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Cowpie last won the day on June 2 2017

Cowpie had the most liked content!

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About Cowpie

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    2015 Silverado 2500HD LT Z71 6.0L and 2006 Cadillac CTS 3.6L

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  1. It was indeed a brave assumption. I live in Central Iowa. I routinely run Wisconsin, Minnesota, Illinois, Indiana, Ohio, Michigan, Nebraska, and South Dakota. I realize that these locations are not north of the Arctic Circle, but they do get chilly and icy occasionally. And for some reason, the government officials have a predisposition to spreading salt and calcium chloride around part of the year. Have no clue why the would want do that. My 2006 Cadillac CTS is still a keeper. Wife still loves it and it has no body rust, just some light rust on suspension, axles, etc. Still a darn good car and a keeper. Yes, it gets driven the year round. Got a snowstorm yesterday, and it was clear enough today that the wife drove 75 miles to her sister's place in the Caddy. I am pretty confident it got some of that salt the DOT spread around yesterday on it. Kept my last semi truck to a million miles. Nope. Not a rust bucket either. My current one, I have had for 6 years, have about 810,000 miles on it, it works year round in the upper Midwest, and it only has some light rust issues on frame that in the spring, I clean, neutralize, and paint and it is good for another year. It is a "glider" truck, where I bought a new chassis/Body and installed a remanned pre-emission engine in it. All perfectly legal. When the time comes that it needs a new engine, will get another reman crate engine and drop it in. No use throwing away a good truck. And the Cadillac, yep it is 12 years old now, but still runs darn good and is in excellent shape for a car that old. Might just get a crate motor for it also and keep it since nothing now on the lots really impresses me. Oh, and all my vehicles have to go 2 miles down gravel roads just to get to the highway every time they leave the driveway. So they also tend to be difficult to keep clean. And still, they are not falling apart. Starting to get rust may or may not be an issue. It depends on where you are getting that rust. On frames, suspensions, etc, it is essentially a non issue. It will take many years, even with not addressing it, for frame surface rust to be a problem. Anyone who doesn't have some surface rust on the underside components has a garage queen for a vehicle. But that doesn't mean it will be a rust heap in 15 years with some general care.
  2. This is why I have been fond of Fia winter fronts. Actually, both winter fronts and summer screens that are interchangeable on snaps that simply stick on the grill with 3M tape that is on them. I have never had a snap come off in using these most of this century on 3 separate vehicles. As simple of an installation as one could hope for. http://www.gofia.com/store/index.php?route=product/category&path=70_69
  3. Is max trailer worth cost

    For towing anything over 6000 lb, I prefer the 2500. The 6.2 has the power, for sure, but there is more to towing than the engine and diff ratio. The 2500 has substantially better overall build. The comparison of yanking around a 7000 lb travel trailer in a 25 mph cross wind with a 1500 compared to a 2500 is night and day difference. It is one thing to go straight down a road with no wind or dodging road debris or pot holes, but that is not reality most times. As a daily driver, a 2500 wouldn't be the greatest. But then, i never use a pickup as a daily driver or grocery getter. That is what my 12 year old Cadillac is for. Why settle for 14 mpg when I can get 26 mpg and ride in comfort and quiet. And getting the 6.2L, while it might get better mpg than my 2500, the cost per mile for fuel will probably be a wash. I can fill up my 2500 for $1.60 a gallon on E85. it averages about 11 mpg for all miles on the stuff, for about 14.5 cents a mile fuel cost. Premium in my area is going for $3 a gallon. A 1500 with the 6.2L would have to average... for all miles, city, highway, hauling, etc.... over 21 mpg to gain an edge in cost per mile on fuel. Doable in the right hands, but still no appreciable advantage. And given that a decent spec'd 2500 with far more capability can be had for less money than a 1500 with the 6.2 in it, well, you do the math. And no matter how much you package up the 1500 6.2L, it still will have far less towing and hauling capability than a base 2500. While the 6.2 max tow might have a little over 2K payload, my 2500 with two people on board, full of fuel, and a couple hundred pounds of tools and such in the back still has about 2400 lb of payload available. And it will tow 13,500 lb. It is those, among many, reasons that for towing 7000 lb or more, I would opt for a 2500. And my 2015 2500 double cab, 6.5' bed, LT, Z71, 6.0L with 4.10 diffs, snow plow prep, tow package with integrated controller, heated seats and some other stuff I could do without, and a Line-X bed liner job, Auto Armor 7 year paint protection and rust prevention package, and Raptor running boards thrown in by the dealer, I drove it brand new off the lot for $38K.
  4. Correct, 6.0 is not DI, it is port injection. It also doesn't have that AFM junk the motors in the 1500 series pickups have. The L96 does have VVT, which I can live with. I really have no problem with the 6L90 that is hooked up behind the 6.0 in my 2500, but it would have been a nice option to have the Allison. It would have made a darn good pickup even better.
  5. I have been partial to similar bumpers as these for my commercial needs and giving some serious thought to putting one on my 2500. https://www.dakotahillsbumpersandaccessories.com
  6. It could be that there is some difference between retail tires and factory tires, but the Michelin LTX AT LT tires that came on my 2500 just plain sucked. I was inventing new swear words. I replaced them pretty quickly with BFG KO2's. I guess it has a lot to do with what you have in mind to do and where you plan to do it. As a street tire, I suppose it isn't bad. I deal with a lot of gravel roads, a little off road on the property, and snow/ice stuff. The LTX's just plain were lousy. I found the KO2 LT tires were more smooth riding also. I think you cold find a good LT tire that would better meet your needs at a better price point than the Michelins. Think I am again's Michelin? I love them for my commercial heavy trucks. Will not consider another brand. But for my pickup... do not want them near it.
  7. Fuso must like it too. They are going to put the L96 6.0 into some of their Class 4 and Class 5 cab over trucks this year. But taking the game a step further. They are going to put Allison 1000 transmissions behind them. Now that is what GM should have done.... given us a Allison option for the L96 in the 2500/3500 series pickups.
  8. Could be, but the L96 6.0 is going to be around for quite a while yet. Fuso is going to put the L96 6.0 in their Class 4 and Class 5 cab over trucks this year, along with slapping a Alison 1000 trans behind it. Something that should have been made available to the 2500/3500 pickups. The 6.0 is a real rock solid motor and it has been given more lifetime in the marketplace.
  9. Well, it would seem the expected rumors of the demise of what some call, "archaic" L96 6.0 have been premature, and the motor is moving to more platforms. Get the idea that it is a solid motor design? Fuso is going to put it in some of their cab over Class 5 trucks, and hook up a Allison 1000 behind it. Something that I wish GM had the vision to do. https://www.ccjdigital.com/fuso-set-to-debut-gas-powered-fe-trucks-this-year/?utm_source=weekly-equipment&utm_medium=email&utm_content=03-07-2018&utm_campaign=Commercial Carrier Journal&ust_id=480221824f761d3e1f8cedd4a1049565&utm_term=newsletter-2-weekly-equipment-position-2
  10. Consumer Reports big 4

    Yeah, I have been leary of CR for some time. They blew it on the Jeep Liberty diesel. Claimed in got only 17 mpg when the EPA number was 24. And I consistently got well over 30 mpg on road trips with it. They would take a container with a measured amount of fuel and drive the vehicle till it used a couple of gallons, and retest dong the same thing. Problem is, they failed to account that a common rail diesel engine returns some of the fuel that goes thru the pump and rail to the fuel tank. That is true of all modern diesels. I informed them of that and they blew it off. If they can't figure out that commonly known item, kind of hard to believe they have a grasp on much of anything else.
  11. Yeah, and since Pennz/QS is owned by Shell, and has been for some time, it is getting the same base stock as anything in the Shell line up.
  12. You bet! And I have never used one of them since Dexos1 came on the scene. Even my 2006 Cadillac CTS 3.6L, GM recommended Mobil 1 5w30. That was pre-dexos, but the 6094M standard was the basis for the original dexos1 gen 1. All it has gotten is Pennzoil conventional 10w30 I buy on sale at my local farm and home store. That car is still a daily driver for the wife. No plans to get rid of it any time soon. One of the best cars I have ever owned. Runs and looks great for a 12 yr old car, and now that annual tags are only $50 and insurance cost barely is a blip on the budget radar, will keep the CTS for a lot longer. The previous two Chevy pickups, and my current one, have used a Schaeffer oil. Schaeffer never has been on the list. But they have been blending oils far longer than anyone else (since 1839) and they were the developer of lubricants of the M1 Abrams tank and the Apache Helicopter, so they might know a little how to do the job right. They even make some lubricants for Mobil and Shell. Been to the Schaeffer plant in St. Louis and seen it being done. I get it for my pickup thru my commercial account. so the cost is good and it is delivered for free. Not sure if it will do as well for my pickup, but my factory reman Detroit Series 60 12.7L just turned over 804,000 miles on the reman using Schaeffer oil, and it still uses less oil than most owners claim of the 5.3L engines on the forum. It uses about 1 qt in 11,000-12,000 miles. And oil samples at over 800,000 miles look very comparable to when there was only 50,000 miles on it. The dexos1 thing is a good standard. At least it helps keep folks alert and somewhat conscious of the fact they shouldn't use cooking oil in their engine. But there are many good motor oils on the market from reputable blenders that provide more than ample protection for GM engines and they are not on the "approved" list for one reason or another. One does not have to break the bank or over think the issue. Nor do they need to suffer from an enlarged paranoia gland over the dexos1 thing. Especially for the topic at hand.... the L96 6.0L. That engine is the same as it was when dexos1 Gen1 was the standard. So there is no need to worry about Gen2.
  13. I really didn't use TH Mode all the much with my 1500 and I don't recall ever using it with my 2015 2500 6.0. I am more partial to manual mode and managing things myself. I can force a down shift and get RPM's up higher when needed on a down grade for some additional drive train braking. Also, when coming up on a climb, I can manually drop a gear and get the RPM's up a little for the pull before momentum starts to drop off. The trans cannot read the terrain. I can. By the time it figures to downshift on a pull, momentum has already started to decline. And manual mode significantly reduced gear hunting, even in tow haul mode, and one way to do that is to keep it in manual to eliminate going to top gear any time it can. And it is incessant gear hunting that will destroy the trans. Not saying that TH mode is stupid or a waste. I just don't have a real use for it myself. Probably all those millions of miles of commercial hauling under my belt. I just like managing things myself. This is for serious pulling in hills and such. For the freeway, on rolling hills with nothing major, yeah, leave it in TH mode and forget it.
  14. But i have noticed a substantial down tick in the number of diesel pickups that businesses buy. They don't want the hassle. They want reliability and low cost of operation, and the cost benefit ratio of diesel just isn't there. So while there may be a good level of "satisfied" users out there, there is enough of a problem to cause a shying away from diesel power also. And while it is true, that one does not hear much of anything from those who have no problems, it is also true that silence can also be that many people will keep their mouth shut because they don't want to have to admit they made a mistake in buying something, especially that expensive of a mistake. They feel bad enough about the choice they made, they really don't want it out in the public arena where it will never go away. I prefer to keep the pre-emission diesels going for my business. it is cheaper than buying the new stuff and the associated complexity and operational costs in both money and downtime. At least with my heavy truck needs, I can buy new trucks without a motor and trans, and drop in a remanufactured pre-emission engine and remanned trans and virtually have a brand new truck without all this nonsense. Yes it is legal. And it will take a pretty strong need for me to ever consider diesel in a pickup again. And that need is pretty remote.
  15. Wow. I have a 2015 2500 and I have never even looked for that in the DIC, that I know of. Might not have it. If I remember the next time I use the pickup, I will take a look.

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