WOW, Wish I would have....

2006 to 2008 saw a big change in engines. Ford went from the 6.0 to the 6.4 and GM went from the 6.6 LLY to LBZ to LMM. Most of them saw a 50 hp and 100 ft lb increase during this time period.

You mentioned easier towing over hills. What did like better in the two year old newer truck over the older one? Was it the additional power of newer generation engine, the softer ride of the GM, interior comfort? You mentioned using a different hitch on the newer setup which also can change dynamics...

I'm curious since my 6.0 did well bumper towing 11,000+ lbs with 1000 lbs in the bed over the Continental Divide and still performs well with 4000 lbs in the bed while bumper towing 7000+ lbs. I never had the desire to upgrade the stock power so am surprised you were disappointed in performance.

Halmfamily wrote:
Sorry 6.0 guys, did not want this to be a bashing session. The Ford seemed to have lost some of its power after I had the new EGR and oil cooler installed last year. .

Doesn't surprise me at all. Blown EGR cooler causes Unison ring rust. Yours got stuck in a low-boost condition, This won't usually show a code, but if you hooked up a reader, you'd almost certainly see boost is not anywhere near spec. I had one 6.0 through the shop that was only making 15 psi boost under WOT.

BigBaron wrote:
I'll take mine with extra butter.

What's the reason for the big difference in trucks?

Fan Boy brand loyalty. :)

Bedlam wrote:
2006 to 2008 saw a big change in engines. Ford went from the 6.0 to the 6.4 and GM went from the 6.6 LLY to LBZ to LMM. Most of them saw a 50 hp and 100 ft lb increase during this time period.

You mentioned easier towing over hills. What did like better in the two year old newer truck over the older one? Was it the additional power of newer generation engine, the softer ride of the GM, interior comfort? You mentioned using a different hitch on the newer setup which also can change dynamics...

I'm curious since my 6.0 did well bumper towing 11,000+ lbs with 1000 lbs in the bed over the Continental Divide and still performs well with 4000 lbs in the bed while bumper towing 7000+ lbs. I never had the desire to upgrade the stock power so am surprised you were disappointed in performance.

The newer GMC seems to out pull the F350, whether its the more HP or just a different engine I'm not sure. I can tell you that the F350 seemed to pull better pre EGR and oil cooler replacement. The turbo seemed to not whistle as loud after the repairs. I also blew the CAC tube twice in the last two months. I was getting g very nervous towing with this truck.
The interior of the GMC is much more comfortable. Seats are fantastic. Ford was a King Ranch and GMC is a SLT. It dose not feel like I'm in a big truck in the GMC as it did with the Ford.
The wife really likes how quiet the GMC's engine and interior are. I loved the sound of the Ford but it got tiring listening to the engine. You can barely hear the engine inside the GMC, its as quiet as my Odyssey on the highway.
The GMC is also a dually, Ford was not. GMC is an 8' bed, Ford I believe was 6.5'. Not sure if overall length plays a part in ride comfort. Tires on GMC say to inflate to 60psi, Ford were at 80 psi. Ford tires were all terrain as GMC are road tires.
As you can see lots of differences in trucks including more HP and torque as mentioned.
The Companion hitch is amazing. Much easier to connect and disconnect and 100% smoother while towing. No bucking or chucking and also very quiet, no squeaks or rattles. I'm sure that will change as the Companion ages.
I hope I have given all the facts so this does not turn into a Ford vs Chevy bashing session. Also, I looked at the 2009 Dodge, just did not like the ride, seats were the most comfortable of the tbree.

When we were full-timing with a fifth wheel (32 foot, triple slide), I was VERY happy with my 1994 Dodge Ram 3500 CTD. We were running with a GCW of 21,180 lbs.
Now that I don't need that big of a truck, I am quite happy with my 2001 Dodge Ram 1500 5.9 Magnum
I am also quite happy with the Ford V10 that is in the motorhome.
And the little turbo-charged 4-banger that is in the PT Cruiser.

carringb wrote:

Halmfamily wrote:
Sorry 6.0 guys, did not want this to be a bashing session. The Ford seemed to have lost some of its power after I had the new EGR and oil cooler installed last year. .

Doesn't surprise me at all. Blown EGR cooler causes Unison ring rust. Yours got stuck in a low-boost condition, This won't usually show a code, but if you hooked up a reader, you'd almost certainly see boost is not anywhere near spec. I had one 6.0 through the shop that was only making 15 psi boost under WOT.

That may have been the issue. Could never get above 18 or so PSI on boost gauge after repairs were made.

Not surprised a newer diesel can pull better than a older diesel. I can say that when I had my 05 Ford diesel vs. my parents 05 Chevy diesel pulling the same flat bed trailer with a John Deere tractor that the Chevy felt like it had more power. Having said that the Ford felt more stable and the brakes were much better.

OP... Congrats to the new to you truck.

carringb wrote:
Doesn't surprise me at all. Blown EGR cooler causes Unison ring rust. Yours got stuck in a low-boost condition, This won't usually show a code, but if you hooked up a reader, you'd almost certainly see boost is not anywhere near spec. I had one 6.0 through the shop that was only making 15 psi boost under WOT.

OK I need some help here...what exactly is a unison ring and what happens when it rusts? If the motor isn't making boost to spec why isn't there some kind of "boost sensor" to light the CEL?

The more I read about the new generation of diesels with smog controls, the more I think they are being built from plans that Rupe Goldberg himself drew up....

The unison ring is what synchronizes all the guides/vanes on the turbine side of the wheel. These guides can close to add more velocity to the exhaust gases allowing the turbo to spool up sooner and higher. The vanes can also be opened to allow for more exhaust flow while maintaining optimum pressure. These rings can be cleaned, lots of youtube videos on how to take care of that. It is these guides/vanes that allow the turbo to be called a "Variable Geometry" turbo. Without this ability, you'd have to settle for either low-end grunt or high-end power. Variable Geometry gives a turbo far more operating range. Hope that makes sense.

BurbMan wrote:

The more I read about the new generation of diesels with smog controls, the more I think they are being built from plans that Rupe Goldberg himself drew up....

LMAO
Great visual content :B