I just wanted to get opinions on what truck to get, pros, cons about each, specifically about engine.
I am an owner-operator, and I pull a 48' flatbed. I am looking for the most fuel efficient and reliable engine/truck combo. For me function comes first and form second. My budget is right around $50,000.
I am currently driving a 2007 Intl 9400i with Cummins ISX. I have had a lot of problems and spent a lot of money on this ISX and I think I want to steer clear of another cummins if I can.
Trucks I am looking at are:
2012 KW T660 with mx-13 455/1650 and 13 speed. 425,000 miles. $46,950
2013 Mack Pinnacle mp-8 505/1860 and 13 speed. 460,000 miles. $42,900
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Pacar engines in that year range are cheap for a reason. My brother in law runs a fleet of over 1000 trucks. Only engine they won't buy is a MX13. They even still buy maxforce engines believe it or not?
Mack can only be fixed at a dealer in most cases.
If you don't like Cummins and want reliability and cost effective that only leaves Detroit really? Or older Cummins, Detroit or Cat.
Yeah, I agree with what Tug said. One thing that steers me clear of Paccar is I have to take it to the dealership to get worked on. My Cummins can be worked on everywhere. I normally go straight to Cummins but just in case. Dealerships from my experience have a very long wait list to get in.
I've owned previous, and still own a 2013 T660. However, they are now discontinued which maybe could effect resale in the future. Just like what happened to the T700's.
Trucks are only "good" to 500 to 600k miles these days. Look for the pattern that the big boys do it. They either trade at 250 to 300k or they trade at 500k. There are reasons for this.
Me? I cannot afford new, not in that position but hope to be in the future. I have to buy trucks from 250k to max 325k miles in the 75 to 85k range. This gives me 250k miles before I need to trade. That should mean that I can run my trucks for 2.5 years on average.
So, for you guys running willy nilly pumping out miles to get your revenue impressive... Seriously consider how much quicker your using your truck and will again have to trade, and buy another truck which costs you money.
One more thing and I'm done. lol
I'm not bs'ing you this is from experience. The 2nd "newer tractor" I ever bought was at 415k miles. Well, I traded it a year later and lost 37,000 on it. It wont ever happen again. I actually had two of those sister trucks from a 50 truck fleet. The first I bought a year earlier at 315k miles. That's what made me think the one at 415k was good because I had had no issues. Well, once both hit 500k it was trouble. Same things on both one after another.
My point is, I did far better on the one I bought at 315, then the one I bought at 415.
There will soon be a whole bunch of trucks with prices to good to be true. There will be a bunch of shady people drying out and selling all those trucks that went under water in Texas. Seriously beware if you will be buying in the future.
I won't buy a Paccar truck, I had two in the fleet and they were a PIA to get serviced right. Was glad to see them go.
I have been using Mack and WS with cummins and found my down time between the two lines and drive trains were less than other fleet owners I've talk to who have both International and Paccar products.
imo I'd buy a mack if you want a truck that pulls good and has very few problems downgrade is it's not the most fuel efficient but still does pretty good.Stay away from paccar unless you want to be in the shop constantly for emission crap and like being last to the top of the hill.
This very discussion, what kind of used 4-5 year old truck with 400k-600k miles on it to purchase is at the very heart of why owner operators are so much more at risk now than at anytime in the past.
There are many, many drivers in this position, needing to replace aging equipment, 2000- 2007's, who have hung on knowing the next truck in the sequence is going to be a veritable minefield of maintenance problems.
In the past, the odds were pretty good if you looked for the right truck you would wind up with a serviceable unit with fairly predictable problems. That is not so in this market, Any emission truck is a total crapshoot, and the freight rates do not reflect the twin costs of expensive non-core(emissions) service and worse the unreliability and unpredictable downtime.
That being said, there are 2 drive trains I would stay away from. That is Paccar power, particularly with Ultrashift and any Maxxforce power with anything behind it. I would also stay away from the Volvo D-16 engine, now discontinued.
I would lean toward the Volvo/Mack D-13 with I-shift or M-drive. Or Cummins power in anything with a 13 speed. As far as proprietary service needs, that is a truck that can only be serviced by the manufacturing dealer, that almost cannot be avoided. Independent shops generally do not have the money or the expertise to get the programs to diagnose the weird stuff that is happening to emission engines, indeed the dealers cannot do it.
I fear for the future. One man, one truck is at a major disadvantage because he cannot have a spare truck or 20 around like the average fleet. It may eventually kill us off.
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