valhalla360
No paticular place.
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JCK wrote:You’ll only see a grade that long and steep once or twice on your camping trip so not that important to me. What’s important to me is the ability to merge into traffic and accelerate and make a pass of a slower vehicle. The Chevy accelerated 30 to 60 quicker something that is used daily on a camping trip. The Chevy also rode smoother and had a quieter cab with the engine fan coming on less times. The Ford with 30 more HP and 200 more ft lbs. I was not impressed. And what does that High Output engine cost something like 3 K more what a ripoff.
This whole thing is just a big pissing match.
I pretty much never put the pedal to the floor and I don't do drag races with the trailer attached (or not attached for that matter)...so I don't care much about acceleration.
Being able to match or beat the semis on grades is generally good enough. Not many grades that are long enough that I care if I have to slow down to 50mph (while the trucks are doing 35mph).
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4x4ord
Alberta
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I would have liked to see the high output Powerstroke tested against the regular output Powerstroke. I’ve got the HO ordered but after seeing that test result I’m having a hard time seeing much value in it over the regular output.
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FishOnOne
The Great State of Texas
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I watched the video again particularly the Chevy down hill section and noticed the truck would maintain the speed, but then the transmission would upshift which effectively reduced RPM's and reduced the effectiveness of the exhaust brake. A programming change to the shifting strategy when in Tow/Haul mode should fix this issue IMO.
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ktmrfs
Portland, Oregon
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about the only thing I saw worth any difference between the two was the fuel tank size. Extra 12 gallons in the ford is nice.
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Grit dog
Black Diamond, WA
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rhagfo wrote:Grit dog wrote:Stronger exhaust springs?? To keep the muffler bearings from coming apart or something?
OMG , thanks for the laugh.
It surprises me you dont understand the need for stronger exhaust valve spring with an exhaust brake. The PacBrake kit for the old 12 valve Cummins included new stronger springs, these were needed to keep the valves seated against the back pressure.
My bad. I wasn’t thinking valve springs as the OP just said “exhaust springs”
Apologies, I now understand what he was saying.
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larry barnhart
wenatchee. wa usa
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when the same you tube tested the 2500 GM they felt like it slowed too much going down the mountain?? chevman
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ktmrfs
Portland, Oregon
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my conclusion
both are very capable vehicles and more than adequate for the vast majority of towing applications, so which one to buy? Whichever suites your needs for features, comfort etc.
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ksss
Eastern Idaho
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Whether GM can program a better engine brake or make mechanical changes, it needs to happen. Maybe that truck itself wasn't right, but they need to get more aggressive with the engine brake. The quicker offline acceleration is important. The ability to quickly get to highway speed from onramp or merge lanes is important. I am to the floor on every mnt pass I am on. The more I am able to stay with the flow of traffic the better. I am always at the mid thirties GCVW. I get everything that the Duramax has to give going up and down those passes. So in watching this, I was expecting the Ford to kill the Duramax. The way Ford dominated the 2020 Ike pull, I was expecting a similar result. What happened was a complete surprise, that extra 3k doesn't buy much except a decal, except resale to those that don't know better. I suspect that Ford is highly managing that power output, due to the fact it clearly gets warm. It may have the specs it says, but I suspect it is managed to the point you would likely never see it. I sure someone has a dyno run on the HO, it would be interesting to see what it puts to the ground. Whatever it is, it didn't mean much in this run, even though its got 250 more pound feet and 40 more hp. I do wish GM would tell you what gear your in like Ford does.
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4x4ord
Alberta
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^^^ The High Output is supposed to be putting out about 150 more lbft of torque at bottom end of the power curve (so we should be able to expect at least 45 more horsepower at 2100 rpm and 25 more horsepower at 2600 rpm). Say 35 more ponies on average from 2100 to 2600 rpm. At 10,000feet of elevation maybe that 35 more HP would be more like 30 more hp. Considering the additional 30 hp and the fact that this trailer was 1500 lbs lighter than the trailer the 2020 pulled up the hill, the high output should have been able to shave nearly a minute off the 2020’s time. I had guessed it would have had a time of just under 9 and a half minutes. Maybe the warmer temperatures played a role or maybe the 2020 truck that TFLT used was an over achiever? Compared to the Duramax it looks like maybe this 2023 high output is an under achiever.
* This post was
edited 07/03/23 03:47am by 4x4ord *
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ksss
Eastern Idaho
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If I remember the temps correctly it was in the mid 70's going up the IKE. Which for that elevation I would imagine it is warm. What happens on a pass that isn't as long but 90 or so degrees. I am curious how the truck would respond to that. Especially when you can't maintain that kind of speed. Teton pass comes to mind. It tops out at 8500 feet from 6500 on the Idaho side. It is 10% at its steepest, but with the switchbacks much slower up the hill.
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