2020 Chevy Silverado Diesel vs World's Toughest Towing Test - Can It Get The Best Ike Score Ever?
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- čas přidán 6. 09. 2024
- ( www.Transwest.c... ) Can the New 2020 Silverado Diesel Get the Best Ike Gauntlet Score Ever?
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Great Video. Interesting and informative.
This Silverado was only towing 7600 lbs but the Ecodiesel towed 8700 lbs. Is that a fair comparison? How is this Silverado even eligible for the contest when it's towing over 1,000 lbs less than the the other trucks?
@@yogiyoda What does it even matter. It is what it is...not everything has to be a Brand compition. I enjoy the videos for what they are. 🙂
Bob Allen I would like to see the difference in sport mode and normal with the same run 🏃♀️
@@deltadcrouse interesting thought but not applicable for towing. I'd like to see it for everyday driving thou. Plus more fuel mileage comparisons. These guys do make the videos entertaining. 🙂
Bob Allen um, seems like scoring things and giving medals makes it a competition. They even mentioned the ecodiesel’s score in this very video.
I’m a ford guy but I love how GM is putting the weight stickers on the door jam. I really don’t understand why Ford hasn’t followed suit yet.
Or all manufacturers for that matter.
I think that is to help the dealers sell us stuff we don't want, often only a specific optioned truck will have the max advertised towing capability. It is all to easy to get lost on the confusing endless options lists; meaning usually the ugly single cab dually only available in white.
The weight is the gvwr minus the payload, it's nice to have but you really don't need one
I agree. Sure is a nice looking truck too.
There's more to that sticker than that. My 2019 Silverado has one and I think it's a great idea that should be emulated by every other manyfacturer. And I'm sure it will be within the next few years.
Manual shifting on down hill would probably help a lot. I know it’s against the rules but most of us who are experienced with towing do that
Its very simple you set the cruise control and the exhaust brake and trans will keep your speed...
I agree, shift it down and let that exhaust brake get to work.
I was thinking maybe it needs Deeper in to the brake application and it will detect grade shifts better if not it needs manual mode
@@mjl325is you may be right. Surely there is a way to get the rpm up so the exhaust brake is effective.
Agreed.
I have a chevy and my exhaust brake works a lot harder/more effectively if the cruise control is set.
I literally just posted a question about this. I figured cruise control was needed for it to really work. Great that my intuition was right
These geniuses haven't figured it out. They do it wrong on every Ike review...
@@cborbon82 But they sound authoritative, and pound out videos full of bad information.
The exhaust braking is run via the cruise control. It's actually very powerful and will keep you right on speed with zero pedal inputs.
Not just cruise. You have to use the brake pedal. The software is trying to make you not have to think about it and so you have to use the brake pedal. I can get mine to downshift and you can feel the exhaust brake kick in.
The way TFL does their test (60 to 50), won't always activate it. But once it's active, it will keep the RPMs high until you touch the accelerator pedal again. I think it probably works for most people (grocery getters + towing on the weekend) but I would really prefer to have more control over it like they offer on the HDs.
These two are a good pair. Love watching them. Andre pairs well with all the others!
Agreed great couple.
Agree
DOT should standardize those stickers, those can be life saving!
I'd love to own one in 5 years or so when it depreciates to an affordable price. Super cool.
Good luck! With the chip shortages its gonna be a while...
@@stevenmedina9393 Prices are already looking like they're coming down towards msrp, but I'm not sure how far off we are until they go back to what they realistically should be worth used
So i just rewatched ram ecodiesel it looks like it was pulling 1000 pounds more and did 4 brake applications had a time of 8.43 and 5.4 mpg at wide open it was 60 decibles. I wish they would have pulled 7600 with the ram be apples to apples but with this data i bet they would be close pulling up the hill.
Right. This Silverado was only towing 7600 lbs but the Ecodiesel towed 8700 lbs. Is that a fair comparison? How is this Silverado even eligible for the contest when it's towing over 1,000 lbs less than the the other trucks?
I thought the Ram had better numbers on the sound and more trailer weight. Guess the had to give the Chevy a break??😂😂😂
That battery/fuse debacle, along with the 150k oil pump belt behind the transmission scream "service only at dealership."
You nailed it. Such a glaring achilles heel
Have you guys tested the down hill portion with the cruise control? I haven't had the pleasure of driving the 3.0L dmax yet but I know my 6.6L dmax the tow haul is tied to the cruise control! It down shifts much more aggressively to hold speed with cruise on, I'd be willing to wager gm tied the cruise to the tow haul on the little truck the same way they did the big one
PAY ATTENTION!!! This is not some subject assessment. Whenever I tow downhill (GMC 6.6 DMAX) using the cruise control has a definitive and positive impact on engine braking. This Needs To Be Done!
Agee, I pulled my 8k lb camper over this pass w/ my 2014 5.3 and didn’t have to touch the brake by running the cruse. Use the cruse on the downhill!
But, is the cruise control then applying the breaks as well?
@@fifthcircle1 No it only uses engine, transmission and exhaust to slow the truck.
Great feed back!
I would love to see you guys do fuel range tests, maybe even old vs new. Fuel tanks are continuing to shrink on modern trucks and its not just scaled because of improved mpg. If you cant get 300+ miles out of a full tank thats a problem
Set the cruise control at 50mph on the downhill portion and I bet the results would be different.
In my experience with two (2016 & 2018) 2500 Duramax trucks, you have to have the cruise control on for the engine brake to work at speed. It will work when stopping but not when coasting, at least that's what I've see over the past 4 plus years.
This comment is in addition to similar one's below. You put the truck in 'tow-haul' mode and drive downhill starting at 50 mph. Then when you hit 60 mph, apply the brakes and slow back to 50 mph. Due to gravity, the truck then accelerates and you repeat the process. Please explain to me how the truck is supposed to know what the hell you want it to do? It can't read minds yet by your comments, you expect it to downshift and apply the exhaust brake. And even if it did, how much should it downshift and how much exhaust brake should it apply? To maintain what speed? How about telling it you want to maintain 50 mph (it's called cruise control!) and then see what it does.
Also, someone please explain to Mr Truck the proper pronunciation of the word "distributing".
Thank you for typing this out so I didn't have to.
As always very interesting and Andre and Mr Truck always the coolest guys ever gotta love them very big thumbs up 👍
Thanks
Can you guys do the down hill test again but with cruise engaged to see the difference in how the auto engine brake handles speed control down the Ike?
We all know this truck doesn't have a manual engine brake and we know GM controls it thru the cruise control instead. Thanks.
I think you did a second test once with the F150 powerstroke that had an issue on the downhill portion of the ike (limp mode). If the chevy needs a recalibrated transmission, it would be great to see it again on the ike but with the 4x4 and 8700lbs.
Dear TFL, Please do a video on the IKE downhill with the cruise set. Why don't you guys turn on cruise? You picked a speed of 50 and are surprised when it doesn't maintain that, but you never told the truck what speed you wanted to maintain. The grand cherokee will coast downhill picking up speed without cruise, but with cruise it aggressively tries to keep me at the my desired speed.
You could even add Cruise Control performance to your testing. Rolling hills are where you can really tell the difference of modern transmissions and tuning verses older autos, which won't downshift as often. Which consumes more gas? How noticeable is the downshift? Does it upshift to soon?
Greatest channel ever on CZcams
I don't think you guys know how to use the exhaust brake. If it behaves anything like my 6.6 it works best in cruise control. Also, did you specifically turn the brake on? There is a switch for that, tow haul doesn't turn it on. It won't auto engage while coasting, you have to tap the brake to engage it. I think you need to give this another shot.
The max trailer weight seems to be very low for this truck.
22 gal. tank is way too small for anyone that's going to be towing near max weight. Even if you're squeezing out 10 mpg, you're going to be refueling every 200 or so miles. That's way too much stop-n-go for a diesel.
Or its a perfect excuse to stretch your legs and check your load.
I agree. 30-35 gallons would be about right imo.
@@danatkinson6698 I'd rather choose when I want to stretch my legs, rather than have the truck tell me I need to when that might not be the case (or when a better gas station, vista point or notable landmark are just another 50 miles to go).
@@TheMEXICANBEEF agreed. My Tacoma has a 21.5 gallon tank. For a full size to only eek out another .5 gallons is pretty sorry. I'd at the very least was 25-27 at a minimum. 30+ would be great.
@@ALMX5DP that's when you trip plan for these things so you can choose where you want to stop.
You have to hold the break to engage the exhaust breaking. On my 3.0L you have to tell it your trying to slow down otherwise it won’t kick in.
This or using cruise control. I can tell judging my 3.0s behavior in a downhill vs what they show on here they aren't even getting the exhaust brake and related down shifts to engage at all.
The engine brake isn’t as effective because you’re not using the cruise control (which I know isn’t in your test parameters). Gm’s exhausts break software is integrated with the cruise control and has been for a long time. Set your cruise to 50 and I bet the results are better.
indeed
When you do fuel mileage for the ike test, I think you should fill up the truck in the beginning and then refill it to actually get the real fuel economy with calculation at the pump, that you guys do for every other fuel economy test. It would be more accurate that way.
Around The Ground Landscaping LLC. I’ve been saying the same thing, they must have a reason for not doing it though
I would guess that there isn’t a gas station at the bottom and the top of the Ike. Could be wrong though.
This Silverado was only towing 7600 lbs but the Ecodiesel towed 8700 lbs. Is that a fair comparison? How is this Silverado even eligible for the contest when it's towing over 1,000 lbs less than the the other trucks?
yogiyoda they did a max tow rating for each.
@@yogiyoda They used to test using the same weight for each truck, but every year, one truck would claim it could tow 1,000 lbs more, or claim it could tow just a little bit more than its competitors without changing the drivetrain, just to be able to claim "Best in Class". So (in my opinion) it's actually more of a fair test to test each truck at their claimed max towing capacity.
I’m sure Banks Power will have an electronic controler out soon that will use the exhaust break and transmission to keep the rig at whatever speed you want coming down a hill. I don’t know why the GMs 1/2 tons tow rating is so much less than its competitors. That is a bit disappointing to me.
It already has that feature it's called cruise control, yes it will use the trans and exhaust brake to keep your speed.
RSD N/A but as you can see in the video it doesn’t work very well. I have a Ford 1 ton and it has cruise control also. When I’m towing my 16,000 lb 5th wheel and I’m coming down a steep hill it won’t keep my truck at the speed I set it for at all. I got the Banks Power system and it keeps it within 3-5 mph of what I set it for without ever having to apply the brakes and it doesn’t over rev the engine.
@@secondamendment8773 They didn't use cruise control... granted at some point enough weight and incline will overcome the trucks ability to slow down but they didn't get to that point the truck needs to know how fast you want to go, I would bet money if they set the cruise in this situation they wouldn't have to hit the brakes at all.
RSD N/A I watched it again and you seem to be right. I’m not sure why they wouldn’t use both tow/haul and cruise control on the downhill run unless the trucks systems won’t let them both work at the same time.
You guys gotta modify the down hill test. Set the cruise control at 50 and the truck will downshift more aggressively. Please listen to our feedback and go test it!
So what happens when we have to hit the brakes ( which will happen based on our many years of experience ) and it disconnects cruise control and voids the test?
@@TFLtruck I didn't think of that. Embarrassing on my part. That would take too much manipulation to reapply cruise control every time, when the test is suppose to allow for the truck to do all the work. In that case you guys are right.
However one negative to forcing the truck to do all the thinking, my RT Durango with cruise control on downshifts on every hill to maintain speed, and it's annoying when not towing and trying to get good fuel economy. I can't find a way to turn it off without manual setting it to 8th, and I feel it's because of tests like these that make manufacturers tune the transmission like that.
@@TFLtruck - to be fair across all vehicles, follow the instructions in the owner's manual regarding maximizing engine braking. From there the viewers can decide whether they are or are not ok with the amount of manual intervention (like msnually downshifting) required.
@@TFLtruck start every test exiting the tunnel at 50 mph, set the cruise to start the test. For the trucks that are designed to work with cruise control, and have enough engine brake capacity, this will result in 0 brake events on the downhill. However, if the driver needs to apply the brakes to keep the truck below 60 then you don't get to reset the cruise, it would be business as usual for you guys after that. You give each and every truck ONE chance with cruise control. This would help the trucks that are designed to utilize cruise control but the biggest point is it wouldn't hurt the trucks that are not. You are still letting the truck do its thing, so it shouldn't be against your stated and consistent rules thus far.
@@ttank1994 that is pretty simple solution there tom, I like it. or they can just brake back down to 50mph and reapply the Cruise Control.
Usually got to put in manual mode shifting for exhaust brake to work good
Thanks for showing transmission temps 👍
Really interested in the 13k+ rating on the 2022. Lower towing is the only reason I didn't get the diesel in my '20.
I do have to say these guys do an awesome job of getting information about the new vehicles out to the public. By watching the different comparisons and testing they have totally influenced my choices in buying a truck.
Hey Kent and Andre I figured it out guys. The owners manual says that in order for the "engine breaking" to work you have to set the cruise control to the max speed you do not want to exceed, then when going down hill the engine break will engage. So you would have had way fewer brake applications knowing that ahead of time.
Cruise Grade Braking
I bet the brake applications will be much less after 5000 miles. My 2.8 duramax with 55k shifts completely different than one off the lot in tow haul. Even not in tow haul mode after 3 brake applications it downshifts to 3k rpm.
Harlan Durant I bet so. The 10 speed learns your driving habits and it changes shifting a lot.
I agree with the others. Run equal trailer weights or it's not a valid test. 15% more weight is not a negligible amount. I.E., if weight was directly proportional to mpg and time, the Chevy would have done 5mpg and around a 9:20 time. It's not, but you get the idea.
Will shifting to manual mode allow rpms to increase and allow the engine brake to work to slow the truck?
Strange how TFL's 3.0 diesel Silverado didn't overheat and fail like MANY of those bought by regular consumers.
This truck was fettled.
Trevor Lahey he's not! Just bought mine on Tuesday. Has 146 miles on it today. It blew green crap all over the engine. It blew out the engine dip stick and is leaking oil. It's also smoking and has to be towed to the dealer. 🤷♂️
You guys have the best camera. The video quality is amazing
Something is wrong with the exhaust brake. The canyon/Colorado did better with almost the same weight. Trailer tow mirrors are available as a factory option.
Looks like it will be a pain to change the battery out with all that electrical what nots on top of it
Ya, that looked like a nightmare to me too... just imagine trying to change out a dead battery in the cold and having to go get your entire socket set to unhook all that crap
I don't really see an issue, theres more than likely jump points that are easy to access. I also replace my battery every 4 years so I never have to worry about a cheap part leaving me stranded.
It looks harder than it really is , my wife’s Cadillac has the same case on it . It pops off easily for access to battery terminals.
With proper care I get better than a decade from my ac delco batteries. They are expensive but they serve me well in everything.
Why would anyone pick that powertrain setup over the 6.2? It has less power, can't tow as much and costs more to purchase and maintain
Because it has plenty of power, super fun and torquey off the line and I’m getting 25mpg in the city. 🤷♂️
Fuel economy would be the biggest factor I would think. Good to have options. I love the 6.2 10 spd combo in my Sierra AT4 and wouldn’t want the diesel but that’s just me. I’m still glad they’re are offering the diesel.
22 gal fuel tank is just fine when you are getting 35 MPG empty. After 700 miles i would be wanting to stop for a break. Not a problem in my eyes. You would still be stopping with the competition after 700 miles, just spending more on fuel. Awesome truck GM!
Untill you hook it to a trailer and get 250miles on a tank #fail
If you can get 12 mpg towing.
@@brentvance3958 that's exactly what they got on there towing loop on flat ground.
@@jamespenner1412 Well for 3 mounts of the year towing, still not an issue!
This Silverado was only towing 7600 lbs but the Ecodiesel towed 8700 lbs. Is that a fair comparison? How is this even eligible for the contest when it's towing over 1,000 lbs less than the the other trucks?
The 10 speed transmission is so nice. I had a 2017 with the 8 speed and can’t believe how nice the new one is.
03 SVT Cobra I would also be interested in the ten to see if it is shift happy
Not liking the next generation that's why I bought a 18 High Country 6.2L. The 10 speed did absolutely nothing to improve MPG and apparently has issues already like the 8 speed. I test drove both seen no difference. GM pull your socks up please.
Anthony Macneil My 2017 LTZ Z71 6.2 got slightly better fuel economy then my 19 does. I had zero complaints with my 2017 but my new 19 seems to tow better with the 10 speed and the infotainment is leaps and bounds better. Hoping this one will be trouble free like the last.
The newer 8speeds are a lot better since they reformulated the trans fluid at the beginning of the year.
Nice video, BUT; I think you guys were too kind. The mirrors were wrong, the squat was too much, it was floored on grade and just barely holding speed, if not losing some. The exhaust brake feature was a total flop. Its a nice truck for light towing, soccer practice and groceries. It would suit my needs OK. To tow that much you need to be better outfitted.
There is an important aspect of towing that you guys ignore. Braking efficacy and handling under hard braking. Could you have stopped that light truck with such a load in a ten acre bottom? Can you stop from cruise speed quickly while maintaining confident control? Maybe add to next years evals.
Rooster nope, wrong on every point. It’s within it’s limits and it did very well. If it seemed above its limits to you then yeah, you should use it for soccer practice and groceries.
I like that sticker too. My dad just got a 2019 k1500, x31, tow package.
Thing is a monster compared to this diesel in video. Not sure why. the
tongue is 1190, the max tow is like the 88-98 one tons. They really need
these stickers now, a half ton could be anything. I bet that diesel
goes much further...the example in video does not seem to be a maximum model
hill descent assist will keep it in higher rpm with the exhaust brake engaged. Works upto 50mph
So, the 4wd version of the Silverado has a higher towing capacity then the 2wd??? Since when is that the case?
@@trp2413 All 3.0L I6 Duramaxes have 3.23:1 axle ratio and 10-speed transmission, for 2020 model year anyway. I too am wondering why the 4WDs have so much higher tow rating and GCWR than the 2WDs.
@Zesty Meatballs The max tow package comes with lower axle ratio. The 2wd currently has 3.23 ratio but the 4x4 3.0L diesel has 3.42 and can already tow 2000lbs more than this truck they tested.
Max tow also has larger coolers which I'm sure the dodge already is utilizing to get a higher tow rating.
Power wise the dodge has 260hp@3600rpm and peak torque 480lb-ft@1600rpm dropping off from that point. It's also backed with an 8 speed auto.
The 3L duramax has 277hp@3750rpm and 460lb-ft from 1500-3000RPM with 95% of that available at a low 1250rpm. Backed by a 10 speed auto.
So you somehow think 20lbft of torque gains 4000lb+ to the tow rating for dodge?
@Zesty Meatballs The GM 6.2l gas engine is only rated to tow slightly more than 9000lbs with the same gearing as this truck. With the max tow package installed with its included lower gearing, it tows 12,000lbs.
closer ratios certainly do effect towing, less rpm change between gears keeps the engine more in its sweet spot.
still haven't addressed any reason the dodge can tow more than the Chevy with dodges less useable power? Just a claim chevys somehow engineered for mpg, even though it clearly makes its torque over a much broader rpm range. Only thing possible that's different is cooling.
Reason why it tows much less is because of too much heat. The reason was to chase MPG over max tow. They chose to alter emissions exhaust architecture to achieve this!
Emissions equipment was packaged very small and close to the exhaust manifold. This allows exhaust to run hotter than conveniental designs, specifically reducing the need for post fuel injection which slips fuel pass the compression stroke to burn off soot build up in the DPF for a hotter exhaust will reduces soot build up, thus mpg improvent can be made since fuel wasting is reduced over standard emissions intact configuration.
Duramax EGT's can't go over 1560F before it de-rates via de-dueling to protect the engine from too much heat. High temps can literally melt pistons.
If they stick with their exhaust emissions design they will have to drastically cool intake temps much greater than normal to tow the same weight. I'm not sure if larger intercooler can do it alone... Most address high EGT's with deleting which they can't do, or pairing higher capacity intercooler, compound turbos, and high flow intake elbows. These approaches drop EGT's by ~300F.
Making max power for a Dyno certificate is not the same as sustainable max towing power with acceptable heat tolerance. This is the same issue with Dyno/Dragstrip bragging rights vs real world work!
Have you ever done back to back tests of the same truck and trailer using cruise control and downhill speed control then repeating the test using only driver input, see what the difference is. I drive a 44,000kg semi and the electronics do s good job in most circumstances.
This engine is destined to reign in its class. GM cannot put this engine into the Suburban fast enough.
Looking toward the future, it would make an ideal paring for a Diesel/Electric hybrid.
Tahoe and Suburban would be amazing with this engine/trans combo.
I'd like to see the f250 7.3l gasser do the same test with the same 7600lb load. To see the MPG going up and brake application going down.
Bummer on the brake applications! Something has to be going on with the exhaust brake- GM usually has 1 brake application on this part of the test with their other diesels
I can tell you exactly why it was such a poor showing. I have a 3500 Duramax and the exhaust brake will not engage unless two criteria are met. 1.) The brakes are pressed. 2.) The cruise is set. If they would set the cruise at 50mph, the truck will try to maintain that speed by downshifting and exhaust brake engagement. Simply trying to coast down the hill will not engage the grade holding algorithms.
@@genek121973 They've tested the GM HD pickups on this test without cruise, and the truck was able to hold it's speed on the slope. I have a GMC Canyon with an exhaust brake, and it works just fine without cruise as well. It also holds the speed well going down hill. Applying the brake pedal it does more for sure, but with no brakes the exhaust brake and grade shift does a good job holding speed for me
@@BrandonHughes you're correct that the HD was able to hold the load on the test but, that was after one brake application. Once they hit the brakes it downshifted and set the exhaust brake. Not to mention the HD trucks have a much larger turbo and more aggressive exhaust brake. Do me a favor next time you're towing and on a downhill. Set the cruise and see what the difference is. I haul for a living with my Duramax and have tested every scenario you could think of. With the cruise series by far the best results.
@@genek121973 I believe you. I use cruise all the time and see it holding it's speed well going up and hills . They never use cruise on these tests though, and some trucks have done very well holding their speed without cruise. Maybe it would better with cruise, but I'd hate to rely on cruise for effective speed hold going down hill, ya know?
@@BrandonHughes I understand your apprehension at depending on cruise but, it seems to work best. I've been doing it for over 750k miles in my current 2011 Duramax and have never had an issue. It was a little nerve wracking the first time my rpms went all the way up to 4500 though.
Great review. The 11,000 foot climb is crazy hard on any truck. To keep 60mph & 5.4mpg is unbelievable. I agree the downhill towmode braking & EngineBrake need some software tweaking. In my opinion the on board telemetry should adjust when it senses extreme elevation decends & climbs. A Performance chip could help with the climb, but not downhill braking.
Can you guys show shots of the engine running so we can hear how it sounds at idle and speed? Would be very helpful for those who don't know much about diesel engines.
They do have other videos on this truck that show that. They just don’t show that in every video.
The Chevrolet is quieter than the ram
Dan Atkinson - I’m liking this Chevy! I never keep a personal pickup long enough to care about the longevity,,,,,,,,,,, means I like almost everything! Haha
This engine is very quiet. You have to be outside the truck with the hood open in order to tell the difference between it and a direct injection gas motor.
Also if you are using a tablet or your phone to watch the video, put on some good headphones (Bose etc. ). You can hear the engine note at 3 to 3.5k rpm. Sounds really nice.
I have that same 10 speed in a Ford and you have to override it downhill: go manual mode and toggle down the gears yourself. Works way better on hills than auto, tow mode or not.
Bingo!
I always learn so much from you guys and I dont feel like im falling asleep either
The truck delivered? ... on which expectation? Mr. Truck was surprised it didn't get up to speed / 60 fast enough. You both were surprised the exhaust brake didn't do much on the downhill? Which expectation was met? Price? Pray tell ...
You guys need to get ahold of a 4x4 and redo this. I think those super tall rear axel gears hurt every part of this test.
2wd and 4x4 duramax use the same gear ratio 3.23.
Plus with the 10-speed, the truck should have no issue finding the best gear for the job.
Don't forget the 4wd parasitic loss is also helping in downhill braking.
killercan10 didn’t know that, I hope they offer a different gear ratio with a max tow package maybe??
We really need to see what this truck will do with the same weight as the Ford and Dodge, let’s get a 4x4 and same weight. Great work boys!
5:10 That heat-wrapping looks like it was put on in an arts & crafts class.
Not impressed with the trucks price, and the rubber belt on the oil pump sandwiched between the engine and transmission!!! Insanity!!
It doesn't make sense to use a timing chain up to the cams and a belt down to the oil pump. Why not use a chain? belts are typically used to make a quieter engine, but all of that is lost when your using a chain in the same location. Besides being mounted on the backside any noise they create is much closer to the cabin.
At least it has 150,000 mile service intervals. Probably beyond what most people will even own the truck.
@@hogrod , definitely don't buy a higher mileage used one.
Why not skip the chains and use gears like a Cummins? 🤔
True, It’s crazy, but if the price is ~$600 or less then I don’t mind paying since i will perform all the routine maintenance myself! If it is priced at $1k or higher then forget it!
craig contofalsky all I know is whaveter you critical dicks say that is a huge problem is never actually a problem.
Are you saying chains are perfect without flaws??
The 10speed auto, joint venture with Ford and GM. They also did a joint venture with a 9 speed transaxle, Gm did the transaxle, Ford designed the 10 speed transmission
Should have tried the manual mode and found the gear that allowed the exhaust brake to work properly. That would be really interesting to know if that would have changed anything.
The gm trucks exhaust brakes work with the cruise, if they set it to 50 it would down shifted and held them back much better if not totally fine, gm know sometimes when you have a trailer on going down hill you want to use the momentum to get you up the next coming climb so the exhaust brake/ down shifts only kick in when you start to get on the brake pedal OR when you have cruise set and it knows you want to maintain a speed
Hi Everyone, first off. I love TFL videos and I am not a shill for any company. I think the competition between truck makers is great for us as the consumer because we get better trucks. But, TFL needs to do a better job of highlighting differences in tests. This test trailer is 7600 pounds vs the 8700 for the F150 Powerstroke. The Powerstroke trailer also appears to be larger and create more drag. The Powerstroke truck was 4 wheel drive vs 2 wheel drive on the Duramax. Powerstroke was crew cab vs Chevy double cab. And the Powerstroke test had an extra person in the vehicle. A conservative estimate indicates that the crew cab, 4x4, extra person and heavier trailer added approx. 1800 to 2000 pounds to the Ford Powerstroke test giving it a significant disadvantage over the Chevy. So the Chevy had approx. 1800 to 2000 pounds less to drag up the hill. After considering these differences, the Powerstroke did just as well as the Duramax. Lastly, the sound on the F150 was a bit less but essentially the same as the Duramax.
I wish Cummins made a baby inline 6, would be nice in a half ton truck.
They do. It's in the nissan titan
@@resharddurdley6987 that is a V8
and the latest "automotive" Cummins are NOT very good compared to the "B" model in the RAM
@@jasonriddell
Aghh my bad. Gotcha
Reshard D thats actually a 5.0L V8, not a smaller version of the B series.
they should just saw off 3 cylyders and make a 3.35 liter
If you had the truck cruise set at 50 on the way down the hill it would have had no brake usage
It would have held 50 all the way down......
Comparatively speaking, 7600lbs seems low for a 1/2 ton. There are midsized trucks that can pull that load!
Agreed, my diesel Canyon has the same tow rating. Although I'd rather pull that amount of weight on a full size. It's surprising that adding 4x4 increases the towing capacity on this one by 1700 lbs
@@BrandonHughes This might be the effect of the tall rear axle on the test truck. A shorter axle ratio would help overall towing capacity.
It’s because it has 3.23 gears in it.
This Silverado was only towing 7600 lbs but the Ecodiesel towed 8700 lbs. Is that a fair comparison? How is this Silverado even eligible for the contest when it's towing over 1,000 lbs less than the the other trucks?
GM doesn't currently offer their max tow package on the 1500 diesel. The 5.3L and 6.2L gain 2500-3000lbs to their rating with it.
A little more coverage on the exhaust break would be interesting. Could the driver have manually down-shifted to engage the exhaust break during the downhill test? (Ike Gauntlet test protocols aside...)
No need to shift. First, I don't think they turned the brake on. It doesn't turn on with tow haul mode, there is a separate switch. Either tap the brakes to engage it or set the cruise at 50 and the brake will handle the rest.
Break? What broke? They didn’t have a clue on how to use the exhaust brake.
Looks like a winner although GMC needs to reprogram it so that the exhaust brake works much better!!!
Almost certain that GMC has far more engine braking (especially in Tow mode) when tied to the Cruise Control. I do wish these guys would address this. It's almost unfair to evaluate something based on how you use it and not how it was designed to be used.
Yup. That 10spd needs better tuning. GM relied too much on the exhaust brake to do the work, which how the tuning is now it will save the trans more (less heat) and a smoother ride.
Exhaust brake didn't help because you gave it no signal you need the assistance. Your testing procedure is to blame.
I would say an issue with the trucks computer for the trans. My ‘04 Dmax with Allison down shifts aggressively with one or two brake applications, sometimes just touching the brakes with no actual brake action. One or two gears depending on where it started. Actually downshifts shifts past redline when needed, near 3800 rpm.
So the trans didn’t look like it downshifted at all. Steep angle down and brake applications should command a control shift. Some issue with the TCM parameters is to blame.
Does 7,600 lbs seem like a low number for a diesel pickup truck?
I use the cruise control in the mountains and it gears down automatically and maintains speed perfectly
Not sure about the Silverado, but my diesel Colorado exhaust brake works like this:
The more aggressively you apply the brake, the more aggressive the downshift and exhaust brake works.
I would suggest unfamiliarity with the system hurt your downhill results.
Plan to take a hard look at this truck.
BAD Mr. Truck. Sitting in the passenger seat like a lump forcing Andre to handle the DB meter and phone for the timer while driving. Be useful in that seat if you're going to be present in these videos in the name of safety to other motorists. That said, on the engine brake, you guys should do an unofficial test where you manually drop gears to gain more effect from the engine brake on the downhill and see if that affects the number of brake applications. It would not be out of the concept of real world use to manually downshift in a severe downhill environment while towing to control speed.
First off the ram pulled 8700Lbs
The GM pulled 7600 lbs
Why didnt you re do the ram test with 7600lbs???????
You guys keep saying the duramax is so quiet but when you tested both the
The ram got 59-60 db rating
Gm got 63-64 db rating
Gm got 5.7 mpg
Ram got 5.4 mpg
I would love to see you bring a slip tank to the event to show hand calculated numbers cus the computer readout was off by a bunch.
The GMs downhill performance was double as bad as the rams and it was suppose to have a exhaust brake.
Last of all I think the 33 gallon fuel tank for the ram is a home run for pulling a trailer, vs. The 22 gallon GM tank size.
I think ram won in key areas
Downhill, towing capacity, fuel range, mirrors and price. Although the GM dominates on performance and I6 engine design!!
I am liking this truck a lot! Nice video fellas and I totally agree with you except the squat. The rake in the truck is built to take into account the squat that has to occur when loaded. If the truck is sitting level, then it is perfect. Some are level with 3+ inches of squat! You need to look at if the truck is level. That makes it an evenly rated score. Some trucks have more or less squat designed into them. That makes the number of inches, like you use, less than fair. I’m not saying this regarding this truck specifically, but ALL the trucks. You also use a similar standard with the heavy duty trucks as well and they are also designed MUCH differently than the 1/2 tons. Length of wheelbase can affect the squat as well.
Please just look to see if the truck is level with the load. Then comment on how it feels. That will be a fair representation at that point.
Keep em coming fellas! Thanks!
The towering mirrors are already available for the 1500 Silverado. If you go to Chevy's website you can build and price a truck with towing mirrors.
I was expecting 8700 lbs on this test like the Ford and the Ram did for the mpg... still even with an exhaust brake it did worst downhill than the the others with less weight...
One thing they taught us in truck driving school was you down the hill in the same gear you went up. I'm guessing you didn't go up in 10th gear. So a manual downshift would allow the exhaust brake to do its job.
I too question the lack of performance in the engine exhaust braking system.
Other than that , if I were in the market p;lace for a half ton diesel,..this SIlverado Duramax would get some serious consideration.
It doesn't need more rpms when braking...it's not controlled by turbo like it's bigger brother...the exhaust brake actually controlled by trans,computer, and torque converter...
They have tow mirrors mirrors for this truck one guy has a CZcams channel with it
Jerry Allen ..They are optional this year on the 2020 half tons.
Duramax isn’t for towing. That’s why it doesn’t have them.
That little fuel tank is a deal killer. Can it be had with a larger one?
4WD diesel, and all gas engine 1500 double and crew cabs, have 24 gallon tank. Only 2WD diesel gets a 22 gal tank. Regular cab 1500s get a 28 gal tank, but there's no diesel available with regular cab 1500. 2500 & 3500s have larger tanks of course.
Some of the best videos on the net, I always enjoy Ike Gauntlet videos!
My dad used to talk about straight sixes the same way . Just great engines .
Not sure why anyone would gamble on a half ton diesel that has to be floored up the ike when an EcoBoost damn near idles up it.... The difference in fuel economy isn't exactly life changing especially considering diesel fuel costs more per gallon
Any truck that requires that you floor it to maintain 60 should be rated severely down. I can't believe the final score you gave this rig. I love you guys and your channel but sometimes your reviews seem a little subjective to keep favor with the manufacturers.
I would've loved, if they called it the minimax😇
The colorado is the minimax, this one is more like the middlemax
@@fc3sluis thanks man!
Does that mean that if Ford put a small diesel in the Ranger it could be nicknamed the mini-stroke? Hehe😁
Interesting that the 4x4 has a better towing rating, from watching previous videos I always thought 4x2 is better for towing? And to all the people out there who have beef 2wd vs 4wd.... I’ve got nothing against 2wd trucks. I don’t see what the big deal is.
Every gm vehicle I own requires a quick brake application to engage engine braking. Holding the brakes for a couple seconds to slow from 60 to 50 won't help with any of the trucks that I own.
Gretchen Roach So I need an instruction manual to do something that should be automatic? No thanks.
@@mikek5298 no manual is needed, you just learned it from my comment. It's pretty simple. Your welcome
You need to re run the downhill portion of this test and experiment a bit. Shift manually get the RPM up. Try cruise control. Talk to GM. Something was off that the RPM stayed so low and the exhaust brake did not seem to engage. Also you really need to run this with the 4x4 with its higher tow capacity to get a better comparison with the Ford and Dodge. It’s seems very odd that the 4x4 has a much higher tow rating. Usually the opposite is true.
Six in a row ready to tow. Eight in a V your old lady's coming home with me.
great...she smokes a pack a day and you need to buy her vodka buy the gallon
I drive this same road every week in a 2019 2500 pickup, towing or not i have to hold the brake lightly for about 8 sec at the beginning of the downhill to activate the grade breaking.. after that i need no brake applications.. gread vids guys 👍
I like the new silverado, thank you for the review.
The towing mirrors when available are real towing mirrors. The Ram still doesn't have real towing mirrors on the their 1500.
However, the Ram has a 4-corner air suspension and 4-link rear suspension. Kelderman charges $10k for that upgrade on an HD pickup. Maybe for 2021 the Ram will get towing mirrors along with the new Ram based Durango, Wagoneer, and Grand Wagoneer.
And that doesn't count the tiny fuel tank on the Chevy/Sierra compared to the optional 33 gallon tank on the Ram 1500. the small tank illuminates one of the main advantages of the diesel: range.
Think I'll just stick with my 07 LBZ Duramax 6 speed Allison.
Salty Steel Ok
Good choice,to bad the rust will eat the body away
Love mine in a GMC AT4 fully loaded crew cab tows well and gets huge range towing even with the smaller tank. Everything works better after a little break-in.
Duramax deeezell
You can not expect to rely only on the engine exhaust brake to slow down, it as to be a combination of exhaust brake and the brakes itself
Diesel engines are not ment to rev at high rpm while the max torque is at low rpm
So now that GM released the info on their 2022 refresh (well, from what I've seen on the Sierra refresh), they mentioned upgraded trailer packaging that beefed up towing capacity by about 4,000lbs... will you be doing an update to see if the concerns were addressed, particularly the engine brake?