3/4 ton w/6cylinders??

[TomP]

While looking for a tow vehicle, I came across a '95 Chevy 2500 with factory installed 6-cylinder engine, & class 3 reese hitch. Any thoughts on acceptability for towing a 7500 pound trailer 2-3 times per summer@20 miles one-way---no way, right? Anyone use one or seen one used?

Thanks,

Tom

 

[Bird]

Twenty miles, two or three times a year? I wouldn't hesitate at all, assuming there are no other negative factors. I haven't kept up with recent changes in vehicles, but didn't know Chev. had a 6-cylinder in the 3/4 ton on that late a model. Which engine is it? The 4.3 V-6? And which transmission, differential gear ratio, etc.? As long as you don't overheat the engine or transmission, you won't hurt anything.

Bird

 

[scruffy]

I'd sure check back on the specs for that model/engine combo. My 95 RAM is only a 1/2 with a 3.9 V6, and it was not recommended for towing anything, but hey, It can't read.
While not being a speedy, it will hang in there at 55/60 mph with no problems....provided you put a good cooler on that transmission. Like Bird said, keep a good eye on the temp. I towed a 16 foot car trailer cross country with an L175, FEL, and box blade, plus other crud stowed on the trailer and the P/U bed loaded....it did okay. Towed the tracter from SOCAL to SO-ORE a few times also.

 

[s1120]

No problem. You are not going to go fast, but it will pull it. A modern 6cyl has more HP then the v8's of the pre60's and they towed.

 

[Kelvin]

The suspension and brakes should be pretty much the same as a 3/4 ton model with a bigger engine.

If the axle ratio were a 4:10 or 4:11 or so, then you should have no problem towing, but you probably wouldn't want to get on the interstate highways or other roadways where traffic is moving along a 60+ mph.

If the axle ratio is around 3:55 or lower (for fuel economy) then you might very well have a problem with acceleration while towing.

If you get serious about purchasing the truck, I'd make a test "pull" of the loaded trailer part of your required items to analyze during the test drive phase of the purchase.

Kelvin

 

[gws]

My 6500lb boat is a hard pull on my 1/2 ton chevy with a small block v8. I am supprised you can find a 2500 with a 6cyl in it? Was the orginal motor replaced? As for towing a couple times, that should be ok assuming your on flatland. If your talking about a hilly area might be better just to hire a wrecker to tow it. the 20 miles.

Gary.

 

[cowboydoc]

It used to be very common to have a six cylinder in pickups. Ford had their inline six which was a decent towing pickup. Chevy had the six cylinder for a number of years. One buddy I had in my college days had a Ford with the inline six and we pulled a bumper three horse trailer with three horses and all our gear to rodeos all over without a problem. You could go 70 on the interstate no problem. The only thing I didn't like about it is it was noisy as it was only a 4 speed. It really needed an overdrive. As far as safety wise you wouldn't have one problem at all. You are just going to accelerate slower and be slower on hills. Other than that you are going to brake just as good as one with a V-8 and the suspension is also going to be the same. I don't see that you'd have one problem with it whatever you wanted to do as long as you weren't in a big hurry.

 

[StanInCalif]

I agree, Cowboy- That Ford 300 cid six was a mighty fine light truck engine and so was the GM 292. -Just ask UPS. I think we are placing too much emphasis on the number of cylinders; It's cubic inches that matters. I used to drive a truck with a six cylinder engine (gvw 30,000 lbs) and it hauled the mail- 'cause it displaced 590 cubic inches. -Stan

 

[scruffy]

Stan, I would heartily disagree. Todays engines have a much lower compression ratio than those of yesteryear. Translation? Thanks to Uncle Sammy, and the EPA, the newer engines, while having the same or more C.I., have less power due to the lower compression ratio. They do not have the same torque and power at lower end of the RPM range, but with a rig that has a decent rear-end gear ration (4.10, 4.11 etc) they will pull the loads.
An example that comes ready to mind, an AMC 390 V8 had 10.5 to 1 compression ration on the cylinders, the mandated change (smog, etc) dropped that down to 8.0 (or 7.5) to one, which was evident in the 400 c.i. that replaced the 390. The 390 developed (factory stock) 345 brake horsepower, and the 400 was somewhere around a 100 h.p. less (I don't remember the specs). Of course somewhere in there, the method of determaning BHP also changed, reflecting a lower hp rating.
One of the diff's in 1/2 vs 3/4 ton rigs will be in the axle size (diameter) and bearing size's. Put the same load on a 1/2 ton and a 3/4 ton, and (speaking heavy load here) you can and will get bearing chatter out of the 1/2 ton rear axles, whereas the 3/4 ton will not give that phenominum....but were talking load actually on the rig, not a trailer.
Of course, I expect some to take umbrage at my comments, but it is my own opinion and experience.

 

[StanInCalif]

Scruffy-
True, smog regs took a big chunk out of performance in the 70's and 80's, but we got it all back with the advent of electronic fuel injection. Case in point- we had (at work) an '86 Ford 3/4 ton 460 (carbureted), and an '89 Ford 1 ton 460 (EFI). The former was a dog; the latter a hot rod. This illustrates, if anything, your point- that management of cubic inches is as important as cubic inches. My point, however, was that the total displacement, measured in cubic inches, was what mattered, not the number of cylinders that went into the equation.
The superiority of the 3/4 ton axle is due primarily to its full-floating design - each wheel rides on two (tapered) timken bearings, whereas the 1/2 ton typically rides on a single roller or ball bearing. As you mentioned, the 3/4 ton's axles are also quite a bit beefier. This is good, as we all tend to push light trucks past their design limitations. - Stan