EPA Just Deregulated Diesel Emissions Standards

[d24tdi]

Cannot say I have ever seen a Volvo from China here. The only Chinese made car I know of sold here is the Buick Envision. Quick search of our system here pulls up every Volvo VIN starting with the good ol' Y. But I did look at the STL Auction site, and sure enough there are a few Volvos there with VINs that start with L. So maybe it is limited to what they build there?

Looks like you are right on here regarding Volvos. I thought amid all the tariff news I heard that some of their US models had shifted to Chinese production but it appears not: https://www.caranddriver.com/news/a64308066/list-of-how-tariffs-will-affect-every-car/

Polestar has a few models made in China but maybe not for long (at least for our market) according to the above. I'm not sure how closely connected they are to Volvo anymore either way, certainly doesn't seem like you could use Volvo's OSD program to pick up a Polestar.

Not sure what the L as first digit means in a Volvo VIN, guess a late model Volvo expert would need to interpret. Maybe the L is Belgium.... Though I'm pretty sure I have had a few cars from the Kalmar plant over the years and don't remember any with a VIN that didn't start with Y. My own Volvo familiarity ends with models made 20 years ago or more.

 

[pkhoury]

That's why I gave up looking for a Powerstroke OBS truck, any decent ones sell for about their new MSRP. Ended up driving to Texas to get a decent rust-free '97 and it has 8 spark plugs, and was less than half the price. Yeah, 10 MPG sucks, but luckily I rarely need to drive it, and it is reliable and still has its original lifetime transmission still working fine.

Not gonna lie, though, when I'm pulling a hill with a trailer into a headwind, I miss my old 7.3L diesel. That thing didn't care. Headwind, trailer, overloaded trailer, extra trailer full of fat chicks, didn't care. Did. Not. Care. And it could somehow use no more fuel than my 6 cyl half ton, LOL. But, it had a pedal deficiency and therefor I could not trust it any more than a 3-year-old in a candy store.

I don't know what it is with the OBS Powerstrokes, but they sure they hold their value, and they're very popular in my area. I know about 5 friends who have them, plus myself, and none of us are parting with ours anytime soon. Though I might have a problem with mine, because it struggles a little going up a grade pulling about 10K behind me, but it WILL do it.

 

[dieseldonato]

I don't know what it is with the OBS Powerstrokes, but they sure they hold their value, and they're very popular in my area. I know about 5 friends who have them, plus myself, and none of us are parting with ours anytime soon. Though I might have a problem with mine, because it struggles a little going up a grade pulling about 10K behind me, but it WILL do it.

They are the younger generations "classic truck," And the work trucks that a lot of use used and abused daily. Kinda like how 70's trucks were my generations "classic". So they have quite the following. Outside of that, I can't think of any legitimate reason why they would be worth more then the truck before them or after them. It's basically the same truck/chassis since 86, the Aero nose was just a face lift and the first gen powerstroke was just available for a few years before the second gen trucks came out. they (second gen 7.3L) were every bit as good of an engine and the trucks were more capable.

 

[oilhammer]

Yeah, that's interesting as it is in clear violation of the rules set forth by whatever governing body set up the VIN structure in the first place.

But I know W has also been affixed to cars built in Belgium (the B4 Passat, specifically) and Slovakia (the Touareg). I think that was a holdover from "West Germany" when that was a thing, and later just became sort of a coverall for much of Europe. Turkey has their own, as does Britain, and Italy.

They changed some of this as recently as 2021, though.

 

[oilhammer]

They are the younger generations "classic truck," And the work trucks that a lot of use used and abused daily. Kinda like how 70's trucks were my generations "classic". So they have quite the following. Outside of that, I can't think of any legitimate reason why they would be worth more then the truck before them or after them. It's basically the same truck/chassis since 86, the Aero nose was just a face lift and the first gen powerstroke was just available for a few years before the second gen trucks came out. they (second gen 7.3L) were every bit as good of an engine and the trucks were more capable.

They are the same truck since 1980... just the second facelift. IH diesel came along in '83, the 5.0L got EFI in '85, the 4.9L and some 5.8L got EFI in '86, the 7.5L didn't get it until '88, and the Mazda-sourced 5sp came along around '87, the big E4OD came along in '90.... but the basic truck is the same. The '80 4WD did still retain the solid front axle from the previous truck, but a year later the 4WD version of the Twin I-beam, called the Twin Traction-beam, came along. Even the F250s got it. F350s retained the solid axle.

I've owned all three versions, of various configurations. There was a short-lived 3.8L V6 stripper F100 in the early '80s, too. I've only ever seen one.

The last couple years of the "bricknose" and through the "aeronose" years they also had the F-Super Duty, which was a 2WD-only 10-bolt beast, with 4-wheel disc brakes, a solid Elliot beam front axle, cab-chassis only truck that became the gold standard for vocational use. Standard big block gas V8, diesel optional, and most all were manuals because the ZF5 was the only way to have a PTO at the time. Looking to buy one of those now (a dump truck).

 

[jmodge]

They are the younger generations "classic truck," And the work trucks that a lot of use used and abused daily. Kinda like how 70's trucks were my generations "classic". So they have quite the following. Outside of that, I can't think of any legitimate reason why they would be worth more then the truck before them or after them. It's basically the same truck/chassis since 86, the Aero nose was just a face lift and the first gen powerstroke was just available for a few years before the second gen trucks came out. they (second gen 7.3L) were every bit as good of an engine and the trucks were more capable.

"70's vehicles were ugly and new

 

[jmodge]

Then they were disposable and inexpensive, now they're made of gold.

 

[pkhoury]

They are the younger generations "classic truck," And the work trucks that a lot of use used and abused daily. Kinda like how 70's trucks were my generations "classic". So they have quite the following. Outside of that, I can't think of any legitimate reason why they would be worth more then the truck before them or after them. It's basically the same truck/chassis since 86, the Aero nose was just a face lift and the first gen powerstroke was just available for a few years before the second gen trucks came out. they (second gen 7.3L) were every bit as good of an engine and the trucks were more capable.

Well, in this case, I'm probably the youngest of the bunch (I'm 45). Off the bat, one of my good friends, who also owns the body shop I go to, is in his early 60s, another guy is manager of the local hardware store and around the same age, and a third guy is in his 70s. All three own white OBS 7.3 trucks. I don't remember the ages of the others. Actually, the body shop friend currently has his truck down to just the chassis. I'm trying to convince him to do some mild upgrades rather than replace the whole engine (which he said is around 300K); the cab is off, because he's been entirely refurbishing the truck to make it look like brand new. Owning a body shop, he's obviously got the resources to do so.

 

[pkhoury]

Not sure what the L as first digit means in a Volvo VIN, guess a late model Volvo expert would need to interpret. Maybe the L is Belgium.... Though I'm pretty sure I have had a few cars from the Kalmar plant over the years and don't remember any with a VIN that didn't start with Y. My own Volvo familiarity ends with models made 20 years ago or more.

I'd have to google what L is, but know for a fact Y is Sweden (from two Saabs I owned over a decade ago). Good question on Belgium, as the majority of Volvos I've seen were made in Belgium and not Sweden.

 

[pkhoury]

The last couple years of the "bricknose" and through the "aeronose" years they also had the F-Super Duty, which was a 2WD-only 10-bolt beast, with 4-wheel disc brakes, a solid Elliot beam front axle, cab-chassis only truck that became the gold standard for vocational use. Standard big block gas V8, diesel optional, and most all were manuals because the ZF5 was the only way to have a PTO at the time. Looking to buy one of those now (a dump truck).

This is what I own, though I unfortunately got one with the crappy E4OD. I'm the second owner of mine, and remember I hated having to surrender the title, because the original 1995 title had this nice raised embossed texture to the sides and looked visually nicer than modern titles lol. F-Super, but noted as a 450 on the title. "upgraded" the rear diff from a 5.13 to 4.10, because highway speeds here aren't 55mph. Having it as a single cab sucks, but it's otherwise a decent work truck, though the ride quality is akin to a Uhaul from the 1990s.

 

[kjclow]

The new (er) F450s or 4500s by others don't ride much better. I've just topped 100k miles on my 17 ram ecodiesel. I'd only consider replacing it if I could get a new Ram 1500 diesel. Bought a subie to replace the JSW in Feb. Slightly larger but still a wagon that I can load up with bikes and camping/hiking stuff and head off. Wish there had been a diesel option to consider but have to go back to pumping gas.

 

[oilhammer]

The trucks with the coil sprung solid front axles ride MUCH better than the old leaf sprung ones... but then you have to deal with the specter of death wobble. And let me tell ya, death wobble on a big F-truck is much more frightening than on a Wrangler.

Part of the reason I really don't mind the Twin Traction-beam on my F250. At least it stays put and isn't ever going to suddenly start shaking itself to pieces.

 

[gearheadgrrrl]

Some of the diesel truck hoarding is loosing all touch with reality- with good OBS Fords and 12 valve Cummins Dodges going for $40K and up, they're brushing up against the street prices of new diesel work trucks. I'm seeing new fleet spec diesel 3/4 ton and heavier trucks starting at $50k and some real trucks like the Isuzu/Chevy diesel cabovers starting at around $53K... People spending $50K and more for two and three decade old diesel pickups ain't good at math!

 

[oilhammer]

The CHEAPEST new diesel 3/4 ton truck now is about $58k, and that would be a Ford or Chevrolet, 2WD, regular cab, work trim truck. Ram won't let you get a 2WD anymore, so those are already over $60k. If you wanted a Ford or Chevy with 4WD, add 5 grand. And we're still just talking a regular cab pickup. You want an extended or crew cab, add more money. A higher trim level, add even more. Many are over $100k.

Now, add in that you'll have a 50-50 shot of making it out of warranty without a massive repair. Most all these trucks, to do almost anything to the engine, Step 1 is lift the cab off. It is not at all uncommon for there to be $20k repair bills on these.

The newer 6.6L DM has a $2700 turbocharger on it, and it is 11 hours labor to R&R. That's not including all the gaskets and fluids and incidentals involved. And I've seen some of those need this before they've worn through a set of tires.

The DEF injectors LOVE to fail on the Rams, even more than they normally fail on everything in general. I've seen them leaking and making giant white crusties under the truck at less than 10k miles.

A delete on these newer trucks is A: illegal, B; expensive, C: hard to find someone to do it. So yeah, you may be able to avoid some of the headaches, but that isn't free even if A doesn't bother you and you've found a solution to C.

So yeah, it is pretty easy for me to see why the older trucks hold their value so well.

Here is the build for the cheapest Ford:

• Base MSRPS1
  $45,300
• OptionsS4
  + $10,495
• AccessoriesS8
  + $0
• Destination ChargesS17
  + $2,095
• Total MSRPS16
  = $57,890

That $10,495 option is the lesser Powerstroke.... you can buck up a few more G and get the HO version which will nudge the price over $60k. And again, we are talking about a regular cab, long bed, 2WD truck with rubber floormats and hand crank windows. They do give you cruise control, LOL...

 

[d24tdi]

Well considering that for anything from the last decade or two with DBW, cruise is nothing more than a few switches on the steering wheel, I guess there is basically no excuse for not providing it....

IMHO the math above is just another point in favor of why the only logical decision in the pickup or light medium duty realm any more is a gas engine. Spec that Ford with the 6.8L or 7.3L gas V8 and you save $10k plus right out the door and gain massively in reliability and operating/ownership cost, especially if you plan to own it beyond the end of the warranty period.

I think that choice makes more sense for most people vs running a 20 plus year old pre-emission diesel, if it's something they need to use for business and be able to bring to a shop or the dealer when it breaks rather than fix themselves. But it's certainly true, at least in my mind, that that is THE only choice in terms of practical options -- a newer gasser or an older diesel. A $10,495 upcharge for an engine that is as complex as a Boeing product and incredibly difficult/expensive to repair and absolutely not viable to work on yourself without access to a shop hoist to lift the cab is a non starter in my mind. (I'm leaving off to the side here the folks who buy a $90k diesel pickup for their personal daily driver and pay the upkeep bills for it, never gonna even begin to understand them.)

I get the folks who want to own an OBS or early SD 7.3L truck, or to a lesser extent, tolerate driving a Dodge in order to get a 12 valve Cummins. I wouldn't do it myself, but if they like those trucks, I don't think it's too nuts to pay five figure prices for something they are really gonna use, especially if it means they can do upkeep themselves and let it pay them back. Keep rebuilding or repairing the old stuff, as long as parts are out there, pencils better than trying to keep the new stuff going.

Those F Super Duty OBS trucks are a unique and desirable setup. Parking brake on the trans tailshaft is another important medium duty style feature they have, if I am remembering correctly. The next gen Super Duty 450/550 platform used the same parking brake inside the rear rotors as an F250, and even for a 250 they are not strong enough..... Worthless on a loaded 550 that could be grossing almost 20k lbs and maybe have a trailer on there too. Gotta have your wheel chocks handy with those trucks if you have a manual, and if it's an automatic, good luck getting it out of park on a grade without breaking something.

I have one of GM's equivalent to that F Super Duty, the C3500HD that was made through most of the '90s. Heavy frame, driveline parking brake, leaf sprung front beam axle, 15k GVWR even though it has a 1-ton VIN. Like the F Super, it was not ever really replaced after that body style was retired. The Kodiak 4500/5500 trucks that came after were good in their own way but much heavier chassis weight for the same GVWR so lost some payload and much harder to find parts for. The C3500HD's big plus over the Ford F Super was that it used 19.5" wheels and tires where the Ford only ever got 16" that were pretty close to overloading the tires even with the best LT 10-plys you could get. Ford also had to use smaller brakes to fit inside those 16" rims. GM's chassis more or less used motorhome axles and brakes and wheels/tires. The GM trucks could be loaded way beyond their rated GVW and still be more or less safe, where the Fords were maxed out at the sticker weight. On the other hand, the Ford engine options were hands down better than what GM had, especially comparing the 7.3L PSD to the GM 6.5. My '95 6.5TD 3500HD has been a better truck than I ever expected it to be, I have gotten lucky, but even on its best day it is a slug and too easy to overheat with the IDI heads. A 7.3 would walk it on any hill.

Both neat setups in their own way. I definitely agree that Ford (and Ram's) modern practice of building medium duty trucks with pickup-truck-style coil spring / track bar front ends is crazy. Losing steering control with death wobble in a vehicle that is allowed to gross 30k lbs or more combination weight seems like it should be prevented by law, plus they wear those ball joint front ends out rapidly when used for loaded work. The old leaf sprung trucks, as hard as they rode, were a better solution. In this size and weight class for what's currently available, you have to go with Isuzu or similar to get a proper truck front end with leaf springs and kingpins, or step up to the F-650/750 chassis. GM's newer 5500 trucks might be built that way too, I don't know, but I ignore them because the DMax is the only engine choice there and that is a deal breaker right at the start.

 

[oilhammer]

Yeah, it is strange that GM doesn't offer a gas engine in their entries into the light end of medium duty trucks as far as the Silverado cab based cab chassis trucks. You can get the 6.6L gasser in the Isuzu-sourced tilt cab trucks (the smaller ones, anyway). But when they killed off that 8.1L behemoth that was it. That was generally a pretty good engine, albeit crazy thirsty. IH was using them for a bit, too.

 

[d24tdi]

It is interesting to wonder what GM will do about that. They seem like they are in a little bit of a tough position for heavy gas engines since unlike Ford could do with building the Godzilla gasser off the 6.7 PSD architecture/tooling (and to some extent the Cummins in the Dodge, now that Cummins is getting into the gas engine game), they don't have a heavy built diesel powerplant that would provide a starting point for designing a modern gasoline truck engine to meet the growing demand for those. I assume Isuzu is not interested in creating a big bore gasser based on the Duramax design. If that is the case, they are left with either their small block platform, the ancient old style all-iron big blocks that they already retired years ago (but I think do still make for industrial stationary purposes?), or something completely new off a clean sheet, which they probably are not excited to spend the dough on for a fairly limited market.

Ford's move with bringing their diesel engine in-house after the IH partnership went down in flames must feel to them like a great decision in hindsight since their ability to call the shots and develop it into a stout gasser as well is looking like a huge success at this point. Have to wonder if GM wishes they had done the same rather than farming out to Isuzu.

I don't know much about that 6.6L gasser that's the biggest they offer now, but I thought I saw that it mostly shares the LS style small block platform, punched out as far as it can safely go.

 

[PradoTDI]

That is a massive bummer if that is the case. I have heard some people speculate that it might be only applicable to new vehicles but sounds like you know the answer is that it will affect old vehicles too.

Ironic sad timing for probably many of us (me at least) that this would happen just at the moment when a handful of very desirable and also very affordable models are becoming eligible for import.

At least the 25% increase will presumably apply to the purchase value of the car, not its original new sales price? If so not the end of the world, that's 25% on a few thousand Euro to buy the vehicle. A large part of the import cost is the service and freight to get it here, hopefully those are unaffected.

It sounds like you might have heard right, tariffs on used 25+ year old cars appear to be based on current tariffs on the country in question, plus the flat 2.5%. Not sure if that is country of origin or country of export (like with a JDM vehicle imported from Canada: are the tariffs based on the current Canada or Japan rate?). Hoping to get some more details soon, but if this is the case then it is still worth keeping an eye on the market and being ready to jump on something if you're considering an import. The individual country tariff rates seem to be changing quite rapidly, so it may become worthwhile any time.

 

[gearheadgrrrl]

The CHEAPEST new diesel 3/4 ton truck now is about $58k, and that would be a Ford or Chevrolet, 2WD, regular cab, work trim truck. Ram won't let you get a 2WD anymore, so those are already over $60k. If you wanted a Ford or Chevy with 4WD, add 5 grand. And we're still just talking a regular cab pickup. You want an extended or crew cab, add more money. A higher trim level, add even more. Many are over $100k.

Now, add in that you'll have a 50-50 shot of making it out of warranty without a massive repair. Most all these trucks, to do almost anything to the engine, Step 1 is lift the cab off. It is not at all uncommon for there to be $20k repair bills on these.

The newer 6.6L DM has a $2700 turbocharger on it, and it is 11 hours labor to R&R. That's not including all the gaskets and fluids and incidentals involved. And I've seen some of those need this before they've worn through a set of tires.

The DEF injectors LOVE to fail on the Rams, even more than they normally fail on everything in general. I've seen them leaking and making giant white crusties under the truck at less than 10k miles.

A delete on these newer trucks is A: illegal, B; expensive, C: hard to find someone to do it. So yeah, you may be able to avoid some of the headaches, but that isn't free even if A doesn't bother you and you've found a solution to C.

So yeah, it is pretty easy for me to see why the older trucks hold their value so well.

Here is the build for the cheapest Ford:

• Base MSRPS1
  $45,300
• OptionsS4
  + $10,495
• AccessoriesS8
  + $0
• Destination ChargesS17
  + $2,095
• Total MSRPS16
  = $57,890

That $10,495 option is the lesser Powerstroke.... you can buck up a few more G and get the HO version which will nudge the price over $60k. And again, we are talking about a regular cab, long bed, 2WD truck with rubber floormats and hand crank windows. They do give you cruise control, LOL...

The prices I quoted were discounted prices offered by dealers, prices have dropped recently but were up around list for the last few years. The "cab lifts" have been going on for decades now, a symptom of too much engine jammed under too short a hood, solution is at least a tilt front end or tilt cab, period. IIRC anything under 10K GVW has to pass crash tests, so no tilting hoods or cabs for that market segment. As for the emissions, you see the worst of it but I know of fleets that aren't having major problems with even the 2010+ trucks and they enjoy the improved fuel economy. That said, an earlier 3/4 or larger truck that ain't all worn out for less than $20K would be hard to pass up!

 

[Genesis]

Screw the "cab lift" thing. I have a friend with a 1 ton Ford and he popped the hood -- other than changing the oil and air filter forget it. I ain't buying that no matter what it costs.

If this crap gets pulled back I'm in the market -- I'd like a 3/4 ton, but not the way they're set up right now. Solve that I'm a buyer -- cash. Don't and I'm not -- ever.

 

[gearheadgrrrl]

I don't think the emissions regs will be scaled back- The bigger makers played them masterfully to force competitors to sell out and jack the price of new trucks. Best you can do is pick the best emissions system and engine, and go heavy enough that you can get a tilt hood or tilt cab.

 

[IndigoBlueWagon]

At the other end of the truck spectrum, I picked this up yesterday for my son:

2003, 2wd, 98K, rust free (amazingly), very clean. Two owners. Crank windows, no A/C or cruise. About as simple as a truck can get. $5K seems like a lot for a 22 year old cheap truck, but they're hard to find. I think this will give him more trouble free service than something newer.

If the engine craps out (unlikely) we can swap in an ALH.

 

[pkhoury]

The trucks with the coil sprung solid front axles ride MUCH better than the old leaf sprung ones... but then you have to deal with the specter of death wobble. And let me tell ya, death wobble on a big F-truck is much more frightening than on a Wrangler.

Part of the reason I really don't mind the Twin Traction-beam on my F250. At least it stays put and isn't ever going to suddenly start shaking itself to pieces.

I'll be honest - I've heard the term death wobble, but not really familiar with what it is. My truck is definitely pretty rigid and feels solid when towing, though I only have two other vehicles to compare it to, both Ram 2500s (with a age disparity of about 21 years apart).

 

[pkhoury]

At the other end of the truck spectrum, I picked this up yesterday for my son:

2003, 2wd, 98K, rust free (amazingly), very clean. Two owners. Crank windows, no A/C or cruise. About as simple as a truck can get. $5K seems like a lot for a 22 year old cheap truck, but they're hard to find. I think this will give him more trouble free service than something newer.

If the engine craps out (unlikely) we can swap in an ALH.

You're also in a climate where you can get away with no AC. Here in Central Texas, it's practically required, especially this time of year. Even worse for those of us with hyperhidrosis.

 

[ZippyNH]

I'll be honest - I've heard the term death wobble, but not really familiar with what it is. My truck is definitely pretty rigid and feels solid when towing, though I only have two other vehicles to compare it to, both Ram 2500s (with a age disparity of about 21 years apart).

Death wobble is from a jacked up (lifted) truck with improper geometry, usually from a cut rate or homemade kit....in a factory height truck, it's just worn and broken suspension stuff, pretty basic.
Having a wobble when towing is typically a tail wagging the dog situation where the person disregard the basics.... typically a mis loaded trailer with an excessive tongue weight and often too much weight for the towing vehicle making it worse.
The ending in EITHER CASE is very bad....an undampened oscillation worsening till an accident happens..... sometimes the driver can stop it..but it often restarts from a minor bump, turn or gust of wind.

 

[IndigoBlueWagon]

You're also in a climate where you can get away with no AC. Here in Central Texas, it's practically required, especially this time of year. Even worse for those of us with hyperhidrosis.

He works outside so he's used to whatever the weather is. And he's in the western part of the state, where it tends to be cooler and less humid than here near the ocean.

I've spent time in Dallas and Houston in the summer, so I know what you mean.

 

[dieseldonato]

Death wobble is from a jacked up (lifted) truck with improper geometry, usually from a cut rate or homemade kit....in a factory height truck, it's just worn and broken suspension stuff, pretty basic.
Having a wobble when towing is typically a tail wagging the dog situation where the person disregard the basics.... typically a mis loaded trailer with an excessive tongue weight and often too much weight for the towing vehicle making it worse.
The ending in EITHER CASE is very bad....an undampened oscillation worsening till an accident happens..... sometimes the driver can stop it..but it often restarts from a minor bump, turn or gust of wind.

And not limited to coil spring suspension either. Driven and fixed lots of leaf sprung front axle vehicles that had broken and hacked suspension/ steering parts that would shake the steering wheel right out of your hand.

 

[oilhammer]

Hehe... clear some folks do not exactly know what death wobble is. The specific definition that I am referring to ONLY happens on coil sprung solid front axle 4WD trucks and SUVs, and it can happen on a completely stock vehicle.

It has to do with the fact that the coil springs do nothing to keep the axle level, like leaf springs do, so they have to use a bunch of control arms to both keep the axle level AND keep it from shifting side to side, each of which will have a bushing in both ends. Since it is a steer axle, caster (in the most basic sense, the measured angle determined by the difference in pivot points of the upper and lower turning axis joints... usually ball joints) gets radically influenced by any oscillation in the axle. Now couple this with far reaching long steering linkages that also change geometry as all this movement is going on, as none of these (that I know of) can employ a simple, tight, responsive rack-&-pinion type steering. They also use an ancient gearbox mounted off on the driver side of the frame, with a LONG drag link and uneven length tie rods to the steering knuckles. Add in the use of some sort of joints for the front drive line, some that are always engaged... now you have a recipe where if ANYTHING is even A LITTLE off, it can set up a procession that will grow and grow to the point that the steering wheel shakes so bad you literally cannot hold on to it with your hands. Even mud, snow, ice, rocks, anything stuck in a tire or rim, can be enough to cause it.

What makes it worse, is that it is SO violent, that even if everything was good and secure before, it'll hammer it all to pieces in short order. But what REALLY makes it worse is these ghetto fabulous giant Chinaspokes wrapped in junk Chinapops that are impossible to balance, and have bad (BAD... like I've seen RFV balancers start shaking and lifting off the ground bad) irregularities that worsen the faster you go.

Then, overworked undersized brakes that warp the rotors add their shaking to the mix.

The Ram trucks have such wuss frames (sorry Dodge guys, it's true) that the frame flexes where the steering box bolts on... and eventually cracks. There are all kinds of supports and fixes to try and contain it, some work better than others, but really it is just a poor design in general. Jeeps and Ram trucks are the worst, but the Fords can do it to. GM trucks employ IFS, so they have no problems with it.

Yes, anything worn and broken can have some bad problems, but this specific thing stems from a poor design. Jeep Wrangler guys seem to just deal with it, and joke about it, but when the Bronco came out, there were suddenly loads of used Wranglers everywhere.... I bet that is a substantial reason why.

 

[dieseldonato]

It most certainly does not only happen to coil spring suspension, ford was so worried about it with their leaf sprung trucks that started including a small trac bar on the f350s front axle back in the 80's. The w/d series dodges from the late 80-mid 90's had the same issues with leaf spring front axles. Shake so bad it would rip the steering wheel right out of your hand, with zero warning it was going to happen. Cheapo shackle lift/ leveling kits made it worse by screwing up the steering geometry. Dodge
Then proceeded to make the world's worst front suspension/ axles every seen in 94. Even 100% bone stock it was garbage at best. I should know, I had a 94 2500 I bought for a cummins swap I ended up driving for a few years before I pulled the engine and scrapped the rest of the truck.

 

[jmodge]

You're also in a climate where you can get away with no AC. Here in Central Texas, it's practically required, especially this time of year. Even worse for those of us with hyperhidrosis.

Everyone in Michigan has AC also. Two distinct types, manual or power