Silverado 3500 HD capabilities

[handirifle]

Ha yea, to each their own, I guess. On the subject of mowers, I just replaced mine too. I have an old MF1010 tractor (16HP) and really wanted to replace it with a used Kubota BX with loader, drag box and a belly mower. I figured I could get $4K for the MF and the new rider was $3K so if I could get what I wanted for about $8K I would only be out $1K difference and one vehicle to maintain, AND it would be diesel, and 4WD to boot. But alas, prices are not even close to $8K for the BX like that. More like 10-11K and out of my price range currently.

I ended up getting a Husqvarna GT52LS instead with the 24HP Kawasaki engine. I am not disappointed in the mower at all, but still wish I could have gotten the Kubota. Oh well, life is about choices.

Don't forget to look for your diesel chain saw too . Just imagine a 22" chain saw that doesn't ever bog down. Might be a tad on the heavy side, but then again so many of the newer diesels are all aluminum, ya never know.

 

[handirifle]

Copperhead, looking over the ETHOS link, the engine is interesting, kinda of a mix of diesel and gas tech too. Although they don't quote numbers for economy I see they most likely HAD to incorporate the start/stop technology to get there. Still it's a step in a better direction that Hybrids or all electrics, in my opinion. The performance, at face value seems impressive, so I guess it will be a wait and see game. At least they are working with one of the finest engine companies out there.

One thing that really needs pointed out about E85. When at the pump a few weeks ago, I saw an E85 pump, the first I have seen here. It was priced about $1 less than 87 octane gas. Some fact must be shed to light. I seriously doubt that E85 fuels are NOT federally subsidized currently, and would like to know what the TRUE market price would be. Also, current production of E85 causes corn and MANY other crop prices to skyrocket, thus hiding the true cost of the fuel itself.

I am ALWAYS leery of government mandated fuels and their associated hidden costs to taxpayers.

 

[rmk700]

So I tested out the (HDC) hill decent control on my new Silverado 6.0L 3500 HD Z71 and it held well at just 3 mph. How exactly does it work? While descending, my brake pedal did not automatically press down nor did my brake lights come on. Only tested it at 3mph but the engine seemed to not change rpm's. It's a gas engine so it can't be like exhaust brake in the diesel's. Is it controlled in the transmission?

My last new truck was 15 years ago so I'm trying to learn all this new fancy stuff they have no days. Did some searching and reading manual but not getting the info on exactly how HDC works.

 

[HHR]

One reason that your brake lights don't come on is because you aren't actuating the stop light switch that is tied to the physical brake pedal. The HDC keeps the truck from exceeding a set speed by applying the standard wheel brakes using the ABS pump/controller.

 

[94BULLITT]

So I tested out the (HDC) hill decent control on my new Silverado 6.0L 3500 HD Z71 and it held well at just 3 mph. How exactly does it work? While descending, my brake pedal did not automatically press down nor did my brake lights come on. Only tested it at 3mph but the engine seemed to not change rpm's. It's a gas engine so it can't be like exhaust brake in the diesel's. Is it controlled in the transmission?

My last new truck was 15 years ago so I'm trying to learn all this new fancy stuff they have no days. Did some searching and reading manual but not getting the info on exactly how HDC works.

The ABS pump probably applies the brakes.

 

[aczlan]

So I tested out the (HDC) hill decent control on my new Silverado 6.0L 3500 HD Z71 and it held well at just 3 mph. How exactly does it work? While descending, my brake pedal did not automatically press down nor did my brake lights come on. Only tested it at 3mph but the engine seemed to not change rpm's. It's a gas engine so it can't be like exhaust brake in the diesel's. Is it controlled in the transmission?
My last new truck was 15 years ago so I'm trying to learn all this new fancy stuff they have no days. Did some searching and reading manual but not getting the info on exactly how HDC works.

It looks to be a combination of engine braking and the regular brakes. A gas engine will do some engine braking, but not as much as a diesel.

One is Hill Start Assist, and it's just what it sounds like, it holds the brakes for up to 1.5 seconds while facing uphill or until you hit the gas. Keeps you from rolling back. I would say this is handy, and it probably is, but where was this in the days of a manual slush box???

One is Grade Engine Braking (really not sure of the name, or IF it has a distinct name). Think of it as a cruise control jake brake. It uses the engine to maintain speed downhill, particularly when you have a load. It can rev the engine rather high, you'll know it when it happens. I think this is standard issue on nearly, if not all trims. It works at higher, cruise speeds and doesn't involve the brakes.

Last, but not least is Hill Descent Control. Only comes on certain packages, (I know AT has, I think Z71 has as well), and it requires a push of the button. Low speed operation only, think <37 mph or something like that. It's like cruise control for SLOW down hill descents. Uses a combination of engine braking (mentioned before) and conventional braking. Yes, it will apply the brakes FOR you. But, at least you have to actively select this by pushing the button on the console. Do you have it? Well...do you have the button??

Aaron Z

 

[DavesTractor]

You will never be checked to see if you are over your 'suggested' manufacturers GCWR. You will however be scaled for individual axle over loads and truck and trailer GVWR's. You will also be checked for an adequate RGW on your trucks registration. That's what happens in the real world.

There are people who will claim you can be sued for exceeding the 'suggested' GCWR in the event of an accident. I have yet to see any of those people provide a case reference for such a thing.

Prepare for the experts counter point....

Precisely correct, at least in California. They are mostly concerned with being over weight on any axle or on any tire. You can legally haul way, way over the manufacturers GCWR and not be in trouble with the DOT guys....however, I'm not saying that is safe or smart. I suppose it could affect your warranty (if you were still under warranty) if you advised the dealer that you gross combined at 30k on a 1 ton.

It's easy to see the need for an F450 or F550 when you start hauling a loaded tandem dually gooseneck. Huge rear axle rating and big brakes.

 

[DavesTractor]

Spare me that excuse. How do semi trucks accelerate and keep up with cars? You will trip cattle off thier feet accelerating like a mad man. How did farmers haul a gooseneck trailer full of cattle just a few years ago with a 165HP 350 four barrel and a three speed automatic?
Just come out and admit that you want a diesel with a tuner for snorting around town Saturday night rolling coal and doing burnouts.

Those days were not the good old days when it comes to towing. Yes, you could get it done. Just like farmers at one time had 20 HP tractors 100 years ago and they did well compared to horses.

If you tow a lot, more HP and torque is more than just bragging rights. We do a lot of towing, some of it heavy, and have several trucks in our mini fleet. Our oldest is a 2002 Dodge Cummins HO with a 6-speed manual. While still a great truck, our 2006 Duramax trucks and our 2008 6.4 F350 will flat out leave the Dodge at the bottom of a big grade if we are loaded heavy. But they also have 100 + more HP and torque. The Dodge hasn't gotten weaker, but our perspective has changed. I could agree that we don't "need" the extra HP, but we sure enjoy running up the Siskiyou Summit on I-5 at max GCWR (or higher ) at 55mph, instead of 35mph with the flashers on and the heat gauge climbing....

 

[rmk700]

Precisely correct, at least in California. They are mostly concerned with being over weight on any axle or on any tire. You can legally haul way, way over the manufacturers GCWR and not be in trouble with the DOT guys....however, I'm not saying that is safe or smart. I suppose it could affect your warranty (if you were still under warranty) if you advised the dealer that you gross combined at 30k on a 1 ton.

It's easy to see the need for an F450 or F550 when you start hauling a loaded tandem dually gooseneck. Huge rear axle rating and big brakes.

So how do they know the max weight of every axle with so many variances? My pickup truck and trailers have no max weight limits on registration. I'm sure many trailers have missing manufacture specs indicating max weights.

I know that business owner and commercial semi's are a whole different deal. Mine is just for personal/farm use.

 

[rmk700]

It looks to be a combination of engine braking and the regular brakes. A gas engine will do some engine braking, but not as much as a diesel.


Aaron Z

Thanks, that's interesting. I think the Duramax can have both, an exhaust brake control and hill descent control.

Makes sense using the ABS to keep it slowed down.

 

[mikehaugen]

So how do they know the max weight of every axle with so many variances? My pickup truck and trailers have no max weight limits on registration. I'm sure many trailers have missing manufacture specs indicating max weights.

I know that business owner and commercial semi's are a whole different deal. Mine is just for personal/farm use.

Every vehicle I have owned (cars included) have had this information on the sticker in the door jamb. Trailer... well they "should" have this information on a placard somewhere, but as you said, they aren't always there.

 

[Copperhead]

And even if a semi truck has a 600 hp 2050 lb torque engine under the hood, when hauling livestock they are going to accelerate at a slower pace than what they could do with a dry box full of some other product. You don't need livestock falling down and being trampled. Only advantage to the power in that kind of setup is less downshifting on grades and being able to maintain a good pace when up to speed on the highway.

But for anything else, a livestock hauler would brake like they had only one working brake, accelerate like they only had a Honda 4 cylinder engine, and take corners like the truck might tip over at any moment. When these things are not an issue, then yes, do 80 mph if you want. Once they are moving, cattle could give a rip how fast you are going, except it is less stressful on them to get where you are going quicker and get them unloaded.

 

[DavesTractor]

So how do they know the max weight of every axle with so many variances? My pickup truck and trailers have no max weight limits on registration. I'm sure many trailers have missing manufacture specs indicating max weights.

I know that business owner and commercial semi's are a whole different deal. Mine is just for personal/farm use.

Our DOT guys tend to pretty much know axle ratings, but I'd say they would look for tags on the truck door jamb for the truck first, then look for the trailer tag. If you have no tag on the trailer, I'm not sure what they do, but I'm pretty sure they would make it your problem. Probably fine you for not having a tag! At minimum they will look at tire ratings and do the math and make sure you are not over that.

The best way to not get checked by the CHP commercial guys in our area is to properly secure your load and make sure your breakaway chains are hooked up correctly and are obvious. If you look like a yard sale on the way to the dump....you are just too tempting of a target.

 

[Copperhead]

That's pretty much it. DOT is more up to speed on what pickups can do than most folks realize. And they are going to look at OEM axle ratings and tires. You could be legal with axles but not with tires. They can get pretty picky if you give them reason to. Commercial drivers deal with this all the time. The DOT LEO's are paid by the hour, so they could care less how much time they spend with you. They have reams of manuals or can make lots of calls and can determine a lot without manufacturer tags showing axle limits and such. Best thing is to know all the details yourself and not make yourself a target. The more you look legit, the less chance they will take notice.

Can't speak to other states, but Iowa is spending a lot more time with personal users, farm owners, and others towing with pickups. Seems to be a trend. And if you are doing anything related to business use and farm stuff, if you are over 10,000 lb GCW you better have your CDL and medical certification up to date.