Forum Discussion
cptqueeg wrote:
Does 12 gallons more fuel (and a local Ford dealer) make it worth buying a Ford for a long time GM fan?
We like the lonely stretches of NV a lot.
well, our 2004 duramax only had a 26gallon tank.... Even with the diesel when towing that meant some planning for gas stops and for a few trips carrying an extra 5 gallons.
With the 2015 and 35 gallon tank, not near the issue, if the 2015 had a 26 gallon tank I'd have installed an aftermarket. With the 35 it's now in the "barely adequate" rather than "almost adequate" category. 50 gallons, that would be a definitely adequate fuel tank size.
we do a 760 mile trip unloaded quite often and I need one fuel stop. with a 50 gallon, nice. and when towing 35 gallon is often not quite a days trip, 50 gallons... one days trip stop and the end of the day for fuel.
I'd definitely pay extra for a 50 gallon tank if it was an option.- Does 12 gallons more fuel (and a local Ford dealer) make it worth buying a Ford for a long time GM fan?
We like the lonely stretches of NV a lot. Huntindog wrote:
ksss wrote:
All you gotta do is put the lever in low. Then select what gear you want with the +,_ buttons. It will show L5,L4 etc. on the dash, If you also pushed the EB button, you will experience impressive results. I can descend any mountain without touching the brake pedal. It would helpful it they read the manual to under stand how it works before doing such tests.
Whether GM can program a better engine brake or make mechanical changes, it needs to happen. Maybe that truck itself wasn't right, but they need to get more aggressive with the engine brake. The quicker offline acceleration is important. The ability to quickly get to highway speed from onramp or merge lanes is important. I am to the floor on every mnt pass I am on. The more I am able to stay with the flow of traffic the better. I am always at the mid thirties GCVW. I get everything that the Duramax has to give going up and down those passes. So in watching this, I was expecting the Ford to kill the Duramax. The way Ford dominated the 2020 Ike pull, I was expecting a similar result. What happened was a complete surprise, that extra 3k doesn't buy much except a decal, except resale to those that don't know better. I suspect that Ford is highly managing that power output, due to the fact it clearly gets warm. It may have the specs it says, but I suspect it is managed to the point you would likely never see it. I sure someone has a dyno run on the HO, it would be interesting to see what it puts to the ground. Whatever it is, it didn't mean much in this run, even though its got 250 more pound feet and 40 more hp. I do wish GM would tell you what gear your in like Ford does.
Yes if you manually select the gear you want I believe it will work just fine, but the goal of these tests have been to let the truck do the shifting right or wrong. Also they did press the exhaust button.
On this particular test they choose to utilize cruise control which I recall the GM's did really good in this mode in years past.ksss wrote:
All you gotta do is put the lever in low. Then select what gear you want with the +,_ buttons. It will show L5,L4 etc. on the dash, If you also pushed the EB button, you will experience impressive results. I can descend any mountain without touching the brake pedal. It would helpful it they read the manual to under stand how it works before doing such tests.
Whether GM can program a better engine brake or make mechanical changes, it needs to happen. Maybe that truck itself wasn't right, but they need to get more aggressive with the engine brake. The quicker offline acceleration is important. The ability to quickly get to highway speed from onramp or merge lanes is important. I am to the floor on every mnt pass I am on. The more I am able to stay with the flow of traffic the better. I am always at the mid thirties GCVW. I get everything that the Duramax has to give going up and down those passes. So in watching this, I was expecting the Ford to kill the Duramax. The way Ford dominated the 2020 Ike pull, I was expecting a similar result. What happened was a complete surprise, that extra 3k doesn't buy much except a decal, except resale to those that don't know better. I suspect that Ford is highly managing that power output, due to the fact it clearly gets warm. It may have the specs it says, but I suspect it is managed to the point you would likely never see it. I sure someone has a dyno run on the HO, it would be interesting to see what it puts to the ground. Whatever it is, it didn't mean much in this run, even though its got 250 more pound feet and 40 more hp. I do wish GM would tell you what gear your in like Ford does.FishOnOne wrote:
Or one could read the manual to learn how it works.
I watched the video again particularly the Chevy down hill section and noticed the truck would maintain the speed, but then the transmission would upshift which effectively reduced RPM's and reduced the effectiveness of the exhaust brake. A programming change to the shifting strategy when in Tow/Haul mode should fix this issue IMO.- If I remember the temps correctly it was in the mid 70's going up the IKE. Which for that elevation I would imagine it is warm. What happens on a pass that isn't as long but 90 or so degrees. I am curious how the truck would respond to that. Especially when you can't maintain that kind of speed. Teton pass comes to mind. It tops out at 8500 feet from 6500 on the Idaho side. It is 10% at its steepest, but with the switchbacks much slower up the hill.
- ^^^ The High Output is supposed to be putting out about 150 more lbft of torque at bottom end of the power curve (so we should be able to expect at least 45 more horsepower at 2100 rpm and 25 more horsepower at 2600 rpm). Say 35 more ponies on average from 2100 to 2600 rpm. At 10,000feet of elevation maybe that 35 more HP would be more like 30 more hp. Considering the additional 30 hp and the fact that this trailer was 1500 lbs lighter than the trailer the 2020 pulled up the hill, the high output should have been able to shave nearly a minute off the 2020’s time. I had guessed it would have had a time of just under 9 and a half minutes. Maybe the warmer temperatures played a role or maybe the 2020 truck that TFLT used was an over achiever? Compared to the Duramax it looks like maybe this 2023 high output is an under achiever.
- Whether GM can program a better engine brake or make mechanical changes, it needs to happen. Maybe that truck itself wasn't right, but they need to get more aggressive with the engine brake. The quicker offline acceleration is important. The ability to quickly get to highway speed from onramp or merge lanes is important. I am to the floor on every mnt pass I am on. The more I am able to stay with the flow of traffic the better. I am always at the mid thirties GCVW. I get everything that the Duramax has to give going up and down those passes. So in watching this, I was expecting the Ford to kill the Duramax. The way Ford dominated the 2020 Ike pull, I was expecting a similar result. What happened was a complete surprise, that extra 3k doesn't buy much except a decal, except resale to those that don't know better. I suspect that Ford is highly managing that power output, due to the fact it clearly gets warm. It may have the specs it says, but I suspect it is managed to the point you would likely never see it. I sure someone has a dyno run on the HO, it would be interesting to see what it puts to the ground. Whatever it is, it didn't mean much in this run, even though its got 250 more pound feet and 40 more hp. I do wish GM would tell you what gear your in like Ford does.
- my conclusion
both are very capable vehicles and more than adequate for the vast majority of towing applications, so which one to buy? Whichever suites your needs for features, comfort etc. - when the same you tube tested the 2500 GM they felt like it slowed too much going down the mountain?? chevman
