Find the best truck under 10000 for sale. Published November 27, 2018. 49 It’s one of the most powerful production trucks ever made, so how can it be one of the best trucks under 10000? The truth is, this year will come in far below that price and still have plenty of life left in it. If you prefer an automatic transmission, then look for the 2005 model instead which was also offered as a four-door version. Final Thoughts about Trucks Under 10000. If you need to stick to a budget, but still want a quality pickup, there are plenty of options for trucks under 10000. It might just take a little extra leg-work to find the truck that suits your desire. Evaluate your need .
9 Cars That Give You a Lot for a Little You don't have to spend a fortune to get a great ride. Plenty of great used cars from 2009 to 2011 can cost less than $10,000 and still give you all the room, reliability, fuel economy, and driving fun you want, while saving you thousands over a newer car.
In fact, reliability was so good in cars of this era that the ratings organizations each had to widen their scales repeatedly to show the tiny differences between models.
Since then, complaints have shot up, although mostly having to do with computerized electronic entertainment systems. Those problems can be annoying, but they're not very likely to leave you stranded by the side of the road.
For some of the cars on our list, the older models are more fun to drive and have simpler, less-distracting controls than the cars that replaced them. Many have better driver visibility, and some have more room inside.
Though their components will have some wear on them and may require more frequent and costly repairs than a new car that is still under factory warranty, some maintenance may be cheaper than it would be on an equivalent new model. Just because they’re used cars doesn't mean they should soak you for maintenance while you're trying to save money.
One caveat: Older cars don't offer many of the latest safety advances, such as crash structures designed to perform well on the Insurance Institute for Highway Safety’s new small-offset front crash tests, and technology to help you avoid crashes in the first place. Sub-$10,000 used cars probably won’t be equipped with forward collision warning or blind-spot monitoring, either. Still, among the cars on this list, most have plenty of space, several are fun to drive, and you can even get all-wheel drive, if you’re looking for that.
No matter which one you choose, these used models can satisfy your everyday needs and save you a big pile of cash compared with the nearly $34,000 out-the-door price of an average new car.
• • • 2009 Honda Fit The aptly named has more space inside than some . The driver’s space is roomy and open, with nothing crowding you and plenty of storage in back.
Even the rear seat has plenty of head and legroom – a rarity among . If hauling gear is more your habit, the rear Magic Seat takes up hardly any space when folded forward, leaving a deep cargo area inside. Or, you can fold up the seat-bottom to fit a full-sized bicycle through the back doors (without the front wheel).
The Fit comes with plenty of standard equipment, including cruise control and air conditioning. A navigation system is available. That system makes for fussier infotainment controls, but used Fits with navigation also come with electronic stability control, an important safety feature.
(All new cars sold in the U.S. since 2012 have been required to have electronic stability control.) With its upgraded 1.5-liter engine, the 2009 Fit was the first practical small car to come along in some time that was actually fun to drive. It also got the best fuel economy of any affordable subcompact in its day, with EPA-estimated mileage ratings of 28 mpg in the city and 35 on the highway. Plus, it has very good reliability ratings from J.D.
Power. It's no wonder it was awarded U.S. News's Best Subcompact Car for the Money in 2009. • • • 2009 to 2010 Scion xB If you want a little more space than most small cars offer, check out the 2009 or 2010 . It's the second generation of the original boxy, roomy small car, only in a more grown up package.
That extra size gives it one of the most comfortable cabins in any of its era. It has a roomy rear seat, plenty of space up front, and storage cubbies galore. Standard features include keyless entry and steering-wheel-mounted audio controls for the Pioneer stereo (with a USB input and iPod controls).
An Alpine stereo with navigation is optional. The analog gauges mounted atop the center of the dashboard and the limited visibility from the narrow windows in back take a little getting used to.
The xB's 158-horsepower 2.4-liter four-cylinder engine delivers ample power for the class and doesn't feel strained. It’s paired with a four-speed automatic transmission. That power, in a car somewhat bigger than most competitors, doesn't exactly deliver the fuel economy that you should expect from a small car. According to the EPA, it earns ratings of 22 mpg in the city and 28 on the highway. The xB leans some in corners and bounces over bumps like many small cars, but some reviewers nevertheless found it to be a fun cruiser.
Like most vehicles built by Toyota, it gets excellent reliability ratings from J.D. Power and Associates. • • • 2009 Scion tC The is a good-old-fashioned, fun, sporty hatchback of a type that no longer seems to exist. It looks sporty and indeed is fun once you understand how to maximize its performance.
Its large hatchback leaves more room for passengers and cargo than its sleek styling would suggest. The tC is comfortable and quiet and came well-equipped for its day. Standard features for 2009 include a big double moonroof, cruise control, a six-speaker satellite-ready stereo system with a USB input, air conditioning, and power windows and locks.
Its 161-hp, 2.4-liter engine feels plenty powerful in such a light car, though its handling got mixed reviews. EPA ratings of 21 mpg in the city and 29 mpg on the highway are a little below average for its class. Six-footers can barely slide in under the sloping roof in back without banging their heads, but its 12.8 cubic feet of cargo space behind the rear seats is generous.
J.D. Power gives the tC top marks for reliability. • • • 2010 to 2011 Suzuki SX4 If you need all-wheel drive on a budget, you can't go wrong with the . The little Suzuki offers a wide selection of choices for different kinds of buyers, including a front-wheel-drive sedan and a tall hatchback with or without all-wheel drive.
The SX4 offers a choice of a sluggish continuously variable automatic transmission (CVT) or a much more-lively six-speed manual. Even with the CVT, however, fuel economy is below average for the class, and adding all-wheel drive only makes it worse. Several reviewers found the SX4 fun in corners, though the tradeoff is a choppy ride on imperfect pavement. The SX4's interior is pretty basic, with power windows and door locks about the only notable standard equipment on base models.
Higher trims offer a radio with Bluetooth and navigation, which is standard in the all-wheel-drive crossover hatchback. Rear-seat passengers in the hatchback will find plenty of head- and legroom, and the sedan has generous trunk space. Tall testers almost all wanted more legroom and wished the non-telescoping steering wheel were closer.
Still, the SX4 is a handy little runabout and about the cheapest possible way to buy something with all-wheel-drive. J.D. Power rates reliability as top-notch, but Suzuki closed all its dealers in the U.S. in 2012, so you’ll need to find a trusted independent shop to get one serviced. • • • 2010 Scion xD The comes loaded with features. Air conditioning comes standard, as well as power windows and locks and a Pioneer stereo with USB and auxiliary inputs.
Electronic stability control is a rare standard safety feature in a of this era. The xD's 128-horsepower 1.8-liter four-cylinder engine buzzes hard under acceleration, especially with the four-speed automatic transmission. Most testers found the five-speed manual more satisfying. Bumps are better isolated than in many small cars, helping the xD excel in its natural habitat, the city.
The main reasons to buy a small car are for its fuel economy and low cost of ownership, and here the xD mostly doesn't disappoint. Its EPA fuel economy estimates of 27 mpg in the city and 33 on the highway aren't class-leading, but they're above average for a small car. That efficiency, along with the xD's excellent reliability rating and modest depreciation, give it a very low cost of ownership.
• • • 2009 Hyundai Elantra The offers a great blend of features and space in a small footprint. It also gets great fuel economy and has low ownership costs, which made it our award winner in 2009. A wide range of models are available, including a coupe and a compact wagon. Not only was the Elantra a little bigger than most of the day, it also was rated to get better gas mileage, with EPA estimates of 25 mpg in the city and 33 on the highway.
Performance from the 138-horsepower engine and the four-speed automatic transmission is more adequate than inspiring. The ride and handling were likened by critics to an “'80s Buick” – capable and soft, but hardly rousing.
Inside, the Elantra has some hard plastic on the dash, but mostly high-quality materials overall. Higher-end versions get leather on the steering wheel and shifter, and testers found even the base model’s seats comfortable. Its simple control layout and ample storage cubbies are also welcome. The Elantra's better-than-average reliability helps keep ownership costs in check. Although Hyundais come with a 10-year/100,000-mile warranty when new, the coverage is not transferable to a second owner.
• • • 2010 Mazda3 The is the sportiest car of this group, available as a sedan or a hatchback. It's comfortable and well-appointed inside, but it's noisier and not as roomy as most other . If the basic Mazda3 isn't quick enough for you, there's always the Mazdaspeed3, with its turbocharged 263-horsepower engine.
It seems like every review of the Mazda3 likens its handling and braking reflexes to a sports car, even without the turbocharged engine. Yet fuel economy is decent, with the basic 3i rated by the EPA at a respectable 24 mpg in the city and 33 on the highway. Even the base engine had enough power for most reviewers who tested it. Most reviewers also commented on the solid interior construction, though some noted that the back seat is particularly tight.
The Mazda3 gets high marks for safety and cost of ownership. • • • 2009 Honda Civic If the is the sports car of the bunch, the is the luxury car, with advanced electronics, plush interior materials, and a smooth ride.
Low ownership costs and great safety ratings make the Civic the go-to sedan. It's also available in coupe, hybrid, and sporty Si models. The Civic earns consistent praise for its smooth engine, which produces 148 horsepower and returns EPA fuel economy estimates of 25 mpg in the city and 36 on the highway. If you want even more than that, you can look for the gas-electric , which gets a stellar 40 mpg in the city and 45 on the highway.
The car’s handling may not deliver sports-car reflexes, but it feels lithe and nimble for the class. Inside, things are a mixed bag, with plenty of space for the driver and front-seat passenger to stretch out and nice seat fabrics and dashboard materials. The Civic is also a leader when it comes to useful interior storage cubbies. Lots of reviewers praised the front seats for their back support, but taller reviewers complained of a short lower cushion that lacks thigh support and left them wishing for a break after a couple of hours.
While the rear seat has lots of knee room, the front seats are so low that quite a few testers complained that back-seat passengers had nowhere to put their feet. • • • 2009 Toyota Corolla Four cars have nearly identical scores in our rankings: the compact and , and the subcompact and . Each has its benefits, but we'll focus on the Corolla for its popularity in the used car market, and because it's an excellent, reliable all-around runabout. It speaks volumes about the Corolla that the only consistent issue critics cite is that the car isn't sporty.
They’re right, it isn't, but it is a nearly flawless commuter car with a solidly built cabin and excellent fuel economy. With the base engine in most models, the Corolla is rated at 27 mpg in the city and an impressive 35 mpg on the highway by the EPA. That's better than most subcompacts, as well as some of its era.
Its cabin is comfy, front and rear, and it rides nicely and handles securely. Owner costs are super-low. What more do you really need to ask of a used car? Before you fall in love with any used car, take time to see how it ranks on U.S.
News & World Report’s . You can also see what your current car is worth and on the page to find out how much car you can afford. Please join us on and to be part of the conversation. • • •
best 4x4 trucks under 10000 - Best Mobile Phones Under 10000 in India (21st December 2018)
Trucks are one of America’s favorite vehicles. They handle work and play seamlessly while offering plenty of room for people and cargo alike. You can use one to tow, build, and enjoy some recreational time. If you can’t afford a brand-new truck, there are still plenty of good options available to you.
We’ve put together…
Due to the EU’s Global Data Protection Regulation, our website is currently unavailable to visitors from most European countries. We apologize for this inconvenience and encourage you to visit for the latest on new cars, car reviews and news, concept cars and auto show coverage, awards and much more. So, you’ve got a mortgage, minivan payment, and can’t swing the loan on a new truck, but you’ve got toys to haul, work to do, and a job to get to no matter what the weather… Believe us, we know the feeling.
It’s a predicament that often lands folks in vehicles that are either undersized for their needs, or so old that they’re constantly in need of repairs. Trust us, the last thing you want is an unreliable 4x4. And you certainly don’t want to task a 1/2-ton with a 3/4-ton’s job.
So how do you pick the perfect pre-owned 3/4-ton truck? If it’s our money, the search stretches back more than a decade, and we’re going diesel. When it comes to finding the best used 3/4-ton truck for under $25,000, it’s important to remember that there is no silver bullet. No one brand or model is unequivocally better than the other.
Each of the Big Three has (and has always had) its own unique strengths and weaknesses. We’ve narrowed our list down to the best pre-owned 3/4-ton Ford, GM, and Dodge Ram 4x4 trucks you can buy. The following trucks represent time-tested, real-world proven, reliable workhorses.
They aren’t perfect, but their imperfections can easily be addressed—and they’ll last a good long time. There is a lot to like about the classic–body style Chevy HDs. For starters, they boast powerful V-8s in the form of the 6.6L Duramax diesel or the optional 8.1L big-block gasser—both of which pack 300 hp or better.
Backing up these potent engines, you have a choice between the Allison 1000 transmission—plucked right out of the medium-duty segment—or the trusty ZF-6 manual. In addition to that, you get the largest axle ever offered on a single rear wheel pickup, the AAM 1150, and the plushest ride of any 3/4-ton truck thanks to the independent front suspension. Saving the best for last, the final two years of production represent GM’s finest hour with the GMT800 platform.
By the time the ’06 model HDs came along, the fuel system and overheating quirks found in the Duramax-powered ’01-’05 trucks had been solved and the latest diesel engine, the LBZ, embodied the most tried-and-true version of the 6.6L ever assembled.
On top of its class-leading 360 hp, the LBZ turned out 650 lb-ft of torque at just 1,600 rpm. Add in the fact that the Allison 1000 gained double overdrive in the form of a 0.61:1 ratio sixth gear, and you had a powertrain that was virtually incapable of breaking a sweat with a trailer in tow—and a truck that could achieve 18-21 mpg empty.
Learning from the injector failures and overheating issues associated with the LB7 (’01-’04) and LLY (’04.5-’05) engines, GM’s LBZ Duramax features a host of improvements over its predecessors. A less restrictive intake path to the turbo is employed, a larger radiator is used, and the Bosch common-rail injection system’s peak pressure checks in at 26,000 psi (versus 23,000 psi on earlier engines).
As a result, the ’06-’07 HDs are more reliable and make substantially more power than their forefathers did. At a time when Ford had yet to release the TorqShift automatic and Dodge’s TorqueFlite A727-based four-speeds were dropping like flies, GM dug into the medium-duty parts bin and pulled out a major trump card in 2001: the Allison LCT 1000. The heavy-duty slushbox gained a sixth gear (double overdrive) for the ’06 model year, and thanks to GM’s inclusion of a TapShifter along the shift column, customers had full control over its shift points.
As we stated, the AAM 1150 is the largest axle ever employed in a North American single rear wheel pickup—and it’s pretty darn tough. It features an 11.5-inch-diameter ring gear (hence 1150), 1.5-inch-diameter axleshafts, full-floating wheel hubs, and a 14-bolt differential cover. Its one Achilles Heel is the factory Gov-Loc limited slip that’s prone to failure when added horsepower and/or larger wheels and tires are combined with aggressive off-road driving.
The 8.1L big-block Vortec (L18) was also available during this time frame, and it was no slouch. The long-stroke 496ci V-8 pumped out 320 hp, 440 lb-ft of torque, and like the Duramax was also backed by the commercial-grade Allison transmission.
If fuel economy isn’t your primary concern and you don’t plan to tow at max GCWR all the time, finding a 3/4-ton Chevy with the 8.1L under the hood will save you several thousand dollars over a Duramax-powered version. Specs Engine: 6.6L LBZ Duramax (403ci) OHV V-8 diesel Injection system: Bosch high-pressure common-rail (26,000 psi) Turbo system: Single variable-geometry Garret GT3788VA with air-to-air intercooler Horsepower: 360 Torque: 650 Transmission(s): Allison 1000 six-speed automatic or ZF-6 six-speed manual Transfer case(s): NP261XHD (manual shift) or NP263XHD (electronic shift) Front axle: AAM 9.25 (IFS) Rear axle: AAM 1150 Pros: *Duramax/Allison combo is a 400,000-mile proposition, if not more *LBZ Duramax came with a higher injection rate (26,000 psi vs.
23,000 psi) than on ’01-’05 engines, which accounted for the 50hp gain over the LLY *Allison transmission gained another gear on ’06-’07 models (i.e., double overdrive) *TapShifter and highly effective Tow/Haul mode greatly improve towing performance and control *IFS provides arguably the plushest ride in the 3/4-ton segment *Lighter curb weight than comparable Super Dutys or Ram HDs (also a con) *Thanks to their light weight, IFS, and double overdrive transmission, these trucks typically get the best mileage of the Big Three when empty Cons: *Common “pump rub” issue causes premature transfer case failure (internal pump housing and/or anti-rattle clip wears into the T-case housing, causing a leak that’s hard to detect) *Lighter curb weight than comparable Super Dutys or Ram HDs leads to a slightly less confident towing experience *GM Gov-Loc in the rear AAM 1150 is prone to failure when trucks are fitted with bigger wheels and tires, or driven aggressively off-road *Tie rods flex and tie-rod ends can break under big load and heavy throttle while in four-wheel drive *Allison transmission won’t handle more than 120 hp over the factory rating for very long *Rocker panels and cab corners are prone to rusting *LBZ Duramax is notorious for glow plug failure ’99-’03 Ford F-250 Super Duty Price Range: $8,000 to $16,000 Mileage Range: 70,000 to 190,000 miles For a rock-solid Blue Oval in this price range, there is really only one recommendation we’ll make: a first-generation Super Duty with the ever-faithful 7.3L Power Stroke under the hood.
The ’99-’03 Super Duty isn’t exactly the new kid on the block anymore, but these are still great trucks. Four-wheel-drive versions came with a leaf-sprung, Dana 50 solid front axle and the 10.5-inch ring gear Sterling in the rear, your choice of a 4R100 automatic or ZF-6 manual transmission, and some 3/4-ton configurations are rated to tow as much as 13,500 pounds.
They are well-vetted, dependable workhorses, and more than a million of them were produced. As for the 7.3L Power Stroke, sure it takes its time getting from point A to B, but the 444ci cast-iron big-bore V-8 was built for longevity. With proper maintenance, you’re all but guaranteed to glean at least 400,000 miles out of the rotating assembly. At 200,000, the fuel injectors might be due for an overhaul, it may be time for a $10 glow plug or two, and a new water pump might be in order, but no diesel engine accumulates hundreds of thousands of miles without needing something addressed here or there.
We know, we know, the 6.0L can be “bulletproofed,” but then you’re out at least another 5 large on top of the purchase price of a $15,000 to $22,000 ’03-’07 model year truck. Take it from us—at this price point a 7.3L-powered Ford is the truck to own.
The 7.3L Power Stroke is no young stallion in today’s 900 lb-ft diesel market, but it’s a battle-proven workhorse that will never let you down. If you’re looking to add a little more giddyap without sacrificing engine, transmission, or driveline longevity, an aftermarket switchable position chip will wake a ’99-’03 Ford up in a huge way (100-plus hp, 200 lb-ft of torque).
In addition to introducing a more powerful 7.3L, stronger transmissions, and a larger 10.5-inch ring gear rear axle, the ’99 Super Duty brought four-way disc brakes to Ford’s 3/4-ton truck line. More than adequate, 13-inch-diameter rotors are employed up front, while 12.8-inch units are found in the rear.
Ring-and-pinion options include 3.73:1 or 4.10:1, with 3.73s being more popular on F-250 models. While the 4R100 automatic is more than capable of handling regular towing duties, it does have its weak links, which can surface sooner rather than later if you’re towing through the mountains at max GCWR, or you’ve juiced up the power of the 7.3L Power Stroke.
Either way, it’s always good insurance to treat the ’4R to a tow-ready valvebody and a reputable aftermarket torque converter. While a bit harder to find, the ZF-6 manual transmission is a sound choice for those of you wishing to shift your own gears, and it will likely need nothing other than an eventual clutch replacement.
Specs Engine: 7.3L Power Stroke (444ci), OHV V-8 diesel Injection system: Hydraulically activated electronically controlled (HEUI) Turbo system: Single fixed-geometry Garret GTP38 with air-to-air intercooler Horsepower: 235 (‘99) to 275 (’01-’03 with manual transmission) Torque: 500 lb-ft (‘99) to 525 lb-ft (’01-’03 with manual transmission) Transmission(s): 4R100 four-speed automatic or ZF-6 six-speed manual Transfer case(s): NV271 (manual shift) or NV273 (electronic shift) Front axle: Dana 50 Rear axle: Sterling/Ford 10.5 Pros: *Ultra reliable engine (if the 7.3L doesn’t last 400,000 miles, you did something wrong!) *Sufficient transmission options *Solid front axle *Frame and leaf-spring suspension was overkill for its application *Electric lift pump lasts forever *Over 1 million produced means high parts availability and aftermarket support Cons: *Sluggish power (but nothing a performance chip can’t fix) *The secret is definitely out that 7.3Ls last forever, expect to pay a premium for a clean one *Vacuum line leaks are very common on models with vacuum-assisted front hubs *A faulty bypass tube can stop transmission fluid from flowing through the 4R100’s external transmission cooler *Notorious hard-starters in cold weather (stay on top of your glow plugs, glow plug relay, and UVCHs) *Leaking turbo up-pipes are common with age ’03-’07 Dodge Ram 2500 Price Range: $14,000 to $25,000 Mileage Range: 80,000 to 190,000 miles Every truck guy has heard of the 5.9L Cummins, and it’s the primary reason older Dodge 3/4-tons continue to bring in so much money.
The legendary inline-six mill is highly renowned for its anvil-like construction, fuel efficiency, and mountain-moving torque. The version found in ’03-’07 Dodge Ram 2500s was the quietest and most powerful 5.9L ever produced, thanks in large part to its Bosch common-rail injection system and 24-valve cylinder head.
Depending on the model year you’re looking at, peak torque is available as low as 1,400 rpm. If you’ve got big loads to move, this is your mule. The ’03-’07 (third-generation) Rams are light-years ahead of the ’94-’02 (second-generation) trucks they replaced. The paint holds up better to the elements, the interiors are more spacious, and the ride quality is better. Four-wheel-drive 2500 models come with an AAM 925 solid front axle and the overkill AAM 1150 in the rear—both of which hardly ever experience any major failures.
The only real area of concern with these trucks lies in its automatic transmission option. If you like rowing your own gears, you’ll be fine, as both the NV5600 and G56 manuals are hard to beat in terms of reliability.
But when it comes to the 48RE, it’s simply outmatched by the abundance of low-end torque turned out by the 5.9L Cummins. If you must have an auto, leave the programmer on the shelf, as the 48RE won’t tolerate any added power being sent through it for very long.
The same robust architecture that was employed in the earlier 5.9L powerplants—the engine that effectively saved Dodge’s heavy-duty truck line back in ’89—lives on in the Cummins that powers the ’03-’07 Rams. In addition to its Bosch high-pressure common-rail injection system making it a real powerhouse, the common-rail 5.9L Cummins offers quiet, clean, and efficient operation. If you’ve got a heavy load behind you, a Cummins-powered ’03-’07 Ram will be the most fuel efficient option from the Big Three.
Simply put, the Cummins was intended for hard work, and it excels at it. Throughout the history of Cummins-powered Dodge trucks, Chrysler has struggled to get an automatic transmission to live behind the huge torque of the inline-six—and it’s no different in the ’03-’07 Rams.
Even at the stock power level, the four-speed 48RE can be damaged by the Cummins, namely under heavy load conditions. If you’re adamant about finding an auto, it’s a good idea to address the 48RE’s lack of line pressure with an upgraded valvebody and replace the factory torque converter with a stronger aftermarket version.
Also refrain from adding a programmer. These trucks make plenty of power in stock form and those extra ponies running around under the hood won’t be worth it if you smoke the transmission. Like the 3/4-ton Chevy HDs, the AAM 1150 rear axle (with leaf-spring suspension) was used on the ’03-’07 Rams, although the version Dodge used could be optioned with a more conventional, helical gear–style limited-slip differential. The massive AAM axle features an 11.5-inch-diameter ring gear and 1.5-inch-diameter, 30-spline axleshafts.
Up front, the solid axle AAM 925 got the nod, and while it uses a smaller diameter ring gear than the Dana 60 found on ’94-’02 Dodge 3/4-tons, the AAM 925 is in no way a downgrade. It utilizes 33-spline, 1.4-inch-diameter axleshafts (versus 31-spline, 1.31-inch units on the Dana 60), and incorporates larger ball joints and unit bearings. Specs Engine: 5.9L Cummins ISB (359 ci) OHV I-6 diesel Injection system: Bosch high-pressure common-rail (23,000 psi) Turbo system: Single fixed geometry Holset HY35W (’03-‘04), Holset HE351CW (’04.5-‘07) with air-to-air intercooler Horsepower: 305 (’03-‘04), 325 (’04.5-‘07) Torque: 555 lb-ft (’03), 600 lb-ft (’04 H.O.), 610 lb-ft (’05-‘07) Transmission(s): Chrysler 48RE four-speed automatic, NV5600 six-speed manual (’03-‘05), or G56 six-speed manual (’05-‘07) Transfer case(s): NV271 (manual shift) or NV273 (electronic shift) Front axle: AAM 925 Rear axle: AAM 1150 Pros: *Extremely reliable engine, even at higher horsepower levels *Quiet (for a Cummins) *The last Cummins offering that was (essentially) free of emissions control devices *Solid front axle *Stout AAM 1150 rear axle *If you plan to tow a lot, the Cummins is the best engine for it Cons: *48RE automatic won’t last for the long-term, even at stock power levels, if you tow heavy or install any type of power-adder *Injector replacement will be needed roughly every 200,000 to 250,000 miles *Injection system components are expensive to replace *No factory exhaust brake function, as would become standard in ’07.5
Top 5 Awesome Reliable Trucks Under $5000 - Some Hidden Gems Included