Anyone thinking of a GM 1500 with the 3.0 Duramax?

[trail-explorer]

My towing needs are pretty light duty for the TT I own, so I've contemplated the 2019 Silverado or Sierra with the 3.0 Duramax, which aren't available yet.

I don't know when they are going in to production.

Is anyone else considering one?

[kw_00]

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.

[Ralph_Cramden]

GWolfe wrote:
with the twice-monthly trips up to KC running empty I could see where the diesel might make some sense.

With the price of diesel in KS @ $0.78 more per gallon than gas, it might not make any sense. That price disparity is not going to change, and if it does it's going to get worse.

[GWolfe]

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.

[B_O__Plenty]

You can get a 3/4 ton for the money. Real towing power and a much heavier chassis and running gear. Why even consider a 1500?
B.O.

[twodownzero]

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.

[1320Fastback]

It'd make a great comuter or grocery getter but towing it's going to run shy on cargo capacity with a light duty axle and unless it can nail down 15mpg under load why bother.

[FishOnOne]

I'm kind of wondering if this diesel will make any significant impact on sales. The EcoDiesel's future seams questionable with it's latest big black eye with the EPA and I haven't seen a new F150 diesel on the road yet.

I've said if before if I were purchasing a half ton it would be with a gas engine.

[blt2ski]

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

[Bionic_Man]

If they put that 3.0 into a Burb or Yukon XL I would be very interested. Seems like it would make a lot of sense there. A 1500 truck just doesn’t work for me.

[campinginthewoo]

Guess I'm overloaded with my 2004 F250 V10 CC pickup pulling a 1998 coachman Catalina lite TT. Weighs 3800 :B :B And my local Ford dealer has 2019 F150 CC 4X4 powerstroke and starts at 65,000 haven't seen one on the road yet

[kw_00]

SidecarFlip wrote:

kw/00 wrote:

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

People do it all the time, no reason not to. I have never seen one broke off, I see more trailer owners not servicing their bearings causing a wheel to let go. OP as far as the new 3.0 diesel, I don’t think they are being built or at least sold right now. Should be a good tuck within its weight ratings.Should be a good tuck within its weight ratings.

Problem with that is most people (I use that term lightly) never pay any attention to weight ratings. They don't even bother to look at the Owners Manual.

Very true! That applies to all trucks, I have seen so many 3/4 ton trucks overloaded as well. I don’t think that the public educates themselves on what the truck can do safely. It seems like so many fall into what marketing is saying or what the salesperson is telling them instead of personal research, good point!

[kw_00]

I think there is a market for such a truck, just like a mid sized truck. It will be interesting for sure how it compares to other offerings out there being gas and diesel. I have not run across any 3.0 diesel fords just yet. But with so many now towing with a 1/2 ton trucks, I’m thinking this truck will still find value for some. In my last large RV show that I attended to, I met several full timers or people just going more often cause they are retired. Now I’m not close to that point in my life yet so I enjoy the fact that others can. It’s funny to note that not all wanted or were purchasing large fith wheels or campers. A lot were looking for smaller and more cheaper units. I have run across many that are downsizing from the massive behemoths that are out there. I’m not talking trash about those cause mine is 34 foot in length as well. I just have noticed many are keeping things smaller and more simple. So I do see a push eventually for more efficient trucks that can make some power. I like the fact that both Ford and GM will offer a diesel in a 1/2 ton truck, despite owning a 3/4 gas job. I really can’t use it now because of the need for an HD but I can see how the market can support these trucks. Most people who camp are families or weekend warriors that need an so called all purpose truck to drive everyday yet pull a camper, boat, utility trailer, or occasional HD or Lowe’s runs on the weekend. It’s also interesting that there are more 1/2 ton offerings or versions of verse any 3/4 or 1 ton offerings. So the market is there from a manufacturer point of view, give the consumer what they want. I don’t know when this 3.0 will come out, when it does I’m looking forward to the test and see what it will do for the money.

[SidecarFlip]

IdaD wrote:
The baby diesels don't make a ton of sense to me. With the premium for diesel plus DEF you really don't save much in fuel cost, and you give up a lot in terms of performance. The big diesels don't save you any money either but at least there you're paying for a substantial increase in performance, especially when towing.

I'm with you. Baby diesels belong in small diesel tractors like Kubota's, not in a highway truck. I'd get the less expensive gas motor instead. Cheaper to run fuel and maintenance wise.

Diesel will always be more costly than gasoline, refiners will see to that and now you have the DEF thing too. In amedium duty truck, a gasser just makes better economic sense.

[SidecarFlip]

kw/00 wrote:

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

People do it all the time, no reason not to. I have never seen one broke off, I see more trailer owners not servicing their bearings causing a wheel to let go. OP as far as the new 3.0 diesel, I don’t think they are being built or at least sold right now. Should be a good tuck within its weight ratings.Should be a good tuck within its weight ratings.

Problem with that is most people (I use that term lightly) never pay any attention to weight ratings. They don't even bother to look at the Owners Manual.

[VernDiesel]

Premium for 2018 ED was $3,000 over the Hemi. Traditionally with diesels you get that back at resale. Also diesels generally last much longer than gassers. Even in areas where “progressive gov” has so much additional tax on diesel that you pay 30 percent over gas fuel cost its a wash. If you tow regularly it’s still advantage diesel. I can’t speak to your wife complaining.

The 3.0 diesel half ton is a nitch vehicle to complete the 1/2 ton line up and stave off market share loses only to be about 5 percent of sales. So it’s no threat to whatever your favorite is. Quiet smooth low rpm pull is preferred by some of us. Realistic 30 mpg Hwy capable & averaging 14 towing a box TT at 65 makes for a solid case if you tow & put on lots of miles. Thing is it only has to make sense and be worth it to the person spending his money.

If you’re towing needs are 1/2 ton platform appropriate IE practical max wet TT weight of 8k or less the 3.0 diesel will be an enjoyable quiet ultra efficient tow vehicle and ideal for someone who puts on lots of miles. I have 500,000 miles on current 3.0 diesel truck so one day I will need a replacement truck and am looking forward to the 3.0 I-6 diesel.