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PIckuptrucks test Gas HD. 6.0 no I'm old tested


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#1 f8l vnm

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Posted 20 March 2017 - 05:40 PM

Yes I know the 6.0 is reliable and dependable. but it's a damn dinosaur that's old and slow and very dated. Dead last in almost every test. And no the Nissan dosent count since it's not really an HD. Time for GM to update this old man.
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#2 chris.karley

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Posted 20 March 2017 - 05:47 PM

Buy the dmax, you'll love every minute you drive it. I wanted a duramax and got the gasser a couple years ago. Ended up upgrading recently. You end up eating the tax on the first purchase if you decide to switch and don't go new on the second. Not to mention depreciation...

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#3 i82much

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Posted 20 March 2017 - 05:49 PM

Sure, the Chevy could be faster.  But chances are very good that 6.0 will still be doing hard work long after those other three trucks are in the grave.  It's up to you, really, do you want a fast truck or a truck that won't let you down for 20 years?  



#4 fjtort2

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Posted 20 March 2017 - 06:11 PM

No cylinder deactivation, no DI..  l'll take the 6.0 any day!


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#5 4x4Pete

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Posted 20 March 2017 - 06:37 PM

Why does everybody keep complaining about the 6.0? I find it does what I need quite well. I don't care if it's the fastest in the 1/4 or has the most hp. I certainly didn't buy it to drag race. I happen to think they should keep the 6.0 as long as possible. The replacement will have lots of growing pains even if it is the 6.2- it isn't a heavy duty class of engine. Why does the OP care since he has a 1500 6.2? Doesn't it bother you that the Ford 1/2 ton is faster and more powerful? Maybe GM should upgrade the 1500 series with a more powerful engine so it can win some drag races that nobody cares about. At least nobody who uses a truck as a truck and not some macho toy.
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#6 i82much

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Posted 20 March 2017 - 06:51 PM

I look at it completely differently.  We are in a world where the government has driven manufacturers to do all sorts of different things to improve fuel economy, from cylinder deactivation, small turbocharged engines, aluminum body panels, direct injection, not to mention all the emissions changes on the diesels recently.  

 

But I can still go buy one truck on the market that a basic, all-steel, iron-block gasoline V8 truck without any of the latest and, from my perspective, unproven technology.  And that truck is the HD version of the silverado/sierra.  And that is why there is a Silverado 2500HD in my driveway.

 

Honestly, I never thought for a second about whether a Ram or a Ford gasser would be faster.  I just knew the 6.0/6L90 was a very durable combination and I pulled the trigger.  


Edited by i82much, 21 March 2017 - 02:49 PM.


#7 Lakeside518

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Posted 20 March 2017 - 06:55 PM

Ouch the 6.0 TQ & HP numbers are severely lacking compared to the competition!!! I have noticed it. Under powered!

I was never a fan of the 5.3 drivetrain quirks! But at least that engine's torque curve was more responsive than the 6.0

Sure the 6.0 is reliable but for a 3/4 ton gaser it is lax.

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#8 4x4Pete

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Posted 20 March 2017 - 07:05 PM

Funny how the Chevy 6.0 beat the Dodge 6.4 up the Ike gauntlet. The Fast Lane Truck did the test and couldn't believe it themselves. The Dodge has way more hp and torque yet somehow was over 1 minute slower that the Chevy. I guess it's a consolation to at least be able to say you have more hp and torque, not that it means much.
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#9 j-ten-ner

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Posted 20 March 2017 - 07:39 PM

Am I reading it wrong or does it really say 276 HP for the 6L?

I thought that it was in the 360 HP neighborhood.

 

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#10 Lakeside518

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Posted 20 March 2017 - 07:40 PM

^^ Dyno so that is wheel HP

So that would be roughly 23% drivetrain loss.

Edited by Lakeside518, 20 March 2017 - 07:49 PM.

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#11 j-ten-ner

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Posted 20 March 2017 - 07:42 PM

K. Thx. :)

 

so long

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Me, myself and I. :driving:

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#12 2016HD

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Posted 20 March 2017 - 07:56 PM

Sorry Looking at those Dyno numbers something is not right. The other truck may be making more power, but not that much more. And the competition will spend more over the lifetime of the vehicle in repairs Guaranteed! 



#13 i82much

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Posted 20 March 2017 - 09:01 PM

look at the dyno numbers after 300k miles.

#14 doverarjim

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Posted 20 March 2017 - 09:45 PM

I had 186,000 miles on my 99 6.0 and I was not afraid to hook a trailer to it and let it rip where ever I needed to go.  It's no where near where my Dmax is but for a gas truck you can't beat the small block doing what it does best up about 5,000 RPM's!!!  If you told me that the Dmax was gone forever and all GM has was the 6.0 that is what I would buy to replace this truck. 

:jester:


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#15 Cowpie

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Posted 21 March 2017 - 07:49 AM

There is a lot more to capability than brochure published TQ and HP numbers.  The entire drivetrain has to be taken into account.  Sure the 6.0 is not all dolled up like the newer engines, but then, it doesn't have the failure rate of the newer stuff either. And I, as well as all the Farmer's Cooperative and fleet folks around me, have not come across a situation where the 6.0 couldn't do the job just fine.  But then, we don't do 5th wheel travel trailers cross country.  Just hauling, dump trailers, equipment trailers, fuel wagons, snow plowing, etc.  Some trailers easily 12K lb on up.  Double tank trailers of anhydrous ammonia fertilizer easily can exceed the 13K towing limit of the 2500 6.0L, yet they get used quite frequently in that role and the 2500 6.0 just takes it in stride.  Of course, those setups are not trying to win a land speed race going down the road or do the Ike Gaunlet hill climb.  And I don't use the traffic lights in town as my own NHRA starting light setup and race from light to light, so the idea that the 6.0L isn't quick enough argument, I have never noticed a problem.

 

 

The 30-30, 30-06, 45-70 and similar old school cartridges may long in the tooth compared to the newer stuff, but they have taken more game in N. America than all the other hotter stuff.  Some things just plain work and work well. The 6.0L falls into this same camp.


Edited by Cowpie, 21 March 2017 - 07:56 AM.

Freedom is not having the choice to do what you want, but the choice to do what you ought.





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