A little bit of a longer one, but really wanted to showcase this engine working as hard as it did! She held firm the whole way but I would caution anyone needing to tow a similar load at highway speeds and maybe looking at a larger engine. Just my thoughts! let me know what you think.
Bad purge pump we noticed a power lagg/loss in the 21 model until it was fixed. Warranty coverd it. But yhe truck wasn't acting the same pulling the tractor untill purge pump was fixed. Gas mileage was worse to.
@@D3athM3tal-i4c Bought my '23 Silverado Custom 2.7 Crew 4X4 (Posi traction 20" wheels) new last fall. Sticker was $50,500. Bought for $36,800 (+ tax). '24 w/ 2.7 now has a 5 yr / 100,000 mile drivetrain warranty on 2.7 vs 60,000 mil on 5.3. Ford has offered a 2.7 turbo for a decade now w/ similar performance numbers as 2.7 GM. Ram has retired 5.7 hemi in 1500 series trucks for a 3.0 I-6 turbo. I chose 2.7 turbo for 12% greater torque @ 27% lower rpm for less $ & better mpg w/ similar payload & towing than 5.3
@@D3athM3tal-i4cthey do. They are engineered like the duramax down to the crank and cylinder walls. Mentality needs to change. It’s not the 80s or 90s. It sounds like it struggles. I’d rather have the v8 sound but we’ve been so programming over decades that the v8 is the only one that can tow. We even have a stupid saying…no replacement for displacement.
Iv driven the 1500 with the 2.7 and thought it was decent as I daily drive a 21 1500 with the 6.2l. Just test drove a 24 canyon and it was a blast. I think it will excel in the midsize game, super impressed. Great review!
I think GM knocked it out of the park putting this engine in the mid size trucks. those trucks will be awesome to drive. but in terms of the full size. I think it depends on what you use your truck for. just putting around town it will be perfect, but if you tow a camper trailer maybe look at the 6.2L like you have. they tow very well.
@@GettysGarage Got a '23 Silverado Custom Crew 4X4 for limited towing. 9k lb capacity vs 7,700 rating in Colorado/Canyon. 16" greater wheelbase stability is key.
It's rumoured that GM was originally going to introduce this engine and an inline 6 together. but the inline 6 got ditched for some reason. would of been cool to see.
@@GettysGarageA 5 or 6 cylinder version of this engine would be a great replacement for the 5.3 and even the 6.2. With ford having great success with turbo 6s Chevys missing out
After 9 months & 8,000 miles of troublefree 2023 Silverado Custom Crew 4X4 2.7 turbo ownership, finally pulled our travel trailer. As anticipated, performed awesome. Pulled our old 2009 Rockwood 33' long travel trailer weighing 6,000 lb dry and loaded w/ (guestimate) 1,000 lbs of food/drink/gear/clothing/etc, along w/ (guestimate) 500 lbs of firewood in truck bed. Truck rated to tow 9,000 per doorjamb sticker. Most of 90-mile journey was 55 mph limit 2 lane flat roads where truck was happy @ 60 mph / 2,000 rpm (6th gear in tow/haul mode). 9.6 mpg avg burning 87 octane gasoline. Truck not optioned w/ trailer brake controller. Bought Curt Echo Bluetooth & it worked great. No wiring, or unsightly aftermarket controller knob in dash.
@@Whatisthis195 Old school people base performance on displacement & cylinder count. 2.7 turbomax I4 produces 12% more torque than 5.3 naturally aspirated V8 at a lower rpm (3,000 vs 4,100 rpm). Turbomax pulls our travel trailer no different than V8 truck. Shifts @ 3,000 rpm to stay in powerband. Built like a diesel w/o the increased fuel cost. 1 year of ownership (of '23 Silverado 1500, 4X4, Crew Cab Custom) 11k miles, no regrets.
It is impressive the amount of resistance a full trailer adds vs. the flat trailer. But after watching your video and another vlogger's videos with the HD, I am glad I went from the 2.7 to the 6.6 in the 2500 HD for towing our 5K+ pull-behind. I believe I made the right decision, despite the additional cost.
The added wind resistance of the enclosed trailer really did a number on those MPG numbers. Thanks for getting a more realistic trailer for towing tests.
Honestly like to see this redone with a truck that doesn’t have a Evap issue. I would like to know how that affects fuel economy especially the way the Turbo max is set up.
Thanks for demonstrating the limits of an engine rated at 310HP 430lbft of torque & what happens when you add the equivalent of a 1-1/2 sheets (more or less) of plywood, full area into a 110km/hr wind. Great videos, truly enjoy. Thanks
I have this engine in my 2023 Colorado and regularly tow my 4,000 pound camper with it. It does amazing in this use case! For a mid size application like this I think it's perfect! Definitely pushing it when maxing out a full size though. Awesome test nonetheless!
I am seriously considering this for my next truck.. I basicallh haul 4 people, 2 big dogs, and a boat around 3500lbs. That load happens about 4 times year. Seems like this would be perfect.
I think we're in the same boat, so to speak. If prices weren't so crazy I would buy one. I currently have a ram 1500 with the V6 and it works hard but tows gear and boat, about 5000lbs, a few times a year just fine. I think for the majority of us, we don't tow large loads often enough to spend the extra money for the big motors.
I have the 3.0 duramax with 144k miles. I love the power/torque/mileage. But it’s been the most unreliable motor I’ve ever had. Had to replace the entire cooling system. Radiator/water pump/coolant control valve. And now both front and rear engine seals are leaking oil. Put almost 10k in repairs.
Great real world test. If anyone has pulled a trailer through NB they will know what they have. Edmunston to Moncton will let you know whether you are headed to the dealer when you get home.
As the owner of the same truck / engine, with 20,000 miles on the odometer, and thousands of miles towing a 7x16 enclosed trailer weighing in on the scales at 6,000 lbs, towing up and down US east coast mountains.... I agree with your test and thoughts... As a daily driver, and mine is daily driven often times 200 plus miles a day it is great! the truck is plenty fast, very comfortable and rides very good and MPGs are 17-21 per tank depending on what I am doing. This truck does very well towing 6,000 lbs long distances through the hills. Surprisingly well. BUT it does drink a lot of gas. GM really should install bigger tanks on these trucks.. If I was going to tow anything more than 6,000lbs, personally, I would step up to a 3/4 ton gasser. However, if I wanted to stay in a half ton , I would not want to do it with the 2.7 OR EVEN the 5.3... I would have to find a 6.2. Overall, I really like the truck and If I could turn back time I would still go with the 2.7 and stay away from the 5.3 lifter eater.... AND if there was a Silver SLT 6.2 crew cab 6.5 bed sitting on the lot,.... That would be hard to pass up.
I had a 2014 silverado 5.3 and I would see 27mpg highway. Mine was a single cab long bed with 3.08 gears though, I also had a 30 gallon tank, so it was great.
Highway with frontal area trailer will humble even the best of tow rigs. My 7.3 gas F250 tows noticably better woth an 8300lb car + gear on an open deck, and a 12k excavator in alot of scenarios than with my 6500lb camper setup. Dont gst me wrong it does great will all three, but its amazing how the lightest trailer of the bunch produces some of the worst fuel economy and most need for lower gears. Despite its performance its even impressive a 2.7L engine is even in the running for towing such a heavy load. As you said, keep it off the interstate, or keep lighter trailer s behind it and it really can perform surprisingly well
My Colorado 2.8 diesel pulling 6500 lbs up big hill will rev to 3000 rpm and maintain 100kph but when I pull that load I don’t go over 100 kph and I run it in 5th gear. It’s a 6 speed and 5 th lets it run at 2000 rpm at 100 kph on flat ground. It will not downshift unless the hill is steep. It’s a 2018 and has been very impressive so far. I tow a dual axle toy hauler. I have had a construction duel axle dump trailer loaded with firewood behind it. Running approximately 9000 lbs and it had no issues.
The ford has lower gear ratios in its 10 speed. The chevy 8 speed is high ratios. Thats why at 70 mph with a good load it slaps into lower gears. But 5k rpms wont hurt it. The engine can handle the higher ratio of the 8 speed. Thats why gm didn't use the lower gear 10 speed.
Finally! A real world towing comparison with turbos vs. V8 engines, exactly what I knew, Turbos are not for towing heavy loads on the Highways, I have a V8 Tundra and will never buy a V6 Turbo.
I’d like to see the test results-run without a check engine light. I understand you ran the code but that doesn’t mean the computer wasn’t compensating some how or the performance wasn’t hindered in some way.
I think you nailed it in the conclusion, this engine is being pushed to its max at highway speeds and that's not where I'd want to be. This is the first video that finally makes that very clear to me, so congrats on that lol, been waiting to see how this would do vs my 5.7 since like 2019 when I was researching trucks before making a purchase. Still a great little motor though, especially for a base engine. Drop 2000 pounds, maybe lose a foot of the height and width of the trailer (tow an "rpod") and it might be a nice little tugger at that point.
Exactly, Towing in town with this trailer was a very easy going, even at like 50 mph it towed very well. even if you were towing an 8,000lbs boat with less wind resistance you would probably be fine!
Would certainly like to see how the 2.7 ford 6 cyl compares to the chevy 2.7 4 cyl. towing the same rig.. Enjoying your videos. Keep up the great work!!
I just traded my 2.7L Turbo in. The engine had plenty of power, it sounded like shit doing it. Mine was littered with shaking issues and long crank times which the dealership couldn't fix because the truck wouldn't do it while they had it. Sometimes for 2 days. Once I took ownership of the truck the radio/Apple CarPlay started cracking. Never got fixed. My new truck is a 3.0 Duramax Turbo Diesel Elevation with the premium package. 400 miles in and no issues. Plus I'm getting 30+ MPG.
I think what this reinforced is that no matter what design characteristics you have (turbo, long stroke, offset crank, whatever), at the end of the day, if you are trying to pull a load up a hill with wind resistance, the number 1 spec that tells you how it will do is horsepower. Sitting at 5,000 rpm is what it needs to make 310 hp but it's already past the torque peak. Torque might tell you something about drivability characteristics at part throttle or at least lower RPM, but does not tell you how it will do pulling a heavy load up a hill with your foot to the floor. For that, look at HP. It's been this way the entire time.
@@murrkem8239 well probably not i would guess (not to speak for him) however given that it's in a full size truck application it should have higher gearing as stated by the video poster, which would alleviate alot of this. Problem with high RPM for sustained periods is high oil temperatures, which is something you don't want in any engine for longevity.
@@murrkem8239Not with that parachute. The 5.3 and 6.2 gonna screem to with that thing on hills. Id go 3/4 ton diesel if I had to pull that around. 1/2 ton trucks skeer me with that setup no matter the engine.
@@gearheadtechnologyThe higher temps will just break down the oil sooner so increase your oil changes but as long as it in range of what the engine is designed to do it shouldn't decrease the longevity as it is designed to be operated there.
@@DragonZer0 Sure, but if they get too high (the vehicle was at redline for quite a bit) it can reduce the viscosity of the oil past a certain point of being destructive due to lack of lubrication. It's not normal for a vehicle to sit at 5000 rpm unless it has a fantastic cooling solution under the hood, which I highly doubt GM put a racing grade cooling solution under the hood of that thing.
Not bad. In a V8 truck, when towing that heavy of a load with wind resistance and going up hill, I normally drop down to 45-50 MPH. So if a little 4-cylinder can do that at 60+, that's just wow.
Great vid! I really like the format you put the results in for the tests, put all of the scores on the screen. I’ve been watching vids on this motor for a while now, being a dieselhead, I wonder if any power adders are available for this motor? I’ve heard so much good about it. 👍🏻
A year ago I was thinking about a tundra sr package truck, but after finding out how much the engine costs to repair and the recent problems, I'm thinking of this chevy custom with the 4 banger. Don't want or need the bells and whistles. I'm over the v8s even though I would like the sound. Just adapting to the future I guess.
Toyota does back their products better than Chevy does. Look to the LS7 in the Corvette. They never admitted to an issue with the drop valve in that engine. What about the LT5 drop cylinder lifter issue. The latest Tundra has had an extensive recall in that engine. They are backing it though. And they backed my 1990 truck for head gasket issues well after the warranty was up. I'm not saying they back everything. Look to the GR86, that they have abandoned some customers for tracking their cars. Yet, they marketed those very same cars as track cars.
My friend- I really like your videos. One suggestion: can you drop the audio level when you yell? It's tough on the listener's ears when you "whooo" or otherwise raise your voice.
Not to bad. The 5.3 with that trailer and weight gonna scream at 5000 rpm to on those hills at 70 or so mph. If I had that trailer id go 3/4 ton truck no matter the engine. Thats a parachute! Campers tend to cut better then those. I pulled 8k with a 2.7 on highway 60 to 65 mph never went over 3800 rpms and it was windy. If I tried 70 im sure it would jumo up alot. 8 speed holds well towing real heavy at 65 on flat land and 60 on big hills. I wasn't using tow hual but it never struggled. Big trailer like that skeers me on any 1/2 ton truck.
Thanks for the excellent video as always Alex, this definitely answered my question of will the four banger tow my camper and it looks like it would but wouldn't be happy!! Thank you sir!!
It's tough for the camera to pick up just how large the front of the trailer is. I imagine with less weight and maybe a more aerodynamic set up you would be much better off.
My wife has one for a work supplied vehicle. Currently at 221xxx kms. Serviced on time by the oil life counter, as it site the timing chains are a tad noisy on a colder start or after it's been sitting. Performance wise seems ok so far still. No crazy issues up to this point. Towed with it a couple times and it's ok. The 8 speed seems to be the weak point in my opinion, a lower rear end or 2 more gears would do wonders. Or even some fine tuning with a laptop (most stuff works better after you trim the fat). Tranny and rear end seem pretty sloppy considering the truck is 99% a commuter vehicle.
I had a 20012 5.3 Chevy, it wasn't happy towing a 7 by 10 single axle enclosed trailer with 5 chest coolers in it. Not much weight at all, maybe 1200/1500lbs. Now I have 3.5 ecoboost....night and day, the thing's a beast for a half ton.
@@joshtaylor1416 Yeah, That's what some people say. I drove tractor trailer for 44 years, during that time the several different tractors I drove, for well over a million and a half miles, I had 2 turbos go bad. Turbos have been around for a 100 years. I don't have that unfounded fear of turbo chargers. Ford along with most of the other manufactures engineered these modern engines from the ground up to be boosted motors. They didn't just hang a turbo on the side of an off the shelve motor and call it good (Like when GM tried to turn the gas 350 into a diesel and stuck them into Cadillac's back in the day) That was a huge fail. Are they an old school bullet proof Ford 300 6 cylinder or a 350 Chevy, No, but no modern engine is. So change oil every 5K, use a quality synthetic and those scary turbo chargers will be just fine.
@@grizz474 from what ive seen of them theyre super picky on maintenance. keep the oil fresh as you can, and that turbo should last. problem is turbos burn oil and the heat really kills the life span.
You need to do this test with a Colorado. They all overheat when towing. First they go through their oil temp and then it pushes the transmission temp in the coolant temps of the Moon.
I have a couple of 2022 full size with the 2.7 turbo max. Don't top off the fuel or you do get the code and will need to have the evap canister replaced under warranty. 100,000 warranty on these engines now. I do find you need to add a quart of oil between oil changes but they have a long interval between changes. When towing you can see the oil pressure gauge dial up as needed.
very interesting. because yes I fully topped off this truck (and some) for my fuel economy loop! I would agree that this engine towed my flat deck trailer better then the 5.3L so we'll have to see how the 5.3L does with this enclosed trailer when I get my hands back on that engine.
Hi Alex, I watch all of your truck tests even though I am not interested in that truck. You vids are very informative . You definitely made me think twice about buying a GM v 8. I recently purchased a Ridgeline. The VCM has got me worried about longevity. Cylinder deactivation doesn't seem like a good idea and I'd like to hear your thoughts on VCM. Thank you.
I towed a 5500 lb camper plus family and a bed full of stuff from the Midwest to Oregon and back. Zero complaints. This was in a Trail Boss 2.7 which is the worst version for towing frankly.
About gears. My '23 turbomax truck gets considerably better gas mileage if i keep the tow/haul mode on (when not towing). Cruise control, 70 mph. Normal mode, ~1500 rpm Tow/ haul ~2200 rpm Drive over an overpass bridge, the gas mileage drops to 13 mpg in normal mode and only drops to 16 mpg in tow/haul mode. Using tow/ haul mode, I get better mileage on a 15 mile daily route and i get better mileage on a 1300 mile road trip (I've done the same trip in both modes) The engine seems more efficient at 2200 rpm than 1500 rpm...so, my theory is that 3.55 or 3.73 gears would improve gas mileage (and towing performance).
I know im a fanboy of this engine as in previous comments, and i still think its better built then several of the rubber belt engines of today (lol,) but after watching some dyno runs of the ford 2.7 vs maybe the chevy 2.7, i believe gm or ford is lying on their dyno numbers. The ford 2.7 seems to be making its 325hp and 400 lbft of torque pretty much to the rear wheels, where the chevys powertrain losses make me believe the engine isnt producing its flywheel dyno power if that makes sense. As a mechanic, i cant help but wonder as well if the evap code is affecting fuel trims or derating the engine to make it do worse on this run (i know the wind resistance is real as well though.) Love the videos as always.
@@Boguardis I like rubber belts. Ive made a LOT of money when they break and I get to replace all the valves that hit the pistons as well as a timing kit. Cost to customer as high as 4.5K depending on damage done.. Ive even seen broken plastic/aluminum timing sprockets using chains take out valves on OHV engines.
@@Boguardis GM Quad-4 and Ecotec engines also had that issue, and even the nearly indestructible Toyota 22R and 22RE engines would eventually wear out the timing components, they were one of the only engines using chains while everyone else was still using timing belts. I put new timing chain guides, tensioners and water pump in my wifes 2011 Nissan Frontier 4.0 when she bought it with 110,000 miles on it. Also got complete engine sensor replacement. OHV engines always get a double row roller timing set when I do chain-and-sprocket replacements on them. 1954-64 Ford Y-block engines had a super wide timing chain and Ive seen originals still in relatively good shape when Ive torn them down 60- 70 years after they were made. Unfortunately, those engines had serious top-end lubrication issues. Ive been repairing engines since 1972, and Ive seen a lot.
@@donreinke5863 I tow a 6,000 lb (dry weight) camper regularly with my 2.7 ford. Never gets over 3,000 rpm while towing and never any issues. Love it. I used to pull the same camper with a chevy 5.3. The 2.7 out pulls that 5.3 easy, no comparison.
As an owner of this truck and previously a Ford 2.7L, I will say this: If you tow heavy loads through hilly terrain or tow every day, these are not the engines you want. The engine braking is non-existent. All of the V8's will hold you back going downhill with a descent load on, and greatly minimize the use of the service brakes. Additionally, the power is there but depenent on boost (obviously), so if you need that power all day every day, then you will be using more gas compared to a V8 with similar power. That being said, if you mostly commute or haul some tools and only hook up a utility trailer or take your travel trailer out once a month in the summer, they will work fine. I do A LOT of freeway driving to remote locations with tools in the bed, and it's amazing watching it lumber along at 1600rpm, doing over 100k/hr. I get 13.8l/100k in the summer and 14.1l/100k in the winter using auto 4wd as needed around town.
I think that 10-speed would make a big improvement. It is a gamechanger in the new Ford Ranger with its 2.3T vs. the Colorado with more powerful 2.7T and the 8-speed.
I drive a 2024 Chevy Colorado Trail Boss with the TurboMax occasionally towing a two axle open landscaping utility trailer. 60mph I get about 15mpg, 70mph it drops to under 10mpg. It just does not like going over 60mph. I watched your last video and was wandering why the 1500 was doing so much better than the mid sized with the same engine. Short answer, it's not. Great video.
This truck has a market, but towing an 8000lb camper, isn't it. For the average person towing a small boat or small camper and going to Home Depot, it would do well. If you want to tow big, you need bigger. My friend has one in trail boss trim, and he loves it - good all around truck for what he needs.
Believe it or not i know of 2 fold that indeed tow a 8k camper with these. One thing they dont do, try and hold 70mph on grades with cruise controll in tow haul mode. Bring her down to 60ish, she will pull those grades just fine with 8000lbs pounds +.
@@ericj810 Agreed! I pull my 6K travel trailer in Northern BC at elevation without problem, but I also tow at 55-60 and rarely goes over 3000 rpm, and fuel economy sits at around 12mpg.
@8:41, I take an enclosed trailer up north here in Michigan, similar to yours for snowmobiling and ATV's, not quite as heavy(5000-6500lbs), but still a lot of wind resistance. I tow with a 2009 GMC Sierra 1500 4x4 crew cab with the 5.3 V8. I encounter lots of hills that will definitely cause the downshifting. But I would say the worse culprit is NOT the hills, but a good headwind that effects my set up the most! I've towed the trailer empty (2000 lbs) into a headwind, and it felt like I was towing 8000lbs!! I didn't hear you mention this in the video?? Did you have a headwind? In some of the video it appears you do, based on the tree's branches moving towards you.
My 23 1500 LT w/ the 2.7L caps at 9000# towing. I pull our 6000# loaded TT around Oregon and Washington fairly well with just me, the wife and our in-truck cargo (camp stove and gas, cast iron dutches, kayaks, wood, some food, loaded drink cooler). It tows pretty well on the highway at 65 to 70 MPH and up grades comfortably at around 55 MPH @ 2500 to 3500 RPM ("Off-Road" screen reads, on average, a 3-4° incline). I wouldn't want to tow much more than that though. I feel that an 8000# trailer is starting to get too close to max, especially if that was a travel trailer. TT's tend to result in your truck being loaded up with more gear for the trip, using up more of your truck's cargo capacity which affects your towing capacity, where a cargo trailer might not required a truck full of cargo. Thanks for this vid and the one before it. I like to read the comments.
Any vehicle I’ve ever owned if it needed more then 4,000 rpm for extended periods pulling a trailer it was gone. The first engine to ever impress me was the 3.5 eco boost which I love, so little gear hunting. The wear on an engine doing more then 3,000 for long periods has to be significant. No modern V8 has the torque, the new hurricane might but till now it’s the ford 3.5
Ratings exist for a reason and for what they charge, that damn thing better be able to tow 9k lbs every day for 5 years straight. If you need more buy a 3/4 or 1 ton.
I don't know the dyno chart, but that thing had to rev up to find some horsepower at @7:00. Torque is torque, but that truck and trailer combo probably needs 250-300 HP to make it up the grade at 110 km/h. My 5.3 LMG would probably need 4500-5000 rpm to pull that grade at 110 km/h because thats where it finally hits 300 hp. The max speed you can crest a hill with huge trailers is a HP test, not torque test. Lower speed needs less hp. Higher and higher speeds with that truck/trailer combo need exponentially more HP for every 10 km/h. Torque is nice but its still only 310 HP. A stock12 valve cummins would not hold 110 km/h up that grade at any rpm because the truck/trailer combo needs about 300 HP and that number don't exist anywhere in the dyno chart.
I have one in my sierra and i pull a 7x14 with it. I see this engine like a gasoline diesel. It has a lot torque, but only 310hp. Transmission tuning is its biggest drawback. Sometimes if you use cruise control, set your speed, go a bit faster then release the gas, it will upshift and keep it there. As a base engine, i'm pretty happy with it. The sound is horrible tho. Also, check your oil often because it uses a lot of oil when you work it hard.
@@dawsongranger4940 More cylinders and two turbos instead of one. I have the Ford 2.7 and it with no doubt at all will put the Chevy four banger turbo to shame! There will be no contest at all. 😎
Hi Alex, I was expecting better performance with all that hp and torque. It's still a four cylinder. Have a great week. Greg from a Hot North Carolina. It was 106f at the state capital this week. Bet that truck would run a little hot down here.
Yeah if it was built like a Fairbanks Morse inline 4 cylinder, I wouldn't mind, but these little motors don't seem to be cutting it for HD applications.
F150 with 2.7 would likely be similar result. When i tow a 6000 lb camper or my 7x14 cargo trailer, i slow down to 100 kmh and lock it into 7th (1:1 ratio). Pulls better and uses noticeably less fuel just by dropping that extra 10 kmh of speed.
If this little 4 banger can put out that much torque at that RPM, I'd love to see what an inline 5 or 6 variant would put out. Probably wouldn't even need the Duramax 3.0.
I've got a 2018 Sierra crew cab with the 5.3 and I have to say that towing is not great. That engine revs and now even slightly overheats when I'm towing a much lighter aluminum 6x12 closed trailer. It regularly revs up to red line to climb minor grades like 10-12%. I know they rate these trucks to tow up to 9000+lbs, but the real world is quite different. My trailer weighs under 2000lbs dry and less than 3000lbs with my setup, yet the truck still works very hard to maintain 110km/h on the highway. Gas mileage isn't great either... around 20-22 L/100km towing and 13.5L/100 (mostly highway, but some country backroads also) without any load. Truck is stock and tires are non-aggressive, low rolling resistance A/Ts at 40psi. So, all in all, the 5.3 V8 will not perform any better than your 2.7 4-banger. It'll rev up even more and I can't even imagine towing 8000 lbs with it. I think it would blow up. If I ever upgrade to another 1500, it would be to get the 3.0 diesel. But boy are those ever still expensive! Plus, who knows if there will be another diesel scandal with those motors like what happened with Dodge and VW. And DEF consumption and geling could be an issue, especially in Quebec where it gets pretty cold. If I had to get the 2.7 Turbomax in a truck, it would be a mid-size Colorado/Canyon since no other options are available.
The engine seems fine but I don't think I would want to listen to that engine running at 5k all the time. Probably not the best choice for towing. The LZ0 with the max tow package would be a better fit for that.
Mine sits at 1500rmp all the time. Unless you put a huge load (over 3000lbs, on the drivetrain. Under normal 95% of driving conditions, the motor doesn’t even flinch when moving a 1/2 truck around.
in my opnion the 2.7 silverado seems like a good truck for people that don't pull heavy trailers. maybe for just doing basic stuff pulling somthing small like a utility trailer with some wood. stuff like that. but for real work it looks like you would be better off with the v8 option.
I wish GM offered a select shift option to hold it in gear and utilize the torque this motor can produce. it doesn't need to shift down and rev to 4k or even 5k or even 5 k to maintain that speed.
2.7 - 430 lb-ft torque @ 3,000 rpm's. 5.3 - 383 lb-ft torque 4,100 rpm's. No additional torque will develop @ higher rpm. I didn't notice much difference pulling our 33' long / 7k lb travel trailer w/ 2016 5.3 (same horse/torque as 2023), & 2023 2.7. Put in tow/haul mode, in drive, both shifted around 3,000 rpm under moderate acceleration. 2.7 @ 60 mph was in 6th gear, under 2,000 rpm. On a side note: Hooked up travel trailer to neighbors Ram 3.6. What a dud. Only 269 lb-ft torque @ 4,175 rpm's.
Maybe some help from the aftermarket parts community would help. Maybe Banks could engineer a legitimate cold air intake, turbo inlet, catted downpipe, etc… Should definitely help the 2.7 4 banger breathe a bit better 👍
PS - Maybe grab some older model trucks to see how they do in these tests? My vote for the first truck: 2015 Nissan Titan! It would be a fun comparison to see how far (or not) trucks have come.
As with all vehicle specs....just because you can, doesn't mean you should. I almost wonder if they set these tow ratings with 'on road' use in mind. Max towing with this is ok for shunting farm equipment around your 5000 acre farm maybe, or bringing your hay to the barn.
That's why it's called max towing. In a pinch you can get away with it but if you want to take care of your engine, you won't be redlining it 50-90% of the time. This is why it's recommended to tow around half of your tow cap.
Time will tell, lets see how they hold up five or ten years down the road. If farmers start buying them left and right year after year you will know they can stand up to heave loads long term.
@TheGettyAdventures How would you expect this to perform on hills towing 5-6k rather than max? Would you expect the same results, or should it be much better? Looking to upgrade to a new truck & it seems the 2.7L are all that the dealer has. Im currently towing with a traverse, which tows 2500rpm at 110km/h or 70mph on flat roads with a loaded travel trailer(4500lbs), 10mpg. It revs to 4-5k up hills trying to keep that pace, which I dont like. People say trucks tow as if its not even trying, but this seems to be the same performance im already getting, unless it performs WAY better under 6000lbs.
Ford seemed pretty limited on axle options compared to in the past. I had my local dealer working to find a certain configuration and they said I couldn't get a Lariat with 3.5EB, 10-speed, and 3.73's. They said I had to take the 5.0 to get it.
First, I think for 24 you can get a 3.5L with a 3.73. I know you can get a 3.5L Powerboost with a 3.73. Second, you should have taken the 5L/3.73 truck. I own both a GEN2 3.5L/10R80 17 501A, 4x4, 3.31crewcab truck, and a GEN3 5L/10R80 18 302A, FX4, 3.73 Crewcab truck. Both are very good, and both have been very reliable, but I prefer the 5L. It is such an underrated engine in the 1/2 ton segment. When you want to make serious HP easily, and cheaply there is nothing in the 1/2 ton segment that's close to touching a GEN3/GEN4 Coyote. If you don't believe me look up videos of them racing modded Vettes, GTR's, 1K+ WHP 2JZ GTE cars, etc. Lowend torque is overrated. First off the GEN3/GEN4 Coyote in F150 feels as torque down low as any sub-4" bore LS. I find them to feel kind of like a LS2 down low, but with a 4.69 1st gear ratio, and a 2.98 2nd gear ratio, a lot of lowend torque becomes kind of irrelevant, especially with a 3.73 rear gear. With that said, I've been happy with my 3.5L. (Wifes truck, and our family hauler) It's a stout little bastard. It's refined, smooth, and broad. It comes on early, but EB does lag a little bit until about 2K RPM. I will say that my EB gets noticeably better MPG's than my 5L even when I'm not running E85 in my 5L truck, which is rare. The best MPG's I've ever gotten from my 5L is about 18, and that's working to get good MPG's. My 3.5L gets around 18.5 MPG's without even trying hard, but just typical, normal driving.
Yeah this is true. I'm not sure why this guy didn't take the ten seconds it took to see which ratios went with which motors. Adding 3.15 Non-Limited Slip Axle Ratio also requires the following changes Add 5.0L V8 with Auto Start-Stop Technology Remove 2.7L V6 EcoBoost® with Auto Start-Stop Technology Adding 3.31 Non-Limited Slip Axle Ratio also requires the following changes Add 5.0L V8 with Auto Start-Stop Technology XLT SuperCab™ 4x4 Remove 2.7L V6 EcoBoost® with Auto Start-Stop Technology XLT SuperCab™ 4x2 Adding 3.31 Electronic Locking Axle Ratio also requires the following changes Add 5.0L V8 with Auto Start-Stop Technology Remove 2.7L V6 EcoBoost® with Auto Start-Stop Technology So you can get the 3.73 Electronic Locking Axle Ratio and the 3.55 Electronic Locking Axle Ratio.
For what it is I thought it did ok! If I was pulling that ,say in a travel trailer setup,I'd simply lower my speed a bit on those hills to maybe 100km/h,given that is a 2 lane hway.But still not bad,I'd bet that old dog 5.3 wouldnt do much better
Sadly we are in a state of major disappointment across the board with trucks. No one makes a truly solid, high quality end to end truck. I bought a ‘20 Tacoma with the intention of it being another 200k miles truck. I have a 2003 Dodge Dakota with 246k miles. Still runs great. This Tacoma already had a cracked cylinder head at 68k miles. Toyota wouldn’t have covered it. Luckily I bought an extended warranty. Now the newest models of Toyota trucks seem to have a plethora of issues yet they cost 25% more. Sad.
I think if all these trucks weren't so darn expensive there would be more allowance for issues but when you are paying 60-70k for a 1500 its tough to swallow that some of these engines just aren't reliable.
Toyota isnt all its cracked up to be. After 52 years in automotive repair I know thats a fact. Still light years better than Kia, Hyundai or anything Stellantis though.
Your seat looks like the front bench kind. Can you move the seat height higher and lower? My wife is only 5'1 and don't think she can see over the steering wheel if it can't raise
I had a 5.0 and now the Chevy 2.7, I tow a 7000lb travel trailer and that f150 would scream as well. I actually like the 2.7 better. On flat land it just chugs along at less than 2500rpm while the ford was locked out of 8-10th and the rpm’s was always 33-3500+
I’ve had one since February. I’m getting 19.1 mpg per the computer Haven’t done much towing yet just a couple of short trips with a 2 thousand pound trailer So far so good Will it last is my question?
I routinely got 22mpg with my 5.7 hemi even with mds shut off, and a 3.92 rear end. I don't see the advantage to these turbo engines, other than they're maybe saving money on material.
A little bit of a longer one, but really wanted to showcase this engine working as hard as it did! She held firm the whole way but I would caution anyone needing to tow a similar load at highway speeds and maybe looking at a larger engine. Just my thoughts! let me know what you think.
Looking forward to a towing review with the LZ0 Duramax! Hopefully you can find someone with the LZ0 and 3.73's.
Don’t think these smaller engines have longevity built into them, yeah very torque engines but I can’t see spending 60 to 70k on a throwaway engine
Bad purge pump we noticed a power lagg/loss in the 21 model until it was fixed. Warranty coverd it. But yhe truck wasn't acting the same pulling the tractor untill purge pump was fixed. Gas mileage was worse to.
@@D3athM3tal-i4c Bought my '23 Silverado Custom 2.7 Crew 4X4 (Posi traction 20" wheels) new last fall. Sticker was $50,500. Bought for $36,800 (+ tax). '24 w/ 2.7 now has a 5 yr / 100,000 mile drivetrain warranty on 2.7 vs 60,000 mil on 5.3. Ford has offered a 2.7 turbo for a decade now w/ similar performance numbers as 2.7 GM. Ram has retired 5.7 hemi in 1500 series trucks for a 3.0 I-6 turbo. I chose 2.7 turbo for 12% greater torque @ 27% lower rpm for less $ & better mpg w/ similar payload & towing than 5.3
@@D3athM3tal-i4cthey do. They are engineered like the duramax down to the crank and cylinder walls.
Mentality needs to change. It’s not the 80s or 90s.
It sounds like it struggles. I’d rather have the v8 sound but we’ve been so programming over decades that the v8 is the only one that can tow. We even have a stupid saying…no replacement for displacement.
Iv driven the 1500 with the 2.7 and thought it was decent as I daily drive a 21 1500 with the 6.2l. Just test drove a 24 canyon and it was a blast. I think it will excel in the midsize game, super impressed. Great review!
I think GM knocked it out of the park putting this engine in the mid size trucks. those trucks will be awesome to drive. but in terms of the full size. I think it depends on what you use your truck for. just putting around town it will be perfect, but if you tow a camper trailer maybe look at the 6.2L like you have. they tow very well.
@@GettysGarage Got a '23 Silverado Custom Crew 4X4 for limited towing. 9k lb capacity vs 7,700 rating in Colorado/Canyon. 16" greater wheelbase stability is key.
Gm dropped the ball on gear ratios.Fords really the last manufacturer to allow changes on build.
an i6 version of this engine similar to the vortec 4200 would be pretty neat to see
It's rumoured that GM was originally going to introduce this engine and an inline 6 together. but the inline 6 got ditched for some reason. would of been cool to see.
@@GettysGarage maybe they had the same thoughts on the i6 that Ford did with theirs
@@stingcool9455 a north American barra would have been sick tho
@@GettysGarageA 5 or 6 cylinder version of this engine would be a great replacement for the 5.3 and even the 6.2. With ford having great success with turbo 6s Chevys missing out
@@stingcool9455unlikely to happen. that would make the lz0 redundant
After 9 months & 8,000 miles of troublefree 2023 Silverado Custom Crew 4X4 2.7 turbo ownership, finally pulled our travel trailer. As anticipated, performed awesome. Pulled our old 2009 Rockwood 33' long travel trailer weighing 6,000 lb dry and loaded w/ (guestimate) 1,000 lbs of food/drink/gear/clothing/etc, along w/ (guestimate) 500 lbs of firewood in truck bed. Truck rated to tow 9,000 per doorjamb sticker. Most of 90-mile journey was 55 mph limit 2 lane flat roads where truck was happy @ 60 mph / 2,000 rpm (6th gear in tow/haul mode). 9.6 mpg avg burning 87 octane gasoline. Truck not optioned w/ trailer brake controller. Bought Curt Echo Bluetooth & it worked great. No wiring, or unsightly aftermarket controller knob in dash.
Going thursday to buy a 2.7l silverado as a daily, maybe towing a few boats here and there, what do you think of it for that?
@@ethanbrandt4569 Numbers don't lie. 5.3 V8 = 383 lb-ft torque. 2.7 turbo I-4 = 430 lb-ft torque. I personally wanted more power, better mpg, cheaper fuel - 87 octane (no diesel & def), similar towing & payload, less $.
Thanks for your comment. Buying a travel trailer for the wife’s Christmas gift, put my mind at ease
@@Whatisthis195 Old school people base performance on displacement & cylinder count. 2.7 turbomax I4 produces 12% more torque than 5.3 naturally aspirated V8 at a lower rpm (3,000 vs 4,100 rpm). Turbomax pulls our travel trailer no different than V8 truck. Shifts @ 3,000 rpm to stay in powerband. Built like a diesel w/o the increased fuel cost. 1 year of ownership (of '23 Silverado 1500, 4X4, Crew Cab Custom) 11k miles, no regrets.
An 87 Tacoma could tow that on a level road.
It is impressive the amount of resistance a full trailer adds vs. the flat trailer. But after watching your video and another vlogger's videos with the HD, I am glad I went from the 2.7 to the 6.6 in the 2500 HD for towing our 5K+ pull-behind. I believe I made the right decision, despite the additional cost.
The added wind resistance of the enclosed trailer really did a number on those MPG numbers. Thanks for getting a more realistic trailer for towing tests.
Watching this while riding in a Turbomax truck
Love it!
Just picked up mines! I love it
Honestly like to see this redone with a truck that doesn’t have a Evap issue. I would like to know how that affects fuel economy especially the way the Turbo max is set up.
Thanks for demonstrating the limits of an engine rated at 310HP 430lbft of torque & what happens when you add the equivalent of a 1-1/2 sheets (more or less) of plywood, full area into a 110km/hr wind. Great videos, truly enjoy. Thanks
Makes a huge difference. fuel economy also take a massive hit lol
I have this engine in my 2023 Colorado and regularly tow my 4,000 pound camper with it. It does amazing in this use case! For a mid size application like this I think it's perfect! Definitely pushing it when maxing out a full size though. Awesome test nonetheless!
Loved the other engines on the highway! Thanks for pointing them out great comparison!!!
My buddy just bought two of these trucks for his company , i was astonished at the off idle response and torque .
My buddy has one for work as well, very impressed with the acceleration.
Great test! Glad to see these trucks getting worked hard and handling it.
I am seriously considering this for my next truck.. I basicallh haul 4 people, 2 big dogs, and a boat around 3500lbs. That load happens about 4 times year. Seems like this would be perfect.
I think we're in the same boat, so to speak. If prices weren't so crazy I would buy one. I currently have a ram 1500 with the V6 and it works hard but tows gear and boat, about 5000lbs, a few times a year just fine. I think for the majority of us, we don't tow large loads often enough to spend the extra money for the big motors.
It is
My boat is 3500 lbs 12.5 mpg
It’s a power house
Repeated 2000 mile trips around the country
GMC Elevation 2.7T
Blue
37k so far trouble free
My Titan sits around 4500rpm when towing 8k up a step grade as well. Cargo trailer.
Pulled 8600 up a 7% grade not long ago with a coyote 5.0. Was 4900 rpms at 60 mph all the way up.
Very nice and interesting test. That being said, there is no way I'm giving up my 3.0 Duramax! One of the best engines I've ever had!
I think the youtuber I DO Cars just did the Duramax 3.0 tear down today and boy does it look like it had a bad time.
I believe that he came to the conclusion that the driver had put gasoline in the tank, which explains why it wasn’t a “warranty engine.”
I have the 3.0 duramax with 144k miles. I love the power/torque/mileage. But it’s been the most unreliable motor I’ve ever had. Had to replace the entire cooling system. Radiator/water pump/coolant control valve. And now both front and rear engine seals are leaking oil. Put almost 10k in repairs.
Great real world test. If anyone has pulled a trailer through NB they will know what they have. Edmunston to Moncton will let you know whether you are headed to the dealer when you get home.
As the owner of the same truck / engine, with 20,000 miles on the odometer, and thousands of miles towing a 7x16 enclosed trailer weighing in on the scales at 6,000 lbs, towing up and down US east coast mountains.... I agree with your test and thoughts...
As a daily driver, and mine is daily driven often times 200 plus miles a day it is great! the truck is plenty fast, very comfortable and rides very good and MPGs are 17-21 per tank depending on what I am doing.
This truck does very well towing 6,000 lbs long distances through the hills. Surprisingly well. BUT it does drink a lot of gas. GM really should install bigger tanks on these trucks..
If I was going to tow anything more than 6,000lbs, personally, I would step up to a 3/4 ton gasser. However, if I wanted to stay in a half ton , I would not want to do it with the 2.7 OR EVEN the 5.3... I would have to find a 6.2.
Overall, I really like the truck and If I could turn back time I would still go with the 2.7 and stay away from the 5.3 lifter eater.... AND if there was a Silver SLT 6.2 crew cab 6.5 bed sitting on the lot,.... That would be hard to pass up.
Gm is dumb for only doing 24 gallon tank across the board
Does the 2.7 require 93 octane? My 5.3 only requires 87.
@@D2O2 87 is all it calls for
@@gregktm8907 Good to know. I know the 6.2s require 91 minimum.
Has it started drinking oil yet? It seems like the 2.7 Chevy likes to start drinking oil before 100K miles.
I had a 2014 silverado 5.3 and I would see 27mpg highway. Mine was a single cab long bed with 3.08 gears though, I also had a 30 gallon tank, so it was great.
Highway with frontal area trailer will humble even the best of tow rigs. My 7.3 gas F250 tows noticably better woth an 8300lb car + gear on an open deck, and a 12k excavator in alot of scenarios than with my 6500lb camper setup. Dont gst me wrong it does great will all three, but its amazing how the lightest trailer of the bunch produces some of the worst fuel economy and most need for lower gears.
Despite its performance its even impressive a 2.7L engine is even in the running for towing such a heavy load. As you said, keep it off the interstate, or keep lighter trailer s behind it and it really can perform surprisingly well
My Colorado 2.8 diesel pulling 6500 lbs up big hill will rev to 3000 rpm and maintain 100kph but when I pull that load I don’t go over 100 kph and I run it in 5th gear. It’s a 6 speed and 5 th lets it run at 2000 rpm at 100 kph on flat ground. It will not downshift unless the hill is steep. It’s a 2018 and has been very impressive so far. I tow a dual axle toy hauler. I have had a construction duel axle dump trailer loaded with firewood behind it. Running approximately 9000 lbs and it had no issues.
Hey that is very impressive! Do you mind sharing what Toy Hauler you have?
Really enjoy your real life videos, Thanks again
What a great real world review. would love to see another with the 2.7 F150 on the same pass.
The ford has lower gear ratios in its 10 speed. The chevy 8 speed is high ratios. Thats why at 70 mph with a good load it slaps into lower gears. But 5k rpms wont hurt it. The engine can handle the higher ratio of the 8 speed. Thats why gm didn't use the lower gear 10 speed.
Finally! A real world towing comparison with turbos vs. V8 engines, exactly what I knew, Turbos are not for towing heavy loads on the Highways,
I have a V8 Tundra and will never buy a V6 Turbo.
2.7 turbomax 430 lb-ft torque @ 3,000 rpm vs 5.3 383 lb-ft torque @ 4,100 rpm. 12% greater torque @ 27% less rpm.
I’d like to see the test results-run without a check engine light. I understand you ran the code but that doesn’t mean the computer wasn’t compensating some how or the performance wasn’t hindered in some way.
Agreed, I wouldn't expect a performance hit from an EVAP code, but you just never know. The test needs to be run on a truck with no problems.
Great info. Your my new motor trend tv. 👍👍
I think you nailed it in the conclusion, this engine is being pushed to its max at highway speeds and that's not where I'd want to be. This is the first video that finally makes that very clear to me, so congrats on that lol, been waiting to see how this would do vs my 5.7 since like 2019 when I was researching trucks before making a purchase. Still a great little motor though, especially for a base engine. Drop 2000 pounds, maybe lose a foot of the height and width of the trailer (tow an "rpod") and it might be a nice little tugger at that point.
Exactly, Towing in town with this trailer was a very easy going, even at like 50 mph it towed very well. even if you were towing an 8,000lbs boat with less wind resistance you would probably be fine!
Glad you made it
Man, this motor looks better and better every day. I bet those living in the mountains will have a great advantage.
n/a motors do not like elevation. turbos help out a lot for those that live well above sea level
The camshafts wear out quick
@@erniederksen3684 Ah, I see.
Would certainly like to see how the 2.7 ford 6 cyl compares to the chevy 2.7 4 cyl. towing the same rig.. Enjoying your videos. Keep up the great work!!
I just traded my 2.7L Turbo in. The engine had plenty of power, it sounded like shit doing it. Mine was littered with shaking issues and long crank times which the dealership couldn't fix because the truck wouldn't do it while they had it. Sometimes for 2 days. Once I took ownership of the truck the radio/Apple CarPlay started cracking. Never got fixed.
My new truck is a 3.0 Duramax Turbo Diesel Elevation with the premium package. 400 miles in and no issues. Plus I'm getting 30+ MPG.
I think what this reinforced is that no matter what design characteristics you have (turbo, long stroke, offset crank, whatever), at the end of the day, if you are trying to pull a load up a hill with wind resistance, the number 1 spec that tells you how it will do is horsepower. Sitting at 5,000 rpm is what it needs to make 310 hp but it's already past the torque peak. Torque might tell you something about drivability characteristics at part throttle or at least lower RPM, but does not tell you how it will do pulling a heavy load up a hill with your foot to the floor. For that, look at HP. It's been this way the entire time.
Scary with how hard that engine worked on the hill. Redlining that long is definitely worrisome for me.
Did you expect a 4 cylinder 2.7 to sit comfortably at 1700rpm towing that much?
@@murrkem8239 well probably not i would guess (not to speak for him) however given that it's in a full size truck application it should have higher gearing as stated by the video poster, which would alleviate alot of this. Problem with high RPM for sustained periods is high oil temperatures, which is something you don't want in any engine for longevity.
@@murrkem8239Not with that parachute. The 5.3 and 6.2 gonna screem to with that thing on hills. Id go 3/4 ton diesel if I had to pull that around. 1/2 ton trucks skeer me with that setup no matter the engine.
@@gearheadtechnologyThe higher temps will just break down the oil sooner so increase your oil changes but as long as it in range of what the engine is designed to do it shouldn't decrease the longevity as it is designed to be operated there.
@@DragonZer0 Sure, but if they get too high (the vehicle was at redline for quite a bit) it can reduce the viscosity of the oil past a certain point of being destructive due to lack of lubrication. It's not normal for a vehicle to sit at 5000 rpm unless it has a fantastic cooling solution under the hood, which I highly doubt GM put a racing grade cooling solution under the hood of that thing.
Not bad.
In a V8 truck, when towing that heavy of a load with wind resistance and going up hill, I normally drop down to 45-50 MPH. So if a little 4-cylinder can do that at 60+, that's just wow.
Great vid! I really like the format you put the results in for the tests, put all of the scores on the screen. I’ve been watching vids on this motor for a while now, being a dieselhead, I wonder if any power adders are available for this motor? I’ve heard so much good about it. 👍🏻
A year ago I was thinking about a tundra sr package truck, but after finding out how much the engine costs to repair and the recent problems, I'm thinking of this chevy custom with the 4 banger. Don't want or need the bells and whistles. I'm over the v8s even though I would like the sound. Just adapting to the future I guess.
Toyota does back their products better than Chevy does. Look to the LS7 in the Corvette. They never admitted to an issue with the drop valve in that engine. What about the LT5 drop cylinder lifter issue. The latest Tundra has had an extensive recall in that engine. They are backing it though. And they backed my 1990 truck for head gasket issues well after the warranty was up. I'm not saying they back everything. Look to the GR86, that they have abandoned some customers for tracking their cars. Yet, they marketed those very same cars as track cars.
I'm impressed it did that well, that was a heck of a load for a 4cyl
Great review! I enjoyed it. Thanks for the info. I was thinking of buying one but, I'll stick with the 5.3
Once out of max torque next stop on the tach is 5000 where peak hp lives.
My friend- I really like your videos. One suggestion: can you drop the audio level when you yell? It's tough on the listener's ears when you "whooo" or otherwise raise your voice.
Not to bad. The 5.3 with that trailer and weight gonna scream at 5000 rpm to on those hills at 70 or so mph. If I had that trailer id go 3/4 ton truck no matter the engine. Thats a parachute! Campers tend to cut better then those. I pulled 8k with a 2.7 on highway 60 to 65 mph never went over 3800 rpms and it was windy. If I tried 70 im sure it would jumo up alot. 8 speed holds well towing real heavy at 65 on flat land and 60 on big hills. I wasn't using tow hual but it never struggled. Big trailer like that skeers me on any 1/2 ton truck.
Thanks for the excellent video as always Alex, this definitely answered my question of will the four banger tow my camper and it looks like it would but wouldn't be happy!! Thank you sir!!
It's tough for the camera to pick up just how large the front of the trailer is. I imagine with less weight and maybe a more aerodynamic set up you would be much better off.
its crazy how much of a difference some wind resistance can make!
I have the same thing happen when I'm towing hay, it just acts like a huge sail.
Just like a massive wind brake really. both trailer were 8,000lbs but the enclosed trailer felt twice as heavy at highway speeds.
Neat little engine if you’re not going to regularly tow. Reminder, it purpose was to replace the v6 which was the entry level engine.
I mean a truck has to be able to tow lol. Atleast the ford 2.7 does a little better
@ it can tow. I think 8k max. 430 lb ft torque.
My wife has one for a work supplied vehicle. Currently at 221xxx kms. Serviced on time by the oil life counter, as it site the timing chains are a tad noisy on a colder start or after it's been sitting. Performance wise seems ok so far still. No crazy issues up to this point. Towed with it a couple times and it's ok. The 8 speed seems to be the weak point in my opinion, a lower rear end or 2 more gears would do wonders. Or even some fine tuning with a laptop (most stuff works better after you trim the fat). Tranny and rear end seem pretty sloppy considering the truck is 99% a commuter vehicle.
I would consider adding one of these to my fleet
Love your videos! I’m from NB too.
I had a 20012 5.3 Chevy, it wasn't happy towing a 7 by 10 single axle enclosed trailer with 5 chest coolers in it. Not much weight at all, maybe 1200/1500lbs. Now I have 3.5 ecoboost....night and day, the thing's a beast for a half ton.
Till you have to spend $4,000+ when you’re turbos go out.
@@joshtaylor1416 Yeah, That's what some people say. I drove tractor trailer for 44 years, during that time the several different tractors I drove, for well over a million and a half miles, I had 2 turbos go bad. Turbos have been around for a 100 years. I don't have that unfounded fear of turbo chargers. Ford along with most of the other manufactures engineered these modern engines from the ground up to be boosted motors. They didn't just hang a turbo on the side of an off the shelve motor and call it good (Like when GM tried to turn the gas 350 into a diesel and stuck them into Cadillac's back in the day) That was a huge fail. Are they an old school bullet proof Ford 300 6 cylinder or a 350 Chevy, No, but no modern engine is. So change oil every 5K, use a quality synthetic and those scary turbo chargers will be just fine.
@@grizz474 nah give it til 60,000-80,000 and you’ll need to replace them. 😂
@@joshtaylor1416 85K and still going strong! 🤞
@@grizz474 from what ive seen of them theyre super picky on maintenance. keep the oil fresh as you can, and that turbo should last. problem is turbos burn oil and the heat really kills the life span.
You need to do this test with a Colorado. They all overheat when towing. First they go through their oil temp and then it pushes the transmission temp in the coolant temps of the Moon.
You never did a towing test with the f150 2.7
I have a couple of 2022 full size with the 2.7 turbo max. Don't top off the fuel or you do get the code and will need to have the evap canister replaced under warranty. 100,000 warranty on these engines now. I do find you need to add a quart of oil between oil changes but they have a long interval between changes. When towing you can see the oil pressure gauge dial up as needed.
PS I find my 2.7s tow better than my 5.3 equipped truck.
very interesting. because yes I fully topped off this truck (and some) for my fuel economy loop! I would agree that this engine towed my flat deck trailer better then the 5.3L so we'll have to see how the 5.3L does with this enclosed trailer when I get my hands back on that engine.
Hi Alex,
I watch all of your truck tests even though I am not interested in that truck.
You vids are very informative . You definitely made me think twice about buying a GM v 8.
I recently purchased a Ridgeline. The VCM has got me worried about longevity. Cylinder deactivation doesn't seem like a good idea and I'd like to hear your thoughts on VCM.
Thank you.
I towed a 5500 lb camper plus family and a bed full of stuff from the Midwest to Oregon and back. Zero complaints. This was in a Trail Boss 2.7 which is the worst version for towing frankly.
About gears. My '23 turbomax truck gets considerably better gas mileage if i keep the tow/haul mode on (when not towing).
Cruise control, 70 mph.
Normal mode, ~1500 rpm
Tow/ haul ~2200 rpm
Drive over an overpass bridge, the gas mileage drops to 13 mpg in normal mode and only drops to 16 mpg in tow/haul mode.
Using tow/ haul mode, I get better mileage on a 15 mile daily route and i get better mileage on a 1300 mile road trip (I've done the same trip in both modes)
The engine seems more efficient at 2200 rpm than 1500 rpm...so, my theory is that 3.55 or 3.73 gears would improve gas mileage (and towing performance).
Agreed. I’d go for the 5.3 instead.
I know im a fanboy of this engine as in previous comments, and i still think its better built then several of the rubber belt engines of today (lol,) but after watching some dyno runs of the ford 2.7 vs maybe the chevy 2.7, i believe gm or ford is lying on their dyno numbers. The ford 2.7 seems to be making its 325hp and 400 lbft of torque pretty much to the rear wheels, where the chevys powertrain losses make me believe the engine isnt producing its flywheel dyno power if that makes sense. As a mechanic, i cant help but wonder as well if the evap code is affecting fuel trims or derating the engine to make it do worse on this run (i know the wind resistance is real as well though.) Love the videos as always.
Nothing wrong with rubber belts at all. In fact, this engine would be considerably quieter if it had one.
Thats why carburetors rule. No computer to overrule anything, just basic physics.
@@Boguardis I like rubber belts. Ive made a LOT of money when they break and I get to replace all the valves that hit the pistons as well as a timing kit. Cost to customer as high as 4.5K depending on damage done.. Ive even seen broken plastic/aluminum timing sprockets using chains take out valves on OHV engines.
@@donreinke5863 Yeah. People don't channge them when they should. BMW was infamous for broken chain guides.
@@Boguardis GM Quad-4 and Ecotec engines also had that issue, and even the nearly indestructible Toyota 22R and 22RE engines would eventually wear out the timing components, they were one of the only engines using chains while everyone else was still using timing belts.
I put new timing chain guides, tensioners and water pump in my wifes 2011 Nissan Frontier 4.0 when she bought it with 110,000 miles on it. Also got complete engine sensor replacement.
OHV engines always get a double row roller timing set when I do chain-and-sprocket replacements on them.
1954-64 Ford Y-block engines had a super wide timing chain and Ive seen originals still in relatively good shape when Ive torn them down 60- 70 years after they were made.
Unfortunately, those engines had serious top-end lubrication issues.
Ive been repairing engines since 1972, and Ive seen a lot.
Can we do a towing video on fords 2.7 plz
Towing with a smaller-than-a -Pinto (2.8) V-6 is inviting trouble.
That thing will work itself to death in short order.
@@donreinke5863 I tow a 6,000 lb (dry weight) camper regularly with my 2.7 ford. Never gets over 3,000 rpm while towing and never any issues. Love it. I used to pull the same camper with a chevy 5.3. The 2.7 out pulls that 5.3 easy, no comparison.
As an owner of this truck and previously a Ford 2.7L, I will say this: If you tow heavy loads through hilly terrain or tow every day, these are not the engines you want. The engine braking is non-existent. All of the V8's will hold you back going downhill with a descent load on, and greatly minimize the use of the service brakes. Additionally, the power is there but depenent on boost (obviously), so if you need that power all day every day, then you will be using more gas compared to a V8 with similar power.
That being said, if you mostly commute or haul some tools and only hook up a utility trailer or take your travel trailer out once a month in the summer, they will work fine. I do A LOT of freeway driving to remote locations with tools in the bed, and it's amazing watching it lumber along at 1600rpm, doing over 100k/hr. I get 13.8l/100k in the summer and 14.1l/100k in the winter using auto 4wd as needed around town.
I think that 10-speed would make a big improvement. It is a gamechanger in the new Ford Ranger with its 2.3T vs. the Colorado with more powerful 2.7T and the 8-speed.
I drive a 2024 Chevy Colorado Trail Boss with the TurboMax occasionally towing a two axle open landscaping utility trailer. 60mph I get about 15mpg, 70mph it drops to under 10mpg. It just does not like going over 60mph. I watched your last video and was wandering why the 1500 was doing so much better than the mid sized with the same engine. Short answer, it's not. Great video.
Laughs in 90s 454 big block in hills of Tennessee
This truck has a market, but towing an 8000lb camper, isn't it. For the average person towing a small boat or small camper and going to Home Depot, it would do well. If you want to tow big, you need bigger. My friend has one in trail boss trim, and he loves it - good all around truck for what he needs.
Believe it or not i know of 2 fold that indeed tow a 8k camper with these. One thing they dont do, try and hold 70mph on grades with cruise controll in tow haul mode. Bring her down to 60ish, she will pull those grades just fine with 8000lbs pounds +.
@@ericj810 Agreed! I pull my 6K travel trailer in Northern BC at elevation without problem, but I also tow at 55-60 and rarely goes over 3000 rpm, and fuel economy sits at around 12mpg.
@8:41, I take an enclosed trailer up north here in Michigan, similar to yours for snowmobiling and ATV's, not quite as heavy(5000-6500lbs), but still a lot of wind resistance. I tow with a 2009 GMC Sierra 1500 4x4 crew cab with the 5.3 V8. I encounter lots of hills that will definitely cause the downshifting. But I would say the worse culprit is NOT the hills, but a good headwind that effects my set up the most! I've towed the trailer empty (2000 lbs) into a headwind, and it felt like I was towing 8000lbs!! I didn't hear you mention this in the video?? Did you have a headwind? In some of the video it appears you do, based on the tree's branches moving towards you.
Very nice test. I still could never bring myself to buy one 😂
My 23 1500 LT w/ the 2.7L caps at 9000# towing. I pull our 6000# loaded TT around Oregon and Washington fairly well with just me, the wife and our in-truck cargo (camp stove and gas, cast iron dutches, kayaks, wood, some food, loaded drink cooler). It tows pretty well on the highway at 65 to 70 MPH and up grades comfortably at around 55 MPH @ 2500 to 3500 RPM ("Off-Road" screen reads, on average, a 3-4° incline). I wouldn't want to tow much more than that though. I feel that an 8000# trailer is starting to get too close to max, especially if that was a travel trailer. TT's tend to result in your truck being loaded up with more gear for the trip, using up more of your truck's cargo capacity which affects your towing capacity, where a cargo trailer might not required a truck full of cargo.
Thanks for this vid and the one before it. I like to read the comments.
Any vehicle I’ve ever owned if it needed more then 4,000 rpm for extended periods pulling a trailer it was gone. The first engine to ever impress me was the 3.5 eco boost which I love, so little gear hunting. The wear on an engine doing more then 3,000 for long periods has to be significant. No modern V8 has the torque, the new hurricane might but till now it’s the ford 3.5
That 2.7 is made for the occasional 5,000 lb tow, not trying to pull 8,000 lbs uphill at 65 mph. Use it for what it was made for.
If it was made for towing 5000 pounds, GM would not have rated its towing at 9000 pounds.
Drop a 3.73 rear end in it. Huge difference in acceleration and pulling if speed is ya thing.
Ratings exist for a reason and for what they charge, that damn thing better be able to tow 9k lbs every day for 5 years straight. If you need more buy a 3/4 or 1 ton.
@@Sheepleton Those ratings are optimistic. It's a 2.7 four banger.
I don't know the dyno chart, but that thing had to rev up to find some horsepower at @7:00. Torque is torque, but that truck and trailer combo probably needs 250-300 HP to make it up the grade at 110 km/h. My 5.3 LMG would probably need 4500-5000 rpm to pull that grade at 110 km/h because thats where it finally hits 300 hp. The max speed you can crest a hill with huge trailers is a HP test, not torque test.
Lower speed needs less hp. Higher and higher speeds with that truck/trailer combo need exponentially more HP for every 10 km/h. Torque is nice but its still only 310 HP. A stock12 valve cummins would not hold 110 km/h up that grade at any rpm because the truck/trailer combo needs about 300 HP and that number don't exist anywhere in the dyno chart.
With heavier weight being towed this engine acted more like a naturally aspirated larger displacement engine with higher rpm’s.
I have one in my sierra and i pull a 7x14 with it. I see this engine like a gasoline diesel. It has a lot torque, but only 310hp. Transmission tuning is its biggest drawback. Sometimes if you use cruise control, set your speed, go a bit faster then release the gas, it will upshift and keep it there.
As a base engine, i'm pretty happy with it. The sound is horrible tho.
Also, check your oil often because it uses a lot of oil when you work it hard.
Why not compare it to ford’s 2.7L
I have been trying to get that engine on my towing loop for some time now!! It will be a great comparison.
@@GettysGaragewe're waiting! Haha
2.7 ecoboost will walk all over it. Especially acceleration to 70 mph
@@HKHolyDiverWhy do you think that? They make almost the same horsepower and the Chevy makes more torque
@@dawsongranger4940 More cylinders and two turbos instead of one. I have the Ford 2.7 and it with no doubt at all will put the Chevy four banger turbo to shame! There will be no contest at all. 😎
Hi Alex, I was expecting better performance with all that hp and torque. It's still a four cylinder. Have a great week. Greg from a Hot North Carolina. It was 106f at the state capital this week. Bet that truck would run a little hot down here.
Yeah if it was built like a Fairbanks Morse inline 4 cylinder, I wouldn't mind, but these little motors don't seem to be cutting it for HD applications.
F150 with 2.7 would likely be similar result. When i tow a 6000 lb camper or my 7x14 cargo trailer, i slow down to 100 kmh and lock it into 7th (1:1 ratio). Pulls better and uses noticeably less fuel just by dropping that extra 10 kmh of speed.
If this little 4 banger can put out that much torque at that RPM, I'd love to see what an inline 5 or 6 variant would put out. Probably wouldn't even need the Duramax 3.0.
You would not say that if you had the Duramax. An awesome engine!
@edwardpate6128 not saying that at all. I know the 3.0 Duramax is an awesome engine. Just talking from engine choice perspective.
I've got a 2018 Sierra crew cab with the 5.3 and I have to say that towing is not great. That engine revs and now even slightly overheats when I'm towing a much lighter aluminum 6x12 closed trailer. It regularly revs up to red line to climb minor grades like 10-12%. I know they rate these trucks to tow up to 9000+lbs, but the real world is quite different. My trailer weighs under 2000lbs dry and less than 3000lbs with my setup, yet the truck still works very hard to maintain 110km/h on the highway. Gas mileage isn't great either... around 20-22 L/100km towing and 13.5L/100 (mostly highway, but some country backroads also) without any load. Truck is stock and tires are non-aggressive, low rolling resistance A/Ts at 40psi. So, all in all, the 5.3 V8 will not perform any better than your 2.7 4-banger. It'll rev up even more and I can't even imagine towing 8000 lbs with it. I think it would blow up.
If I ever upgrade to another 1500, it would be to get the 3.0 diesel. But boy are those ever still expensive! Plus, who knows if there will be another diesel scandal with those motors like what happened with Dodge and VW. And DEF consumption and geling could be an issue, especially in Quebec where it gets pretty cold. If I had to get the 2.7 Turbomax in a truck, it would be a mid-size Colorado/Canyon since no other options are available.
The engine seems fine but I don't think I would want to listen to that engine running at 5k all the time. Probably not the best choice for towing. The LZ0 with the max tow package would be a better fit for that.
You don't have to drive as fast as he is when towing. Besides, nobody is going to be towing regularly at this weight with a 4 cylinder.
Mine sits at 1500rmp all the time. Unless you put a huge load (over 3000lbs, on the drivetrain.
Under normal 95% of driving conditions, the motor doesn’t even flinch when moving a 1/2 truck around.
@@PitPwny Ah that's good to hear.
in my opnion the 2.7 silverado seems like a good truck for people that don't pull heavy trailers. maybe for just doing basic stuff pulling somthing small like a utility trailer with some wood. stuff like that. but for real work it looks like you would be better off with the v8 option.
I wish GM offered a select shift option to hold it in gear and utilize the torque this motor can produce. it doesn't need to shift down and rev to 4k or even 5k or even 5 k to maintain that speed.
2.7 - 430 lb-ft torque @ 3,000 rpm's. 5.3 - 383 lb-ft torque 4,100 rpm's. No additional torque will develop @ higher rpm. I didn't notice much difference pulling our 33' long / 7k lb travel trailer w/ 2016 5.3 (same horse/torque as 2023), & 2023 2.7. Put in tow/haul mode, in drive, both shifted around 3,000 rpm under moderate acceleration. 2.7 @ 60 mph was in 6th gear, under 2,000 rpm. On a side note: Hooked up travel trailer to neighbors Ram 3.6. What a dud. Only 269 lb-ft torque @ 4,175 rpm's.
I think i wouldn't load more than 7k pounds with this engine and they should offer the Detroit 5.1 diesel engine in the options ,nice vid.
Maybe some help from the aftermarket parts community would help. Maybe Banks could engineer a legitimate cold air intake, turbo inlet, catted downpipe, etc… Should definitely help the 2.7 4 banger breathe a bit better 👍
PS - Maybe grab some older model trucks to see how they do in these tests? My vote for the first truck: 2015 Nissan Titan! It would be a fun comparison to see how far (or not) trucks have come.
As with all vehicle specs....just because you can, doesn't mean you should.
I almost wonder if they set these tow ratings with 'on road' use in mind. Max towing with this is ok for shunting farm equipment around your 5000 acre farm maybe, or bringing your hay to the barn.
Agreed! I also think revving this engine so high will shorten the life of it.
That's why it's called max towing. In a pinch you can get away with it but if you want to take care of your engine, you won't be redlining it 50-90% of the time. This is why it's recommended to tow around half of your tow cap.
Maybe manufacture's should rate trucks with a max tow and a constant tow rating lol!!!
Can you try to get a 3.3 v6 ford for a tow test
great videos
5:55 thats not the actual turno in that truck... is it?
It's all about longevity how long can that little four-cylinder turbo last
Have the 2.7turbo GM engineer talk about the high rpms towing in the slightly hill video.?
Time will tell, lets see how they hold up five or ten years down the road. If farmers start buying them left and right year after year you will know they can stand up to heave loads long term.
This is how my 5.3 trailboss pulls my utility trailer with my Harley on it through Montana and Wyoming 😂
@TheGettyAdventures How would you expect this to perform on hills towing 5-6k rather than max? Would you expect the same results, or should it be much better? Looking to upgrade to a new truck & it seems the 2.7L are all that the dealer has. Im currently towing with a traverse, which tows 2500rpm at 110km/h or 70mph on flat roads with a loaded travel trailer(4500lbs), 10mpg. It revs to 4-5k up hills trying to keep that pace, which I dont like. People say trucks tow as if its not even trying, but this seems to be the same performance im already getting, unless it performs WAY better under 6000lbs.
Ford seemed pretty limited on axle options compared to in the past. I had my local dealer working to find a certain configuration and they said I couldn't get a Lariat with 3.5EB, 10-speed, and 3.73's. They said I had to take the 5.0 to get it.
First, I think for 24 you can get a 3.5L with a 3.73. I know you can get a 3.5L Powerboost with a 3.73.
Second, you should have taken the 5L/3.73 truck. I own both a GEN2 3.5L/10R80 17 501A, 4x4, 3.31crewcab truck, and a GEN3 5L/10R80 18 302A, FX4, 3.73 Crewcab truck. Both are very good, and both have been very reliable, but I prefer the 5L. It is such an underrated engine in the 1/2 ton segment.
When you want to make serious HP easily, and cheaply there is nothing in the 1/2 ton segment that's close to touching a GEN3/GEN4 Coyote. If you don't believe me look up videos of them racing modded Vettes, GTR's, 1K+ WHP 2JZ GTE cars, etc. Lowend torque is overrated. First off the GEN3/GEN4 Coyote in F150 feels as torque down low as any sub-4" bore LS. I find them to feel kind of like a LS2 down low, but with a 4.69 1st gear ratio, and a 2.98 2nd gear ratio, a lot of lowend torque becomes kind of irrelevant, especially with a 3.73 rear gear.
With that said, I've been happy with my 3.5L. (Wifes truck, and our family hauler) It's a stout little bastard. It's refined, smooth, and broad. It comes on early, but EB does lag a little bit until about 2K RPM. I will say that my EB gets noticeably better MPG's than my 5L even when I'm not running E85 in my 5L truck, which is rare. The best MPG's I've ever gotten from my 5L is about 18, and that's working to get good MPG's. My 3.5L gets around 18.5 MPG's without even trying hard, but just typical, normal driving.
Yeah this is true. I'm not sure why this guy didn't take the ten seconds it took to see which ratios went with which motors.
Adding 3.15 Non-Limited Slip Axle Ratio also requires the following changes
Add
5.0L V8 with Auto Start-Stop Technology
Remove
2.7L V6 EcoBoost® with Auto Start-Stop Technology
Adding 3.31 Non-Limited Slip Axle Ratio also requires the following changes
Add
5.0L V8 with Auto Start-Stop Technology
XLT SuperCab™ 4x4
Remove
2.7L V6 EcoBoost® with Auto Start-Stop Technology
XLT SuperCab™ 4x2
Adding 3.31 Electronic Locking Axle Ratio also requires the following changes
Add
5.0L V8 with Auto Start-Stop Technology
Remove
2.7L V6 EcoBoost® with Auto Start-Stop Technology
So you can get the 3.73 Electronic Locking Axle Ratio and the 3.55 Electronic Locking Axle Ratio.
Can you test mpg towing that trailer with and without a bed topper?
Ain't the newer H.O. 2.7 only available in newer interior trucks?
I tought the models with the old interior had the 350lbs/ft 2.7
LOL.......Check Engine light. That's priceless. It's okay.....GM owners are used to that light being on all the time anyway.
For what it is I thought it did ok! If I was pulling that ,say in a travel trailer setup,I'd simply lower my speed a bit on those hills to maybe 100km/h,given that is a 2 lane hway.But still not bad,I'd bet that old dog 5.3 wouldnt do much better
I'm excited to see how the 5.3L does in comparison. but yes if this was my personal truck I would drop the speed.
Sadly we are in a state of major disappointment across the board with trucks. No one makes a truly solid, high quality end to end truck. I bought a ‘20 Tacoma with the intention of it being another 200k miles truck. I have a 2003 Dodge Dakota with 246k miles. Still runs great. This Tacoma already had a cracked cylinder head at 68k miles. Toyota wouldn’t have covered it. Luckily I bought an extended warranty. Now the newest models of Toyota trucks seem to have a plethora of issues yet they cost 25% more. Sad.
I think if all these trucks weren't so darn expensive there would be more allowance for issues but when you are paying 60-70k for a 1500 its tough to swallow that some of these engines just aren't reliable.
Toyota isnt all its cracked up to be. After 52 years in automotive repair I know thats a fact.
Still light years better than Kia, Hyundai or anything Stellantis though.
The 2.7 Chevy has been reported to start gulping engine oil before it gets to 100K miles
@@prevost8686 Why am I not surprised.
@@prevost8686Mine has 40 000km and it uses 2 quarts between oil changes. But it tows everyday.
Your seat looks like the front bench kind. Can you move the seat height higher and lower? My wife is only 5'1 and don't think she can see over the steering wheel if it can't raise
what gas were you using 91?
I had a 5.0 and now the Chevy 2.7, I tow a 7000lb travel trailer and that f150 would scream as well. I actually like the 2.7 better. On flat land it just chugs along at less than 2500rpm while the ford was locked out of 8-10th and the rpm’s was always 33-3500+
I think im sticking with my Cummins
I’ve had one since February. I’m getting 19.1 mpg per the computer
Haven’t done much towing yet just a couple of short trips with a 2 thousand pound trailer
So far so good
Will it last is my question?
I routinely got 22mpg with my 5.7 hemi even with mds shut off, and a 3.92 rear end. I don't see the advantage to these turbo engines, other than they're maybe saving money on material.