Used Dodge Cummins Diesel Trucks For Sale, BANG FOR YOUR BUCK: THE BEST USED DIESEL TRUCKS FOR 10K


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Used Dodge Cummins Diesel Trucks For Sale – So you need a truck that can attract and attract whatever you need, double as a daily driver and collect respectable fuel in the process. You know this means diesel is your only choice, but you don’t want to pay $ 800 – $ 900 per month for truck payments. With current ¾-ton and 1-ton trucks that carry a mammoth-sized price tag of $ 60,000 or more (and because you know diesel will actually run forever if you keep it right) there’s nothing wrong with going back in time to find your ideal crane rig. Thousands of previously owned diesel engines are on the market and – believe it or not – you can find strong candidates for $ 10,000 or less. Sure, it will have a few miles on it, but that’s what it’s built for!

Cost-of-Ownership & Proper Hand-In-Hand Maintenance
Diesels often get bad wrappers because they are expensive to repair, and this can be true when the main fuel system or repair of hard parts is needed. However, if you hold until the end of the maintenance side agreement, the oil burner will need a little repair over its lifetime. This is especially true for trucks and engines that we recommend below.

Used Dodge Cummins Diesel Trucks For Sale

We have seen common rail injectors and CP3 pumps (in the Cummins 5.9L and Duramax applications) last more than 500,000 miles thanks to the owner who replaced the fuel filter religiously and always refueled at the same high traffic filling station. The same length of life, half a million miles also applies to the noble 7.3L Power Stroke injection system, as long as the 3,000 mile oil change interval is observed.

If you are on the market for a reliable ¾-ton diesel, keep on scrolling. We will list the best purchases from Ford, GM and Ram for 10K or less, along with a list of exclusive pros and cons for each. If you combine the following guidelines with your personal checks and research, you will have no trouble finding the perfect pre-owned diesel for your needs – and at the right price.

’99’03 Ford Super Duty / 7.3L Power Stroke (150,000-250,000 miles)

When the Ford Super Duty line debuted for the ’99 model year, a new precedent was set in the truck segment ¾ ton and larger. Super Duty can beat its predecessor in everything, along with the best competition offered by Dodge and GM at the time. F-250 four-wheel drive model with Stroke Power 7.3L under the hood equipped with the Dana 50 front axle, new Sterling 10.5 at the rear (increase above previous 10.25), air-to-air intercooler and automatic transmission 4R100 (modified E4OD version) or six ZF-6 speeds. Although somewhat outdated with today’s heavy duty truck standards, Super Task ‘9903 remains a tough and reliable work horse capable of handling almost any job.

Achilles heel 7.3L

With Stroke Power 7.3L, very few things will make you die in the water, and this is the most common. When the sensor of the camshaft position fails, the engine will occasionally falter, stumble or even die and often accompanied by the code P0340 or P0344. Replacing the sensor is easy (located at the top left of the harmonic damper) and asks for a 10mm socket, 3/8 inch or ¼ inch ratchet and a flathead screwdriver. Always keep a backup in a sarong box or tool box, just in case.

Forced Repair

Age, exposure and rust can cause a common (and very annoying) 7.3 liter problem: oil leaks. Unfortunately, and although there are many improvements to the Band-Aid type for this failure, the only permanent solution is to pull the machine and replace the pan. On the bright side, a rusty oil pan is never an emergency, leaving the owner plenty of time to overcome it before it becomes a bigger problem.

The good one:
High miles (200,000+) are OK
Mechanically, 7.3L is very durable
Sufficient low-rpm torque (500 lb-ft or more, depending on the year model, starting at 1,600 rpm)
The combination of wheels and tires of high height and riding height can produce 20 mpg empty
High spare parts availability (almost 2 million 7.3Ls are produced)
4R100 and ZF-6 transmission options are more than adequate at the stock power level
There is no complicated emission control system that needs to worry about failing (i.e. there is no EGR, DPF, SCR)

Ugliness:
The HEUI injector may require 200,000 repairs (but we’ve seen it much longer)
Leakage leaks can develop (or exist) where the pipe-up meets the exhaust collector for a turbocharger
4R100 automatic transmission may need to be refreshed / rebuilt, or a new clutch installed if the ZF-6 guide
The oil pan is prone to rust (and the only way to replace it is to pull the machine)
The oil dipstick adapter is prone to leak with a higher distance and age
Under the valve harness cover (UVCH) can fail, resulting in rough running conditions
Expect to potentially replace items using higher miles such as water pumps, ball joints, brakes, injection control pressure (ICP) sensors, injection pressure regulators (IPR), glow plugs and / or glow plug relays

Worst: failure of the camshaft position sensor

’01 -04 Chevrolet Silverado 2500 HD / LB7 Duramax (190,000-300,000 miles)

Besides the California model, LB7 is Duramax’s first and last pre-emission era. This means the vacuum from exhaust gas recirculation (EGR), particulate diesel filter (DPF) and catalytic emission control devices (SCR) that will be full of failures in the following years. Thanks to the overall lightweight package (for HD pickup), IFS suspension and five-speed manual transmission or six-speed manual, ’01 -’04 ¾-ton Chevy Silverado or GMC Sierra can see 22 mpg empty. Loaded with a trailer, the Duramax / Allison LB7 transmission package makes one combination heck to move heavy loads.

Pump Rub = Devious Transfer Case Failure

Thanks to the famous “pump scrubbing” problem, a rather cunning form of transfer failure often occurs at higher mileage, four-wheel drive versions of the Chevy Silverado and Sierra 2500 HD GMC. From the factory, the manually driven NP261XHD and NP263XHD which are electronically installed are equipped with anti-vibration clips in the transfer container. Over time, the clip goes into the housing itself and the holes develop, allowing the liquid to escape. Even at this point failure is often undetected because fluid loss only occurs when the truck moves.

Injector problem

From the factory, LB7 was hit by injector problems. Among them, the body will crack, causing a constant fog at idle and also allowing fuel to mix with engine oil. While the superior injector is now available, replacing it with LB7 is not cheap. With injectors located under the valve cover, the process of replacing even one unit is very tiring and time-consuming – therefore, most independent diesel stores recommend replacing eight at a time. LB7 injector replacement usually ranges between $ 3,500 and $ 4,000.

The good one:
High miles (200,000+) are OK
Mechanically, Duramax is hard to beat for durability
300hp and 520 lb-ft of torque from the factory
The combination of wheels and tires of high and rising height can produce 20-22 mpg empty
Choice of Allison 1000 Heavy-duty transmission
Independent front suspension (AAM 9.25 IFS) helps drive comfort
The only Duramax model for a more reliable (arguably) geometric turbocharger feature
There is no complicated emission control system that needs to worry about failing (i.e. there is no EGR, DPF, SCR)

Ugliness:
It may require a head gasket, especially if it is tuned / programmed most of its life
You may need a new injector (if the factory unit that has a problem has not been replaced)
The fuel system section for the Bosch common-rail system is not cheap
Lower sidewalk weights than comparable Ford or Dodge models produce less attractive stability
The rubbing pump phenomenon can cause transfer cases to fail on 4×4 models
Allison’s transmission will not tolerate more than 90hp more than stock, long term
Flexibility and failure of general mill fastening rods under heavy loads and traction in four-wheel drive
Corner cabin and rocker panels tend to rust
Expect to potentially replace higher mileage items such as water pumps, ball joints, brakes and glow plugs

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