Being as you are in a flatter lower elevation part of the world. You should do ok. You will not be a speed demon off the line, but will do ok. You can probably go 45 or so in first gear if need be to get the trailer up to speed. I can go that with my 4.10 geared rig, but have a taller 1st gear than you. Hills you will be in 2nd, you may find on level ground going 55-60 that locking out OD and drive in 3rd will give you the best power AND economy/ie fuel mileage. Many 3.42 geared GM rigs with gas motors have gotten .5-1 mpg more staying in direct vs OD. If you can drive 65 or more, mpgs go way down, you should be able to hold OD. If you have 4.10's, then you could hold and do ok in OD!
Reality is, the axel ratio is not always the true factor as to if you are safe or not. Staying under all the axel ratings is the main key, along with being balanced on your loading of the trailer and van. I've driven many miles over a manufactures gvwr/tow rating and never felt a hint of white knuckle issues. BUT, I've been under, incorrectly loaded trailer, and had many a white knuckle issue towing.
At 255up it is the.vortex. the two or 2bible did not have but 180-200 up. Not as perky.as the.vortex. the vortex 350 is a stronger puller than the tbi/4bbl 454s I've had.
Power wise, trailer is.Not an issue. It's going to be the rear diff and payload.
In addition Ford has announced they are spending more money to tool up the Ohio plant where they are building the new F650/F750 trucks and adding another line just to build it's F450/F550 trucks. Made in the USA...Yes! :B
So they all come with the 6.2L then? :B
Perhaps someone from Ohio,USA can chime in...
Or someone from Ford’s "Engine Plant II" in Chihuahua, Mexico unless Ford is shipping them sans-Powerstoke now...
A little like finding a jalapeño in your apple pie! :BYou really want to talk about Mexico? Do you know where the Aisin transmission is from? I will give you a hint. My wifes KIA SORENTO has one in it.:B
Some folks forget we are in a global economy, whether they like it or not. Someone in bangladash may very well own a few shares in ALL the above companies. Much less the few that live in Antarctica......so profits go ALL over the place, not just to HQ of the company!
Most companies also make very light duty/small things, along with heavier duty larger things. At the end of the day, if it works for you, then it is a good thing, if not, a POJUNK!
One issue many seem to have with 15 series GM's is the rear axel itself. overheating. so use the best oil you can per say. You may want to put on one of the larger covers to help the oil stay cooler, along with it adds a bit more to the axel.
I have yet to trash a 4l60 trans towing or otherwise. 4l80's and its predecessor the th400, oh, about 30K mile replacement like clockwork! At $3000 per unit! The longest 4l80 is in my 2000 c2500, it runs empty with a 350 in it most of the time. Where as the others with 454;s were running above gvwr but close to gcwr towing 50-75% of the time. Bad tranny for towing all the time IMHO.
If you really think you will have issues, find a 2500 van with 8 lugs, then you will be better off in most cases......excepting the trans in a GM, UNLESS, you can get a new enough one with the 6l90.....now to figure out how to stuff one in my 2000.....dang computers......
only real issue will be payload of the van. The HP torque specs are on par with my C2500, I've pulled upwards of 8K with out issues. The motor will be winding out a bit. It will pull a 6K without issues. I pulled my old Fleetwood 24c a few times with out issues.
You probably also have the 4l60 tranny, where I have a 4l80. While stouter in some senses, the gearing is better in the 4l60 than mine. Even with 3.42 gear sets, your overall low is lower than mine with 4.10's.
Sterlings have not been sold for at least 1-2 or more yrs back. Altho there may some some residual stock that is left. Also how in lt duty truck sales, one sees honda listed at times.....
Chris, WHile the 1000 was designed initially for 25/35 series trucks, it is used in rigs up to 19500, ie class 4 and 5, the 2000, same basic tranny is used in rigs up to 33K lbs. I would certainly put these two derivitives as MDT used/rated. Maybe not as high as the 3000 series.....
If you look at the video carefully, You will see something in the passenger seat, which to me looks like some kind of air brake unit. I could be wrong.....but something appears to be there to make those brakes stop the trailer!
The BK/bailout GM did stopped production of the class 4-7 trucks they offered. It was one way to cut costs etc. IHC toyed with buying the lines, but never did. The Contract with Izusu to build and market the LOC class 3-7 rigs also was severed. But recently re-signed if you will. So there may be a few class 4-7 rigs in the GM sales figures. Reality, probably very few.
SO yes, the GM sales figures will be low. Personally, If the list is one I have seen from "Light and Medium duty truck" which I have a freeby subscription too. The numbers are probably right. These figures are ment to show ONLY rigs in the 10,001 gvw to 32K gvwr ONLY!
Another thing that may or may.Not be included. Some rags like this ONLY include cab.and chassis figures. This could also help.a few the.numbers.
Then again from my book, if numbers are generally.speaking up from a year ago, that is good, no matter the brand.
Issue is, MANY of us still use these truck in commercial settings. Out of the 500,000+ miles I have towing trailers, less than 100K of that is an rv. The rest is what I would call local delivery commercial.
Hence why I would choose for this part of the test, the typical min speed on interstates.
Then another for folks. Back in 92 when I bought an rv, there was a ford poster on the wall. Max trailer spec at the time was 10K for a 8 lug 250/350. That was with a trailer that had no more than 80 sw ft of frontal area. it ws reduced 2500 lbs if you were between 81 and 100, another 2500 for 101-120 to 5000 lbs. and trailers over 120 sqft was NOT recomended you tow with your F series trucks. Some similar deducts were there for the Ranger and Aerostar vans with the 4.0 V6.
I would prefer to call trucks by class rather than name to avoid confusion. I have owed two Class 1's, a Class 2b and now a Class 5. Payload is definitely an inaccurate way of describing trucks with the same name but configured vastly differently.
I am with you there.
I take back what I said earlier, it was less than ten years ago that 250/2500 trucks had the same GVWR of this Titan XD.
2010 Ford F250 5.4L GVWR 8,800 lbs
2013 Ram 2500 5.7L GVWR 8,800 lbs
2010 Chevy 2500HD 6.0 GVWR 8,500 lbs <--- this one is technically a "1/2 ton" since it is below 8,501
Depends upon YOUR definition of a half ton, or what "I" would call a class 1 truck. Since over 6001 lbs, it is a class 2 or 3/4 ton! Along with a LOT of 15/half ton badged trucks frankly.
I believe the split between an HD and LD class 2 is 8400, not 8500, but I could be wrong.
Techniquely speaking from the federal truck stds,
up to 6000 gvwr is a class 1
6001-8400 is a ld class 2
8401-10000 is a HD class 2
10001-13.5K? is a class 3
13.5-16.5 class 4
16501-19500 class 5
19501-26K is class 6
not going into 7 and 8.......needless to say, yes, a 35 badged rig with a less than 10K gvwr would be considerd a class 2, or 3/4 ton style truck. Even my 89 GM duallie, with a 10K rating per GM back then, was a class 2, as its gvwr was not over 10001!
Glad you got posted, I just sent you a pm back with a "I've been using trailerlife.com to post" when I have been having some issues the last few days. For all, I have reported my issues to the upper folks I report to in a forum we talk to ea other on about issues etc. It may very well be a server issues, along with what will hopefully be an improvement on the way......wait until you "I'll see it, to believe it" if it shows up....
Back to shiners thoughts.
I understand your thoughts. Issues with your grade options. An interstate per federal law, for the most part has a max of 6% with short bursts to 8%. So from the towing up a grade standpoint at a minimum speed of X mph....5% is adequate in my book. Not real sure a 45 at 6% or 55 at 5% is going to make that big of a deal. One could end up with too much cooling on lessor roads and environments in such a manner that rigs will not due as well from an mpg etc standpoint.
You do not get into the 15+% range until on city or at best typically county roads. Sometimes a state road, or for sure forest service, driveways etc. So can a person go 45+ mph on these types of roads? maybe, do I need to, not! in reality, a max 35 on a 15% grade is plenty in my book based on the types of roads I have seen, most of not all I have driven up, the max speed limit has been 25-35 mph. With this in mind, the HP/ability to go faster than this is not needed. From my bases, its being able to stay going! having burned up an auto trans or three do to lack of gearing in trans, not axels!
Grade braking would be good, say 25 mph max on a 10+% grade in low gear or maybe 2nd......max 35-40 on a typical 5% freeway grade I just went up meeting the uphill performance spec in min 2nd, maybe 3rd or max gear below direct!
Adding a few more thoughts on what should be included.
3 frontal area figures, for a full size 60, 90, and 120 sq ft. With these broken down to 3 other figures, aerodynamic setup, say an airostream/boat. moderate, typical boxy trailer, and a very unaerodynamic setup. Some of you have probably seen contractors with pipe rack etc on trailers, along with some kinds of construction equipment that are not aerodynamic in nature. As an example, some figures I've worked out in the past. A 15K rig with 70# of FA, takes about 105hp to go down the road at 60 mph. Same weight at 90#, 135HP! same hp as a 26K/70# setup!
Another reality is, no matter what minimum spec is chosen, SOMEONE is not going to like the specs. For some of the same reasons I do not. I go up way steeper grades locally than the specs call for. With no deduct in specs for wt reduction of i am going up these grades. I'm not in a mode to buy $3K trannies like 30K mile clock work as I have done in the past with trucks.
There are a lot of factors that go into how well or will not your rig work. Even tire types, 60 vs 85 series, radial vs bias, traction vs hwy will effect who well, fast etc you rig will do towing. Most of these things are also somewhat predictable with formulas that engineers have worked out throught the years. so literal testing is not needed per say, but yet still testing needs to be done.
ps, I had to copy and past into TL to get this to work......grrrrrrrr!