Diesel is about the same and sometimes a bit higher than
premium....about 20 cents above regular.  Been that way for several
years now.

V8: 235HP/330lb.ft.  12MPG mixed driving, 8MPG towing
V10: 310HP/450lb.ft.  10MPG mixed driving, 6MPG towing
I6: 305HP/555lb.ft.  19MPG mixed driving, 15MPG towing
I6+: 650HP/1200lb.ft.  18MPG mixed driving, 15MPG towing

All of the above are on a 1-ton, DRW pickup - used for a combination of
towing, hauling, and commuting.  The V8 numbers are second-hand from several
personal contacts (and since you mentioned 360, we're going with that
engine).  All other numbers are actual observed numbers first-hand.  (The
I6+ is the slightly-modified-over-stock engine that currently resides in my
truck, thrown in just for power output comparison)

Let's say mid-grade fuel is $3.10, and diesel is $3.20 (while the V10 can
run 87, I've found a tendency to ping, especially under load.  The V8 is
more susceptible to pinging, so IMO 89 is required).  Over 1,000 miles,
here's the fuel costs, assuming all commuting miles (ie. no load):

V8 - $258.33
V10 - $310.00
I6 - $168.42
I6+ - $177.78

Now let's look at 1,000 towing miles:

V8 - $387.5
V10 - $516.67
I6/I6+ - $213.34

There's a savings of $174.16 per 1,000 miles between the I6 and the V8 when
towing, and almost $90 per 1,000 miles when commuting.  Assuming an 80/20
utilization of the vehicle (80% of the time used for commuting), that's an
average savings of $106.83 per 1,000 miles.  That means in under 50,000
miles, the diesel option (at $5K) pays for itself.  That's negating all
other benefits as well (longevity, reliability, re-sale value, and better
overall drivability).

My point in all this is simple:  diesel power is a viable alternative for
big and small vehicles alike.  It's cheaper to operate, whether you're
pulling 80K in a class 8 truck with a 14 liter engine, or commuting to work
in a 2-door compact with a <2L engine, or anywhere in between.

Sure would have been funny to switch their fuel to diesel and watch them try to
light it.. *eg*

Mac

https://home.comcast.net/~mac.davis
https://home.comcast.net/~mac.davis/wood_stuff.htm

Ok, so its a preference for bad smells that makes your decision. This could
explain the attutide you have that your sh.t doesn't stink.

Don't know, don't care, it proves that your point about people not hauling
loads with a midsize truck is complete bullshit.

The majority of SUV's aren't diesel trucks, thus mentioning any opinion
based on the typical SUV is pointless, as we are not discussing SUV's.

Once again you forgot that ALL diesel engines and fuel manufacturers had a
conference on the issue in 2001 and resolved to implement the changes
necessary ahead of schedule. Perhaps if you scrolled down that same page,
you'd know this already.

http://www.epa.gov/fedrgstr/EPA-AIR/2001/January/Day-18/a01a.pdf

This is found via a link on the page you posted. If you look carefully at
the top of page two (just after the title page) on the right hand column, it
quotes the date the rule becomes effective, which is March 19th of 2001.
You'll also note at the bottom of the second column, the anticipated rise in
price for low sulphur diesel fuel was about $.05 per gallon, not exactly the
staggering amount you make it out to be.

Again, I'll state that all fuel that I've pumped has been of the low sulphur
on road variety as far back as I remember. Since I own a 2000 Ram, a good
80% of  the fuel I've burned is of the low sulphur blend.

Sadly, that was an explanation of your spin.

Right, you've said nothing of value, since you've declined to acknowledge
the existance of huge fleets of trucks driven much farther at much lesser
rates of economy burning diesel fuel. IOW, the demand IS there, you just
don't wish to accept it, since it would blow your entire theory.

They have "got it right", there are many people burning it, and at least a
few companies looking to start mass production of biodiesel.

Ahh yes, the typical "I don't wanna know the truth" excuses.

that was the wieght differance between the 4wd liberty CRD and the 4wd 3.7l
v6. thats exactly how i figured that. base curb weight on those two vehicles
sould be simmularly equipped vehicles, so the added weight should be only
the diesel engine stuff. (my assumption anyways)

I did look and as usual, you got it wrong.  While the rule itself may have
been brought into effect, the steps within the rule have dates of there own
as to when they need to be implemented.  Since this document was itself
written in 2001, unless they had a crystal ball, there was no way for them
to know the current oil situation which makes there estimate of little to no
cost increase completely invalid, which follows along  the same lines of
most of your arguments including this one, completely worthless.  Perhaps
you might want to look at both Cummins and CAT to see the changes they have
planned for 2007 due to these rule changes that you seem to think have
already occurred, LOL!

No Max, it is simply a case of learning from my past mistakes and one of
them is arguing with you since you are way to much of a pussy to ever admit
to error of any kind.  I was not wrong here as the rule itself sets times
for various things to take effect and nothing at all will happen until the
rule itself becomes effective so by definition, the rule HAS to be put into
effect at the same time if not before any of it's regulations can be but
there is none that says all its regulations take effect at the time the rule
is effective.  Sorry Max, but you can add another one to your loss column.