Since you are an engineer this is like preaching to the choir, the simplicity factor with the Cummins is that its a legendary motor and has fewer moving parts not to mention a global support network.
There is definitely benefits to the Cummins. The broader support network being one that is of most interest to me (and easy of getting parts). Reliability wise on the newer trucks, from what I have seen - the 6.7 Ford seems to be doing about as well as the Cummins.
Ok, so export truck. No emissions equipment, RHD conversion. Why not go to Mexico and get an emissions free dodge from the factory? Or go to Brazil and get a Super Duty with a cummins?
Taxation in those 2 countries and price of used vehicles makes it cost prohibitive. Not to mention one of the requirements for me to import the vehicle is to use it for 12months prior to importation.
You must have an affinity for US trucks, but if you are moving to Oz there are lots of awesome trucks there as well that many in the US lust after.
I do like US pickups. I have had a Nissan Patrol cab chassis and a Mitsubishi Fuso (non 4x4) in Aus previously. Like anything else, they are compromised.
The Patrol is great, exceptionally reliable... but you can only fit 2 people in it, its very slow (and thirsty), and to fix those last 2 things is expensive.
The Fuso isn't great on the highway (slow) and is quite uncomfortable, but very manoeuvrable, and reliable.
The grass is always greener I suppose
- Dodge still uses the AAM 9.25 in the front right? There are lockers for those, same carrier as the AAM 9.25 used in GMC's. As for the 3.42 it lists that it also comes with the manual trans. From the build your own ram site you can only get 3.42 with the 2500 diesel either transmission. Either 4.10's or 3.42's for a 3500.
You are right, I can get it with the 3.42 it looks like. Don't know about the front end - just when I was researching locker options, people on the forums seemed to think that a selectable locker wasn't available.
- What aftermarket support for the rest of the truck are you talking about then?
Everything from lift kits, bumpers, air suspension - most things are available for the Dodge, but the selection of products is much reduced in comparison to the Ford's.
- You will need a tuner to delete either ones DEF and EGR. Clutch and studs are only needed if you plan on turning the tune up.
From what I have seen, the standard clutch can slip pretty early, without being turned up.
I would want to turn it up, because from friends I have that own the 6.7 Cummins, they have told me that they need to get over 20mph (highway).
Having it turned up, and a wastegate would be fine - or just knowing to back out of the throttle, but if it only takes a bit over 30psi to blow a head gasket, I would rather fit head studs to start with.
- One thing Ford does that I still see no reason for and hate is they run a vacuum asist instead of a hyro asist brake booster. Both Ram and GM have done away with vacuum asist on diesels for almost two and three decades respectively now. My 1983 diesel came with hydro asist why ford keeps using vacuum is beyond me.
The F350 diesels have hydroboost had it up to 2011, although I think they dropped it for 2012 however.
To be honest, I like the positive pedal with hydro assist... but I do hate it that when when using the brakes while turning it takes away the power steering (not sure if thats just a Ford thing though)
- I also completely disagree with this statemant and see it as what is wrong with modern vehicle design "But neither of the engines you really want to work on (nor should you) beyond regular maintenance."
It's indicative of what consumers want these days. Drive vehicle for 300,000 miles (for a truck) minimal maintenance, then buy a new one.
On one side it means that everything is more difficult to work on, but often it needs to be worked on less frequently as well.
Also no common rail diesel injection system will ever be as reliable over the long run as older simpler designs. Look at it this way even the HEUI (yes i know it technally qualifies as common rail) systems fired 2 times on the 7.3's so they fire once per RPM. Newer High Pressure Common Rails are firing 5-7 times a power stroke meaning 2-3 times per RPM, they will always wear out with less hours on the engine. If you go back to single pulse injection where the injector fires .5 per engine RPM, they would last a lot longer do to the better metallurgy it takes to make newer injectors and the filtering we do to the fuel.
I profess to having a limited experience with common rail - outside of my girlfriends TDI VW.
Although in general I can't see an issue with it firing an additional # of cycles per rpm... OTR trucks have much longer target lifespans than pickups (even if they do turn lower rpm), and use the system.