I love my V10 and more power is alway welcome but if it's at the expense of economy I'll take what I have with better economy.

 

I don't think I could agree with you more here. That 1/2 ton pulling 10k might be just fine going straight down the road with no wind, but I wouldn't want to be the pilot if things get a little hinky.

I'm not a big fan of operating ANY piece of equipment close to its maximum rated capacity. It doesn't leave any room for error and I'm sure it will significantly decrease the service life.

"I've got the biggest wee-wee" contest - That's classic...

 

the new LBZ diesel pickups do get better economy with more hp, where have you people been. the 10k is something on wheels that can stop it's own self .......

i think all of the gm trucks all have the same basic parts except for motor tranny and leaf springs, and maybe front suspension. i think that is the only differences i am just about 100% sure the 1500HD on up to the 3500 srw are the same frame, breaks, rear ends body etc.

i even think the 1500 has the same disc breaks as the 3500. so other than leaf springs, idk why their would be a huge difference in weight ratings.

 

I'm not quite sure I would be bragging about that.

 

I think he can brag that a 1500 has the same body as a 3500, that would be advertisement in anybody's book. Awesome in my opinion to know that our 1500 has that good of a frame.

 

See if you can find a source for that information. The very fact that there is a difference in ratings suggests that there are differences in the brakes, frame, axles, as well as the suspension. The 5.4 (3 valve) and the 6.0 certainly have plenty of power to pull a 10,000 lb. load so I suspect the difference in load rating between 1/2 ton vs 3/4 - 1 ton is not solely powertrain related. Polar Bear will probably have the relevant information.

Yes that 10k is on something (a trailer) that can stop its "own self". But, with this logic you might as well tie that 1/2 ton pickup on to a 20,000 lb trailer. Both the Ford (with 5.4) and GM (with 6.0) 1/2 ton trucks have the engines to pull that load.

However, there is a LOT more to safely pulling a trailer than the ability to stop.

 

I'm gonna call ya out on this one maximizer. First, we were never talking about any of the HD 1/2s, which are essentialy 3/4s with a 1/2 ton body (depending on year and brand). More Hp/Tq and better economy has yet to be the standard, everyone that you ask will say "yeh my new diesel has a lot more power but my economy just isn't what my old one was". If you gave me a dollar for every time I've heard this I could put another tank a gas in my SD. I would also bet there are more differences than you think between the 1500HD and the 3500 otherwise they'd all be rated the same. Also weight has a big part of towing. The tow vehicle has to have enough heft to properly handle a XXXXXlb trailor. Sure you can tow 10k with a half, heck you could tow 15k with that same 1/2 ton but controlling the load and not having the load control you is another story. Things like wind, sway, hitch weights and axle weights all play a very commen part in the final equation. I really don't know what the GVWR or RAWR rating is on any of the 1/2 tons but I'm guessing that none of them allow for a 2,000lb pin weight. A 10k lb trailor should have roughly 15-20% pin wieght and from what I've seen on the road most poeple put alot more than that on trailors because of improper loading.

Another thing about towing 10k with a 5.3, 5.4 or 5.7 is that the engines will do it but not efficently, happily, or very quick. On the other hand I wouldn't want to tow a 10k load with a 1/2 ton more than about 55mph and that may be pushing it depending on the road, the wind, and the trailor. I tow my boat and camper in tandem (yes it's legal) and yeild 7-9 mpg with a 17k lb GCWR @ 60-70mph (depending on side wind, how much of a hurry I'm in, and if I hooked up the antisway bar). One of the guys that runs with us has 97 chevy half ton towing roughly the same load (excpet his is fifthwheel), he cann't run much over 55, hills are a problem, head wind is a problem, side wind causes handling issues and he's only yielding 5mpg! Yeh hes towing 10k but he himself will tell you that a 1/2 ton is not only not enough to do it but it's also not real safe! Yes I know the new 1/2s are better tna the old but there still not up to the task not matte what they stamp inside the door. Heck my F250 is Identical to a F350 (short of the badges, a 2" taller rear block, and a door sticker) yet the F350 is rated for another 1100lbs of payload. This kinda contradicts what I sated above but it proves the point about what ever is stamped inside the door doesn't meant crap!

JFYI, I do believe the 10,000lb rating on the GM is only on the HD line with the 6.0L engine. I'm guessing this is why you brought up the 1/2 ton HD maximizer? Correct me if I'm wrong because I'm not sure on this.

As far as the original topic they both have there own attributes and negitives, also its not just the engine that makes the truck! I would also be in favor for a diesel half ton that makes like 200hp and 350-400 ftlb and gets about 20-25mpg. I still wouldn't have one since I don't think a half ton can handle the load I'm towing but it would sure make it an impressive pickup that would appeal to many that use there pickups for there commuter vehicle.

 

The primary difference, when the HD2500/3500 pickups were introduced, was the frame- it was designed specifically for the Allison. That frame isn't shared with any other pickup line, including the HD1500.

 

SLE, Thank you for detailing my comments in post #66.

I originally brought up the 10k trailering cap. on the 1/2 ton Silverado when equipped with the 6.0. I didn't know GM was still producing a "HD" 1/2 ton. The advert I saw didn't specify.

Polarbear, I knew you'd come through with the facts.

 

Hey, the info I'm reading says the new 3 valve engine is, and I quote "Suprisingly, the three-valve head has virtually no weight penalty over the two valve-head. Using a clean-sheet approach, Ford engineers designed an all-aluminum head with a single camshaft and magnesium cam covers. This three valve head hs actually dimensionally smaller and somewhat lighter than the two valve design for the 5.4 liter engine, while offering more rigidity and strength". March 2003 issue of Off-Road Adventures.

 

Actually the 5.3 now has 320hp and 335tq and I heard will be bumped again after the third gen vortec heads come out. They are both great motors just try them both out yourself I have been in both and prefer the 5.3.

 

Magnesium cam covers? If I remember correctly, magnesium is a violent burner. Remind me not to toss any matches in that engine bay!
Good design though, must admit. J..D, do you know when the 3rd gen heads are expected on the Vortec? That'll be the next time we get a new vehicle.

 

Close- 310/335. I believe the Gen III heads will arrive with the GMT900.

 

magnesium burns when exposed to air. that is why it is kept in oil filled jars.

 

Hey now I didn't write the article, I just copied it down here. If they got their crap wrong, oh well. Thats what it says. Maybe its some alloy or something that has it in it. Beats me?!?