What's new
By:
Filters

Diesel half ton

DRTDEVL said:
They already are 2/3 of a 3/4 ton.

A 2020 Silverado 1500 can tow, when properly equipped, 9800 lbs.

My 1994 K3500 dually is rated to tow.... Only 10,000 lbs.
Click to expand...

And a 1 ton can tow like 34k or some ridiculous.

There are 1/2 tons that can do 11-12k, I'm not sure what the 3/4 ton diesels are rated for but I'd imagine it's more than 16k.

Edit: also, the main point of my 2/3 comment was about the fact that most of the diesel 1/2 tons are rated for less than the gas engine. All though to be fair, they may be getting better, I just looked it up and the newest ecodiesel can be rated for up to 12800.
 
Last edited:
All this talk of towing, what about stopping? Is that calculated in these figures as well? Honest question.
 
woods said:
All this talk of towing, what about stopping? Is that calculated in these figures as well? Honest question.
Click to expand...

Yes.

Generally speaking, though, the weak link on tow capacity is the transmission. Anything larger than 3,000 lbs require a proper trailer brake setup, and this should do the majority of stopping on the heavier trailers anyway.
 
woods said:
All this talk of towing, what about stopping? Is that calculated in these figures as well? Honest question.
Click to expand...

The brakes on the new 1/2 tons are bigger than the ones they put on 3/4 and 1 ton trucks in the 90's. The rest comes down to the trailer brakes which, if they work properly, should be able to control the trailer and it's load if the truck can't in an emergency. I usually try to set my brake controller so I don't need a whole lot if any more effort on the pedal to comfortably stop the truck with a loaded trailer, if it won't do that then it's time to dig into the trailer brakes and figure out why.
 
Projectjunkie said:
Please keep us updated on these trucks.

I have some hope for the baby duramax, isuzu has a long history with diesel engines, aside from lb7 injectors only getting 100k there hasn't hasn't really been a bad duramax and Chevy seems to integrate them well, not treating it like an after thought
Click to expand...

Isuzu is not involved much with any of the newer duramaxes... I know they weren't for the new 6.6 in 2017. That was done in house at GM powertrain in Pontiac, MI. As for the smaller duramaxes, those were developed in Italy.
 
My biggest issue is cost... For any half ton. It really is not that big of a jump to get into a 3/4 ton diesel truck price wise.
 
$15k is not that big of a jump? The diesel option on all of the big three are close to $10k by itself.
 
Elwenil said:
$15k is not that big of a jump? The diesel option on all of the big three are close to $10k by itself.
Click to expand...

That's a fact. But a diesel 1/2 to a gas 3/4 ton is almost a lateral move. A gas 1/2 ton to a gas 3/4 ton really isn't a huge jump either.
 
I priced out a Ram 1500 Bighorn Crew, 6' bed with the 3.0L and then a Ram 2500 Bighorn with the same body, chassis and basic options with the Cummins and it comes out at about $15k difference.
 
So I was talking to a coworker who happens to have an ecodiesel. He said they bought it to tow a travel trailer and were extremely disappointed in its towing ability. Apparently the oil temp will hit 260* and it starts derating power :confused:
 
Elwenil said:
I priced out a Ram 1500 Bighorn Crew, 6' bed with the 3.0L and then a Ram 2500 Bighorn with the same body, chassis and basic options with the Cummins and it comes out at about $15k difference.
Click to expand...

Was that 45k and 60k? 4x4?

I'm guessing sticker as well. Earlier in the year ram was giving away classic. A crew cab 4x4 hemi for high 20s flirtting with 30 wasnt uncommon to see.
 
Both I priced on the website were Bighorn, 4WD, Crew with the 6' bed as that is what we mainly sell. The only 2WDs we sell are special ordered and usually fleet trucks for a local business. To get the 3.0L diesel in the Classic, you have to get a Laramie, which would be starting out at $43k, with no other added options. Sale prices and specials are not useful for comparison since they change throughout the year and are only on certain models and comparing a DS 1500 Classic to a DT 2500 is a bit apples and oranges.
 
20K update on the 2020 duramax, I put about 140 on it over Christmas original fuel filter and the 3rd oil change no repairs as of yet. I got in it with a 1/4 tank of fuel and hit the highway, filled it up at 515 on that tank with exactly 20 gallons. I asked what type of driving it was and it was mostly 60-80 mile highway runs at 80mph, with 20-30 minutes a morning idling and drinking coffee.

A few observations; That truck is smooth, dangerously smooth, and it likes 80-85 on the highway. I had to use the cruise control to keep myself in check. Chevrolet has the 10 speed auto dialed in, absolutely no complaints. The onboard lie-o-meter was dead on with my hand calculation of 25.7, I've never seen this right in any vehicle.
 
Last edited:
YotaAtieToo said:
So I was talking to a coworker who happens to have an ecodiesel. He said they bought it to tow a travel trailer and were extremely disappointed in its towing ability. Apparently the oil temp will hit 260* and it starts derating power :confused:
Click to expand...

They have very low tow ratings as well maybe that's by design.
 
inthefield said:
20K update on the 2020 duramax, I put about 140 on it over Christmas original fuel filter and the 3rd oil change no repairs as of yet. I got in it with a 1/4 tank of fuel and hit the highway, filled it up at 515 on that tank with exactly 20 gallons. I asked what type of driving it was and it was mostly 60-80 mile highway runs at 80mph, with 20-30 minutes a morning idling and drinking coffee.

A few observations; That truck is smooth, dangerously smooth, and it likes 80-85 on the highway. I had to use the cruise control to keep myself in check. Chevrolet has the 10 speed auto dialed in, absolutely no complaints. The onboard lie-o-meter was dead on with my hand calculation of 25.7, I've never seen this right in any vehicle.
Click to expand...

Thanks for the update



not aimed at you or this truck, but with all these mileage claims, or verified reports, I'm still not seeing a cost benefit when the fuel is 25% more expensive per gallon. Leaving out all other expenses, that right there seems to make it a wash.

maybe if you often tow 7k at elevation the turbo is nice. I'm still not seeing the benefit. At this rate I'll just keep running 87 octane for little truck stuff
 
Projectjunkie said:
Thanks for the update



not aimed at you or this truck, but with all these mileage claims, or verified reports, I'm still not seeing a cost benefit when the fuel is 25% more expensive per gallon. Leaving out all other expenses, that right there seems to make it a wash.

maybe if you often tow 7k at elevation the turbo is nice. I'm still not seeing the benefit. At this rate I'll just keep running 87 octane for little truck stuff
Click to expand...

Exactly.

If this was 10+ years ago, when gas v8s were getting 13-14 it might make sense. With them now getting at or over 20 mpg, it's hard to justify.
 
A half ton's a thousand pounds, right? that'll go in the trunk of any car if you don't mind using the bump stops
add some air to the tires if you're going over 70
:flipoff2:
 
woods said:
All this talk of towing, what about stopping? Is that calculated in these figures as well? Honest question.
Click to expand...
modern half ton pickup brakes are at least double the size of my '93 DRW f350
hell, most passenger cars nowadays have a lot more brakes than trucks did back then
 
[486 said:
;n265055]
modern half ton pickup brakes are at least double the size of my '93 DRW f350
hell, most passenger cars nowadays have a lot more brakes than trucks did back then
Click to expand...

Yup, large 4 wheel disc brakes for the win.
 
You must log in or register to reply here.
Top Back Refresh