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?
@@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. 🙂
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.
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.
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.
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!
@@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
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
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.
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.
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.
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.
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 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.
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?
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.
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.
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.
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.
@@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.
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.
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.
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.
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.
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.
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.
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.
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
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.
These videos are so frustrating!! Your brake application assumption is total BS! Trucks are extremely smart these days. You need to use cruise control so that the computer understands what speed you desire; it will then choose the appropriate gear with the exhaust brake to keep your speed. Only brake applications applied during cruise control is a valid test.
The point of the test is to have the truck do it itself. The truck should be able to recognize in tow/haul mode that when its speeding up with no throttle application to slow itself down. Obviously you can do this yourself with the paddle shifters or use cruise control but that's not the point.
In my 2011 Silverado 6.2 6 speed while in tow haul mode one brake application is all it takes to slow it down with transmission.... hit it again and more rpms slower speed. Maybe it's a programming issue with that 10 speed!
@@sonsofliberty3081 True this. That said, I've been hearing more and more that the downhill speed should be down two gears on a big truck due to the high power engines they have in them these days.
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.
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 ...
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.
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?
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
Snow on the Ike already? The 3.0 Duramax is very hard to find at dealers in the PNW. I've seen them online, but the few they get don't last long in inventory.
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
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 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.
Have you ever tried cruise control on the way down the mountain? I have a Ram 2500 cumins and the exhaust brake is amazing for out 5th wheel camper(9500lbs). And my last truck a 2011 Silverado 1500 6.2 gasser did amazing on mount eagle in Tennessee, with 7500lbs behind it with the cruise set to a speed. Could you test the theory and report back?
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.
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!
I really always love watching the 2 of you work together as your areas of expertise and points of view really seem to compliment each other perfectly. As mentioned earlier by Bob Allen always interesting and informative.
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.
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??
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.
@@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.
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.
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 👍
Chevy stepped up with the 1/2 truck. It looks good and they used an inline 6. Inline diesels are always best. Whoever designed the 1/2 should have designed the HD. Whoever designed the HD should be fired. Its atrocious.
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.
Think it’s the differential this is only running a 3.23 compared to the 4wd with 3.43. In general though most 2wd trucks will tow more due to less weight from not having a 4x4 system.
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".
I have the 2.7l Silverado and it is supposed to have grade shifting. I believe it only works with tow haul mode on and with the cruise set. I could be wrong but I believe I read that somewhere.
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.
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.
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.
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.
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.
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.
We really appreciate the review gentlemen. The truck looks nice, sounds good and appears to run well. Quick question though, is the rear axle gearing better for towing in the 4x4?
80f250 when I saw that I shit a brick Toyota has the same engine layout in their new Supra but used a chain to drive the oil pump. GM screwed that bit up
@Joey Rossini  2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS No-compromise engine delivers refinement, performance and efficiency 2019-06-03 Print| Email| Word| Add This| DETROIT - The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks. Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model. “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.” Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience. The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode. Innovative Engine Technologies The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F. Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band. Inherently efficient and balanced Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts. “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.” Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds. All-aluminum construction and tough rotating assembly The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability. There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps. The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet. A thick piston crown - the top of the piston - and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio. DOHC Cylinder Head and Rear Cam Drive Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems. A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
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.
So comparing this to the 3.0 Ecodiesel, the Ecodiesel is quieter, has better downhill brake control, slightly slower (38s) up the Gauntlet and 1MPG over 66 miles heavier. Which one is better? I think the 8 speed and towing setup is better on the Ecodiesel but it's very close and both blow the Ford out the water.
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.
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.
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!
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!
Greatest channel ever on UA-cam
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
You guys have the best camera. The video quality is amazing
As always very interesting and Andre and Mr Truck always the coolest guys ever gotta love them very big thumbs up 👍
Thanks
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
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.
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.
Set the cruise control at 50mph on the downhill portion and I bet the results would be different.
Will shifting to manual mode allow rpms to increase and allow the engine brake to work to slow the truck?
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.
Really interested in the 13k+ rating on the 2022. Lower towing is the only reason I didn't get the diesel in my '20.
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.
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?
The max trailer weight seems to be very low for this truck.
I always learn so much from you guys and I dont feel like im falling asleep either
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
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.
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.
Thanks for showing transmission temps 👍
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.
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.
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!
You guys are great! Just leased a 2020 3.0 1500 LTZ. so far so great!
What’s the temperature inside? Need to cover the rad to get more heat? Any city mpg?
Some of the best videos on the net, I always enjoy Ike Gauntlet videos!
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.
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.
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.
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'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.
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.
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.
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.
Does 7,600 lbs seem like a low number for a diesel pickup truck?
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
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.
These videos are so frustrating!! Your brake application assumption is total BS! Trucks are extremely smart these days. You need to use cruise control so that the computer understands what speed you desire; it will then choose the appropriate gear with the exhaust brake to keep your speed. Only brake applications applied during cruise control is a valid test.
Ron Feinberg a brake application disables cruise control
The point of the test is to have the truck do it itself. The truck should be able to recognize in tow/haul mode that when its speeding up with no throttle application to slow itself down. Obviously you can do this yourself with the paddle shifters or use cruise control but that's not the point.
moore 57 lol so true
In my 2011 Silverado 6.2 6 speed while in tow haul mode one brake application is all it takes to slow it down with transmission.... hit it again and more rpms slower speed. Maybe it's a programming issue with that 10 speed!
@@sonsofliberty3081 True this. That said, I've been hearing more and more that the downhill speed should be down two gears on a big truck due to the high power engines they have in them these days.
Usually got to put in manual mode shifting for exhaust brake to work good
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!
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.
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 ...
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.
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?
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
5:10 That heat-wrapping looks like it was put on in an arts & crafts class.
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
Snow on the Ike already? The 3.0 Duramax is very hard to find at dealers in the PNW. I've seen them online, but the few they get don't last long in inventory.
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.
You guys are the best always look forward to your Ike Gauntlet videos
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.
Have you ever tried cruise control on the way down the mountain? I have a Ram 2500 cumins and the exhaust brake is amazing for out 5th wheel camper(9500lbs). And my last truck a 2011 Silverado 1500 6.2 gasser did amazing on mount eagle in Tennessee, with 7500lbs behind it with the cruise set to a speed. Could you test the theory and report back?
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.
Great point on the RPMs and engine brake. Hadn’t thought of it, thanks guys. Great review.
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!
I really always love watching the 2 of you work together as your areas of expertise and points of view really seem to compliment each other perfectly. As mentioned earlier by Bob Allen always interesting and informative.
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??
Thank you for the review just purchased the 2021 and love it
I like the new silverado, thank you for the review.
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.
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.
My dad used to talk about straight sixes the same way . Just great engines .
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
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 👍
Chevy stepped up with the 1/2 truck. It looks good and they used an inline 6. Inline diesels are always best. Whoever designed the 1/2 should have designed the HD. Whoever designed the HD should be fired. Its atrocious.
Guardrail whys that?
@@jorgeosorio8459 Necause the HD is atrocious. Most of the posts I read say how ugly it is.
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.
im confused, i thought the 2x4 versions always towed more than 4x4 versions?
The only thing I can think of is that the engine is so light that there isn’t enough weight in the front with the trailer pushing down in the back
I was actually confused about this too. Only thing I can think of is the 4wd gets 3.42's standard?
Think it’s the differential this is only running a 3.23 compared to the 4wd with 3.43. In general though most 2wd trucks will tow more due to less weight from not having a 4x4 system.
@@NWI_Steel You have to order max trailer package to get 3:42's and only available with the gas.
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.
They have tow mirrors mirrors for this truck one guy has a UA-cam 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.
I have the 2.7l Silverado and it is supposed to have grade shifting. I believe it only works with tow haul mode on and with the cruise set. I could be wrong but I believe I read that somewhere.
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.
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 use the cruise control in the mountains and it gears down automatically and maintains speed perfectly
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.
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😁
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.
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.
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
We really appreciate the review gentlemen. The truck looks nice, sounds good and appears to run well.
Quick question though, is the rear axle gearing better for towing in the 4x4?
Somebody needs to buy Andre a nose hair trimmer for Christmas
drvncw drvncw We bringing it back, same with the Mullet
What ever happened to the 4.5L Duramax? Didn't they have that as a concept in the 00's?
It was mothballed during the GM restructuring. It was also designed back when emissions requirements were less stringent than this design.
straight 6 is definitely the best engine design out there too bad Chevy design these to fail with a belt driven oil pump how stupid can you be
Great a perfect built in catastrophic failure a belt drive oil pump.
80f250 when I saw that I shit a brick
Toyota has the same engine layout in their new Supra but used a chain to drive the oil pump. GM screwed that bit up
@Joey Rossini you clearly don't know what your talking about the new Chevy diesel straight six oil pump is belt driven !
@Joey Rossini

2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS
No-compromise engine delivers refinement, performance and efficiency
2019-06-03
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DETROIT - The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks.
Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.
“From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”
Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience.
The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
Innovative Engine Technologies
The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F.
Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band.
Inherently efficient and balanced
Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts.
“In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”
Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds.
All-aluminum construction and tough rotating assembly
The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability.
There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps.
The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet.
A thick piston crown - the top of the piston - and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio.
DOHC Cylinder Head and Rear Cam Drive
Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
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.
That does not look like you can work on it. At all.
look up engine reviews,,stay away..
That’s what the warranty is for🤷🏾♂️
So comparing this to the 3.0 Ecodiesel, the Ecodiesel is quieter, has better downhill brake control, slightly slower (38s) up the Gauntlet and 1MPG over 66 miles heavier. Which one is better? I think the 8 speed and towing setup is better on the Ecodiesel but it's very close and both blow the Ford out the water.
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
hill descent assist will keep it in higher rpm with the exhaust brake engaged. Works upto 50mph
This is most certainly my favorite vehicle review channel.
Were you in snow/ice mode? Because it may be a safety feature that reduces rpm and possibly shuts off the exhaust brake to avoid slipping on ice?
Glad to see this test. Makes me want one even more! Price tag is just out of my reach...😑
TheGreazmonky I agree especially being 2wd. Was hoping a little better $.
Stephen Zerfas and it’s only extended cab not crew! You’d be around $55,000 easily. Yikes!
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.