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Browse all trucksEveryone says they want a fuel efficient truck. Then winter hits in Kearney, they hook up a trailer, and reality shows up. In Nebraska’s used market, “fuel efficient truck” usually means one of these: Ford F-150 with the 2.7L EcoBoost Ram 1500 EcoDiesel Chevy Silverado 1500 3.0L Duramax diesel Midsize trucks like Toyota Tacoma 4-cylinder or Ford Ranger A 2019 F-150 2.7L EcoBoost with 85,000 miles in Omaha typically lists around $24,000 to $29,000. A 2020 Silverado 3.0L Duramax with 90,000 miles often sits between $32,000 and $38,000. A 2018 Ram 1500 EcoDiesel with 100,000 miles usually lands near $26,000 to $31,000. They’re not cheap. Efficiency doesn’t mean budget.
The 2.7L EcoBoost F-150 can average 20–23 mpg highway if driven calmly. That’s real-world Nebraska interstate driving between Lincoln and Omaha. The 3.0L Duramax diesel can hit high 20s mpg on steady highway runs unloaded. I’ve seen 27 mpg on a 150-mile stretch west of Grand Island in mild weather. That’s impressive for a full-size truck. Compared to older 5.0L V8 F-150s averaging 16–18 mpg highway, the savings add up over 20,000 miles a year. If you commute long distances daily, that matters.
Smaller engines often mean less weight over the front axle. The 2.7L EcoBoost trucks tend to feel more balanced and less nose-heavy than some V8 configurations. For city driving in Omaha traffic, they’re easier to live with.
At 20,000 miles per year, the difference between 16 mpg and 22 mpg is roughly 300–400 gallons annually. At $3.00 per gallon, that’s close to $1,000 saved each year. Over five years, that’s real money. Not theoretical.
The 2.7L and 3.5L EcoBoost engines use turbochargers and direct injection. More hoses. More heat. More parts that can fail. I inspected a 2018 F-150 2.7L in Lincoln with 112,000 miles. It drove fine. But the turbos had a faint whistle and the owner mentioned an oil consumption concern. If a turbo fails out of warranty, you’re not talking about a $300 repair. Fuel savings disappear fast when major components fail.
The 3.0L Duramax and Ram EcoDiesel get strong mpg numbers. They also rely on modern emissions systems: DEF injection, EGR, particulate filters. Short trips around town in Norfolk or Fremont are hard on those systems. Regeneration cycles need highway speeds. When they clog or malfunction, repair bills can climb into the thousands. Diesel efficiency works best for long-distance drivers. Not short-trip commuters.
That 27 mpg diesel number disappears when towing. Hook a 7,000-pound camper to a 3.0L Duramax and you might see 11–14 mpg. Same story with a 2.7L EcoBoost towing heavy loads. Small engines work harder under load. If you tow often, the fuel gap between efficient engines and larger V8s shrinks fast.
Efficient trims often command a premium. Dealers know buyers search for “diesel” or “EcoBoost.” That keeps used prices elevated. You might pay $3,000 to $5,000 more upfront for a diesel version compared to a gas V8 with similar mileage. You need years of driving to recover that difference through fuel savings. Most owners sell before that math fully balances.
Toyota Tacoma 4-cylinder models and older Ford Rangers advertise decent mpg numbers, often low 20s combined. But power is limited. Load the bed with construction materials or tow near the rated limit, and those small engines feel strained. They downshift constantly. Fuel economy drops anyway. Efficiency is easiest when the truck isn’t working hard.
Cold starts hurt mpg. Winter-blend fuel reduces efficiency. Idling to warm up on January mornings outside Scottsbluff eats into any savings. Theoretical EPA numbers don’t reflect real Nebraska winters. Expect lower mileage December through February. That’s normal. Just not advertised.
They fit high-mileage drivers who spend serious time on highways. Sales reps. Contractors traveling between cities. People not towing heavy every weekend. They don’t fit short-trip drivers, heavy haulers, or buyers who assume smaller engine automatically means lower total cost of ownership. A used fuel efficient truck in Nebraska saves money at the pump. It often adds complexity under the hood. If you drive enough miles, the math works. If you don’t, you’re just paying extra for smaller cylinders and more parts.
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