GM/Chevrolets claimed tow rating doesn't add up when crunching the numbers between the 4.3 V6 3.42 model vs the 5.3 V8 3.08 model (2014-2018). Look at the last two columns in the below chart for torque (ft./lbs.) coming out the differential towards the wheels. (These numbers do NOT account for drive train loss, at the wheel ratio changes due to various tire sizes, and the engine torque was taken as published (383 for 5.3 and 303 for 4.3 V6). The ROWS are gears 1 (top) through 6 (bottom).
The formula used was:
Step 1) Transmission gear ratio multiplied by Rear end gear ratio = Final Drive Ratio.
Step 2) Final Drive Ratio multiplied by engine torque = TORQUE coming out of the differential to the wheels.
Torque coming out of the differential and to the wheels what gives a vehicle its POWER to pull and move weight.
The 5.3 with 3.08 BEATS (MORE POWER) the 4.3 with 3.42 in EVERY GEAR
I understand there is more to ratings for tow capacity than just pulling power, however the 5.3 and 4.3 share the same frame, suspension, 6 speed transmission, etc. which means the only variable between the two models is the engine. Since the 5.3 with the 3.08 rear end CLEARLY has MORE torque going to the wheels than the 4.3 with the 3.42 rear end how does Chevy/GMC claim that the V6 model can tow more?
The only thing I can think of is MAYBE the 4.3 runs cooler than the 5.3 so the engine is capable of sustaining high RPMs for a longer period of time...
I don't know much about this system, how it operates, the stress that is placed on the lifters during cylinder deactivation. How common is this failure? Been watching some YouTube videos on the repair and it's very labor intensive...heads have to come off, etc. I see that you can buy the entire kit (lifters, gaskets) for around $500.
Have a friend that told me...just change your oil, you'll be fine. The number one cause of this failure is neglected maintenance. That true? Or is it an inherited problem with the design of the system?
The system came out in 2007, there must be some improvements made to it since then, no?
I must say that the AFM is allowing me to get some excellent fuel economy out of a full size truck.
So is this a common problem, or are there people with 200,000 on these trucks that never had an issue with it?
Wondering if these engines will be tune-able as usual?
Currently have my 2500hd LBZ, but am I'm looking to get back into a half ton for 2019. Ideally would like a 6.2 again.. Only concern is issues with tuning them like the new L5Ps uncrackable ECM. Want either Armageddon twin turbos or a supercharger with a mild cam down the road.
If they're not, looks like I'll stick with my old truck.
After getting back from a 5month deployment, my 2014 Silverado 5.3 2wd, cruise control speed decrease is now increasing the speed. The + acts normal but - is now also speed increase. The battery was disconnected this entire deployment. I’ve reset battery numerous times for hours trying to drain any capacitor I could. Any help or suggestions would be appreciated. It was in a cold environment. (Seattle WA)
New to this whole forum thing so let's just get down to business. I have a 2015 Silverado 1500 with the L83 5.3L currently I have an Edelbrock E-Force 2300 stage 1 supercharger and Borla atak cat back exhaust. I have been researching all over and for the right camshaft size for my application (1/4 mile/street) and haven't really gotten anywhere. what Camshafts are performing well in these SIDI engines with superchargers? I'm aware that I would need stronger valves, springs, and most likely rods, I've heard great things from Texas speed and Comp Cams but I am not partial to either. once I do the Camswap I will also be looking into a smaller pulley and new injectors which I will also need feedback for. I'm currently running the SCT tune that came with the kit from Edelbrock but I'm sure it will not be adequate once I put in the new cams, smaller pulley, and injectors. ANY INPUT WILL HELP!!!!
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