maryvillept wrote: Anyone know why Chevy dropped the 8.1 L?
I think the official explanation from GM was emissions tightening that it was unable to meet, and slow sales. There was not enough demand to make it a good business decision to revamp it to enable it to meet emissions. I know when it debuted, it was rated at 340hp/455tq, then lowered to 330hp/440tq in later years. The explanation for lowering the output was emissions.
2010 Cougar 322QBS 5er
2007 Dodge 3500 SRW Megacab, 4x4, 5.9L Cummins, 3.73, 48RE auto HYPERTECH MAX ENERGY or DIABLO PREDATOR tuning MBRP 4" Turbo back Scangauge2 for Boost, Coolant temp, Rail press & Trans Temp
Torklift Stable Loads
maryvillept wrote: Anyone know why Chevy dropped the 8.1 L?
1) Low take rate.
2) 1 less engine that has to be EPA certified every year.
3) 6.0L now has 360hp, most the 8.1L had was 340. Although the 6.0's 380tq falls way short of the 8.1's 455tq.
4) Also, with the end of the Kodiak line it didn't make sense economically for GM to keep an entirely dedicated engine line just for a few pickup, and marine engines.
I haven't towed with a 2007.5+ 360HP 6.0L, but I would love to have one if just for a few hours to see how it compares to my 2002 340hp 8.1L. I know my wife's 2001 300hp 6.0L has impressed me.
SoCalDesertRider wrote: In a new truck, the only gas engine truck I would choose to pull 15K would be the Ford 6.2 gas with 4.30 gears. The GM 6.0 with 4.10's isn't going to have the power. If GM offered 4.56's with the 6.0, I would consider it.
I'm 6.0/4L80E/4.10, the new 6.0 gets the 6L90E. The difference? My 2.482:1 first gear, new is 4.027:1 first gear. So where's the need for the 4.56:1?
The 4.56 axle ratio multiplies EVERY gear in the tranny by 4.56. The low first gear in the 6 speed is only useful when in first gear...
My 2010 3500 SRW 4x4 Dodge payload on the sticker is 2868.
Published payload for that configuration on a 2010 is 3130 for a short box and 3030 for a long box.
Published payload for my vehicle is 2140 with the sticker being 2160.
The brochure payload numbers are based on a stripper model truck. Add more weight to the truck in optional equipment and the payload goes down. Add passengers, fifth wheel hitch and other cargo in the bed and the payload left over for for carrying the pin weight is much less.
mkirsch wrote: Why do you people persist with spreading this "can't tow" theory around?
It can tow it.
Just not very fast.
If you've got the patience of Job, don't mind a leisurely cruise, and can deal with the constant stream of people roaring past you with their middle fingers extended, then go for it!
SoCalDesertRider wrote: The brochure payload numbers are based on a stripper model truck. Add more weight to the truck in optional equipment and the payload goes down. Add passengers, fifth wheel hitch and other cargo in the bed and the payload left over for for carrying the pin weight is much less.
Correct, just as with RVs. When shopping for a new truck that can handle the payload (e.g. 5th wheel pin weight) one needs it to, the published brochure payload is at least a starting point for reference that one can use.
I wish I would have read this thread before I used my wife's 6.0L gasser to tow 17,000#.
I didn't know before now that I couldn't do it.
I said " eventually "
It's fine as long as its not a 12 mile 6% grade of 2 lane road and I'm behind you. Well really, just about any 2 lane road I'd hate to be following you.
What is it with everyone objecting to slowing down driving up grades? Those of us with TransAms are gonna go hours before you, at first light, on Sundays, so we can enjoy 1g cornering around every bend with NO other traffic for miles.
Losing momentum? Inevitable. Safer? definitely. Impatient? Illogical.
'06 GMC C2500HD RCLB gasser 4.10:1, 4L80E, custom camshaft
'84 Trans Am 6.2 diesel, 700R-4, custom Class-3 receiver
'69 F350 dually. GM 6.2 diesel, turbo, 700R-4, NP208 all pending.
SoCalDesertRider wrote: In a new truck, the only gas engine truck I would choose to pull 15K would be the Ford 6.2 gas with 4.30 gears. The GM 6.0 with 4.10's isn't going to have the power. If GM offered 4.56's with the 6.0, I would consider it.
I'm 6.0/4L80E/4.10, the new 6.0 gets the 6L90E. The difference? My 2.482:1 first gear, new is 4.027:1 first gear. So where's the need for the 4.56:1?
The 4.56 axle ratio multiplies EVERY gear in the tranny by 4.56. The low first gear in the 6 speed is only useful when in first gear...
Exactly. And 4.56:1 x 4.03:1 is of NO use EVER!
I got 14k moving, and kept it moving, with 4.10 x 2.48, and Engineer9860 did 17k the same way.
SoCalDesertRider wrote: The 4.56 axle ratio multiplies EVERY gear in the tranny by 4.56. The low first gear in the 6 speed is only useful when in first gear...
What difference does it make if you're running in 5th gear with a 4.10 gear ratio, or 6th gear with a 4.56 ratio?
2002 Chevy 3500 DRW 8.1L/Allison
2000 Palomino B1500
...and the reason why I need a DRW to haul a Palomino:
2004 United 7x14 tandem axle enclosed toy trailer
2011 PJ 8x20 7-ton deckover equipment trailer
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