GM 6.2L Gas Engine for pulling?

Good valid counter points on the "big size" ref I made. I agree, dimensions are about the same between 1/2, 3/4, and 1 ton except for overall height. You have to agree that there is a heavy duty element that affects ride and overall general gas economy, except for towing in most cases. However, there is a market for those that don't require that level of enhanced structure for what they also want their truck to provide.

I tow my TT from time to time, but for the most part, its for casual hauling such as mulch, and small loads. I had a Yukon Denali which was a great vehicle but pushed the limits of my towing needs. I found my Sierra Texas Edition configured with MAX tow pkg, which includes a beefier rear end, heavy duty springs and engine management upgrades. My ride comfort is not unlike my Yukon. Even when not towing and are taking a longer road trip, we take the truck vs. the car.

The GM marketing folks saw a demand for a segment that the 1/2 ton can fill. I would love a 3/4 ton Burb, but alas, they don't make them. I've heard it may come back. Unfortunately, it may not fit in my garage which is my need. I looked for a year across the US to find my truck with my required configuration...and found it 90 miles away at a dealer. Yes, expensive but I got a good deal given the premium the Yukon Denali brought and the incentives by GM.

Not to diminish 3/4 or 1 ton trucks at all...its just a market segment that GM, Ford, and Toyota is now targeting with some very capable products.

MFL wrote:

Samsonsworld wrote:
Power Torque
Ford 6.2L V8 385 hp @ 5,750 rpm 430 lb-ft @ 3,800 rpm
GM 6.0L V8 360 hp @ 5,400 rpm 380 lb-ft @ 4,200 rpm
Ram 6.4L V8 410 hp @ 5,600 rpm 429 lb-ft @ 4,000 rpm

Maybe Bowti should take a newly designed SuperDuty 6.2 for a test drive. The numbers... 385 hp/430 lb-ft @ 3,800 look good, and the engine/transmission a proven winner.

Jerry

x2
for what its worth this past september i bought a new 2017 f250 6.2 gasser.. upgrade from my 2000 f150 5.4 that i kept for my daily driver. its just now broken in with 115k miles.

our 33 ft tt is approx 7500lbs loaded to camp on cat scales. the f250 pulls it great. comfortable towing experience. on longer trips my wife doesn't mind taking a turn driving. almost like there is only a utility trailer behind me. just clicked 5k miles and am very happy.

gm makes a great product too. hard to go wrong with either.

X3...

Most all full sized pickups and SUV's ranging from half ton to higher class most all use the exact same body basis with a few add on accent stuff to make it look bigger

Therefore the general confusion on that. Plus half ton's these days are more fake 3/4 ton than the older 6K GVWR half tons

Taller, yes and a few local kids & one guy that must be in his 50's (still 20 years younger...as am going to be 70 this year) think and always tell me that their 'half ton' cars (not trucks...as they really are) are more capable than my lower 8.6K GVWR & 6K RGAWR Suburban...

They can't go into the local parking structures, where as I can...they can't keep up on long, sweeping highway overhead curves either. Because their CG is way higher & my track is +10.5 inches wider than stock.

But...this is the fat part of the bell curve that OEMs base their sales on...the fashion statement crowd...and rightly so, as it is a business to make money

IdaD wrote:

Ralph Cramden wrote:

martinto wrote:
And the creature comforts without the big size that comes with 3/4 and 1 ton.

I always scratch my head at the above? Big size where. 1500 or 2500 or 3500 in the same cab/bed, is the exact same wheelbase, width, and overall length. The 2500/3500 usually has a slightly larger turning radius due to the suspension. Overall height is a few inches higher as is ground clearance, but it's basically the same size as the body panels are exactly the same....at least with GM.

Bigger springs, brakes, axles, driveshafts, u joints, and a whole host of other things too, but thats not exactly a bad thing?

I have never been able to grasp the bigger thing on boards. Hell I've seldom been able to digest a truck thread lol.

Ditto. My Ram actually turns quite a bit tighter than a same year/configuration F150. Taller is the only dimension that could come into play in a low parking garage situation. Beyond that HD trucks are heavier but they aren't any "bigger" in dimensions. I personally think HD trucks are a better value proposition than half tons because they don't cost materially more so the additional capability is basically free. But they also don't incur the downsides of living with a dually, so to me they're the sweet spot. YMMV.

Ralph Cramden wrote:

martinto wrote:
And the creature comforts without the big size that comes with 3/4 and 1 ton.

I always scratch my head at the above? Big size where. 1500 or 2500 or 3500 in the same cab/bed, is the exact same wheelbase, width, and overall length. The 2500/3500 usually has a slightly larger turning radius due to the suspension. Overall height is a few inches higher as is ground clearance, but it's basically the same size as the body panels are exactly the same....at least with GM.

Bigger springs, brakes, axles, driveshafts, u joints, and a whole host of other things too, but thats not exactly a bad thing?

I have never been able to grasp the bigger thing on boards. Hell I've seldom been able to digest a truck thread lol.

Ditto. My Ram actually turns quite a bit tighter than a same year/configuration F150. Taller is the only dimension that could come into play in a low parking garage situation. Beyond that HD trucks are heavier but they aren't any "bigger" in dimensions. I personally think HD trucks are a better value proposition than half tons because they don't cost materially more so the additional capability is basically free. But they also don't incur the downsides of living with a dually, so to me they're the sweet spot. YMMV.

martinto wrote:
And the creature comforts without the big size that comes with 3/4 and 1 ton.

I always scratch my head at the above? Big size where. 1500 or 2500 or 3500 in the same cab/bed, is the exact same wheelbase, width, and overall length. The 2500/3500 usually has a slightly larger turning radius due to the suspension. Overall height is a few inches higher as is ground clearance, but it's basically the same size as the body panels are exactly the same....at least with GM.

Bigger springs, brakes, axles, driveshafts, u joints, and a whole host of other things too, but thats not exactly a bad thing?

I have never been able to grasp the bigger thing on boards. Hell I've seldom been able to digest a truck thread lol.

RinconVTR wrote:

martinto wrote:
I have the 6.2 in my 2016 Sierra with MAX tow pkg, and 8 speed, rated to tow 11,700 lbs and 1870 lbs payload. I pull a loaded TT est. 7500 lbs, and went cross country 7300 miles out west and back. She was a pleasure to drive. Took on the Rockies 11000 ft passes with ease. The cruise control coupled with the 8 speed easily maintained 55 mph ascending, and controlled the descent. I usually ran a safe 63mph on the flats. Very pleased.

Same exact experience, direction, total miles, and even pass thru the Rockies at 12,000ft...but replace Sierra 6.2L with Toyota Sequoia 5.7L and Hensley hitch. I also typically ran 68-72mph on the open interstate. 7-9mpg.

The 6.2L by Chevy and Ford are VERY similar to Toyota's 5.7L in power and gas mileage. Durability and reliability are dang close too, but you know all know how die hard Toyota motors are.


I really hope Chevy dumps their 6.0L.

All the 1/2 ton mfg’ers have stepped up their game to provide suitable towing rigs for those that don’t want to deal with 3/4 ton or diesel. They are hitting the sweet spot for the growing number of TT customers that want the capabilities And the creature comforts without the big size that comes with 3/4 and 1 ton.

martinto wrote:
I have the 6.2 in my 2016 Sierra with MAX tow pkg, and 8 speed, rated to tow 11,700 lbs and 1870 lbs payload. I pull a loaded TT est. 7500 lbs, and went cross country 7300 miles out west and back. She was a pleasure to drive. Took on the Rockies 11000 ft passes with ease. The cruise control coupled with the 8 speed easily maintained 55 mph ascending, and controlled the descent. I usually ran a safe 63mph on the flats. Very pleased.

Same exact experience, direction, total miles, and even pass thru the Rockies at 12,000ft...but replace Sierra 6.2L with Toyota Sequoia 5.7L and Hensley hitch. I also typically ran 68-72mph on the open interstate. 7-9mpg.

The 6.2L by Chevy and Ford are VERY similar to Toyota's 5.7L in power and gas mileage. Durability and reliability are dang close too, but you know all know how die hard Toyota motors are.

I really hope Chevy dumps their 6.0L.

Bowti wrote:
Starting to look at a new truck for 2019. I have been pulling with a Duramax, but now looking to maybe go with a gas engine next time around. The reason is based low pulling mileage and trailer weight.

It looks like the 6.2 is going to be GM's only gas offering, so I am wondering who has pulled with this engine and what is your opinions of it.

My food for thought would be what does almost all if not all motorhomes that are not of the pusher type use for an engine?

Bowti wrote:

martinto wrote:
I have the 6.2 in my 2016 Sierra with MAX tow pkg, and 8 speed, rated to tow 11,700 lbs and 1870 lbs payload. I pull a loaded TT est. 7500 lbs, and went cross country 7300 miles out west and back. She was a pleasure to drive. Took on the Rockies 11000 ft passes with ease. The cruise control coupled with the 8 speed easily maintained 55 mph ascending, and controlled the descent. I usually ran a safe 63mph on the flats. Very pleased.

Good to hear, thanks for the info. I can't imagine what a 8 speed is like, not to mention the 10 speed they are talking about. Did you feel it was shifting all the time? If so, was it annoying or Ok and something you got used to?

I remember well, when we only had 2 and 3 speed automatics.

I used tow haul mode all the way. That mode controls the tranny shift points, so minimal downshifts evident. Now, when ascending a steep grade, she will kick down to hold speed if on cruise control, but not a concerning issue.

You can always lock gears out to prevent downshifting and speed loss on the hills, if it bugs you. Shoot, I wish I had a 10-speed. It's got to be easier to find your engine's sweet spot when towing heavy.