I heard an engineer say, a truck's frontal area is strongly determined by its cooling stack, which affects the rest of that truck's profile. Modern trucks make a lot of power, and there's a hard limit to a radiator's depth, before it just needs to be taller and wider. Then, you have to consider that an A/C condenser and turbo intercooler are in front of it, dumping heat back into the radiator, while also obstructing air flow to it. Increasing capability and efficiency is a complicated war of attrition 🙂
@brandonobaza8610 interesting. Back then, it was simpler and they could naturally use bigger radiators with less pressure. But I have wondered in my mind seeing a radiator infront of a radiator - will the heat transferred from the hotter front radiator just go and heat up the coolant from the main radiator that sits behind it? But thats the job of the cooling engineers. And considering most trucks will be under heavy load with not that much air flowing thru - whether it be a big displacement v8 running at 4000+ rpm under a load, or the fireball amount of heat generated by the turbos and the heavily pressurized pistons with all that air and fuel detonating and generating an ungodly amount of heat underload within mid to high rpm range. Alot that happens all at once and it needs to work as well as possible and as long as possible
@@blackice7408 They really are in a fix, as the saying goes. Design a body around those cooling needs and you're stuck with it, whether a different engine needs that cooling or not.
That’s true but that’s still better than an old truck starting at like 18 and dropping to 16 miles a gallon because you add weight to it. Where this truck goes from 23 to like 20 or 19.
Not with my truck my 23 loaded with 400-500 lbs of tools and regularly averaged 19-20 city 22 mixed and 24 highway. Also all my highway driving is 72 mph full city is stop and go around 35mph
@Mason-fv1zl except the old truck will run forever with little to no issues and is cheap to maintain over time. The new truck will break down frequently and be expensive to repair and maintain. Also the old truck will have much cheaper insurance and tags. A few mpg advantage in the new truck isn't going to save you anymore will you factor in all the variables.
Rented one of these for a few days. Best it got mixed interstate and rural was 18.5mpg. V8s, get 20-22mpg easily. It’s all about emissions though, and less about efficiency. I’ll keep holding out in V8s.
My 2023 Silverado with the Turbomax averages 20 mpg . Thats between highway and city driving really doing what I want with speed. Somedays are the speed limited and others are spirited driving because I love how the motor feels really sporty under acceleration. I have no disappointments or issues with the truck or motor. I would buy the same truck again.
I have a 2021 with 2wd 2.7 turbo and if I stay below 70 never average less than 25mph hand tabbed per tank. I use this as my sales vehicle in Atlanta and drive it 2,000 miles plus a month. If I drive 55-60mph I have hyper miled this to as much as 32 mph by the truck computer. I have actually gone 600 miles on just over 22 gallons. That’s 27 mpg hand tabbed! I also tow a 7000lb travel trailer twice a month. If I keep it 62mph she barely gets 10mph in the mountains of northern GA. I have almost 80,000 trouble free and have been super impressed. From a daily sales driver to weekend warrior she does it all.
@@TheGettyAdventurestrue story. I would say that I have made the same trip in my 2015 ram 1500 HEMI would get 10mph also. One thing no one gets is that it makes it max tq about 1600 rpms and when empty it almost never shifts down. My HEMI 8 speed was great but this inline torgue at low rpms is almost diesel like, dare I say. I think they work well for the average guy can’t afford a 3/4 ton and a commuter car both. That being said once we buy new home will be moving to a one ton and call it a day. Keep up the great reviews.
That’s pretty incredible! I tried a hyper mile here and there, but only get modest results on my old V8. The problem with so many MPG figures, however, is that everyone is trying to drag race from light to light! Slow down people!
Hi Alex, I have a 2022 Lariat with the 2.7 and a 3.55 tow package that came stock. When I drive from Sarasota to Ocala to visit family I fill up when I leave and when I get there. 5.5 gallons of gas is what I take but I don’t speed. Right lane and 60 to 65 mph. Mine is a 2wd so I am happy as an old truck driver and retired I am in no hurry. Great Video Thank You 🙏
I have 2024 Silverado 2.7 4x4. I get 22-24 on highway 17-19 in town. Depends on how I’m driving it. At 65mph on cruise control does best. Over 70mph and MPG’s starts dropping. Thank you for the informative videos
This is true for every single vehicle. The EPA’s “highway loop” is run at an average of 48mph. Then folks get in the freeway at 75-80 and don’t understand why they’re getting so much worse than what the window sticker says.
We have a 2016 F150 crew cab 4wd 5.0 that just turned 200,000 miles. I bought the truck new and it has averaged over 20 mpg pretty much the entire time. It has been, and continues to be a great truck.
I opted for the Turbomax because it was cheaper, capable of way more than I need, and intrigued me. I needed it to do truck stuff and that’s what it does, quite well. If I want fuel economy, I’ll buy a Prius. I moved over from the 5.3 and don’t regret it one bit.
My 5.3 V8 powered 2018 Silverado gets 15 mpg with mixed city and country driving. On a recent trip with a mix of interstate and country driving it got 19 mpg. Both numbers calculated. The DIC is consistently optimistic.
Yeah always good to check the onboard computer by verifying at the pump. My F-150 was the same, reading about 1-2mpg high at times. Fortunately Ford allows you to change the AFE bias to match what you see at the pump.
Im getting 16.3 on my 2019 5.3 on 34inch all terrain tires, leveling kit and removing the front air deflector below the bumper. All amsoil fluids, bg oil additive, chevron fuel additive, k&n cold are intake and transmission bypass
2014 Chevy Silverado LTZ Z71 with the 5.3 V8. AFM disabled. I have no problem getting over 20 mpg. Get good highway tires and it is easy. Don't drive like Richard Petty.
@@javierosorio5169 That is in an era when GM had the best trucks ever made. My son just sold his 2000 Silverado and it had over 300,000 miles. He slept in it for a while as his job was out of town. It would idle for hours with the A/C on. It is still running strong.
I drive a 2024 Colorado Trail Boss with the TurboMax. With up to 90% max torque at 1500 rpm, I don't think it would be much of a benefit to have 10 gears. My work truck has a 10 speed and that thing can't make up its mind on what gear it wants to be in, when I go over an overpass it down shifts. With the TurboMax/8 speed it doesn't downshift going over that same overpass with a light trailer.
@@ajmedeiros77Ford 2.7 eco-boost has a rubber belt oil pump design a recipe for a catastrophic engine failure they call it a wet belt. Check out you tuber I do cars dismantles a 2.7 eco-boost 👎👎
To be fair I don’t think us truck guys would chose this over a v8. It’s more forced upon us by the government. Fortunately the v8s are still available. I’ve only had v8 trucks and haven’t drive the 2.7 so I don’t have an objective option but I do enjoy the v8 sound and would struggle to chose otherwise.
2024 Colorado Trail Boss. 15-18mpg city, 20-24mpg highway, 10-15mpg towing a duel axel landscaping utility trailer. Going faster then 60-65mph, the mpg drops fast.
I just did a cross Canada trip pulling a 3600pounds travel trailer at 90-100 km/ hr, after 12500 kilometers I average 18,3 litres per 100 kilometers! Including strong head winds ( 3 days) and the Rockies back and forth! Very happy with this engine!
I live in CO and have a 23 GMC Sierra with the 2.7 Turbomax after almost a year of ownership. My average mpg is 23 - 24 hwy and 17mpg in the city. I agree that it is not much better than a V8, but I am pleased overall with the performance of this motor. I also tow a 5000 lb travel trailer through the Colorado Rockies and have no issues with performance.
Something that gets lost is you go watch the engineering videos behind this engine its primary focus was durability and reliability as a TRUCK engine. Comfort and fuel economy were further down the list. Theres things that can be done such as super lean burn which puts more heat into the rings, using thinner rings, using thinner oil, smaller bearings all adds up to better economy, but hurts durability in the long run. Granted only time will tell if those decisions to prioritize durability over max fuel economy will turn out to be true.
I have a 2023 Silverado 1500 4x4 with the inline 3L Diesel engine. I was getting 28-30MPG highway then I added a 4”lift and 35s and it’s now at 25MPG highway. This is the best engine option in my opinion.
I'll say this that 3L GM diesel compares incredibly well to the 3L ecodiesel in the ram. Fuel mileage is almost the exact same. The biggest difference I've seen and heard is GM gets there torque at lower RPM with the inline diesel and it is absolutely incredible
I consistently get 20-23mpg per tank in the summer, 17-19mpg per tank winter with my Turbomax. Best highway trips were 23-25mpg. Most recent one was Rochester NY to Monticello NY and back which has lots of long low-mid grade hills on the southern bit of I81 and Route 17 and managed 22.8mpg on that trip. I was moving going there, 75-80mph, but on the way back kept it 65-70mph. I have zero complaints about this engine either in the 21,000mi I've put on it. Tows great, plenty quick and light (5049lbs for a crew cab short bed 4x4). I'd buy another one, maybe a Colorado next time though.
My 2022 GMC regular cab 4x4 with a 2.7 has been getting 18 to 19 mpg my last few tanks of mostly city driving. My sons 2022 in the same configuration but with a lift kit and 33 inch tires is getting between 17 to 18 mpg. I have been driving my 2012 GMC 4x4 regular cab with a 5.3 in the same conditions this week and I get 15.5 mpg. The best highway miles I have gotten with the 2.7 is 23 but usually around 22 on the highway. My Power Wagon gets about 12.5 in the same city driving I do for context. I personally like the 2.7 engine. My computers in the GMCs are very accurite when comparing to actual mpg.
The epa is a joke. Vehicles are expensive today and don’t last. They have major engine problems need replacing more often all at a higher cost to the environment and consumer. Add Diesel emission fluid to diesel engines with all the waste of boxes and plastic jugs. Spillage of that toxic fluid at the pumps into the environment. We should be able to do better
The epa is a joke because government bureaucracy is always a joke. If your idea is that the epa was ever going to solve a problem rather than create 10 more trying to address one then you’re just plain foolish. The market will decide when we are ready to push forward with new technology. You can’t mandate it. But make no mistake, the whole point of the burdensome regulation is simply to force the common man away from independence and into a system where they must be reliant on government provided transportation. All of that is in service of an ever present goal for the few to control the many
I have a 2.7. I do a good mix of city and hwy driving and average just over 20mpg. The torque of this little engine is great. Pulls a car trailer and boat as well as the 5 3. I feel the weak point of this truck is the 8 speed transmission. It does not like 8th gear, which keeps the revs up higher than you would expect on the highway. Overall I feel the engine is a great choice for a half ton truck.
Well, 310 hp is 310 hp. Doesn't matter the number of cylinders, forced injection, V-tec or anything else. No matter what you still have to burn enough fuel to make 310 hp. Energy is energy.
I own 2023 Chev 1500 2.7T RWD and regularly get 10L/100km Hwy and around 12L/100km City. It easily beats the official specs especially if you drive 110Kmh or less
I've owned a couple of gm vehicles and I have noticed that they do tend to underestimate the fuel economy on the average display which I would take that rather than over estimate any day. Thanks for the excellent video as always!!
I am continuously amazed at the fuel economy of full sized trucks these days. I average right around 20mpg in my 22 RAM Limited. At one time I had an 09 RAM (also with the HEMI) and I was tickled if I got anything better than 16mpg. I have also had a 2.7eb and a 3.5eb and got just under 20mpg with both of those. Overall I like my 22 RAM Limited the best but it has little to do with the powerplant or MPGs. I like the smooth ride of the 4 corner air suspension and the design and implementation of the interior. Pretty much all major manufacturers have good powerplant choices with different characteristics but they are all good. Well Toyota has been struggling lately but I am sure they will correct their course.
@@bradhaines3142I agree gas has great power, it probably best for majority of people. For the diesel it’s not just the DEF, it’s also the maintenance WHEN it needs it and the oil changes. Factor all 3 in together makes it not worth it. BUT if you were to get rid of the DEF system.. it could see better longevity of the engine and potentially less repairs.
@@mr.adventure6507 oh yeah, drop def and diesel is great. their maintenance is more but also less. you have 3x the oil in a diesel, but you dont have spark plugs. you should change fuel filters in a diesel, but gas is cheaper. both have their ups and downs. 300k miles in a gas engine is great, but in a diesel thats just a good time for a relatively cheap rebuild.
@@bradhaines3142 your definition of "relatively cheap" must be different than mine. You can do bearings, rings, valvetrain etc. in an LS for less than the _injectors_ in a modern diesel 😂
I owned a 20 1500 Silverado with the 3.0 diesel. Averaged over 25 MPG over two years, sans towing, and got as high as 32 MPG on highway trips. I am not telling anyone where to spend money. I am saying that I made my $2K in engine premium back very quickly, until diesel was $7 a gallon in 22.
Diesels are great engines, I’m obsessed with the Chevy 3.0 and firmly believe that if they would take off the EGR and DEF shit, these engines would last so much longer and get better performance and mpgs out of it. BUT the cost of repairs WHEN it needs it, oil changes and DEF, collectively you’d be coming out negative.
@@mr.adventure6507 I couldn’t tell you otherwise. I can say that the regen cycle on the DPF was easy to manage: it was automatic. The only odd thing that happened to me for service was that after plugging in the block warmer when the temp was scheduled to hit -5, the radiator fan blew full blast for a full day before i took it in to the dealer. They fixed it shortly, and a month later a recall was issued. I didn’t pay that much for DEF, maybe dropped in 2 gallons every 7-8K. The oil was 6 quarts of dexos D light duty diesel oil (AC Delco) which I could only get from Duramax store on Amazon for a reasonable amount, about $70 for the oil and filter. I changed it myself every 5K. I think AMS makes a dexos D compliant diesel oil now.
@@Cloud30000 It's also significantly more expensive to insure, eventual battery replacement and due to the relative scarcity, you're going to pay more even if they currently aren't charging extra for the powerboost.
I think your videos that I’ve seen are good. 👍 This kind of test is good for comparing one vehicle to another. Not all that much difference. Take a 500 mile trip and calculate the overall mpg. Anything over 20 is good
I'm getting 18.5 to 19 hand calculated mpg in a mix of city and highway driving in my 22 Silverado 4x4 crew cab 2.7 turbomax . I was getting a little over 20 mpg before I replaced the factory tires with Falkin wildpeak LT tires.
Bought a new '23 Silverado Custom Crew 4X4 w/ 2.7 turbo in Nov of '23. I've never re-set one of the two trip odometers. The avg is 20.3. My previous truck was a '16 Silverado Double Cab LT Z71 w/ 5.3. It would avg about 17.8. So, about 2.5 mpg better. However, other costs must be factored in. I would have paid $6,000 more for a "23 w/ 5.3 when considering sticker price / incentives / rebates. That $6,000 bought 40,000 miles worth of 87 octane gasoline. Also gained 12% more torque (430 vs 383 lb-ft) @ 27% lower rpm (3,000 vs 4,100 rpm). 160 lb lighter weight engine. Have no regrets of choosing this drivetrain. '24 Turbomax Silverado's have 100,000 mile drivetrain warranty like the Duramax due to similar robust engineering designs.
Hi Alex. Incredible performance 2.7 4 cil. GM and 2.7 V6 cil. Ford. Although is not appropriate at hard work!! Always great yours analysis and back up!! Big HUG Alex!! 🤠
I rented a 1500 turbomax 4x4 for my typical roadtrip, speed limit the entire time 65/55mph mostly rural highways, one person, no cargo. 18MPG on regular, 19MPG on 93. However, I'm not sure the 93 was responsible for the improvement, as that tank had a 2000 foot elevation drop. My 3 F150's (all SuperCrew) 2009 5.4L 4x4 13.5mpg 2011 3.5L 2x4 17 mpg reg gas/19.5 mpg 93 octane 2018 2.7 4x4 18-19 mpg on any octane All of which are faster and more pleasant than the GM 2.7 4cylinder.
I have a 2024 Sierra and I am getting 22 mpg on county driving. Towing a horse trailer for a weekend show and going to and from for the weekend I am avg about 16 mpg on that tank. So far very impressed.
The trouble with using small engines to do big engine jobs. Is they always use more fuel to do less work. It has do with brake specific fuel consumption. NA engines run .5 to .4 whereas boosted engines run in the .6 range.
If your light on the pedal this engine sips. I drive 80 miles a day for work and I fill up about every 7 days. I’m getting 27-29mpg. Now this is going straight on a back road at 60 on cruise control. around town I’m still getting low 20s.
I have a 2024 double cab elevation with the 2.7L. Love the truck but the fuel economy when towing is definitely worse than my 2011 double cab with the 5.3. Around town it sips fuel but throw an enclosed trailer on it (roughly 3500lbs loaded) and hit the highway with some hills and watch that fuel gauge drop! I would buy the truck again as I only occasionally tow but if towing was a weekly thing I would rather have the V8.
Well, I guess I’m keeping my 2014 GMC Sierra! 5.3L with 107k miles. It has gotten 22 mpg average from the day I drove it off the lot to now. Many 60 mile highway trips to and from work, many short 10 mile trips to town and back, and several thousand miles towing trailers. So I ask, WHY?
I have a 2024 custom trail boss 2.7L fuel milage country 20.0 mpg Hwy23.0 mpg on premium fuel 93 octane on 87 octane you will get 3 mpg less (start stop is in off posistion always) Previous truck 2022. WT got 22mpg country 25 mpg hwy had smaller tires and no lift compared to my trail boss always use premium fuel with a turbo engine
I will start off with… Love your videos. And got to say I drove one of these engine and I loved the gas econom and how it as great torque…ultimately I ended up getting the 5.3L V8 and that said with Off-road tires in the summer I get 25.3 MPG at 60 mph. I And get around 19mpg in the city. I don’t use Auto Star/stop much I just make sure to not pass 2000rpm. I think GM have well tune these engine.
I have a 2024 GMC Sierra 4x4 with 7,821 miles. I’ve never reset the trip B since new, and it’s at 21.4 MPG. Compared to my 2001 5.3, and my trusty 1992 with a 350, 5 speed, I’m happy with it.
I do get the 22 Highway, about 18 city, but towing really kills it. 13-15. And I never use the start stop. 2020 Crew cab Custom 4x4. It’s not pavement queen, but I do beat it either. I haul some feed, take it out in farm fields, hunt, tow a small fishing boat. So far nothing but regular oil changes.
I have a 24 gmc single cab short bed with the 2.7. I do a lot of fwy driving around 80-85mph. The truck will average 20-21 mpgs. The craziest part is that it’ll do it at 1500 rpm😭
Have this engine in a Colorado. I live in a high elevation, very hilly area and I have a tent permanently mounted above the bed so added wind resistance. I get 18.5 mpg averaged across 25000 miles.
I have a 2024 Sierra Turbomax. On average, I get 14-15 MPG combined. The best mileage I achieved on a recent road trip was around 21 MPG. I typically subtract 2-3 MPG from the EPA estimates, as they never seem accurate for me. I live in Florida, so high altitude and thin air are not factors. I flow with traffic on the highway 75-85mph
I take off 15% from EPA and I take off 40% when the AC is on full blast which it would be in FLA on short trips, I don't have to tell you what the weather is like in FL.
Really? I usually tack on + 2-3 MPG on all my vehicles. EPA numbers on every vehicle I’ve owned are low compared to reality. My 2.7 highway gets over 3MPG better than EPA.
First time watching you, really loved you used math vs. the mileage computer. I had two earlier 5.3L Silverados, and as an engineer never believe them. Both of them, an 04 and an 07 (previous was totaled) were ~1mpg high on the computer vs. the math. BUT, why do you top it off? That can damage the evaporator system. I NEVER top off, and get tired of telling the attendant (we're in OR) to stop when the pump clicks. I believe that is the only way to properly fill and get good data. That being said I love my 03 2.7L. I won't tow much but I tell you on our last trip from OR to CA, passing really slow trucks on a two lane was no longer white knuckles. Our new truck would go from 55 to 100mph like nothing. YMMV. John
I have the 2024 Colorado Z71 So far going 75 mph I’m getting around 22.5 mpg. 3.7 turbo max I just installed the MBRP cat back hopefully it gets better
Your explanation of why turbo engines burn more fuel is phrased strangely - as though the turbo is the cause of more fuel needing to be burned, rather then the fuel being the cause of turbo spooling up. While the turbo adds another factor, there's still a throttle body, controlled by a calibrated computer, ensuring that only enough air reaches the cylinders to allow for the desired amount of fuel to be burned. There's no need for the engine to arbitrarily add more fuel unless more power is desired. My understanding has always been that while almost all modern gas engines start running richer at high loads, turbo engines start doing so much earlier, in order to protect against detonation,. Usually at a point just past what is required for EPA testing, I'm sure. As the old saying goes, "You can have Eco, or you can have Boost, but not both".
The detonation suppression is not as big a factor in the mpg. To get the same feeling of acceleration with a laf displacement turbo'd engine you as driver will depress throttle more and cross the line where the turbo engine cfm of air goes beyond the large displacement naturally aspirated engine computer. Both types engine will be in the same stiochiomteric boundaries for emissions. Regularly use scan tools and gave parameters that I will monitor for emissions faukt codes. Going away from a stop the load factor on turbo engines will climb significantly with a turbo engine while it takes what is sensed as a lot more pedal to get to that point on larger NA engine. The "magic" of hybrids is the ecm is using the pedal input ab ND gets you to the feeling of expected acceleration by using electric motor assist (or full electric depending on the vehicle) to get you past 30 mph while use much less or no fuel.
This is also a good explanation of why diesels don't have the same fuel economy drop under boost. They run very lean and detonate by design, so you can safely cram a lot more air in there.
TFL does similar testing and have also netted the same results with their "real world" test results. You can't trust these vehicles "dream-o-meters" on their displays for mpg's. You have to get the ole' calculators out for better accuracy 🙂
2018 4WD crew cab 5.3. Country driving, windows open, no AC. Best 100 mi 29 + mpg. Speed 50-65 with towns every apx 10 miles. It LOVES hot weather ! Falls way off in winter. 800 mi to NJ + back @75 mph 27 mpg So why the 4 ??? LFOD !
Well some people would rather have the extra payload capacity the 4 cylinder trucks offer some as much as 400 pounds more than the V8. Some of them are close to 3/4 ton cargo especially if the HD truck has a heavy diesel.
heard good things about those 5.6L. actually ran into someone with a 5L cummins in their Nissan, says he loves it but idk those 5L cummins were pretty rough.
@@TheGettyAdventures Yeah, those 5.0 Cummins are good when the emissions are deleted, well that's with all diesels. The 5.6 V8's are rock solid tho. You really need to do some videos with the 5.0 Cummins and 5.6 V8 man. I wish I lived near you. I would let you borrow my Nissan Titan Pro-4x 5.6 V8.
Ive been getting a lil over 20 mpgs combined since new ( about a year). In comparison my previous Silverado with the 4.3 I averaged a lil over 18. So not a huge improvement but we also gained some hp and a ton of torque. I am surprised how good the Fords are on gas. Impressive for sure
I think it's interesting that this 2.7 Turbo max engine "requires" 5w-30 engine oil. I work for the government, and we have a ton of fleet vehicles, all trucks. The Chevy trucks burn up the 0w-20 oil and go low on oil relatively quickly. One of the mechanics that work in the garage on our fleet vehicles told me that when went to his official GM training course, the guys that trained him from GM told him to NOT use 0w or 5w-20 in the engines, they told him to use 5w-30 instead. That the engine gets better protection from 5w-30 and use much less oil.
That is very interesting. they probably use the 0w20 for better EPA fuel economy ratings if I was to guess. but ya would make sense that the 5W30 would burn less.
I have 2023 2.7, my best average on highway 7.3l/100km at 105km/h i does 2 times. Very efficient engine,i like it, maybe with 10 speeds it will be better. My A/F ratio is 15.2-15.5 at this speed very rich for a direct injection. I tune my Camaro 2.0 to 17.1-17.3 at 111km/h i does 3.6l/100km. If i tune my Silverado LT 23 at the same A/F or leaner its very easy to go in 6low 😊
2003 Ram club cab 8ft box dually cummins 6 speed manual. Smarty jr. on trailer setting. No def. No emissions inspection. 8500 lbs. empty. Pulling a 2001 silverado crew cab 8ft box chained on a 4000 lb flatbed trailer,12.7 mpg. over 168 miles. Avg. highway mpg at 60 mph empty, 23, avg country/suburban driving to work 19 mpg. Society is in reverse as people want shiny new things.
a new 2024 ram 2500 cummins will get about the same mileage, BUT much higher likely hood of issues because of emissions. those pre emission diesel are worth their weight in gold.
There are a few other reasons why this four-cylinder turbo is not as efficient as expected. 1. A large displacement turbo 4-cylinder requires balance shafts which take energy from the engine. 2. The high boost requires thicker piston rings and longer piston skirts to support the power, this creates extra friction and reduces efficiency. 3. Crankshaft main and connecting rod bearings are have a larger surface area thus have increased friction losses. 4. A timing chain with dual overhead cams with all the components have more friction when a single cam pushrod V8. With this, it makes sense that the V8 and the 4-cylinder turbo get the same fuel economy.
Good points, however you omitted less drag on engine when factoring in electric water pump, & no afm lifters to fail. 430 lb-ft torque @ 3,000 rpm's of the turbomax w/ 100,000 mile warranty vs 383 lb-ft torque @ 4,100 rpm's of the 5.3 V8 w/ 60,000 mile warranty can't be ignored. Gets 2 or 3 better mpg, & costs about $6k less.
The electric water pump most likely saves little to no gas since the electricity it uses comes from the alternator, and the power required to spin the alternator will increase significantly as it's output increases due to counter emf and I2R losses.
It’s not meant to reduce load, it’s meant to keep running the pump when the engine is off or in low power mode to reduce parasitic loses while still controlling the engine temp. It can also be precisely controlled completely independent of the engine, so it can pump faster at low engine speed (top of a hill) to recover from a heavy loading and pump slower at higher speed (starting\warming up engine unning in very cold weather) without dealing with a clutch and the heat and wear that introduces. It’s actually slightly less efficient then the pump directly belt driven with the clutch locked up due to the energy loss of belt-converting the engine to electricity and then sending it to the pump, but the difference is negligible.
I have just bought a 1 owner 2021 Chevy Silverado 4 wheel drive with the 2.7 turbo. My question is do I need to run higher octane fuel in this engine or is it ok to run the 87 percent.
Well, how about as a real scenario, how powerful is the engine to pull a boat 🚢 or heavy loads. Is it fuel better then the other trucks. Because if I use a truck as a car is fine, but as a work truck is better than a V6? Witch is better?
My '18 L5P Duramax gets around 17-19 in the city and around 20-22 on the highway, and about 15-16 towing medium loads. Far more efficient then i thought but i also don't drive like an ass. Mostly flat driving tho, avg tank is around 20mpg
I own 2 vehicles, one a chevy pickup with a 2.7 , and the other a Subaru 3.5 Forester, and have consistently have gotten better fuel mileage than what I've see listed on any u tube channels, have come to the conclusion that fuel efficiency is dependent on how the nut behind tha wheel operates
I work for AutoZone we have a bunch of them with different drivers all of ours average 22 to 23 I averaged 26.6 on one tank and the stop and start traffic all day we have 80 k on one truck and run regular gas they are supposed to run super unleaded plus they have lot of power our trucks are plain work trucks so no extra stuff with a camper and don't use start stop
Im at 40000 kms and trip one is at 38000 kms sitting at 12.8 l/100kms and trip 2 is after moving to a much higher elevation and sitting at 13.1 l/100kms
I hate how 4 cylinders are going into working class large trucks. The midsize trucks should only get the 4 bangers or 6 cylinder, diesel is fine as well, but the v8 get decent gas mileage. We can all blame the EPA and its regulations though.
@@ews360 The 4 cylinder needs force induction to keep up. You Throw turbo or supercharge the 5.3, say goodbye to that 4 banger. 4 bangers belong in tiny trucks and cars. More problems can occur with forced induction over NA. So it may be all great in the beginning, but a v8 is still better or a diesel for that matter. But we can all blame the EPA and its stupid regulation forcing companies to do this.
@@suburbanfreak87 Ford has had forced induction 2.7 V6 for a decade. GM 2.7 5 yrs. Stellantis retired Hemi for I-6 turbo 3.0. Embrace change, or put head in the sand, but it's gonna happen.
