Why Do Diesel Pusher RVs Cost So Much More Than Gas Motorhomes?

diesel pusher rvs cost

Diesel pusher RVs cost significantly more than their gas-powered counterparts. Here’s a breakdown of the differences.

Over the years, many motorhome enthusiasts and prospective buyers have asked, “Why do diesel-powered coaches cost so much more than gas-powered motorhomes?” This is often heard at RV shows, in dealer showrooms and over the campfire.

Well, perhaps one of the misleading assumptions is that the cost difference lies primarily between gas and diesel engines. While it’s true that a diesel engine is a more expensive engine to buy, the differences don’t stop there.

Let’s look at two similar length class A coaches, one a V10 gasoline-powered motorhome, and a 6-cylinder, 8.9 liter-diesel pusher.

More than Horses

diesel pusher rvs costWhile both of these vehicles have about the same rated horsepower, this cannot be said about the engine torque. Torque, of course, is the force that helps the vehicle start moving from a stop and pulls it up steep hills. The diesel has substantially more torque, 1,200 ft/lbs to 457. With over 160 percent more twisting power, the diesel engine requires a far heavier mount and frame. That same high torque needs a much more robust torque converter and transmission.

Likewise, the entire driveline, mount and supports must be upgraded greatly to handle the power. The chassis frame channels must be of a heavier gauge to alleviate frame distortion. A much larger capacity drive axle is needed to deal with the higher torque and added weight of the heavier diesel engine. All of this requires larger, higher load capacity tires.

Diesel pushers, for the most part, are equipped with air-operated brakes and air suspension. The brake components are heavy duty, most linings will last for several hundred thousand miles. The air suspension requires a network of pneumatic devices, regulators, leveling valves and computerized control modules.

Power Plant Particulars

Now, let’s look at some of the engine-only comparisons. The diesel, with its high compression ratio, requires two large engine batteries to drive a far larger starter motor. It also is equipped with a built-in air compressor. All current motorhome diesel engines are intercooled and turbo charged.

When all is said, the diesel pusher ends up with as much as 30- to 40-percent more GVW (gross vehicle weight) capacity.

We have only looked at some of the items that justify the far higher price. But it’s clear that a diesel pusher is not just about fuel and engine differences.

Peter Mercer – Justifying Your Buying Dollars

Find both diesel and gas models at Camping World.

Leave a Reply


  1. Anonymous

    I am an old diesel mecanic, I love diesel’s. Tell me how to buy one.

    • Peter Mercer

      Peter Mercer

      There are plenty of diesel powered motor homes out there for sale. New and used diesel pushers come in many sizes and budgets. Your mechanical experience can be of great help in accessing the right unit. Thanks for your comment and good luck.

  2. Anonymous


  3. Anonymous

    Hi Peter. Thanks for the update on diesel pushers motorhome. Do diesel engines get better MPG than gas engines?

    [email protected]

    • Peter Mercer

      Peter Mercer

      Robert, Yes, diesel engines do get better per gallon fuel mileage than gas when considering pound for pound. However, you must take in account the greater weight of the DP. The DP may get less mileage than a lighter gas giving an observer the impression that the gas rig is more economical. This is incorrect when the weight is figured in. The physics of diesel fuel’s much higher BTU’s per gallon translates to more power given the same measure of fuel. So yes, the diesel engine is capable of getting better fuel mileage.
      Thanks for taking the time to comment.

  4. Anonymous

    Good and simple synopsis. I have owned various RV’s since 1982. I currently have a DP and will never own another one. Maintenance and repairs are very expensive. Don’t get me wrong, I love the full body paint and cabinets. The market has changed significantly over the past 10 years. Features that were once unique to DP’s are now readily available on Gas rigs. Full body paint, hardwood cabinets, leather auto start generators, full inverter systems, residential refrigerators are all now standard features in rigs similar to the Bounder, Allegro and others. Some of these rigs are selling new for $130K out here in California.

    It comes down to this, I can’t justify the price difference for my needs. Other folks who full time and need to tow 10k to 20k vehicles or “garages” still have a need for DP’s. I use my rig 7 months out of the year and a new Gas Class A will likely be my next purchase.

  5. Anonymous

    I have owned both gas and diesel. The differences that you indicated above amount to approximately $25,000 in actual cost increase. The additional difference of about $75,000 has to do with increased profit margin. Also, repair/maintenance cost are much higher on a diesel.

    Also, your comparison is not equal. You are comparing a 36 foot 320 horse gas to a 45 foot 500 horse diesel. It is so obvious that you are deceiving your readers. I wonder who paid you to write this article.

  6. Anonymous

    So why would I want to buy a diesel pusher? Sounds like they just weigh more and have more expensive tires and the only plus is they have an st time on hills.

  7. Anonymous

    How much is more Torque……I have had both, the V10 Ford engine is a little slower on takeoff but combined with the new transmissions seems to be fine on hills. With the average RV owner putting less than 15K miles on a rig a year it is very hard to justify having a diesel engine. My experience has been the Fuel Price difference / less miles per gallon with Gas only equaled $.02 cents per mile which based on 15K per year is $300.00. Each one to his own but I can’t in my little mind justify spending $$$ on having the diesel engine… Just to compare our RV is 34ft…if you are talking about rigs with tag axles etc…That’s a compete different story.

  8. Anonymous

    Diesel fuel has fifty percent more BTUs per gallon making it a bargain.

  9. Anonymous

    How do used values compare, diesel vs gas? Do DP’s retain a higher percentage of value used, the same, or less with condition etc equal?

  10. Anonymous

    Don’t forget the higher GVWR allows for a much heavier interior like real tile flooring, tile backsplash and showers, and granite countertops. Cabinets are usually solid wood versus particle board in a gas coach which must keep the interior lightweight. Since most diesel pushers are 40’ that means an extra air conditioner and sometimes an extra furnace. You also have to put in a larger diesel generator, which is 3x the cost of a gas generator.

  11. Anonymous

    I’ve been driving a gas class A for many years and am ready to change to diesel. I have found the cost of these diesel coaches also reflects things like more tile floors, tile countertops, bigger refrigerators, larger generators, fuel capacity, water capacity, larger holding tanks and other costly and heavy components. Larger awnings, more slides, etc. All these add the dollars to the price. So I feel it is more than just the chassis and engine that drives up the costs.

    Class A, Holiday Rambler, gas

  12. Anonymous

    I’ve been driving a gas class A for many years and am ready to change to diesel. I have found the cost of these diesel coaches also reflects things like more tile floors, tile countertops, bigger refrigerators, larger generators, fuel capacity, water capacity, larger holding tanks and other costly and heavy components. Larger awnings, more slides, etc. All these add the dollars to the price. So I feel it is more than just the chassis and engine that drives up the costs.

    Roger 2007 Holiday Rambler 33ft gas Class A

  13. Anonymous

    My wife and I purchased our first diesel pusher last year after owning three gas motorhomes. Many advantages go to the diesel but also a significant cost increase for maintenance. Would like to see an article on annual cost comparisons for the two.

  14. Anonymous

    I think you meant to say, the brake linings last more than several HUNDRED thousand miles. I have 125K miles on mine and have been quite amazed at the longevity. OTOH, I mostly use the Pac-Brake and don’t do a lot of, stop and go type of driving in the RV.

  15. Anonymous

    I am a retired teamster drove many diesel powered trucks hate the smell and the noise. I have a 2002 Tiffin allegrobay with an 8.1 leiter engine gas engine and in the last three years have done 48 states including black hawk in Colorado glacier in Montana the grand Tetons up to the Olympic mountains in Washington and made it just fine

  16. Anonymous

    Why I have a diesel pusher. You won’t find me alongside the road with the hood up watching what looks like Old Faithful erupting.
    I put it in gear and don’t look back. It wonderful.

  17. Anonymous

    Since getting a larger travel trailer pulled with a gasoline engine, I’ve found it much more difficult to find places with sufficient space to stop for gas. I’ve checked, and gasoline is typically not offered on the truck stop side of a station where there’s ample room. I’d think a diesel motor home could use the truck stop area to refuel, but a gasoline powered one would be severely limited in where to refuel. Has this been your experience or not — and any suggestions?

  18. Anonymous

    Built stronger- last longer. What’s not to like?

  19. Anonymous


  20. Anonymous

    Class B sprinter diesels are a great option

  21. Anonymous

    If you look at the long run of expenses things like cost of the engine, fuel, oil and other maintenance expenses which costs less gas or diesel?

  22. Anonymous

    you did not mention the ride. I would reather drive my diesel pusher on the highway than my van.

  23. Anonymous

    wondering about annual maintenance cost and common expenses and how they compare with
    gas models? Generally how do cost of ownership compare? Can you give a comparison of operating cost for 2 specific gas vs diesel units….say using sleeps 6 as a value in picking the models.

  24. Anonymous

    The cost per mile for a DP is higher than a gas unit when all things are considered, purchase price included. The real determining factor in the decision is how the owner intends to use the RV.

  25. Anonymous

    A diesel will usually give you better mileage and outlast a gas engine

  26. Anonymous

    I would like to see that V10 push my Prevost at the same price per mile as my Detroit gets and hold up for the same duration of time pushing 35,500 lbs. up and down the highways of today.

  27. Anonymous

    I don’t disagree with any of whats been discussed here. But I will add another factor to consider, EPA regulations… this has added a huge amount of cost and complication to Diesel power previously not experienced. The DPF exhaust filter and ever tightening emmissions standard have diesel engines in the same predicament as gas engines were in the 70s and 80s. Will they get it figured out quicker than it took for gas engines? I sure hope so. I recently purchased a 2017 GMC Duramax truck and am shocked how sluggish and unresponsive it is vrs my 2011 Duramax. It all has to do with emissions and fuel milage concerns. My next tow vehicle will be gas with a supercharger added on. The diesel option is $10k, the supercharger is only $6k and throttle response will be lightning fast, plenty of power and no expensive and finicky diesel emmissions system to go south on me. I’ll consider diesel again once they figure out how to solve the three second delay on the gas peadal! I cant wait for my depreciation to level off so i can trade this oil buner in.

  28. Anonymous

    If you don’t put a reasonable amount of miles annually on a diesel you will not reap any benefit from the unit and if it sits around for long periods of time you can run into issues with turbochargers and egr coolers which are very expensive to fix. Lots of people learn the hard way that diesel power is not for them. The fuel savings are easily off set by the cost of repairs

  29. Anonymous

    What about diesel motor homes that are not pushers?

    • Peter Mercer

      Peter Mercer

      I presume you are referring to a class A diesel front engine. These are not common, nick-named FRED (Front end diesel). Generally those that were made were powered by Cummins ISB diesel engines. They were relatively low torque/horse power units that did not require the type of heavy chassis of a pusher. Because of this the weight was similar to a gas powered rig. The fuel mileage these can deliver is far better than a similar sized gas coach.
      I hope that answers your question. Thank you for that thought.

      • Anonymous

        I have driven both and quickly became tired of the diesel’s turbo constantly whining in my ear. I now have a ’99 ISB pusher which has plenty of power and excellent fuel economy 10.5-11mpg even pulling a Jeep Grand Cherokee. It is so quiet having the engine so far away from where I sit. The ride dynamics are also much better due to airbags and where the weight is distributed over the wheels.

        • Peter Mercer

          Peter Mercer

          The Cummins ISB engine is a very good fuel conserver, great engine. Rear mounted diesels are hard to beat when it comes to cab sound. Thank you for your comments.

  30. Anonymous

    Because of the extra weight, does a DP offer a smoother ride than a gas MH?

    • Peter Mercer

      Peter Mercer

      Yes, in general a diesel pusher has a far superior ride. This is primarily due to the air suspension. And yes, they are considerably heavier. Thanks for taking the time to comment.

  31. Anonymous

    I have a question in regards to our Winnegago V10 30′ Vista. I want to pull my 2 horse trailer with it and can’t seem to find any real info on this. We are towing at this time our 2014 Equinox without any problem. I know you go by the weight, etc. But I am trying to find somebody that has actually towed a horse trailer.
    Thanks in advance

    • Peter Mercer

      Peter Mercer

      A 30′ coach powered by a Ford V-10 should have no problem pulling that load. However, you must verify the total loaded trailer weight is within the designed specifications, including tongue weight. Contact your dealer or the manufacturer to confirm this.
      Thank you for your question.

    • Anonymous

      Hi Michele, I drive a 34′ Super C with an 8.1 V8 gas engine. It pulls my 3 horse trailer just fine. Will work harder on the big hills but still keeps up with traffic. One thing to look for with your unit is the hitch capacity. Most hitches on Class C’s or A’s are only rated for 5000 lbs. A 2 horse trailer with 2 horses is likely to weigh more than that. You may also except your GCVW.

  32. Anonymous

    How does the new class C Tiffin DIESEL on the Mercedes-Benz delivery truck chassis compare to the same size GAS models? Ace K

    • Peter Mercer

      Peter Mercer

      The Mercedes Sprint chassis is a great fuel mileage performer. Yes, they generally will run more economically than that of a comparable gasoline powered rig. One caution here is the fuel type. Diesel fuel only with a maximum of B-5 bio fuel. Many stations serve B-20 which may well damage the engine. Mercedes does not cover warranty for such damage.
      Thank you for bring up the Mercedes powered units.

      • Anonymous

        I was under the impression that B-5 is the standard of diesel for autos and trucks , numbers above that indicate a Bio fuel??? I have a sprinter chassis class C with the Mercedes diesel and have no trouble finding fuel in the USA Canad or Alaska (home)

        • Peter Mercer

          Peter Mercer

          It is good you are aware not to exceed bio-diesel blends above B-5. The problem is, not every owner is totally aware of this. There are non-bio fuels available in North America. Thank you for sharing your thoughts with us.

  33. Anonymous

    Thanks Peter. I knew most of this, but you filled-in some blanks for me. About the only camping/RV options I have not owned is a camper. I wanted to end with a class A diesel-pusher, but was coming up short on money as I get ready to retire. There are “low-cost” diesel pushers out there. Palazzo is one, but I had to give up on the turbo-charger. Some lower-cost DP’s do come without one. I miss it, compared to the performance of my F350. About same engine size, but noticeably more power for acceleration and on long-steep grades when turbo-charged. Still; 35ft coach, CRV toad, and hydralift/MC combination moves just fine. Spent only $150K! (new models are now a little prettier and $160K). Invested another $8K in steering and suspension upgrades by an expert specialty-shop, and now I have a very nice rig for me. It can be done at reasonable cost!

    • Peter Mercer

      Peter Mercer

      Glad you found the piece of interest. There is really little wrong with a natural aspirated diesel engine. If it lacks some get-up-and-go, it will still get up the hill, maybe just a bit slower. Thanks for sharing your thoughts on this.

  34. Anonymous

    A diesel will last a lot longer than the gas because the gas motor will labor so mush more than the diesel will. Diesel also get better mileage than the gas motor. Everything you said about motor homes also go’s for pickup trucks.

  35. Anonymous

    Well worth the read!!

    • Peter Mercer

      Peter Mercer

      I’m glad you found it of interest. Thanks for the thumbs up.

  36. Anonymous

    I have been told, by my Cummins service shop Manager, that a diesel engine stuffed into the back of a diesel pusher coach will have a much shorter life expectancy than the same engine used in the front of a truck where it will have much better cooling (air flow around the engine and radiator out front instead of at the back). This after major rebuild involving a fried turbocharger and cracked exhaust manifold at ten years and 150,000 miles.

    • Peter Mercer

      Peter Mercer

      Most of today’s diesel pusher engines work well in the pusher application. If a rear diesel suffers any damage due to poor ventilation, there is a flaw in the RV manufacturer’s design. I’m not aware of any units that fall in this category. Thanks for your comment.

  37. Anonymous

    I have a 2006 Damon Daybreak with the Triton V10. I have heard “vapor lock” an can be an issue with gas motors at higher altitudes and do DP have any problems at higher altitudes? We would like to plan a trip west across the Rockies but have been leery bc of the fear of being stranded.

    • Peter Mercer

      Peter Mercer

      No, diesel powered motor homes are not adversely affected by high elevations. Vapour lock issues on a gasoline engine should be addressed by your service shop. Thanks for taking the time to comment.

  38. Anonymous

    One correction to the article needs to be done. It states that “most brake linings will last several thousand miles”. As I have learned several means about 3. Lets hope any motorhome’s brakes, whether diesel or gas will last more than several thousand miles.

    • Peter Mercer

      Peter Mercer

      You are correct. that was a typo. It should read “Several hundred thousand miles”. 300,000 or so miles is common on many diesel pushers. Thank you for your eagle eye!

  39. Anonymous

    Would your also cover the actual operation and maintenance costs associated with each style? Gas or diesel mpg is just part of the equation. Shouldn’t fluid changes, filters, parts and required maintenance are at different intervals and be factored into the equation? Just what is the comparative cost ratio of operation per gas vs. diesel to gain that addition torque, HP and ride comfort? One thing overlooked was interior noise levels. Even between both fuel engines the diesel usually operates at lower RPM’s for the same torque. That equates to less engine rev and especially on front engine designs a quieter drive. V-10 owners know all about their engines screaming (between driver and passenger seats) as they climb long hills and mountains. Down hill you get the benefit of engine compression braking. Also as I have learned the hard way, if you pull off for the night and have to run a generator, then engine vs. generator placement is important. The front engine design (both gasser and diesel) places the generator in the back (near your bedroom). A RED (rear engine diesel) places the generator up front under the nose. Not only will that diesel generator also run at less rpms, but it is located away from your sleeping quarters. Quieter-yes! Then again there’s also the additional cost of a second diesel engine for that generator. I’m unaware of any manufacturer that would build a MH with a generator power by different fuel from the the drive power plant.

    • Peter Mercer

      Peter Mercer

      This piece basically only addresses the value difference of diesel pushers vs, gas powered rigs. Maintenance will be discussed in a future piece as it encompasses a totally different set of issues.
      Some class A units were built with a diesel power plant and a propane powered generator set. Thanks for your input, and we will be getting to the maintenance discussion soon.

      • Anonymous

        I have a Fleetwood Discovery with a propane power plant. I love being able to pay $1.50-$1.80/gallon for propane (no road tax) when diesel costs $2.50-3/gallon. No stale gas problems and no generator shut downs if my driving tank is below 1/4.

        • Peter Mercer

          Peter Mercer

          There can be advantages to having a propane fired genset, Many folks don’t want to deal with two fuel types. You may be surprised how economical a diesel generator is. Thank you for sharing your opinion with us.

      • Anonymous

        I too would be interested in the comparison of maintenance costs. I own a diesel truck and have found that the costs for service are more expensive, but much less often than a gas powered model. When do you think this might be addressed?

      • Anonymous

        I too would be interested in the comparison of maintenance costs. I own a diesel truck and have found that the costs for service are more expensive, but much less often than a gas powered model. When do you think this might be addressed?

        • Peter Mercer

          Peter Mercer

          There are many angles in comparing the maintenance cost differences between gasoline powered motor homes and diesel pushers. One has to look at the service frequency downtime and determine if that can have a cost or not. Additionally the length of use being the first 5 years or the life of the coach. For example, engine and transmission rebuilds or replacements. Additionally, in areas where diesel fuel is less cost per gallon, should that fall under fuel economy or maintenance?
          We will try and address some of the cost comparisons in the next few weeks. Thank you for bring this up.

  40. Anonymous


    • Peter Mercer

      Peter Mercer

      Yes, pound for pound the diesel engine will operate consuming less fuel than that of a gas unit. However, remember it is pound for pound. Most diesel pushers are far heavier than their gas powered comparative sized unit.
      Thank you for your thought and comment.

  41. Anonymous

    Diesel models inevitably cost more because higher end features become standard in most diesel models. Every part that goes into low torque gas model must be compromised or avoided to reduce weight. I don’t think twice about bringing extra items on an extended trip that I might need because my diesel won’t complain. High speeds, strong head winds, long climbs or heavy payloads could result in a disastrous overload of a gas model’s engine. I can travel for hours on the interstate at 75mph climbing up to the Rockies, pulling a Jeep and still get 10-11mpg. Longevity of the powertrain and durable components will help preserve usefulness and value of high mileage diesel motorhomes built with components designed to last in high mileage commercial trucks. Gas models do not even factor into mydecision when buying a motorhome.

    • Peter Mercer

      Peter Mercer

      I agree with much of your thoughts. However, gasoline powered coaches also fit some people’s application better than that of a DP. The main point here was to breakout the high cost associated with DP’s. Thank you for taking the time to comment.

  42. Anonymous

    You are an idiot diesel cost more and oil change high and maintenance very high pulling small car don’t need extra power and yes very high loss for resale

    • Peter Mercer

      Peter Mercer

      Well, I don’t think you can dismiss the diesel choice that simply. There are many aspects that support both the viability of gas or diesel rigs. Thank you though for your opinion.

  43. Anonymous

    Peter, I know most of this is about gas vs diesel but do u have thoughts on best toad vehicle. Just bought a used Winnebago 2001 gas itasca 37 ft and have been out of RV ing about 11 years and then had 28 ft south wind and pulled several vehicles including a 79 Cadillac and mercury sable on dolly. I like the idea of a mini but my wife can’t drive a manual transmission and don’t know if you can tow automatic mini 4 down. Thanks. Bill

    • Peter Mercer

      Peter Mercer

      Bill, To my knowledge the Mini Minor automatic transmission is not towable 4 down. Perhaps a Remco pump may be able to overcome this but you would have to contact them. The Mini in general is not supported as towable.
      There are many good choices of 4 down towable’s it is up to the individual. I have had 5 vehicles that I flat towed since owning a motor home. I had a Chevy Blazer Auto, a Chevy Tahoe Auto, a Honda S2000 Manual, a Cadillac Escalade auto (With Remco pump), and now a Jeep Wrangler manual. I like the Jeep the best. The 2 door is only 4,000 lbs and so much fun to drive once at the destination. Just shift the transfer case to neutral, put the tranny in gear, take the keys, and lock it up. No speed restrictions or need to start it each day.
      Hopefully that helps. Thanks for participating in the discussion.

  44. Anonymous

    Would like a conclusion to which is better in the long run.

    • Peter Mercer

      Peter Mercer

      What we examined here was only why the great price difference between a gas motor home and a diesel pusher. Each has there own advantages depending on the person’s application. There is no-one-size-fits-all winner here. Thanks for your comment.

  45. Anonymous

    Your explanation seems right on about the differences in a large RV but, I have to ask the question, in a F250/350 the only difference between a diesel and the gas is the engine. The transmission and frame are the same as far as I can tell. That would also be the same in a chassis that is used in a class C. Then why is the diesel over 8k more? Just asking.

    • Peter Mercer

      Peter Mercer

      Well, while there are some subtle changes involved with a diesel equipped F250/350, but $8K is about right for the engine difference between a gas engine and a turbo charged diesel. The heavier high compression diesel engine with a turbo costs far more to manufacture than a comparable gasoline engine. A motor home on the other hand can run well over $100K more, say $150,000. Thanks for your comment.

  46. Anonymous

    Even with new filters and fuel in the filter, the fuel tanks needed external heat to get the fuel flowing! Your comments on not using bio diesel won’t work in Minnesota!

    • Peter Mercer

      Peter Mercer

      Minnesota is not the only state that only has bio-diesel. Oregon also has a similar situation. That still is overcome by some by limiting fuel taken on there. I travel Oregon and California frequently. With better than 1000 mile range on a tank of fuel I will travel to where needed to reduce the bio blend.
      But, you are quite correct, it is a big problem. Thanks for re-enforcing that issue.

  47. Anonymous

    Peter is there a similar article regarding diesel vs gas for pulling?

    • Peter Mercer

      Peter Mercer

      I have not covered that specific topic to date, however, will in future. Thank you for your interest.

  48. Anonymous

    Being an X owner Operator I can understand what you are saying. However unless you are in one of the larger RV’S or pulling a heavy load or running most of the time in the mountains I do not see where a diesel supports the additional cost. And that is not even considering the other operating costs that are higher then a gas motor. Such as larger oil capacity and oil for a diesel cost more. Then there is the cost of the filters, diesel filters and such. And lets not forget about the higher cost of diesel for just a couple of miles more to the gallon. I just do not see where the pay back is there. Rick

    • Peter Mercer

      Peter Mercer

      Rick, You make a great point. However, my article was basically addressing the much higher cost of a diesel pusher compared to a gasoline powered rig. In the near future we will look at maintenance comparisons between them. By the way, diesel fuel per gallon is not necessarily higher priced the gas everywhere. In my home area diesel is cheaper per gallon.
      Thank you for your very fitting comment.

    • Peter Mercer

      Peter Mercer

      Rick, You make a great point. However, my article was basically addressing the much higher capital cost of a diesel pusher compared to a gasoline powered rig. In the near future we will look at maintenance comparisons between them. By the way, diesel fuel per gallon is not necessarily higher priced the gas everywhere. In my home area diesel is cheaper per gallon.
      Thank you for your very fitting comment.

  49. Anonymous

    Thank you ,very interesting, I will say I have a gas V10 and love it. We have only had it a few years and are retired now,so far we haven’t needed the big power as in northern Minnesota not many mountains. Here’s to hoping we don’t , and here is a question for you, I pull a small car but we are thinking of pulling a20 foot enclosed trailer with a SUV in it. Ours is a 39 foot Georgetown with the triton v10 good or bad idea

    • Peter Mercer

      Peter Mercer

      Sounds like you have a beautiful 39′ Georgetown coach. An enclosed auto trailer capable of handling an SUV is a heavy unit. SUV’s can weigh 4,000 to 6,300 lbs empty. A 20′ enclosed trailer for such weight may tip the scales at 4,000 lbs. or more. This would mean your total trailer weight may well exceed 8,000 lbs, or more like 9,000 to 10,000. I do not know the specific trailer hitch capacity of your unit, but these weights may well exceed the specifications. Remember, about 10% of the total trailer gross weight must be loaded vertically on the hitch ball. While I believe your engine and power train is capable of handling this load, I would refer to the RV manufacturer as to your specific equipped coach’s CGVW (Combined gross vehicle weight).
      Thank you for your input on this topic.

  50. Anonymous

    Excellent comparison and comprehensive description!
    I have a 2004 Meridian Diesel, 32″ and am very satisfied!
    Gunther Nachtrab

    • Peter Mercer

      Peter Mercer

      Hi Gunther, Glad you found the diesel pusher to gas chassis of interest. Thank you for taking the time to comment.