Ray Pickle

I will 2nd that comment

One year of a modern truck. It is not a systemic issue like Ford is suffering. No comparison

I have NEVER heard or gad a customer complaint omrwgarding "death wobble" in a G.M. truck. Shake, yes, with almost every circumstance due to worn parts on a truck with miles. Have had numerous Ford products with a violent shake, "death wobble" , with low miles. The issue is production tolerances are exceasive and the design is flawed.

The issue as already stated is encryption. There are plenty of tuners out there, just none that have the know how and/or capital to crack G.M.'s encryption. They're may be some truth to cost analysis isn't conductive to the investment needed.

Its

I would imagine the towing range on e85 would be "less tha ideal"!!!

20k. On truck towed about 10k of that with 12k fiver all across country. Reliable as I expected it would be.

You have clearly articulated your needs and we have come to the same answer. I have and plan on towing more than you, so far about 10k of the 19k on truck have been towing. Every decision has plus categories and minus categories it would be no different if you where contemplating a new rv. Be it type and/or Floorplan. My overriding thoughts where payload capacity increase of gasser, lower operating expenses, partly due to my familiarity and ability to repair, and lower initial cost thus freeing up additional capital to further enjoy my destinations. I would enjoy the added torque of diesel but I get my speed/power fix from one of my cars. As you have stated, its a tool. Each have their own purpose and a truck will never satisfy all of your desires just the same as any given sports car will not check every box.

Interesting post

Check NADA , gas holds value as well as diesel. So the extra carrying cost of buying diesel weighs against it in true cost per mi. Calculation.

Nope, just get a bit annoyed that so often comments regardless of topic seem to devolve to "get the diesel", your lifes problems will all be solved!! They both have a place and the original post was a query on cost analysis between them. Something about that question leads me to believe they where interested in a cost analysis more than which was better.

Most "can" afford either. I would venture that for the majority the reason they can afford either is because they don't make a habit of wasting money on purchases that are superflous to the outlined need. It is why the majority of fleet companies purchase gas h.d. trucks. There is no debate which is more capable the question was can the gas provide the needs outlined. It obviously can.

I have been in automotive repair for 40 years, it by no means makes me an expert but experienced in my opinion. The usage you have described is perfectly within the gas trucks performance envelope and you will be happy with the money you have not spent! I have averaged right at 9 mpg towing a 12k fiver over 10000 mi. All across the country. Looking at reported diesel numbers posted on this forum hauling similar weights it looks like 10.5 to 12 is what most are reporting.

I think you may be over analyzing this. If incidents of repairs are roughly equal, although I believe due to def issues they are not, labor costs are higher on diesels. Preventative maintenance is higher. According to the diesel forum on this site def usage varies greatly due to use and maybe driving style but seems to fall between 300 and 700 mpg. As you have already stated acquisition costs are greater for diesel. If you tow heavy often, you will be happier with a diesel regardless of any cost differences. If you only occasionally tow heavy and/or significant mountain terrain, gas is fine and will save you money. At the moment diesel fuel costs are down from historic numbers bringing this calculation much closer but it still weighs in favor of gas and if diesel fuel goes back to what it had been over the past 3 or 4 years its not even close.

I am guessing but hoping both transmission and gearing options will be offered in 2022.

It does compete, thats why its selling so well. G.M. has always marketed products in a measured way adding features each year to keep some freshness to a redesign. I would bet 2022 will get 10 sp. and gearset options. Depending on competition they may then introduce a big block gas option. I guess we will all have to stay tuned.

Max torque is 4k...if your at 3600 and have no power something is wrong

If fuel mileage is your primary decider the choice is obvious, diesel. Cost per mile gas.

Again TFL tests require they do no manual shifting for the sake of uniformity. I would make a significant bet the g.m. and Ford would be within 30 sec. Going up the Ike if both where maually shifted to their best advantage. If the Ford was equipped with standard 3.55 I believe it would be behind. What their test does prove is that Ford has been less conservative in their tuning choices relating to shift strategies. The 2 engines are nearly identical in torque from 2800 rpm up to over 4500 rpm. In spite of the significant displacement differences. The G.M. gets better mileage and the Ford with optional 7.3 and optional 4.30 pulls a little better. The 10 speed transmission is an advantage, but on a gasser with a 1k to 6k operating range, not as significant as for a diesel .

If your truck is 2wd rear gearing is reasonable. I would put 4:10 in mine if it was 2wd. Not going to invest in 2 gearsets for the improvement in the occasional steep mountain towing I do. Probably worth it if you live in that area and tow heavy often through that terrain.

As someone has already mentioned , big boy truck weighs 7k empty. There is more to competent towing than how fast you can pull a 7% grade at 11k ft. I guarantee you my gasser will pull my 5th wheel up the "ike" faster than astock Tundra or 1500 5.7! Clearly neither of those vehicles should even attempt but?

I can only guess there is a powertrain issue in your truck. This truck would benefit from a deeper axle ratio, but in my personal experience I have not had ANY problems maintaining 55 up any pass I have been on. That includes numerous passes through the continental divide. I will admit that I will typically pull a grade like the Eisenhower tunnel pass at 40 to 45 mph just because it is easier on the truck and therefore my wallet. That being said those grades are the rare exception both in grade and elevation.

I think the "struggle" is in assuming or insisting truck programming is correct in every towing circumstance. Assuming an experienced driver you will find the 6 speed has a gear to get the job done. Manual mode is unfortunately there for a reason and all gas engine trucks will benefit from the driver reading the road and making proper decisions to keep engine in powerband. Do not "try" cruise control to alleviate your situation, the speed will scrub at least 3 or 4 mph before it attempts a downshift so you will already be behind the 8 ball. I have had zero problems manually downshifting preemptively on extreme ascents. This has been a rare occurrence towing a 12k fiver over 10k mi. with a 2020 gasser.

It won't take advantage of the octane rating near enough to cover the "25% premium" , premium costs. The fuel trim and timing windows are pretty tight in stock form.

I live in the midwest where salt is heavily used and have never seen a frame rust through on a Chevrolet/GMC truck. Brake lines, fuel lines, yes. Poor material sourcing during those lean years prior to bankruptcy? Looking at the big 3 at 10 to 15 years on midwestern roads I observe the most body rust on Rams and roughly equal on Ford and GM. No frame rust through on any.