difficult but we thought a gas rig fit us better. Photo by P. Dent
Why we chose a gas-powered motorhome
We actually just went through this decision process in the last year. After driving a Class A gas coach for 120,000 miles, over a span of 20 years, we had to decide if our next RV was going to be a gas RV or a diesel pusher. We knew we wanted another Class A motorhome, but we had to evaluate all the trade-offs listed above as it pertained to our unique situation.
Based on our budget, it came down to a used diesel or a new gas coach. After driving our other gas rig for 120,000 miles we decided the gas option had served us well in the past. If our first rig had been a diesel pusher it wouldn’t have made that much difference in the resale value. After all, the coach was 20 years old.
Even though we had maintained it well, it was still a 1999 RV and as such, it was old by any standard. All the systems worked, the interior and exterior were in good condition, but that just was not as important as the overall age when determining the resale value.
We pondered the gas vs diesel RV question for weeks. Finally we decided that a new gas RV fit us better than a used diesel. Others will disagree with our choice. But that’s just it. There is no right answer for everyone. Only individual decisions that fit each RVer’s unique circumstances. I advise you to take your time. Think long and hard about the differences between a gas vs diesel RV. Then, choose wisely.
We aren’t alone in choosing a gas motorhome. Said Julie Bennett of RV Love when buying their Tiffin gas RV,
“Ultimately, we chose the coach that was a perfect fit for OUR needs – based on floorplan, layout, quality, build and the price we were willing to pay.”
Gas vs diesel RV isn’t the only thing you’ll want to consider. Check out this Advice That Every New RV Owner Should Know
Peggy Dent is an author, writer, and full-time RVer, traveling around the US and Canada. She’s traveled more than 130,000 miles in a motorhome, over the past 20 years, and is currently writing for the RV industry. You can contact her through her website at www.APenInYourHand.com
One more serious advantage of a diesel is the convenience of filling the tank.
If you have a large RV and tow a car, you constantly have to assess whether you can get into and out of every gas station. With my gasser, I’ve twice had to unhook the toad to get out.
With a diesel, you can fill up at a diesel island with no worries about how to get out.
A downside of diesels is that it’s pretty much impossible to find one with a door that isn’t at the very front of the rig. With a mid-door rig, you get much better ventilation from the screen door and don’t have to dodge the front passenger seat when loading and unloading it.
Thank you for sharing your insights. The more information we can add to this discussion the more newbies can make an informed decision.
Another thought is the ease of refueling. I had a 35’ Itaaca gas for 13 years. My buddies had 38’ diesel pusher. When traveling thru rural areas getting gas was always a challenge for me especially when pulling my jeep or trailer where as my buddies never had a problem.
II have a diesel PULLER. It’s a TRUE Super-C (NOT a “wanna be”) built on a Freightliner commercial truck chassis. Pop two latches and, a mechanic has full access to the diesel motor. On a DP, to get FULL ACCESS TO the motor, it’s necessary to disassemble parts of the bedroom as said motor is UNDERNEATH the bed. It can take up to TWO HOURS to “take apart” the bed AND, another two hours to reassemble the bed. Mechanics also must walk through your rig to get to the back. With shop rates in excess of $150/hour, the cost adds up quickly. A commercial truck chassis has another often overlooked benefit. Commercial truck tires run $100 ~ $150 PER TIRE less than RV tires. That’s a $600 ~ $900 savings every 5 ~7 years or so. When I’m driving my Super-C, I’m ~ SIX FEET off the pavement. In the event of a head on collision, the car hitting me will be “eating” a heavy metal bumper (NOT fiberglass) before it “meets” that massive block of cast iron Cummins diesel motor. I likely to be far less injured as opposed to the texter who drives into me.
I don’t see the front door on my Class A diesel as a drawback at all. It has an attached screen door that lets a LOT of air into the coach, and if that’s not enough, there are windows we can open.
I wouldn’t have any interest in a mid-mounted entry door. Why? Simply because I wouldn’t want to have to hike over 20 feet just to get outside.
Class A diesel coaches have air suspension and a more comfortable ride. People who have back problems will notice a bigger level of comfort.
The generator is a factor.Gas: gen. In the rear. So is the bedroom. Diesel ,bedroom still in the back but the gen. Is in the front .,much more quiet .,when you boondock.
I’ve had only gas motorhomes, and have never had to unhook by toad to get in or out. It’s all in the pre-planning. Have your co-pilot help get you positioned to safely get to the pump, and safely get out.
Thanks, good read.
The key factor in this post, for me, was that even though the diesel will last at least twice as long as the gas engine, the coach wont generally last as long as the engine.
The maintenance on a gas engine is generally lower cost. The Triton V10 doesn’t need more than oil & filter changes for the first 80,000 miles.
One other factor not mentioned is the size of the coach. Our 30′ gas powered class “A” has little trouble on hills towing our compact car on the dolly. I often pass those 40+ DP’s pulling the pickup.
But the most important observation by the author, for me, was; if you spend longer times at resorts or campsites, the disadvantages of the gas engine becomes less an issue. Engine noise & torque are not an issue standing still.
The mismatch between the longevity of the engine and the rest of the coach was the main reason we opted for a gasser. There are a lot of things that can go wrong with a motorhome.
An important consideration I haven’t seen anywhere here is about the materials used for construction in gassers vs diesels.
We’ve owned both, and in the process, looked at many more of both in the purchase process. It’s obvious to even the casual observer that gassers are typically NOT built using the same materials most diesels are, and purchase prices differ commensurately – it one reason diesels are more expensive.
In a gasser, counter tops are often Corian or similar; in most gassers, they’re often something much less elegant. In diesels, walls are usually very rigid and solid, and in most gassers, much less so. It’s often possible to push the wall and see it move using the force of only a finger or two.
Another difference is in the appliances and systems. Gassers typically will have propane-fueled refrigerators and hot water heaters. By contrast, our Tiffin diesel is all electric (no propane tank to refill), with a residential refrigerator, dishwasher, Aquahot space and water heating, stacked residential washer and dryer, master bath with “his and hers” vanities, and a separate half bath, a 10KW diesel generator, and three roof air conditioners.
People often explain their various reasons for why they chose to buy what they bought, but at the end of the day, we usually buy what we can afford. We didn’t buy new, because we couldn’t afford to. But we didn’t buy a gasser, because we didn’t have to.
Diesel smell, diesel exhaust, fuel cost, injector repair costs, etc. ….no thanks. I’ll stick with gas truck engines lubricated with oil formulated for diesel engines.
Thank you for your response. We eventually came to the same conclusion.
Except that none of your criticisms of current diesel power are true.
Emissions legislation has eliminated the smelly smoking engines of yesteryear. And while diesel fuel is a little more expensive, diesels also typically get better mileage, so it tends to even out the score. And after 20 years of owning diesel Class A’s, I’ve NEVER had to get any injector work done.
There’s a reason we don’t ever see any gas-powered over-the-road semi-tractor trailer rigs on the road. Think about it.
I also question the oil choice you made. The manufacturer specifies the oil you should use in your engine. Failing to follow that advice is a bad idea.
No Edit capability here, so this corrects my typo:
3rd para, 1st sentence should read:
“In most diesel powered Class A’s , counter tops are often Corian or even nicer; in most gassers, they’re often something much less elegant.”
I’d appreciate it if the website admin could make this textual change in my previous post.
Thanks
Depends upon who the manufacturer is.
I will have to disagree with a diesel climbing hills better than a gas rig. I have had both and my gas rig would run circles around diesel rigs in the hills of Arkansas and the Hill Country of Texas. With my 330 turbo I will be slowed down to 40 MPH on a long climb. To me diesels do have torque but gas rigs have RPM’s.
Thank your weighing in on this discussion.
Huge early life depreciation on new motor coaches was not mentioned in the article/decision criteria…huge sunk cost when you first turn the key and drive off the lot. And, in many states, personal property value of new coaches is a big hit annually…renting your own property from the state annually via personal property taxes. Then, there is insurance cost annually on newer coaches. Many factors overlooked in decision process.
I choose to let someone else eat that initial expense. There are plenty of well cared for several year old coaches available. One just needs to be an astute buyer. Many buyers aren’t very astute, and are better suited to biting the big depreciation bullet.
Thank you for your insights.You make a great point.
The loss in value of a new rig when you drive it off the lot is huge, but if you keep the rig for 20 years, like we did our last one, then you can amortize that loss over a longer period of time. For us, knowing EVERY thing about our coach was important. Every hiccup, every anomaly, every modification, etc. Knowing it intimately gave us peace of mind.
Noise, Noise and more Noise. My first attempt on a MH was a nice 36 Foretravel with Banks Improved 454 between the front seats.I pull onto the freeway at the bottom of a small grade. I was unable to get above 30MPH before the crest and the noise level was next to unbearable. I could not get to the next exit fast enough to return to the parking spot. Never looked again until a friend wanted to sell his 36 DP and am on my third one since. Near Silence isGolden!!!!
Thank you for adding your insights to this debate. It’s great to read many different opinions and hear about other people’s experiences. Thank you for taking the time to add your thoughts to this discussion.
Meh, nobody buys an RV as an investment. We buy them because we CAN.
Good honest reporting of what a person is looking at when buying a new or used motorhome
Thank you. I tried to dory research but it would have been more helpful if I had real first hand experience with a diesel coach as well as the gasser.
Comment addressing overlooked aspects of depreciation, personal property taxes, larger insurance costs on newer higher value coaches had nothing to do with investment…….pointedly addressing significant overlooked costs in original article.
I’m going to disagree with the comments about longevity regarding diesel engines. This was the case many years ago. Ever since government required aftertreatment systems on diesel engines, any thoughts of reliability goes out the window. Old timers will remember the early 70’s when catalytic converters were first required on gasoline powered cars. Power numbers dropped. Reliability was hurt. All to save the air. Some diesel manufacturers (Caterpillar) stopped making on-highway engines knowing these aftertreatment systems will hurt their names regarding power and reliability. Gasoline engines blessed with modern technology (VVT, fuel injection, electronic ignition, etc.) are no less reliable than modern diesel engines. Give them quality synthetic oil, change it often and a gasoline engine will last many hundreds of thousands of miles.
You make a good point. Since I have never owned a diesel rig your experiences are certainly more applicable than mine.
You’re totally wrong about Caterpillar. The issue was about on-highway engine profitability and they need to totally re-develop all of their off-highway engines to meet 2010 EPA/Carb and EU emissions regulations. BTW, I lead the Cat Certification team then.
Yes, fully agree. I’ve had gas engines last 300K withought any significant trouble. The synthetic oils are far better now.
Peggy Dent, please know what you are talking about before mis-leading others with such inaccuracies.
150,000 miles on a gas engine is nothing, if maintained properly. My Ford 5.4 Econoline engine was changed at 575,000 miles, and still ran beautiful when I changed that, and the original transmission. New diesel engines are so bogged down with problematic emissions systems. Better fuel mileage? Diesels may get a little better than a gasser, but look at how much higher diesel fuel costs, both the option and the fuel price, along with the upkeep of that emissions system, etc, and one will find that gas is a more feasible and troube- free choice. Who wants a vacation to be interrupted by a coach that won’t run because the ECM has shut the engine down because of a emission problem? Believe me, gas is the way to go, after having both, and hours spent helping others get going when broke down. Besides, a gas engine in the front is not all that noisy. Put a diesel up front and it will be noisy as well.
Easy to pick out the non-engineers. Call all the trucking companies in your state, tell them why they should be running gas. Rvers’ applications are typically different than trucking companies. They drive from snow land to sun land and back home. The rig sits 50 weeks annually. Hence, the 20 year old rigs with 20,000 miles…..and the injector repairs mentioned. The thermodynamics of the diesel cycle is much more efficient than a gas cycle. They perform work more efficiently. A gas will not out work a diesel, regardless of what you feel you have experienced. You just aren’t comparing all the parameters accurately. The cost numbers for a working application are clearly in favor of diesels. They are built to run, run, run, not sit. Gas probably is the better choice for many RVers. Then, there is the paradigm, “If you can’t run with the big dogs, stay on the porch.” (Friend bought that license plate for my coach.) 🙂 🙂 🙂 That’s what many RVers do 50 weeks annually…sit on the porch..which you’ve earned the ability to do. It is still America, at least as of this morning, where you makes your choice and pays your money…and it’s no one else’s business. RV on.
This is, by far, the most complete, helpful comparison on gas vs diesel that I’ve ever read. Thanks!
Thank you for your kind words. I was a bit intimidated by the subject. I’ve driven a gasser for 20+ years but never a diesel RV, However, I have take to tons of people about their diesels and I did a lot of research when we were trying to decide which one fit us, best. Again thank you for reading RVLIFE articles and I hope you find RVLIFE apps helpful.
When Workhorse was making their chassis, with the 8.1 GM engine. I would be inclined to purchase a gas Class A. But the Ford drivetrain leaves a lot to desired. Problem with the transmission, engine have valve issues. Which doesn’t surprise me that Ford has a New V8 in the 2021 models. I would take a pusher or Front Engine Diesel over the Ford setup any day! Also, not all Diesel engines are created equal. The C7 CAT has a short life expectancy compared to, let say the Cummins or Detroit Diesel engines. A few years ago some manufacturers started using the Maxx Force engine, aka the 6.4 Powerstroke used in Ford’s. This engine was built by Navistar and was not a good performer, plagued with many problems. I would advise anyone looking to purchase a motorized RV, to do some research on the reliability and problems with the engines. Most motorhomes these days come with Cummins, and from my own experience, you can feel good about your purchase. I have noticed many companies using a Mercedes engine. Other than the smaller class B that use their engine, I don’t know anything about their larger diesels. But I would probably feel good about having an RV that used it. I have had 5 RV’s of every type. I have worked for an RV dealer and we traveled extensively throughout the US, Canada and Mexico. My first RV was an 72′ Avion 26′ TT that I pulled with 73′ Oldsmobile 88.
The changes referenced by Kenneth Hotaling were mandated by the EPA starting in 2007 and Caterpillar was not the only engine manufacturer to exit the market. I have bought and been responsible for the maintenance of hundreds of gas, diesel and diesel-electric transit buses and have seen how complexity of maintaining diesel engines has increased since 2007. Additional emissions standards were implemented by the EPA in 2010 and 2013 which actually improved the maintainability of the diesel engine but did make them more complex. I would be very cautious buying a MH with an engine that was built in the post 2007 – pre 2010 timeframe. Great article, thanks for opening up the conversation.
I have owned three Ford V-10 engines and run a Ford F-53 chassis that is used in a majority of gas class A RVs these days. I have nothing bad to say about them, other than how very loud they are in the higher RPMs. That would be true when climbing a 5-7 degree mountain or equally when descending one. Always made me a bit nervous. But what I like about my diesel pusher is 1250 foot pounds of torque and climbing ability, no engine noise, air disk brakes all around, 3 stage engine compression brake, 315 Michelin tires all around, 15,000 pound towing capacity, air suspension ride, and an overall better insulated and heavier rig to withstand wind from any direction. I’ll leave out all the less important bells and whistles.
We have a Mercedes-Benz Sprinter 3.0L Turbo-Diesel. The biggest issue for us is that sometimes we can’t find the specified Diesel #2/B5 and have to get B20 like at a Luvs, Pilot, Flying J, etc. This is something that is warned against in our manual and the manuals of every chassis of this type. Even other makes have this problem and while the salesmen pooh-pooh this, the manufacturer stands by what their manuals say.
Good information but no mention about the environment all RVers are trying to enjoy and, hopefully preserve? Gas engines continue to contribute to the Ozone layer while the tail pipe from a three stage diesel exhaust system (inc. DEF) contributes only nitrogen and water. Neither are unfriendly to the environment.
The biggest item for me is that once you leave the interstate get back into the mountains diesel is not available.
Diesels have sufficient fuel capacity to get into the “mountains” and back out to the interstate where there WILL BE diesel fuel, once you need some.
This is typical of the “red herrings” some people use to rationalize their decision to buy a gasser.
Here’s a real vague generalization, but……
A gas class A will probably have more ground clearance than a same-length diesel pusher. That matters to those of us who are not bright enough to stay away from dirt roads and back country camping.
Enjoyed reading the article and comments. Nobody mentioned that diesel fuel has very low flammability at room temperature (it will put out a lit match), and diesel fuel will keep fresh in the tank for years. Not sure if I could sleep well at night, right next to a hundred gallons of gasoline. There’s another advantage of diesel fuel, it is more efficient at powering a generator than one running on gasoline or propane. Regarding engine noise, when I turn the key I have to strain just to hear if my diesel engine started or not. It’s two car lengths away and I can just barely hear it. Thanks for the great article !
Regarding the comments about centrally-located side entry doors, it might be more convenient but it would use up valuable space in the galley area. I love to cook and prefer a large countertop and pantry. If I ever buy another motorhome, I’d prefer to have two front doors, one on each side like on a Super C. These rigs offer easier, lower-cost maintenance because it is a standard truck chassis and has better access to the front-mounted engine. To get to the top of my engine requires taking the mattress off the bed and removing a large, heavy hatch. After doing this 3 or 4 times, you wish you hadn’t.
It’s great to know that diesel RVs tend to have very efficient fuel consumption. I’m thinking about buying one so that I can make camping and other long trips a lot easier to do with my friends. I hope that I can find a diesel servicing center near where I live so that I wouldn’t have to worry much about maintenance.
The main thing I noticed about both. One cost more And the returns of diesel savings does not matter unless you’re going. 200000 MI It’s hard to find a motorhome. With over 50,000 miles the body is wearing out before the engines do.
I don’t own a Class A pusher of any sort but … I do own a heavy TC sitting on a Dodge Ram 3500. It is sort of a motorhome. I bought a diesel (again) to carry it after having had the first truck stolen.
Now the first truck was a brand new 2005 Ford 6.0 Power Stroke diesel and had its share of warranty work done. Just before the theft, it took to refusing to start up after driving to the store on the way home from work and also only if there was snow on the ground. This was an injector fuel pipe pressure leak issue requiring a fair number of parts to be REMOVE just to access the offending fuel lines and then REINSTALLED. Thank the Lord it was under warranty.
On the other hand it was a dream to drive when operating well. There were a number of other issues, in the 3 years II owned it and so all in all when it mysteriously went bye bye I decided to replace it with a brand new Cummins powered truck.
That ‘reliable’ CUMMINS POWERED diesel truck (2008) has let me down on every major trip we’ve taken, in some regard, and it almost always involves the emissions control system. The highway speed water pump fracture and serpentine belt destruct sequence, however, was not emissions but again luckily still under factory warranty.
The truck also has a drive train noise as yet never found, despite having been worked on by 2 dealerships.
On occasion, it presents an intermittent ‘bucking’ event that causes the truck to occasionally and violently lurch forward and backward (buck!) when slowing down. No dealership has pinpointed the problem.
The emissions system contains a Diesel Particulate Filter so you don’t get black smoke but..when I change the oil, it very soon turns very black and it appears to increase in volume over time. This is called ‘making oil’ on the internet. I had the oil itself tested at Caterpiller and the test came back as inconclusive as there was wasn’t diesel fuel in the test sample so it isn’t a leaky injector. This situation has been verified by a dealership with no answer as to why. My theory is that the emissions controls are causing extra soot in the oil and that is gradually increasing the volume of the oil. Just a theory.
Finally, the truck was brand new when I got it and so it had a brand new Diesel Pariculate Filter on it. It is now operating on its THIRD $2000-$3000 dollar DPF. The first DPF was removed after the truck put itself into limp mode as we reached the summit of the Cascade mountain range in Washington state. We coasted down the other side of the summit to the dealership location provided by Chrysler/Dodge emergency service.
A few days waiting on the diesel tech and we get the news that it needs a new DPF. This is maybe at 15,000 miles.
The differential pressure sensor pipe was broken by the dealership tech when removing the DPF and so it got replaced too.
The truck worked ok for another 10,000 miles when the control system threatened to limp mode us again.
That happened again on the way to Yukon and a small town dealership again replaced the temp sensors and again the truck threatened limp mode.
This time I ignored the warning light and was able to drive the rest of the way to Whitehorse where the Dodge dealership diagnosed that it needed … wait for it … a new DPF and temp sensor. Fortunately, the emissions system was warranted 7 years so I escaped a $3000 plus bill again by the skin of my teeth.
Fortunately, we are retired and my son was living on a rural property near Whitehorse so we dropped the camper, left the truck at the dealership for service and went fishin’ . This brings me to another disadvantage of diesel
How long would you expect a gasser exhaust repair to take?
This dealership did the diesel repair and it took 3 full weeks.
( DPF parts delivery by a Chinese slow boat ?).
This highlights another disadvantage of diesel RVs and that is the availability of qualified mechanics in places you might have adventured to. Diesel mechanics are in high demand and the mobile ones that work on the tractor/trailer units won’t usually come and help you and your motorhome diesel. And if they do, then you can’t afford it.
Any kind of mechanical breakdown on the road, aside from tires, is going to be more difficult if you drive a diesel simply because your service options are usually fewer and further between even if you are in a city. Not every dealership is able to work diesels either. I found this out in beautiful Northern California and had to book a very expensive appointment in San Francisco where they learned that an oxygen sensor caused that light to come on yet again. Again, a week and half’s wait to get in and days to complete. 2 weeks. Again fortunate, as SF is fun to explore for 2 weeks but I wasn’t planning on 80 bucks a night camping fees plus a rental car to come and go from the unloaded TC. Repair cost? Never mind.
Oh and just one more thing about diesels and the far north … the modern motors do start in the frozen cold but when you really get out there in the wild and see a dot on a map that promises a gas station, it is usually guaranteed that you can buy gas if it’s open. I’m saying GAS here. It is NOT guaranteed that you can also buy diesel. So… take heed if you love your diesel torque and you wanna drive to the far north. Jerry cans might save your bacon. A tow in those locations will take your breath away unless your emergency service plan specifically covers it.
Another point about fuel and diesels has to do with Mexico and my owner’s manual. The manual says I must ONLY use Ultra Low Sulfur diesel. Now that is legislated in Canada and the USA and is never a problem at a gas station cuz you don’t usually don’t have a choice anyway. However, we had planned to go on an organized RV camping tour in Mexico and I asked the tour operator if I could buy this fuel in Mexico. He replied that it wasn’t guaranteed everywhere they went even if the sign said so.
Since it cancelled my Cummins warranty to NOT use that kind of fuel, I declined to go to Mexico with it. There are people who would go ahead anyway but I was not one of them. This was some years ago and maybe it isn’t a problem anymore?
So…
When I sell this unit will I buy another diesel?
My answer is unfortunately no. I do like the torque but the advantages to the technology for non-business use have been legislated out of existence and I do not believe that the overall package suits rv use any more.
Just my opinion and experience.
I’ve read every offered above word relative to the gas vs diesel RV considerations, but there was not a word relative to safety! There are frequently approx. 100 gals. of either gas or diesel fuel on board many RVs & any accident that ruptures the fuel tank can destroy the RV & kill the people involved with the vehicle that uses gas. One almost can’t intentionally start diesel fuel to burn, but gas can turn an RV rig quickly into a bomb! THERE’S A REASON FOR THE ALL ELECTRIC RV!
We had a 32 foot Class A Workhorse gas motorhome for our first unit. I didn’t notice anything in the other post about the hump in the floor between the driver and passenger seats. Not a deal breaker but certainly inconvenient when getting into either seat. We averaged eight miles per gallon towing a Toyota on a tow dolly. The noise was there but was never a real problem. The hydraulic brakes gave me some concern, could it and would it stop in time. It had 85,000 miles when we decided to upgrade to a diesel pusher. The side door was never an issue but the motor home had only two slides and we wanted more room. We live in flat country so can’t speak about climbing hills.
Our “new to us” diesel pusher has four slides and lots of room, a front door easy to enter and exit, air brakes that will lock the wheels if needed, and less engine noise. We get eight miles per gallon flat towing a F-150.
With the gas engine and towing we always had to plan ahead to get into and out of any gas station. When needing diesel we watch for a truck stop and get into the truck fuel lines. While we have to plan ahead, it has never been a problem. The diesel at truck stops is normally slightly more expensive but the convenience makes it worth it.
If we ever decided to trade we would get another diesel pusher but would try to find a good used motor home that doesn’t use DEF.
I currently own a 2016 class A gas Ford engine. It was still under warranty and a head needed to be replaced. Had it towed hundreds on miles and no one would work on it due to being a 38 footer and weight. Got it home and still needed work. Ford tried to find a dealer In Florida and Mn and had a tough time as well. In both cases the dealers were hundreds of miles away. It is now repaired under warranty. Just a lot of extra hassle local Ford dealers will not work on the larger units. The last dealer that wold work on it is the dealer that supplied Winnebago with the chassis.
I recently compared the difference in fuel cost between my mid sized pick up and a full sized diesel pickup. The diesel gets 30 mpg on the road my truck gets 21 mpg. Using the current cost of gas and diesel I found I would save $.03/mile. I decided I could buy many gallons of regular for what it would cost to trade. Before you make a decision you need to run the numbers, how much are you going to drive each year, and all the other costs. It costs 4-5 times the price of routine service for a diesel over gas. If I were full time and traveling 15-20K miles per year yes diesel, if I’m still working and going to put 4-5K on it gas.
We don’t have a class A, B, or C having settled on a travel trailer to fulfill our camping experiences. We don’t have an extra motor to keep up with the maintenance on as we use our daily driver gas Suburban. Parts, if needed, are easily available and serviceable parts are easily accomplished by me. Yes, our travel trailer is not as luxurious as a class A, but we consider it just a place to sleep while making memories. Our “cheaper by the mile” adventure rig makes me smile knowing that we travel efficiently. We could afford to travel in a class A rig but we would rather spend the difference in cost/maintenance on our family. Some of our best camping experiences were made backpacking and sleeping in a tent.
Having owned 6 class “A” gassers let me throw my 2 cents in. Yes, DP’s have a smoother ride and are quieter. Gassers on the other hand are a better deal if you are driving less that 10,000 miles a year. I feel I the nicest gas platform in a 37″ Pace arrow. It is as close to a diesel as I have found [including 22.5″ tires]. While I enjoy the three slides, I have never seen a gas coach with 4 slides. Once again, it is about personal preference and budget. Whatever you choose, explore our great country and make memories. P.S. I typically do less that 5K a year on mine.
Looking for my first drivable RV. Most likely staying in Southeast US for travel since I now live in Southwest Florida.The diesel vs gas is a concern . I’ll probably drive less than 10,000 miles a year . Prior to reading all the post I was leaning toward Diesel. I’m searching Winnebago Class C . Now my thoughts are gas would be better option . Will accept all advice . The post on quality of interior shouldn’t matter if you purchase a quality manufacturer.