[P51bombay]

I'm talking cutaway chassis-cab-box van models of the Freightshaker/Dodge Sprinter and how they stack up against against Ford and Chevy/GMC's version. It seem initial cost of the sprinter is higher and engine choice is limited on the Ford, I don't know much of anything about the GM engines. What is the durability like? Cost of parts, repairs, maintenance, etc? What about parts availability? Is any one likely to have more/less downtime than the other? Also it looks like 14ft is the largest box that will fit a sprinter or am I wrong? Any other advantages/disadvantages of one over the other?

Also, any thoughts on a Dodge Ram pickup chassis-cab with a Cummins?

[terryandrene]

A well cared for Ford, Chevy, GMC, gas or diesel will easily serve you well for an excess of 500,000 miles. Parts are readily available.

If you are planning to use a Sprinter cutaway w/ 14' box, you are likely to exceed the non-logging GVWR threashold of 10001 pounds, If not, your cargo carrying capacity will likely keep you on the low end of revenue and profitability. I don't think that the Dodge Ram pickup chassis-cab would be a comfortable OTR expedite vehicle if you plan to stay on the road for any extended period.

[Crazynuff]

I have to disagree on the Ford diesel . The Ford 6.0 was plagued with problems and Ford ended up buying back thousands of vehicles . Ford is running out the remainder of it's 6.0 engine inventory then will no longer offer a diesel in any E-Series . The Chevy Duramax is an excellent engine . They are proving to be very reliable with hotshotters including some with Kodiak 4500's pulling loads over 20,000 lbs.

[terryandrene]

Crazynuff has reminded me I'm living in the past with the Ford Diesel issue. I had two Ford 7.3l International diesels with the E4OD transmission prior to the introduction of the newer 6.0l. Each of my 7.3s went well past the 500,000 mile threshhold; I have no experience with the newer engine. Sorry for the misleading statement.

[fastman_1]

My 03 Gmc Savanna 2500 right now has 313,781 Miles on the 5.3 Gas Engine so far all I've done to it was a Altanator at 180,000 Miles and a Waterpump at 300,00 miles, Everything else is still as it was when it left the Factory, Including the Plugs and Wires, it is Serviced every 13-15,000 miles still maintains decent fuel milage, I'm Cofidant he should live 200,000 more miles. if I was still in the driving end of the Business I'd buy another one.

[Jefferson3000]

Originally Posted by terryandrene

Crazynuff has reminded me I'm living in the past with the Ford Diesel issue. I had two Ford 7.3l International diesels with the E4OD transmission prior to the introduction of the newer 6.0l. Each of my 7.3s went well past the 500,000 mile threshhold; I have no experience with the newer engine. Sorry for the misleading statement.

Terry,

Yes, unfortunately that 6.0L engine has proved to be much different that the old 7.3L. The fact that Ford used them even in class 6 trucks is a testimony to them. Some things are just better left alone.

[P51bombay]

Originally Posted by terryandrene

A well cared for Ford, Chevy, GMC, gas or diesel will easily serve you well for an excess of 500,000 miles. Parts are readily available.

If you are planning to use a Sprinter cutaway w/ 14' box, you are likely to exceed the non-logging GVWR threashold of 10001 pounds, If not, your cargo carrying capacity will likely keep you on the low end of revenue and profitability. I don't think that the Dodge Ram pickup chassis-cab would be a comfortable OTR expedite vehicle if you plan to stay on the road for any extended period.

I guess I should have included more information. The truck would be used for cross border day runs so OTR isn't an issue - my only thinking was getting the Cummins but if the Durmax is proving to be a 500K mile engine then it really doesn't matter. It would likely only cover 40K a year at the outside, although much of that would be city driving. And another consideration is the length of the pickup chassis once a box is fitted. I'm not really worried about having to log - in fact it might be better to keep track of what drivers are up to - most likely it would be licensed just under the 5500kg threshold in BC so it wont have to scale in Canada but would need to log for US regs.