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2017 Gas 2500 Changes

Capt Call

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sdeeter19555 Senior Enthusiast

sdeeter19555

Posted
Posted

Riddle me this, what are the UPS and FedEx trucks using for gasoline engines? Those seem to be pretty strong runners...

 

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C/K Man Enthusiast

C/K Man

Posted
Posted

Riddle me this, what are the UPS and FedEx trucks using for gasoline engines? Those seem to be pretty strong runners...

 

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Newer UPS trucks around me have L96 6.0L's with Allison transmissions (Freightliner chassis).

sdeeter19555 Senior Enthusiast

sdeeter19555

Posted
Posted

 

Newer UPS trucks around me have L96 6.0L's with Allison transmissions (Freightliner chassis).

Really? Wow, either those trucks are lighter than they look or they run better than mine does!

 

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Colossus Senior Enthusiast

Colossus

Posted
Posted

All kinds of engines on the old ones, IH/Navistar, Cummins, Continental, Benz, they got a bunch of the 6.0L I/H which was pretty much the power strokes, (sucks to be them) Rumor is they are now only buying gassers. They have a large number of the old GM 4.3L V6 in many, and a few other oddballs for gas motors, but not many have large displacements. Ford 300-6 are also common in many of the old gassers. Diesels- International T44E V8 dieselclear.gif International VT365 diesel Cummins 6 dieselclear.gif, and benz.

StinkyCheese Senior Enthusiast

StinkyCheese

Posted
Posted

Really? Wow, either those trucks are lighter than they look or they run better than mine does!

 

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They are really light when empty, especially the small ones. Even some of the big gassers I've driven were pretty peppy when empty. There is no insulation and no creature comforts. Just a thin metal box and the shelving is light but strong, they hold my fat butt easily, not to mention the weight of all the packages.

StinkyCheese Senior Enthusiast

StinkyCheese

Posted
Posted

All kinds of engines on the old ones, IH/Navistar, Cummins, Continental, Benz, they got a bunch of the 6.0L I/H which was pretty much the power strokes, (sucks to be them) Rumor is they are now only buying gassers. They have a large number of the old GM 4.3L V6 in many, and a few other oddballs for gas motors, but not many have large displacements. Ford 300-6 are also common in many of the old gassers. Diesels- International T44E V8 dieselclear.gif International VT365 diesel Cummins 6 dieselclear.gif, and benz.

 

All the new ones I've seen come in lately have been gas. The big Kennworth Tractors we've been getting are automatics though. We're slowly phasing out manual transmissions.

Colossus Senior Enthusiast

Colossus

Posted
Posted

A few years back UPS was only in business with International for the big rigs, at least the twin screws.. I take it that changed..

StinkyCheese Senior Enthusiast

StinkyCheese

Posted
Posted

A few years back UPS was only in business with International for the big rigs, at least the twin screws.. I take it that changed..

I'll have to try to remember to look when I go in today. I only remember the Kenworths because we got 10 or so brand new ones and they were auto. It's rare that I see new things at work lol. No clue what anything is powered by, I'd have to ask the mechanics. Some of our bug rigs are powered by natural gas/or LP or whatever it is. They aren't diesel is all I know. Took me a while to figure out why those trucks looked funny, it was the fuel tanks.
Sir Dan Enthusiast

Sir Dan

Posted
Posted

Careful what you wish for Capt. If GM doesn't remedy the 8 speed problems and continues to tune the engine for every last drop of fuel efficiency regardless of terrible drivability, it won't be a good 3/4 ton truck at all.

Cowpie Senior Enthusiast

Cowpie

Posted
Posted

Well, the tuning for every last drop of mpg is not limited to the smaller stuff. The pressure has been by gooberment for everything from a small car on up thru a Class 8 truck. Only difference, the big truck engine OEM's have figured out how to get similar power and performance from a engine that now gets 25-30% better fuel economy, even with all the emissions stuff stuck on them now. A Class 8 semi, running from California to N. Carolina, with a gross of around 75,000 lb and kissing up against 9 mpg was fantasy land in 2000. But that ceiling has been broken and 10 mpg is within reach. And that is not at some 55 mph kind of thing, but 65-70 mph. Even fleet averages have gone up 20% minimum since 2000, all the while HP and Torque averages have gone up also. The key is, the heavy truck OEM's have figured out how to get much better mpg and not take away power and performance, but improve it. Maybe the pickup OEM's ought to pick up the phone and give the heavy duty truck OEM's a call as share information.

 

More gears works better, when done right. Of those improved numbers I mention, fleets have been moving from the traditional 9 and 10 speeds to 12 speed transmissions. Over 50% of Volvo truck Class 8 sales are with 12 speed transmissions now. And Freightliner is seeing a higher percentage of 12 speed specs as well. Then there are a few of us that go even higher. I have 18 speed trans in my semi. Love the versatility it provides.

 

I would have no problem with 10 or 12 speed trans in my 3/4 ton if I could be assured that the OEM did it right. Again, they need to give the big truck folks a call. More gears and the tighter the RPM's can be between shifts and keeping engine in optimum RPM range with each shift.

Dirtbiker Enthusiast

Dirtbiker

Posted
Posted

I think that's what we're all hoping for! :driving:

That was the 8.1 litre I had in my 2006 2500. Wish i could have gotten another. Ths 6.0 doesnt get much better mileage and doesnt have the power it did.

Big Whiskey Senior Enthusiast

Big Whiskey

Posted
Posted

That was the 8.1 litre I had in my 2006 2500. Wish i could have gotten another. Ths 6.0 doesnt get much better mileage and doesnt have the power it did.

Yeah, those 8.1's had plenty of power, but were much more thirsty than the current 6.0 if you pushed them at all. I'd be perfectly happy with a truck version of the 7.0 engine! I think that would be a good compromise of power and MPG.

Hockeylover86 Enthusiast

Hockeylover86

Posted
Posted

Well, the tuning for every last drop of mpg is not limited to the smaller stuff. The pressure has been by gooberment for everything from a small car on up thru a Class 8 truck. Only difference, the big truck engine OEM's have figured out how to get similar power and performance from a engine that now gets 25-30% better fuel economy, even with all the emissions stuff stuck on them now. A Class 8 semi, running from California to N. Carolina, with a gross of around 75,000 lb and kissing up against 9 mpg was fantasy land in 2000. But that ceiling has been broken and 10 mpg is within reach. And that is not at some 55 mph kind of thing, but 65-70 mph. Even fleet averages have gone up 20% minimum since 2000, all the while HP and Torque averages have gone up also. The key is, the heavy truck OEM's have figured out how to get much better mpg and not take away power and performance, but improve it. Maybe the pickup OEM's ought to pick up the phone and give the heavy duty truck OEM's a call as share information.

 

More gears works better, when done right. Of those improved numbers I mention, fleets have been moving from the traditional 9 and 10 speeds to 12 speed transmissions. Over 50% of Volvo truck Class 8 sales are with 12 speed transmissions now. And Freightliner is seeing a higher percentage of 12 speed specs as well. Then there are a few of us that go even higher. I have 18 speed trans in my semi. Love the versatility it provides.

 

I would have no problem with 10 or 12 speed trans in my 3/4 ton if I could be assured that the OEM did it right. Again, they need to give the big truck folks a call. More gears and the tighter the RPM's can be between shifts and keeping engine in optimum RPM range with each shift.

 

I'm sure we will see HD versions of the 1/2 ton 10-speeds within the next few years, that will help some.

 

The problem is the cost of these things, its yet to be seen with GM, but the 17 Ford SD's have some gassers approaching $70k depending on gadgets, but that's another topic.

 

I'm not as concerned about fuel economy in an HD, since I don't drive many miles.

 

I just want a high torque gasser to take the place of the over-complicated modern diesels.

revrnd Senior Enthusiast

revrnd

Posted
Posted

Discussing the capless fill cap on the '17s & a friend pointed out that the F150s had them too. Any idea how this set up works? Seems a bit counterproductive when the EPA/CARB is on the war path about hydrocarbons evaporating into the atmosphere. (I'm surprised I haven't seen the gas nozzles that cover the filler opening during my US travels).

 

Also, why would the diesels not have the same filler?

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