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Ray Pickle

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  1. Power band of most diesel engines are much narrower than that of gas engines that is why they traditionally have more ratios. A 10 speed in a h.d. gasser may offer incremental improvements in drivability and efficiency possibly at the expense of long term reliability. The constant shifting/ potential hunting is what causes heat and we all know what heat causes in an auto trans.
  2. The optional 7.3 is 10% larger in displacememt than 6.6 makes 7% more horsepower and less than 3% more torque. Not many efficiency test done on these but I recall TFL doing a comparison on these and 6.6 was more effecient both towing and unladen. I think the difference was fairly significant based on % differences. Can't recall specifics but I do know they where different days and different trailers so exact conditions where not present. I seem to recall the GM was a heavier trailer?
  3. Looking at diesel forums where guys are hauling similiar weights to me they seem to report 9.5 to 11.5 mpg with the occassional outlier. I have tanks towing a 12k fiver ranging from 7.2 to 9.9 with an overall average towing number on most trips, those over 1500 mi at 8.8. I am betting my average speed is probably slower than the diesel guys. I intentionally try to stay at 65 or slightly less in an effort to maximize my economy. I would be very curious to see a simultaneous test done by someone to see what the real comparative Differences would be. I would guess 20%, in my area of country diesel is 10% higher on average thus closing the gap a bit for fuel alone not considering the other costs.
  4. I would disagree that fuel costs would be 1.5 to 2x greater. Depending on region fuel cost differences can bring them close together on a cost per mi. calculation add def, maintenance, reliability and gas looks pretty good. This obviously assumes you are towing within capability of gasser. Its a separate discussion/ consideration if you NEED the diesels enhanced capabilities.
  5. Lower 1st gear multiplication will be a plus and possibly better unloaded cruising economy. It will not be a significant step up overall.
  6. I won't consider a new truck until they offer a 15 speed! Lol. How in the world did we ever survive with those old THM350 and 400 transmissions back in the dark ages. C'mon folks a 6 -8- or 10 speed in a gas engined truck that operates best between 2 and 5k rpm have very small practical comparative operating differences. Evidenced by performance of F250 with 7.3- 10 speed equipped with 3.73. (Not4.10)
  7. Lowest warranty transmission over time has been the 6 speed in h.d. trucks I would assume that will continue based on additional enhancements made in 2020 additional clutches etc.
  8. 2020 2500 cc lt has a payload of 3552. Most gas optioned 20' and up 2500 will fall between 3200 and 3700 in payload. Obviously lower optioned trucks have the higher payloads.
  9. I think you hit the nail on the head, if you are concerned about high rpm, slow down climbing the steepest grades. As you are well aware loaded semi trucks can sometimes be WAY under the posted min speed. So why beat the eyes out of truck to attempt to maintain an arbitrary mph? What do you figure the time lost is climbing Loveland pass at 40 mph vs 55 mph? Its about 7 miles right? So 40 mph is a mile about every 1. 30 sec. And 55 mph is a mile in about 1. 05 sec. So you will lose around 3.25 to 3.5 minutes in your ascent. It probably took that long to write this. My point being speed up a mountain is irrelevant to anything other than ones ego. Speaking of ego someone with more time on their hands will probably check the, math in my head, on those calculations!! I think they are close enough to demonstrate my point?
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