The 2013 Peterbilt 384 is a prominent member of Peterbilt's vocational and regional haul lineup, known for its set-back axle and aerodynamic conventional body style. Part of the broader Peterbilt 38X series, it was produced for a range of years, offering configurations rather than strict trims. Its popularity stems from Peterbilt's esteemed reputation for quality, classic styling, and driver comfort, making it a reliable and aesthetically pleasing choice for many operators. Pricing varied widely when new, typically from $120,000 to $160,000+ depending on specification.
The Good
The 2013 Peterbilt 384 offers robust performance with powerful engine options and strong reliability rooted in Peterbilt's build quality. Drivers appreciate its comfortable, ergonomic cab and iconic, aerodynamic design. It provides reasonable fuel efficiency for its class and maintains strong resale value. This blend appeals to emotional buyers seeking brand prestige and classic looks, while practical buyers benefit from its durability, long service life, and strong operational performance.
The Bad
Potential weaknesses for the 2013 Peterbilt 384 often include common emissions system issues (DEF/DPF failures), which were prevalent across all manufacturers of this era. Owners might also encounter electrical gremlins, occasional air system leaks, and higher maintenance costs for specialized components. Some report cab corrosion issues in areas exposed to harsh weather conditions over time.
2013 Peterbilt 384: Quick Overview
- Engine Options: The 2013 Peterbilt 384 was primarily offered with robust diesel engine options, including the PACCAR MX-13 and the Cummins ISX15. These engines provided a strong balance of power and torque suitable for heavy-duty applications.
- Horsepower: Depending on the engine and specific configuration, horsepower ratings typically ranged from 400 HP to 550 HP, providing ample power for various hauling needs.
- Fuel Economy: Fuel economy for Class 8 trucks like the 384 is highly variable, influenced by load, terrain, driver habits, and maintenance. Owners generally reported averages in the range of 5-7 miles per gallon (MPG).
- 0-60 Times: As a heavy-duty commercial truck, 0-60 MPH acceleration times are not a relevant performance metric. Instead, focus is placed on torque, pulling power, and gradeability.
- Towing Capacity: The 2013 Peterbilt 384 typically had a Gross Combination Weight Rating (GCWR) of 80,000 pounds as standard, allowing it to pull various types of heavy trailers. Higher GCWRs could be achieved with specific configurations and permits.
- "Trim-Level" Features: Peterbilt models like the 384 didn't follow traditional passenger car "trims." Instead, they offered extensive customization options that acted as de facto "trim levels." Key configurable features included:
- Sleeper Configurations: Available as a day cab or with various sleeper sizes, such as 36-inch, 44-inch, or 63-inch options, catering to regional or over-the-road operations.
- Interior Packages: Offered different levels of interior comfort and finish, from basic operator packages to more premium options like the Premier or Platinum interior, featuring upgraded seating, dashboard finishes, and storage.
- Transmission Options: Available with manual transmissions (e.g., Eaton Fuller 10, 13, 18-speed) or automated manual transmissions (AMTs), providing flexibility for driver preference and operational efficiency.
- Suspension Systems: Included various air-ride suspension systems (e.g., Peterbilt AirTrac) for improved ride quality and cargo protection, alongside traditional spring suspensions.
- Cab Amenities: Optional features included power windows and locks, air-ride seats (heated options available), premium audio systems, built-in navigation, and auxiliary power units (APUs) for sleeper climate control.
- Axle Configurations: Various drive axle ratios and tandem axle configurations were available to optimize for different types of hauling (e.g., highway vs. vocational).
2013 Peterbilt 384 Specifications
Vehicle Information
| Year | 2013 |
| Make | Peterbilt |
| Model | 384 |
| Trim | - |
| Style | - |
| Type | Truck |
| Category | Medium Truck |
Manufacturing Details
| Made In | United States |
| Manufacturing City | DENTON |
Dimensions
| Doors | - |
| Curb Weight | - |
| Gross Vehicle Weight Rating | 33000 pounds |
| Overall Height | - |
| Overall Length | - |
| Overall Width | - |
| Wheelbase Length | - |
| Standard Seating | - |
Engine & Performance
| Engine | 12.9L L6 DIESEL |
| Engine Size | 12.9L |
| Engine Cylinders | 6 |
| Transmission | - |
| Transmission Type | - |
| Transmission Speeds | - |
| Drivetrain | 6x4 |
Additional Features
| Anti-Brake System | - |
| Steering Type | - |
Pricing
| Manufacturer Suggested Retail Price (MSRP) | - |
| Invoice Price | - |
| Delivery Charges | - |
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Analysis
What Problems Does the 2013 Peterbilt 384 Have?
The 2013 Peterbilt 384, like many heavy-duty trucks from its era, frequently reported problems centered around its emissions control systems. The Diesel Particulate Filter (DPF) and Selective Catalytic Reduction (SCR) with Diesel Exhaust Fluid (DEF) components were notorious for issues. These included DPF clogging, DEF pump failures, DEF sensor malfunctions, and frequent regeneration cycles that could lead to downtime and costly repairs. These problems were not unique to Peterbilt but were common across all manufacturers struggling with the early iterations of stringent EPA emission standards.
Beyond emissions, several other concerns have been reported. Electrical issues, such as intermittent wiring harness problems, sensor failures, and dashboard warning light discrepancies, can be frustrating and difficult to diagnose. Air system leaks, affecting brakes, suspension, or other pneumatic components, are also fairly common over time. Engine-specific problems can include issues with EGR (Exhaust Gas Recirculation) coolers, turbocharger malfunctions, and injector problems, especially in high-mileage units. PACCAR MX-13 engines, while generally reliable by 2013, had some earlier teething issues that were largely resolved or improved by this model year. Cummins ISX15 engines also had their own set of known issues, including potential cam lobe wear and rocker arm problems in some earlier variants, though the 2013 models were often more refined.
Regarding recalls, specific information for the 2013 Peterbilt 384 should always be checked via the NHTSA or manufacturer's website using the VIN. Common recall areas for heavy trucks often involve potential defects in braking systems, steering components, lighting, or engine/emissions components that could pose a safety risk. For long-term reliability, while the fundamental Peterbilt chassis and cab are robust, owners should anticipate significant wear and tear on suspension components, interior fittings, and continued vigilance on the emissions system as the truck accumulates mileage. Rust can also become a concern in specific areas, such as battery boxes and cab corners, depending on the operational environment.
Beyond emissions, several other concerns have been reported. Electrical issues, such as intermittent wiring harness problems, sensor failures, and dashboard warning light discrepancies, can be frustrating and difficult to diagnose. Air system leaks, affecting brakes, suspension, or other pneumatic components, are also fairly common over time. Engine-specific problems can include issues with EGR (Exhaust Gas Recirculation) coolers, turbocharger malfunctions, and injector problems, especially in high-mileage units. PACCAR MX-13 engines, while generally reliable by 2013, had some earlier teething issues that were largely resolved or improved by this model year. Cummins ISX15 engines also had their own set of known issues, including potential cam lobe wear and rocker arm problems in some earlier variants, though the 2013 models were often more refined.
Regarding recalls, specific information for the 2013 Peterbilt 384 should always be checked via the NHTSA or manufacturer's website using the VIN. Common recall areas for heavy trucks often involve potential defects in braking systems, steering components, lighting, or engine/emissions components that could pose a safety risk. For long-term reliability, while the fundamental Peterbilt chassis and cab are robust, owners should anticipate significant wear and tear on suspension components, interior fittings, and continued vigilance on the emissions system as the truck accumulates mileage. Rust can also become a concern in specific areas, such as battery boxes and cab corners, depending on the operational environment.
How long will the 2013 Peterbilt 384 last?
With proper and consistent maintenance, a 2013 Peterbilt 384 can easily achieve well over 1 million miles, with many operators seeing 1.2 to 1.5 million miles before major powertrain overhauls. Annually, these trucks typically cover 100,000 to 150,000 miles in long-haul operations, translating to 8-12+ years of active service life. The long-term durability of the Peterbilt 384 is generally strong, benefiting from a robust frame and quality components. However, weaknesses over time often manifest in the emissions system, requiring significant attention and potential replacement of DPF/SCR components. Electrical wiring integrity can degrade, leading to intermittent issues. Suspension components like airbags and bushings are wear items. Interior wear and tear, along with localized rust (especially in areas exposed to road salt), are also common considerations in older high-mileage units.
What Technology & Safety Features are Included?
The built-in technology of a 2013 Peterbilt 384 was focused on essential operational functions rather than advanced digital integration common in modern passenger cars. Standard tech included comprehensive analog and digital instrumentation for vital engine and vehicle parameters, basic trip computers, and perhaps rudimentary onboard diagnostics. Many operators would have installed aftermarket telematics systems for Electronic Logging Devices (ELDs) and fleet management, as integrated solutions were less common or sophisticated directly from the factory at this time.
For entertainment, the 384 typically came with an AM/FM radio, often with a CD player and an auxiliary input jack for personal music devices. Higher-tier interior packages might have included an upgraded sound system. Navigation systems, if present, were usually integrated into the dashboard as a separate unit or were aftermarket additions, not deeply embedded like today's infotainment systems.
Driver-assistance features in 2013 were minimal compared to contemporary standards. Anti-lock Braking Systems (ABS) and Traction Control (ATC) were becoming standard or widely available, enhancing braking stability and traction on slippery surfaces. Electronic Stability Control (ESC) was also beginning to be offered as an option, helping to prevent rollovers and loss of control. Advanced features like adaptive cruise control, lane departure warning, or collision mitigation systems were nascent technologies for heavy trucks and extremely rare or non-existent on production models like the 384 in 2013.
Safety features focused on robust structural design, excellent visibility from the cab, powerful air brakes, and standard three-point seatbelts. Heavy-duty commercial trucks do not undergo consumer-style crash-test ratings (e.g., NHTSA star ratings) like passenger vehicles. Their safety is evaluated more on component integrity, braking performance, and compliance with industry-specific safety standards. Optional safety enhancements might have included additional mirrors for blind spot visibility or specialized lighting packages.
For entertainment, the 384 typically came with an AM/FM radio, often with a CD player and an auxiliary input jack for personal music devices. Higher-tier interior packages might have included an upgraded sound system. Navigation systems, if present, were usually integrated into the dashboard as a separate unit or were aftermarket additions, not deeply embedded like today's infotainment systems.
Driver-assistance features in 2013 were minimal compared to contemporary standards. Anti-lock Braking Systems (ABS) and Traction Control (ATC) were becoming standard or widely available, enhancing braking stability and traction on slippery surfaces. Electronic Stability Control (ESC) was also beginning to be offered as an option, helping to prevent rollovers and loss of control. Advanced features like adaptive cruise control, lane departure warning, or collision mitigation systems were nascent technologies for heavy trucks and extremely rare or non-existent on production models like the 384 in 2013.
Safety features focused on robust structural design, excellent visibility from the cab, powerful air brakes, and standard three-point seatbelts. Heavy-duty commercial trucks do not undergo consumer-style crash-test ratings (e.g., NHTSA star ratings) like passenger vehicles. Their safety is evaluated more on component integrity, braking performance, and compliance with industry-specific safety standards. Optional safety enhancements might have included additional mirrors for blind spot visibility or specialized lighting packages.
What Colors Options are Available?
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In the meantime, feel free to explore the other sections for more content.
In the meantime, feel free to explore the other sections for more content.
2013 Peterbilt 384 Prices and Market Value
When new, the 2013 Peterbilt 384 could range from approximately $120,000 to over $160,000, depending heavily on engine choice, transmission, sleeper size, and other custom specifications. In the current used market (as of 2024), prices for a 2013 model vary significantly, typically from $25,000 to $60,000+. Depreciation is substantial in the first few years, but Peterbilts tend to hold their value better than some competitors due to brand reputation. Factors significantly affecting resale value include mileage, overall condition, maintenance records, the presence and condition of the emissions system, and the engine type (Cummins ISX often commands a premium). A well-maintained unit with a preferred powertrain and clean history will always fetch a higher price.
2013 Peterbilt 384 Cost of Ownership
Owning a 2013 Peterbilt 384 is a significant financial commitment, classifying it as costly to own, typical for a Class 8 truck. Commercial insurance can range from $10,000 to $30,000+ annually depending on operation, cargo, and driver history. Fuel is the single largest expense, consuming tens of thousands of dollars annually. Maintenance and repair costs are substantial; budgeting $0.15-$0.25 per mile for routine service, tires, brakes, and unexpected component failures (especially emissions system parts) is crucial. Long-term, anticipate costly items like clutch replacements, potential engine or transmission overhauls, and general wear-and-tear. Successful ownership hinges on rigorous preventative maintenance and a robust repair budget.
2013 Peterbilt 384 Fuel Efficiency
Fuel Type
Diesel
Fuel Capacity
-
City Mileage
-
Highway Mileage
-
2013 Peterbilt 384 Warranty
Basic
Original warranty
0 months / No data
Estimated remaining
Expired
Powertrain
Original warranty
0 months / No data
Estimated remaining
Expired
Rust
Original warranty
0 months / No data
Estimated remaining
Expired
2013 Peterbilt 384 Insurance
Insurance for a 2013 Peterbilt 384 is moderately priced, reflecting its status as a Truck with strong safety ratings and
reasonable repair costs.
reasonable repair costs.
How Does the 2013 Peterbilt 384 Compare to Other Truck?
When stacking the 2013 Peterbilt 384 against key rivals like the Freightliner Cascadia, Kenworth T680, Volvo VNL, and International ProStar, it holds a competitive position, though with distinct characteristics.
In terms of performance, the 384, often equipped with Cummins ISX15 or PACCAR MX-13 engines, is on par with its competitors. Most Class 8 trucks of this vintage offered similar horsepower and torque figures, and all were affected by the same generation of emissions regulations. Its road manners and pulling power are generally well-regarded.
Features across this class were more utilitarian than luxurious in 2013. The Peterbilt 384 offered good driver comfort, a well-appointed interior for its time, and a classic aesthetic often preferred by owner-operators. The Kenworth T680, being a PACCAR sibling, shared many underlying components and offered a similar premium experience. The Freightliner Cascadia often emphasized aerodynamics and fleet efficiency, sometimes at the expense of Peterbilt's "classic" feel. Volvo VNLs were known for their superior ergonomics and integrated powertrains (Volvo engine/transmission), often perceived as having higher safety standards. International ProStars were competitive in features but sometimes had a reputation for quality control issues that varied by model year.
Reliability for all these trucks from 2013 was largely impacted by the early emissions systems (DPF/DEF), which presented challenges across the board. The Peterbilt 384 generally benefits from a reputation for robust chassis and durable components. Kenworth T680 shares this reputation due to common engineering. Freightliner and Volvo also offered solid platforms, while International's reliability could be more hit-or-miss depending on specific engine and component choices.
In terms of price, Peterbilt generally commanded a premium when new and tends to hold its resale value better than some rivals like International, often on par with Kenworth. Used market prices for 2013 models will reflect these brand perceptions, as well as mileage, condition, and engine type.
Recommended Alternatives:
In terms of performance, the 384, often equipped with Cummins ISX15 or PACCAR MX-13 engines, is on par with its competitors. Most Class 8 trucks of this vintage offered similar horsepower and torque figures, and all were affected by the same generation of emissions regulations. Its road manners and pulling power are generally well-regarded.
Features across this class were more utilitarian than luxurious in 2013. The Peterbilt 384 offered good driver comfort, a well-appointed interior for its time, and a classic aesthetic often preferred by owner-operators. The Kenworth T680, being a PACCAR sibling, shared many underlying components and offered a similar premium experience. The Freightliner Cascadia often emphasized aerodynamics and fleet efficiency, sometimes at the expense of Peterbilt's "classic" feel. Volvo VNLs were known for their superior ergonomics and integrated powertrains (Volvo engine/transmission), often perceived as having higher safety standards. International ProStars were competitive in features but sometimes had a reputation for quality control issues that varied by model year.
Reliability for all these trucks from 2013 was largely impacted by the early emissions systems (DPF/DEF), which presented challenges across the board. The Peterbilt 384 generally benefits from a reputation for robust chassis and durable components. Kenworth T680 shares this reputation due to common engineering. Freightliner and Volvo also offered solid platforms, while International's reliability could be more hit-or-miss depending on specific engine and component choices.
In terms of price, Peterbilt generally commanded a premium when new and tends to hold its resale value better than some rivals like International, often on par with Kenworth. Used market prices for 2013 models will reflect these brand perceptions, as well as mileage, condition, and engine type.
Recommended Alternatives:
- Kenworth T680: A very similar alternative, often sharing powertrains and chassis components with the Peterbilt 384. It offers comparable reliability, driver comfort, and resale value, making it an excellent cross-shop.
- Volvo VNL: If driver comfort, advanced ergonomics, and integrated powertrain efficiency are top priorities, a used Volvo VNL of the same era is a strong contender.
- Freightliner Cascadia: For those prioritizing fuel efficiency and a more modern (for 2013) aerodynamic design, the Cascadia is a very common and often more affordable used option, though it might lack some of Peterbilt's classic appeal.
Final Verdict: Is the 2013 Peterbilt 384 a Good Truck?
The 2013 Peterbilt 384 is an ideal choice for owner-operators or small fleet owners who appreciate Peterbilt's iconic styling, robust build quality, and strong brand presence. It's particularly well-suited for regional haul, vocational work, or dedicated routes where its balance of maneuverability and highway capability shines. It is definitely worth buying as a used vehicle, offering a solid platform for a heavy-duty truck at a more accessible price point than new.
However, purchasing one requires a thorough understanding of its age-related potential issues. Focus on well-maintained units with complete service records, especially concerning the engine and emissions system. A comprehensive pre-purchase inspection by a reputable heavy-duty mechanic is non-negotiable. Budgeting for potential repairs, particularly for DEF/DPF system components and general wear items, is critical. While not offering the cutting-edge tech of newer trucks, a well-cared-for 2013 Peterbilt 384 can provide many more years of reliable service and a positive ownership experience for those prepared for the demands of a modern older-model heavy truck.
However, purchasing one requires a thorough understanding of its age-related potential issues. Focus on well-maintained units with complete service records, especially concerning the engine and emissions system. A comprehensive pre-purchase inspection by a reputable heavy-duty mechanic is non-negotiable. Budgeting for potential repairs, particularly for DEF/DPF system components and general wear items, is critical. While not offering the cutting-edge tech of newer trucks, a well-cared-for 2013 Peterbilt 384 can provide many more years of reliable service and a positive ownership experience for those prepared for the demands of a modern older-model heavy truck.
Jovan
Jovan specializes in interpreting vehicle records and making sense of VIN data. With over 10 years of experience in the automotive data industry, his work ensures that every report is clear, accurate, and useful for car buyers.