Class A Diesel VS. Gas?

[Mark2068]

Would like to hear comments on a Class A Diesel vs. Gas. I know the diesel will probably be quieter and have more pulling power. Gas will have motor up front? Are ther gas pushers? We are thinking somewhere in the range of 27-30 foot.

 

[Larry N.]

I'm not aware of any gas pushers, so gas will have a front engine. There are some (not many) FREDs, too (FRont Engine Diesel), in addition to the Super C rigs which are built on a medium truck chassis, rather than a van like a regular class C.

About class A: The diesel pusher is quieter in the cabin than a gasser, but not outside and not in the rear of the coach, and it doesn't necessarily have more "pulling power" if you are thinking of getting up hills quicker, though often they do -- just depends. Also, the DP usually has air suspension and, since they cost more anyway, usually has more features and/or better quality materials in at least some parts.

A DP is, of course, more expensive to purchase and generally costs somewhat more in maintenance (more and larger filters -fuel, oil, air and water separation- more oil per change, other factors), and some of the more expensive units may have air leveling (no jacks needed), hydronic heating systems (Aqua Hot, Oasis) that replace furnace and water heater. The DP will also have air brakes, rather than hydraulic (a few with air over hydraulic) and will generally (not always) have a larger tow rating.

A diesel, with the air suspension, often will sit a bit lower to the ground when leveled than a gasser, since the air can be dumped before the jacks extend. And that air suspension generally gives a better ride. Another handling factor is that the gasser usually has a higher percentage of its length behind the rear wheels and sits higher going down the road, thus making crosswinds and passing trucks a bit more headache.

The gasser is, of course, less expensive to purchase and maintain, and often has fewer and/or less complex on board systems, which often makes it easier for many people to deal with.

I'm sure I've forgotten a few things, but I'm sure others will pipe up here soon.

But in any case, there are always exceptions to most rules, so you have to compare individual rigs and one of the most important factors (after being in good condition and being affordable) is floor plan. If you're not happy with how it's laid out (rooms, slides, accessibility, etc.) then you need to avoid a specific rig, regardless of other advantages.

Hope this helps.

 

[uchu]

Many threads here talk about gas vs diesel.

Yes, diesels are quieter in the front cabin area. More power, indeed, but costlier and more finnicky for maintenance, compared to gas MHs.

Nearly all gas motorhomes have engines mounted in the front. I think the exception were the so called "UFO" Workhorse platform coaches. Read about those a while ago; maybe some of the more seasoned and enlightened members here can elaborate more in detail about them.

 

[Utclmjmpr]

Many gasser folks like to expound on the cost of diesel maintenance,, really no comparison ,example:: A gasser will need an oil and filter change each 3-5 thousand miles,, a diesel at 15 thousand miles,, even at a little more cost it still averages out.. The ride on a DP, and the solid feel in adverse weather and traffic is far superior and air brakes and suspensions are great..>>>Dan

 

[UTTransplant]

It will be a rare rig that is diesel on less than 30’. They do exist, but not very many. It is on the longer, heavier rigs that diesels shine.

 

[Isaac-1]

Workhorse built their UFO gas pusher chassis with 8.1L vortec gas engine for 3-4 years starting in about 2005, and as mentioned there are some front engine diesels that were built around that same time period, and I think one of the companies were secheduled to bring back an front diesel chassis for 2020 or 2021, not sure if it has happened though.

I think the shortest diesel class A currently being built is the 31 ft Tiffin Alegro Breeze (which may be longer than 31 ft in real life), most other class A diesel pushers are 36 ft and longer.

I would be hesitant to buy a Workhose UFO chassis coach at this point in time due to its short production run and possible limited parts availability

p.s. diesels tend to be FAR more expensive to fix when something breaks, someone either here or on IRV2 has a thread going on regarding a roughly $5,000 estimate to have the rear suspension bushing replaced on their circa 15 year old diesel pusher, to give just one example.

 

[phil-t]

I recently went through this exercise. Really wanted to go the DP route. I did a lot of justification based on reports and experiences of nearby friends with DPs. Myself, I had a lot of faith in the reliability of my 2010 Ford F53 chassis and my ability to diy nearly every failure.
I just could not justify the DP based on everything I was looking at, our intended use, etc., and stayed with a newer Ford F53 chassis based motorhome.

 

[Kirk]

We are thinking somewhere in the range of 27-30 foot.

Larry N. has given you a pretty good rundown on differences but there is another catch. There are very few diesel pushers built in lengths of 30' or less. The Tiffin Allegro Breeze comes in a 31' model or 33'. There are several gas powered class A's in that length, but not a lot. If you want a diesel you may want to look at the ones build in the Sprinter front diesel chassis.

 

[Alontheway]

In the end your cost per mile driven will be about the same, if not slightly cheaper for a gasser.
However, as gas prices rocket upward Brandon-wise, the math might change. Now diesel is the same price if not cheaper than gas in some parts of the nation. So, depends on how much you will drive partly.
Diesel will get much better mpg, but now you need exhaust fluid, and there are other expenses (like gallons of motor oil per change) in diesel than a gas. Gassers are typically not turbo charged, so will not have the endless power that a turbo diesel will. Diesel is way more enjoyable to drive for this reason.
People I talk to who have owned both end up preferring the gas.

 

[Larry N.]

People I talk to who have owned both end up preferring the gas.

Not all -- I've owned both and, though the diesel costs a bit more in maintenance, I prefer the diesel for two specific reasons other than the generally better ride. First, it's MUCH better in strong crosswind situations. I can drive the diesel at normal highway speeds with very strong crosswinds that would have made me slow down a LOT in the Bounder I had (even pull off to spend the night, on one occasion). The other is the hydronic heating system that is so much better and so much quieter than the typical propane furnace, and gives hot water while (and immediately after) driving.

Having said that it also, as I mentioned above, has the other features, better ride and handling and other things.

So I grant that many wind up preferring the gasser for their own reasons, but that doesn't mean it's ALL of us who've owned both -- many, yes; all, no.

 

[95f5334j]

I've owned both and will never go back to a gasser. The F53 motor homes are built on a truck chassis and ride/handle like a truck. After a couple hours behind the wheel, you're exhausted! For me, a well maintained DP has too many advantages to ever go back.

 

[DonTom]

We are thinking somewhere in the range of 27-30 foot.

When I was RV shopping not long ago, there were no diesels in that size range anywhere I went. They are all either way too small (such as Class B's) or way too large (~40'). If there was something in the mid range, I would probably own one as my first diesel.

It seems to me that diesels skip totally over anything near the mid range.

I ended up with this.

-Don- Auburn, CA

 

[thelazyl]

We picked diesel for our fist Class A and have not been disappointed. We are sensitive to road noise and also like the better handling. In a few years we are considering upgrading to something newer and may test drive some gassers - I've heard from a few people they have improved (in terms of handling and noise) and you can get more features for the money.

 

[Gary RV_Wizard]

Expanding a bit on the previous comments, the differences between a gas or a diesel class A (I'll ignore class C and B for now) is generally much more than the engine. Simply put, the chassis is more capable in many ways. A couple of the biggies are the air suspension, air brakes, rear engine, and a stiffer/sturdier chassis construction. And since the diesel pusher chassis is more expensive to begin with, coach builders tend to go more upscale on many of the other components as well, on the assumption that buyers with deeper pockets want more/better of every thing.

What all that means is that diesel pusher coaches tend to be heavier, stronger, smoother riding, more stable, quieter (inside), less prone to vibration, more resistant to cross winds and passing vehicles, and other equally subjective qualities. Hardly anybody who drives a diesel pusher coach ever wants to go back to a front gas model, but the budget doesn't always allow for that, cause they are also more costly to buy and maintain.

 

[Gary RV_Wizard]

Front diesel coaches have not proven popular with buyers. They are mostly just gas models with a diesel engine instead, so they don't offer all the other pluses I mentioned above. Few buyers find that sufficient advantage for the extra cost, even though the performance is measurably better. Nor have rear gas "pushers", which cost more without much obvious advantage to the buyer (basically just the reduced cabin noise).

Class B & C diesels utilizing the Sprinter diesel or Ram Promaster diesel are solid contenders in the smaller RV market. And Super-C diesels built on a medium truck front diesel chassis have a following as well. Super-C front diesels built on a heavy duty truck chassis, however, are pretty much a market niche. Those are high dollar rigs that appeal mostly to race car teams and retired OTA truckers. Check out some of these: Renegade RV class C & super C new & used motorhomes for sale

 

[Hfx_Cdn]

Here is a link to an old string on the subject. It appears that there were some rear engine gas RVs on the market but they just did not catch on for various reasons. As Gary said above, the DP design does have a number of advantages, including a quieter ride, and air suspension which give a much smoother ride.

Ed

Rear engine gas pusher

Anyone have one. What is the towing capacity. How do you like it.

www.rvforum.net

 

[DonTom]

A gasser will need an oil and filter change each 3-5 thousand miles,,

My new gas RV says every 10,000 miles (or once per year) in the owner's manual.

Uses synthetic engine oils only.

-Don- Reno, NV

 

[Gary RV_Wizard]

My new gas RV says every 10,000 miles (or once per year) in the owner's manual.

With the new 7.3L V8 engine, Ford upped the oil change interval from 7k to 10k and using synthetic oil. It also has an oil minder to monitor oil life. The new V8 is a simpler engine design than the V10, with fewer moving parts. Ford says making the engine "bullet-proof" and inexpensive to maintain was a major deign criteria. Hope they got it right!

The Cummins diesels used in most motorhomes have oil change intervals of 15k or "as needed" by oil analysis. They generally recommend a max of a year, though.

 

[DonTom]

It also has an oil minder to monitor oil life.

Since I will be changing the engine oil in it very soon, is there a way for me to reset that oil minder?

-Don- Reno, NV

 

[Rob&Deryl]

Yes, read the chassis manual. It should be in there. If not, someone here likely knows how. On my Ram truck it is pretty easy.