Anyone thinking of a GM 1500 with the 3.0 Duramax?

I know I choose my tow vehicles based on the performance of cobbled-together-at-the-last-minute junk at the local drag strip...

ib516 wrote:
For the money they want, IMO, a 3/4 ton gasser is a much better option.

Depends on how you are using the truck. For those that need and want an HD platform they should buy that. For those that need want a gasser probably 90+ percent they should buy a gas 1/2 ton. For the 5% or so that can really benefit from the small diesel why should we not be allowed to buy one? BTW you can get a December built 2018 Laramie Ecodiesel out the door for less than $40k.

I will definitely check them out when it is time to pass the Canyon on to my son.

twodownzero wrote:


It was a Ford 8.8 in a Ford Ranger. It was not due to wear, the c clip broke and the axleshaft would have completely exited the vehicle with the brake drum, wheel, and tire, but for the existence of the caliper and brake pad that held the axleshaft in the housing.

It's not very rare and anyone who has ever been to a drag strip has probably seen it happen with far less load than any tow vehicle would have.

Having a full floating axle means that a 3 1/2" tube with a 1/2" thick steel wall, welded to a spindle and riding on bearings is supporting the weight. A semi floating axle depends completely on the axleshaft, one axle bearing, and depending on design, a tiny c clip to hold the axleshaft in the housing.

Others are free to disagree and do whatever they want, but I no longer tow with 1/2 ton trucks, and I don't think you should, either.

I do all my own work on my vehicles. I replaced the c clip and it never broke again. I can't explain to you how it broke because there was no obvious answer to that and it never broke again afterward. But I can tell you that this is NOT uncommon.

Do you tow with rubber tires? I have seen far more tire failures than axle failures.

For the money they want, IMO, a 3/4 ton gasser is a much better option.

GWolfe wrote:
I hope this doesn't turn into another 1/2 ton V 3/4 ton debate, there are plenty of those here already.

I'd be interested in a half ton diesel. My camper needs will not grow much over the years and with the twice-monthly trips up to KC running empty I could see where the diesel might make some sense.

Too late....
The new baby Dmax could have 400hp, get 40mpg, 250k mile warranty and have a 3000lb payload and some people would still find a reason to say it is no good!

The 3.0 diesel 1/2 ton EDs haven’t net taken from 3/4 ton Ram sales. Because most buy the 3/4 ton for its HD suspension and certainly not for an economy based light duty motor. Not that a 8/10 speed 3.0 diesel 1/2 ton isn’t reasonably capable. Unloaded my truck is 5,500ish. But properly loaded It’s handled a 15,800 CVW load near the 15,950 max CVWR of the 4th gen Ram 1500 platform.

Price will have to come in line. The luxo only trims of the Ford & GM 3.0 diesel will only sell for a hot minute then they will have to have something price competitive with the 5th gen 2019 plus Ram ED. Currently you can still get late build brand new 2018 EDs for under 40k out the door.

When I heard about the 1/2 Chevy ton diesel I was really curious about the numbers. I always felt like I needed a little more power than the 5.3 on the freeway. I felt like I was working the motor too hard on some hills.

The problem for me is I was pushing the limits on weight with the truck. If I could have the diesel performance and stay withing the wights I would consider it. All I use my truck for is pulling anyhow. If your withing weights and want the diesel performance of the 1/2 ton I think its a great option. I do think if they put in in a Suburban they would make a killing. I still don't understand why they don't offer 3/4 Suburbans to the public anymore.

I think the killer is price and numbers for all 1/2 ton diesels. No manufacture is going to make a killer performance 1/2 ton. It would kill the HD line up sales. And the price to jump up to a 3/4 or 1 ton is not much more at that rate, and the numbers work out better for everything.

That being said, we bought a new 1 ton diesel and 5th wheel last week, so the 1/2 is no longer and option.

The ED has been and still is very significant in acquisition sales. People who owned a Ford GM or Toyota gasser before buying the ED. Many even finally transitioned from a car because they could finally justify & afford the fuel. The way the Mfgs see it the significant sales will be not bleeding off 5 percent to the competition. There is a also a determined market niche of people who will buy these trucks for their attributes.

The semi floater is a moot point. Don’t put dually payloads on your half ton. Mine like millions of other 1/2 tons no issues or significant risk. Mine literally has 1/2 million miles towing and a 1,000 pounds of tongue weight is not uncommon. (But still within receiver & GVWR rating).

And in fact sticking to 65 my 8 speed 3.0 liter diesel does average 15.0 mpg towing double axle Airstreams. And 30 HWY unloaded again sticking to 65.

Come on GM bring on the lil I-6 diesel.

twodownzero wrote:

kw/00 wrote:

I’m curios, what vehicle? How many miles? Was the rear end worked on prior? Just never has happened ever to me, or anyone that I know, but if u had the experience then tell us about it. I have never seen one break, even towing heavy. I have worked on cars and trucks personally now for most my life including farm equipment and I’m going on 46. I’m sure there has been cases of issues like yours, just very rare. Anything can happen at any given time. All because I own a 3/4 ton HD truck with a full floater doesn’t immune me from having any drivetrain issues. But your comment doesn’t really help the OP. He’s just asking about the diesel version of the 1/2 truck that he’s interested in.

It was a Ford 8.8 in a Ford Ranger. It was not due to wear, the c clip broke and the axleshaft would have completely exited the vehicle with the brake drum, wheel, and tire, but for the existence of the caliper and brake pad that held the axleshaft in the housing.

It's not very rare and anyone who has ever been to a drag strip has probably seen it happen with far less load than any tow vehicle would have.

Having a full floating axle means that a 3 1/2" tube with a 1/2" thick steel wall, welded to a spindle and riding on bearings is supporting the weight. A semi floating axle depends completely on the axleshaft, one axle bearing, and depending on design, a tiny c clip to hold the axleshaft in the housing.

Others are free to disagree and do whatever they want, but I no longer tow with 1/2 ton trucks, and I don't think you should, either.

I do all my own work on my vehicles. I replaced the c clip and it never broke again. I can't explain to you how it broke because there was no obvious answer to that and it never broke again afterward. But I can tell you that this is NOT uncommon.

blt2ski wrote:

twodownzero wrote:
Towing with a vehicle equipped with a semi floating rear axle is something I'm no longer willing to do.

"IF" GM follows past years diesel rigs in full size half tons, back to the 350 diesel in early 80s. They.had full floaters behind them! Granted not 10.5" C14 axles, but 8.5 @ 9.5" equals.
At least the 350, 6.2 and 6.5TD did. The 1500 6.5s included a 4L80e trans, no th the 700R4/4L60E derivatives.
Until you know for sure what that truck has, better to keep some opinions to one self.
I have 130k on my 20008 lug C2500 9.5" SF axle no issues.

Marty

The 9.5" 14 bolt was a semi floating axle. It had 33 spline axleshafts that are bigger than a typical 10 bolt GM truck axle but it was not a full floating design and in my view, it was not anywhere near the strength of even a modest (think Toyota) full floating design like the micro mini motorhomes have. Ford has a larger semi floating axle it uses in some of its heavier duty 1/2 tons as well. These designs provide none of the benefits of a full floating axle and only a marginal increase in strength to handle the torque of the larger/more powerful engines that are now popular.

Were 1/2 ton trucks equipped with a full floating axle in the rear, even one that was smaller than their heavy duty big brothers, I would recommend towing modest weight with them. Toyota, for example, used a full floating axle with a ~8" ring gear in some of the Land Cruisers. But until that day, I would avoid towing anything heavy with a 1/2 ton truck. Your whole life could depend on a tiny c clip or a single axle shaft. Just not worth the risk to me.

Thanks for clarifying your experience.