This life expectancy story is going to have to called for being bogus . If you are thinking about farm tractor engines gas vs diesel or vehicles Up to the 1990’s . Back then the diesel WAS the hands down winner.
The chassis is going to be rusted out , worn out and shook apart before a gas engine wears out . 300,000 on an unleaded burning injected emissions gasser is not unusual .
The million mile stories are the very rare exception or bogus claims . Certainly not typical service of the typical light diesel truck on the road today.
Now let’s leave the past and move back to 2019. As for your Tier IV emissions diesel making 300,000 miles without $$$ service . oh please make us all laugh ourselves until our sides are sore .
The cost to the owner after the factory warranty expires on Tier IV diesel .the cost is prohibitive . For just the cost of a set of diesel injectors , you can purchase an entire new gas crate engine .
Even routine diesel service for filters and oil changes is expensive .
If 355HP or 420HP from a gasser is not enough . You need to look at your driving style . It wasn’t very long ago that a 318 hailed 40 tons of freight cost to coast over tow mountain ranges . And nobody was insulted .
You need to move out West. A truck that isn’t used at a plow/salt truck will last forever if washed once in a while out here. Humidity is less than 10% most of the time.
As far as the 1m mile club dodges, I’ve seen two. One was an 04, other was an 06. Not exactly 1980s pickups. Neither had any internal engine work. The 06 did get a set of injectors at 400k due to water contamination when the driver didn’t bother to drain the water separator when the light came on. The 04s had a problem with the lift pumps failing prematurely because Dodge put it on the fuel canister attached to the engine block. The vibration would cause them to fail between 50 and 100k. That truck had a Fass pump/filter/water seperator installed at 70k. Good filtering is key with the HPCR engines.
Funny thing is the digital odometers stop at 999,999. The only way to fix is to replace the entire instrument cluster.
Cummins powered Dodges have always made too much power for the automatic transmission until they went to the Asin. There is a reason Dodge has always had a manual transmission as an option with the Cummins...low cost of ownership. A new clutch every quarter million miles is about standard.
2WD Dodges also don’t have the front end problems associated with the solid front axles, and better mileage.
That is why I have a 2WD dually with an NV5600 trans. It gets brakes and U-joints about every 80k miles. Zero rust and no issues. It turns in 22MPG empty at 70mph and about 10MPG towing 20K at 65mph. And it will drag that 20k lbs up a 6% grade at 60mph. I don’t know what the speed limit is there, but out here, it’s 80 on all the interstates. 30mph towing up every hill wont win you any friends out here.
In conclusion, there is no reason to think that a new diesel can’t go over 500k without major work. The emission add ons may fail, but when they do, owners just delete it and keep on going. The pumps and injectors aren’t that different than the ones from 10 years ago. The VVTurbos can coke up when used as a soccer mom vehicle, but when used to tow, the failure rate goes down and life expectancy goes up.
