Ford vs. a Dodge...... (Gooseneck Tow Vehicle)

[Canuck Digger]

Ok, so I'm not looking for a Ford vs. Dodge battle, however, I'm considering either one to fit my needs. Here is my scenario.
Looking for a 1 truck does all... decent family vehicle, quad cab, 9ft. deck. It's primary work purpose will be to tow my equipment around, on a 19+5' 24K gooseneck. (I already have 3 F series dump trucks so not looking to add another truck/ dedicated tow rig. The truck will tow maybe 50-60 days a year. Most of it will be 4 ton or smaller, but looking to get one larger excavator such as Kobelco SK70 or similar. Consequently, my platforms will be either Ford F450/550 or the Dodge Ram 4500/5500. They're both rated to two about 24.5k out of the factory, and the 550's are a bit more. Would prefer the 450 to get a more decent ride empty. I'm pretty familiar with the dodge family and know what to expect. I'm looking for constructive feedback/reliability/issues with 2011 and up F /cab/chassis family. Again, PLEASE not looking for a Ford vx. Chevy battle, just real life experiences in TOWING pretty heavy loads with the brands/models mentioned above. Reliability is my no. 1 concern.

Thanks

 

[Twisted]

I have a slightly different example but I'll share. I currently have a 2011 F-350 with the 6.2 gas. Typical one ton ride while empty. I've pulled a 40' 24,000#gvw trailer with a good sized load. It did fine. I was wishing that I had a little more spring in the rear but it did the job. My mileage wasn't good but there wasn't any lack of power. I really love the 6spd auto. I mean I LOVE it and I'm a manual lover. My previous truck was a '06 Dodge 2500 with the 5.9 Cummins and auto. That truck would pull the azz out of a goat but I HATED the auto transmission. That was the reason I sold it. Mileage was good to great. It always started good for an oil burner even at -25*F.

Long story short, I wanted a gas engine because I do short trips. I don't pull heavy loads everyday and was looking for a puller/driver combo. I really like the 6.2 and auto combo for daily use. This is the first auto tranny I enjoyed driving. I would have stayed with the Dodge diesel for long hauls but it would have to be a manual.

My junk is a little different than what are looking at but I hope it helps. Good luck with your purchase.

 

[kenh]

I believe Ford has the most problems at the present time. Regen system causes exhaust valves to stick open.
Proper fix seems to be new heads, valve guides reamed for a bit more clearance.
You might lurk around the various Forums to see which brand is ahead in customer anguish, probably Ford now but the lead could change at any time.

 

[Shimmy1]

Why 2011 and up for a few thousand miles per year?? Just sayin.....

 

[lantraxco]

I towed a 25K triple axle beaver tail gooseneck with my '97 Dodge 3500 4X4 extended cab with Cummins 5.9 and five speed, only things I ever wished for was a gearvendor splitter and the exhaust retarder. Common loads were six to ten ton with a slight overload condition now and then, though I didn't know it until I scaled it one day, lol. Newer rigs seem to have more stuff to go haywire, but still good. I have always had excellent service from Dodge trucks, and while I am not religious about it, I have just never liked the way Fords are put together and drive. YMMV.

 

[Dozerboy]

I haven't seen a lot of issues with ford's new 6.7s. They are better then and thing ford has have since the 7.3.

Test drive all of them and pick the one you like best for the price you want to pay. They all have there pros and cons.

Dodge trucks have been crap IMO in the past, but I guess the newer one are better. I buddies always joke they bought a Cummins and got a free truck with it.

 

[DeereJohn]

I have a 2011 6.7 F-250 and did a bit of research before I bought it (used). Some of the 2011 trucks had issues with glow plug tips, and the early cab/chassis 450/550 had serious issues with turbos going out. At this point its all been fixed. If i remember right, the 450/550s used a different turbo than the 250/350. Alot of posts on the ford forum about it.

2011/2012 also have a rep for hard shifts, especially when cold. Protocol is to replace shift solenoids ($400) and re-progam (~$75). Otherwise great transmissions, tons of power from these trucks.

 

[Paystar]

I ran both Ford and Ram with my commercial RV logistics business. Just my experience:

Ford....better truck/chassis/auto trans. Best fuel mileage. Way better towing mirrors. Crappy engines.

Ram...reliable Cummins engine, front suspension would fall out of it every 50,000 km's and burn all six tires off.

Both did the job. But $1400 Ram front suspension every 50,000 was cheaper than constant $6000 Ford engine rebuilds.

 

[Canuck Digger]

Why 2011 and up for a few thousand miles per year?? Just sayin.....

Suppose it was the start of the newest power plant.... Not a fan of the the 03-2010 motors. Have 3 other trucks with 7.3's. Take a lickin and keep on tickin

 

[Canuck Digger]

I towed a 25K triple axle beaver tail gooseneck with my '97 Dodge 3500 4X4 extended cab with Cummins 5.9 and five speed, only things I ever wished for was a gearvendor splitter and the exhaust retarder. Common loads were six to ten ton with a slight overload condition now and then, though I didn't know it until I scaled it one day, lol. Newer rigs seem to have more stuff to go haywire, but still good. I have always had excellent service from Dodge trucks, and while I am not religious about it, I have just never liked the way Fords are put together and drive. YMMV.

I realize just about any one ton dually/diesel will "do it". I kinda want it to be designed to do it. The trucks that will "do it" tend to blow up parts as a result at some point in time. Also, from a legal perspective I'd rather have my rear covered. I live near a "big city" and some of the drivers around here just don't seem to get it. The pulling part isn't what I'm concerned about the most, it's the stopping part......

 

[Canuck Digger]

I ran both Ford and Ram with my commercial RV logistics business. Just my experience:

Ford....better truck/chassis/auto trans. Best fuel mileage. Way better towing mirrors. Crappy engines.

Ram...reliable Cummins engine, front suspension would fall out of it every 50,000 km's and burn all six tires off.

Both did the job. But $1400 Ram front suspension every 50,000 was cheaper than constant $6000 Ford engine rebuilds.

Is that the new B20 power plants that blew up or the 6.0 and 6.4's? Appreciate the feedback.....

 

[lumberjack]

I have a 2013 F550 4x4, 6.7L, crew, 9' bed, 19.5k GVW, 4.88 gears, ~64-66k miles, that I use primarily for towing goosenecks. Up until Monday I had a gooseneck dump trailer that hauled all of my tree debris. I also have a 28' flatbed that I haul equipment with. The truck is tagged for 40klbs and I have exceeded that on more than a few occasions by 10% or so. The truck does great for that application. MPG is not its strong suit, but I can't really complain about that. I vacillate daily driving it or an 06 F250. The F250 rides better and gets a bit better mileage empty, but that's it. I'm leaning towards selling the 250.

FWIW, the truck that the 2013 replaced was a 2006 F550 that I sold at 216k miles in July 2014. It's still working in Hawaii for a friend, still on the original transmission. The 2006 replaced a 2000 F550 that was totaled in a wreck with 176k miles on it.

 

[Wes J]

I have 200,000 miles on a 6.0 powerstroke that has never had an issue or been apart. I did have to replace a few injectors and glow plugs, but nothing internal. IMO, the problem with the 6.0 was that everyone had to have a chip and tuner and turn them up to 600 horsepower. The bottom end can take it, but not the head gaskets.

 

[Mobiltech]

I have a 2015 Ram 5500 with a 6 Sdp Aisin and a 6.7 cummins. I love the Aisin and how it locks the converter at about 20 mph and then feels as close to a standard trans as I've ever had in a truck. The engine runs and starts good but feels pretty sluggish with all the emissions controls choking it. I hope to get a delete kit soon but I'm told there isn't one for a 5500 cab and chassis yet.
My other auto trans trucks all seemed to suck at pulling at low speeds because the converter wouldn't lock until at least 40 mph.

 

[Dozerboy]

I forgot about the Dodge Death Wobble, but if your not racking up the miles hot shotting it can be put in the shop.

 

[Birken Vogt]

I have 200,000 miles on a 6.0 powerstroke that has never had an issue or been apart. I did have to replace a few injectors and glow plugs, but nothing internal. IMO, the problem with the 6.0 was that everyone had to have a chip and tuner and turn them up to 600 horsepower. The bottom end can take it, but not the head gaskets.

The ambulance people positively hated them after the 7.3, and they weren't doing anything other than driving them. Sometimes kind of fast but not a real heavy vehicle. Also I know a street striping contractor that I don't know if he has any that are still in original form.

And replacing injectors is a Big Deal! We should not have to be doing that in this modern time. They are so big and expensive and involved to change they should have been engineered more carefully or a different injection system used. I realize the 7.3 is in the same boat and my opinion is the same there. But they seemed to be much less troublesome.

 

[lantraxco]

I forgot about the Dodge Death Wobble, but if your not racking up the miles hot shotting it can be put in the shop.

Death Wobble, now that there is funny stuff, lol... as I recall it was a factory alignment screwup they finally fessed up to, correcting the caster and camber specs took care of it, unless my brain cells are thinking of another instance of front end problems.

 

[Paystar]

Is that the new B20 power plants that blew up or the 6.0 and 6.4's? Appreciate the feedback.....

6.0 and the new 6.7. Never owned a 6.4.

As for only tuned 6.0's blowing head gaskets, mine was completely stock. It is believed the Morocraft Gold coolant is partly to blame as the silicates drop out of it and plug the oil or egr coolers which causes flash boils and blows head gasket.

They are a crap shoot. Mine was the latest model, a 2007 which supposedly had all the updates and like many others couldn't keep them running. Then I know a few guys with the first year 03's, and they are bulletproof despite them doing no maintenance at all.

Seems that the rule of thumb with a Powerstroke is roll the dice and hope for the best. You might get lucky or go bankrupt, LOL.

 

[Paystar]

Death Wobble, now that there is funny stuff, lol... as I recall it was a factory alignment screwup they finally fessed up to, correcting the caster and camber specs took care of it, unless my brain cells are thinking of another instance of front end problems.

Apparently there is some aftermarket front frame brace guys were saying that really helped and made the front ends last a lot longer? I can't back that up as I never tried it.
But many have said a lot of the problems was because there was too much frame flex in the front?

It's really cool when the tie rod falls off doing 65 MPH on the highway, LOL. Yet we had the front of the truck lifted right off the ground trying to pop the tie rod back on to get it off the road. Sometimes the ball end will wear just enough in one spot to allow it come off. But it will be tight in every other spot.

 

[Paystar]

My buddy has a new Superduty and yesterday it had to go back to dealer. Six modules in the transmission and they all went. Ford has none in the parts supply at all. Told him his truck will be down for a month. So they gave him a shiny new Focus to use, LOL. Wonder how well that will carry class 8 truck tires on the roof??