2024 Chevy 3500 verses 2023 F350

[Travlingman]

Ike Gauntlet

[ktmrfs]

4x4ord wrote:

cummins2014 wrote:

Wow 5000 RPM with a diesel , I'm sure that 6.7 Cummins would have pistons thru the block at that RPM . :B

5000 rpm for a Cummins might be pushing it ... I don't know? I wasn't overly concerned to see that level of rpm for 12 miles with my Duramax.

with the eb engaged the dmax will shut off fuel flow and let the engine rev to near 5,000 if needed. no issue. friction losses go up as the cube of rpm so rpm helps slow you down in this case.

On early dmax the tach had a "redline" at just above 3Krpm, but apparently that caused enough confusion with grade brake operation that by 2015 the tach no longer has a redline.

rpm limit under power is just above 3Krpm.

[4x4ord]

cummins2014 wrote:

Wow 5000 RPM with a diesel , I'm sure that 6.7 Cummins would have pistons thru the block at that RPM . :B

5000 rpm for a Cummins might be pushing it ... I don't know? I wasn't overly concerned to see that level of rpm for 12 miles with my Duramax.

[cptqueeg]

Grit dog wrote:
The range between the 7.3 and Dmax will be about the same since in general the difference in efficiency is about the same as the difference in tank size.
But I don’t understand the reason for the apples vs oranges comparison.

The most important reason is I don't need the towing capability of a diesel, the additional expense or the need to mess w DEF, but the range a dmax provides would overcome the 12 gallon smaller tank.

It's pretzel logic on my part, I realize, that's intertwined w my preference for GM over Ford and gas(in my application) over diesel.

[Grit_dog]

The range between the 7.3 and Dmax will be about the same since in general the difference in efficiency is about the same as the difference in tank size.
But I don’t understand the reason for the apples vs oranges comparison.

[cptqueeg]

ktmrfs wrote:

cptqueeg wrote:
What is an approximate range of a CC LWB F350 w 7.3 gasser (48gal) vs the 3500 w duramax (36 gal) with a load of 3000lbs (pop-up TC, people, gear)?

(The truck would be stored all winter in an unheated garage so a gasser would avoid frozen DEF.)

DEF freezing is not an issue. Long exposure to high temps while stored is a bigger issue. All DEF vehicles have a heater to thaw the DEF

As for range our CC Duramax 2015.5 4x4 easily averages 18+ unloaded. pulling a 6500 lb cargo trailer 12-13 so your configuration would be somewhere in between for us. Pulling a 10K TT, 10-12

Thanks, should have added 4x4 to my description.

[FishOnOne]

rhagfo wrote:

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 12 gallon difference 36 vs 48 gallon.If it is fuel capacity one just needs a Ram!

Well current Rams have as large as a 55 gallon tank, but I am talking real fuel capacity like 170 gallons!! I just wonder how this would have sold if Ram actually put into production!



Ram Long Hauler

That was a good out of the box thinking project truck built on a 5500 chassis, but I don't think Ram would have sold enough to justify producing it and I think Ram realized that. Not sure what market that was intended for but most hotshotters drive 3500/350 DRW trucks.

[ktmrfs]

cptqueeg wrote:
What is an approximate range of a CC LWB F350 w 7.3 gasser (48gal) vs the 3500 w duramax (36 gal) with a load of 3000lbs (pop-up TC, people, gear)?

(The truck would be stored all winter in an unheated garage so a gasser would avoid frozen DEF.)

DEF freezing is not an issue. Long exposure to high temps while stored is a bigger issue. All DEF vehicles have a heater to thaw the DEF

As for range our CC Duramax 2015.5 4x4 easily averages 18+ unloaded. pulling a 6500 lb cargo trailer 12-13 so your configuration would be somewhere in between for us. Pulling a 10K TT, 10-12

[cummins2014]

4x4ord wrote:

cummins2014 wrote:

Probably not towing the weight some are , my fifth wheel is only 15,500 GVWR , around 14,500 loaded these days . But the Cummins gets the job done nicely up ,and down the grades here in the mountain west .

An EB is nice to have for a 14000 lb trailer but not absolutely necessary for most highway grades. I remember descending a very long 8% grade with 14000 lbs in tow in the days before the factory EBs were available. My 03 Duramax at that time held the trailer back with zero brake applications at 5000 rpm in 1st gear. I used a 2011 Powerstroke on that same hill pulling the same 14000 lb trailer. The 2011 Powerstroke had a poor EB but it was good enough to comfortably descend the mountain in 2 nd gear at about 3500 rpm without any brake applications.

I have towed those same grades with the same weight with a 99 Superduty 7.3 Powerstroke with no EB, and no it was not a pleasant experience, going up or down . There is one coming down into Virgina City , MT that 14K or 20K is sure nice to have a decent EB . You don't see many runaway ramps , that hill has one , its not for the faint of heart towing heavy ,and just a two lane road . Sure I got by without EB as many did in years past, but I was careful , low speeds ,and gears . Those days are gone now , I let that Ram do it's thing .

Wow 5000 RPM with a diesel , I'm sure that 6.7 Cummins would have pistons thru the block at that RPM . :B

[cptqueeg]

What is an approximate range of a CC LWB F350 w 7.3 gasser (48gal) vs the 3500 w duramax (36 gal) with a load of 3000lbs (pop-up TC, people, gear)?

(The truck would be stored all winter in an unheated garage so a gasser would avoid frozen DEF.)

[4x4ord]

cummins2014 wrote:

Probably not towing the weight some are , my fifth wheel is only 15,500 GVWR , around 14,500 loaded these days . But the Cummins gets the job done nicely up ,and down the grades here in the mountain west .

An EB is nice to have for a 14000 lb trailer but not absolutely necessary for most highway grades. I remember descending a very long 8% grade with 14000 lbs in tow in the days before the factory EBs were available. My 03 Duramax at that time held the trailer back with zero brake applications at 5000 rpm in 1st gear. I used a 2011 Powerstroke on that same hill pulling the same 14000 lb trailer. The 2011 Powerstroke had a poor EB but it was good enough to comfortably descend the mountain in 2 nd gear at about 3500 rpm without any brake applications.

[StonedPanther]

rhagfo wrote:
I just wonder how this would have sold if Ram actually put into production!

Probably not well. For starters it's ugly as sin, as all the Rams are IMO and in this case even uglier than the run of the mill standard Ram, which I did not think possible. It looks like a cross between a Channel Cat and a Concrete block.

2nd it would cost one somewhere in the neighborhood of $575.00 to fill it up, at least in my neck of the woods at present.

[4x4ord]

^^^ If you simply set the cruise on a steep hill with a heavy trailer there will be times that your truck’s electronics will apply the wheel brakes as needed to make up any additional braking that the EB falls short of being able to produce. So, say you have a 21,000 lb trailer on behind and you are coming down a steep grade. You set the cruise at 55 mph hoping the EB to hold you at 60 mph. At 60 mph your truck might be in 4th gear at 3600 rpm and the computer periodically applies the wheel brakes. It’s not a terrible situation but if I’m in that situation I’d rather let my truck speed up to 65 mph if it needs to, let my engine rev to its redline and see if utilizing the full capacity of the EB could hold it back …..If not I’d slow down till the truck dropped to third gear then let it rev and try again.

[Huntindog]

cummins2014 wrote:

4x4ord wrote:

FishOnOne wrote:


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.

Knowing how the exhaust brake and how cruise works kinda matters. I know with any truck I've ever had, stepping on the brake pedal cancels cruise.... With my Ford if I set cruise and let it apply the brakes automatically I can count brake applications by watching when the trailer brakes are applied automatically as they did in this video. As soon as I brake manually (say to slow for a sharp curve or because I find the set speed to be a little fast) cruise is cancelled and has to be reset. If I set the exhaust brake to automatic and let it do its thing the computer will exercise enough back pressure to hold the truck back to the speed it was going when the brake pedal or accelerator pedal was last released. If maximum exhaust braking is not enough to maintain the desired speed the wheel brakes (truck and trailer) are used to slow the combination down a little anytime the engine reaches redline. If while set to "auto" I find 4th gear is too fast for the exhaust brake to maintain speed down the grade I simply step on the brake pedal until the truck drops to third gear. When I take my foot off the brake it will try yo maintain that new set point and if 3rd gear is still too fast I can step on the brake again and slow to second gear. "Auto" exhaust brake is perfect for grade braking (better than cruise). If the exhaust brake is set to "on" the exhaust brake constantly tries to slow the unit even once it slows below my desired speed. "On" should be used for slowing down rather than for trying to maintain a desired speed on a downhill grade.

Wow, that's a lot of shifting ,braking etc . I have yet to come off a grade , regardless of how steep ,and need to apply the brakes on my 2014 Cummins 6.7 3500 . Only thing I have to do it is realize that my cruise will gain 5 mph , and then settle's in , and maintains that speed . I come off one in Idaho that's pretty long ,and steep . I like it at 55 , set the cruise for 50 .

Probably not towing the weight some are , my fifth wheel is only 15,500 GVWR , around 14,500 loaded these days . But the Cummins gets the job done nicely up ,and down the grades here in the mountain west .

Both of my EB equipped Silverados are the same.Have to set the cruise at 5 MPH lower than the speed one wants. For the steeper grades with hairpin turns and the need to change speed a lot, I like the manual mode.I just click it down a gear or two for the slow speed turn, and upon exiting to the straighter section click it up a gear or two. Using the cruise on such roads just isn't practical. Using it as it is designed, it performs great. I never need to touch the brake pedal.
My Momentum tips the scales at 21K, and the bed of the truck is filled to the max. Havn't weighed it, but it is heavy.

[rhagfo]

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 12 gallon difference 36 vs 48 gallon.If it is fuel capacity one just needs a Ram!

Well current Rams have as large as a 55 gallon tank, but I am talking real fuel capacity like 170 gallons!! I just wonder how this would have sold if Ram actually put into production!



Ram Long Hauler