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I'm not sure I agree with "extreme" low speed, high torque sentiment here with regards to the prescribed use of low range. How about...whenever it's needed? A 2.72:1 transfer case and whatever differential gears these Silverados have (3.42's, maybe?) aren't producing "extremely" low crawl speeds. Or insanely high torque multiplication. Even with the 1st gear in these newer transmissions. But it does provide mechanical advantage and potentially better control at slower speeds. And with extra weight or towing, I think it adds mechanical sympathy for the truck as well. Plus, traction control and the other assists generally turn off when you shift into low range. Those aren't needed here, they'll work against you if you need wheel spin. In high range you'll need to figure out how to turn off the various modes those assists provide. Depending on the vehicle, those things don't all automatically turn off or turn completely off. While I agree that a farmer might have some great practical experience, a recommendation to "always" using one gear isn't very informed advice. If the farmer had said WHY and could explain the physics behind his prescriptive "always" I'd definitely listen. The way he's described here makes it sounds like he could either be uninformed or is telling everyone what worked for him, not necessarily that there could be a more advantageous way about things. -
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The AI response here is contradicting itself... torque and traction are different, more torque does not mean more traction. Too much torque will break traction. -
2024 2500 LTZ crew cab long bed 4x4. We pull a 5th wheel, not a bumper pull but regularly pull horses in a bumper pull trailer as well as a gooseneck. Our 5th wheel is 11,000 pounds GVWR. We've towed about 10hrs on the longest trip - after a mile or two, forgot the camper was back there except for going over bridges with a dip that gave a small bit of a bounce. Same will any horse trailer we pull (probably 8,000 at the most) and we don't even realize it's back there.
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