I have a 2024 Silverado with same build specs except the multi-flex tailgate. I wanted it but also wanted the package with cameras/surround visions but last year there were hardly any trucks on dealer lots so I took one without the tailgate. I have a 34 foot travel trailer that weighs 9000 pounds fully loaded with gear/food & clothes. I upgraded from a 1500 Silverado for same reasons. It really struggled up hills and felt a little wobbly all the time. I was right at the numbers for payload, rear axle & trailer weight. The new 2500 HD with 6.6 L gas and 10 speed Allison transmission is a game changer. Just got back from a trip to Florida from upstate NY. Towing was a breeze. With my old 1500 every overpass on the interstate caused major bouncing/porpoising that I could barely stand it after a day of driving. The 3/4 ton barely moves. The steepest grades in mountains of West Virginia caused 2 downshifts to about 3500 rpms and speed about 55. I normally keep my speed at 65 when towing. The whole truck/trailer rig felt solid as a rock for the whole trip. Overall, I’m thrilled with the performance. Let other guys spend an extra $10,000 for a diesel just so they can pass me on the steep grades. I’m retired so I’m way past the point of trying to be macho and prove something to other guys. Now I’m considering upgrading to a light fifth wheel with a max of 2500 pound pin weight and 12,000 pounds loaded. My payload is 3536 pounds, rear axle 6600 pounds and 18000 pound max tow with fifth wheel. I want to stay under the max ratings with a few hundred pounds to spare.
You gotta let it spin a little bit more. At 3500 RPM you didn't even find the peak torque yet, let alone HP. At 4400 RPM it will keep up with the diesels and use the same amount of fuel as lugging it at 3500. Higher RPM means more cooling, more oil flow, etc. Let it spin!
Great video. We have a 22 HD gasser that we love, it tows our 23 Grand Design 2800BH with ease and we have the 6 speed. I went across the scales and our camper is right at 8k lbs. We get anywhere from 8 to 10 depending on the hills. You will love your gasser, I know we love ours!! Happy camping all!!
We have same truck and 7,800 lb travel trailer. We are also getting 8-10 mpg, seems to depend mostly on speed. We bought a new duramax kept it 15 months, and traded for the gasser. The particulate filter and regens made it useless for us.
I just bought a 24 Silverado HD 6.6 gas, to pull my Rockwood Mini Lite (around 4800 lbs). Like you I went with the bigger truck. I had a 1500 Silverado and it struggled going up hills. I can’t wait to get out this year. I don’t want to be stressed out while I’m towing.
@@AdventureRocks I was asking @scottsobetsky4840. Ha my father in law had a 6.2l Chevy 1500 blow up in him. Everyone thinks he feel victim of the cylinder deactivation mess. Who knows. It was a 2020 with 26k miles. He was doing his camper when it happened and we’re stuck in the side of the road for almost 7 hours before anybody could help him. GM was no help whatsoever. The local dealship treated him like garbage. Then, when he finally was able to get his truck to the dealership, he was told it would be as much as a year to get an engine. He ended up trading it for something different. I was just curious if scottsobetsky4840 had the 6.2 L, if they had any issues with it .
Great Video, I have had a diesel since 2005 with my first being the 2004.5 LLY Duramax, 5spd Allison, sold that in 2018 and bought a new 2018 L5P Duramax, 6spd Allison. Tons of electrical issues and problems...ended up in a lemon law suit with GM. I ordered my new 2024 GMC AT4 2500 6.6 Gas in April of 2023, got it in June 2023 and love it. My trailer is maybe 5000 lbs loaded with my 2 seat Can Am and the last trip I did was 727 mile round trip and got 10 MPG for the whole trip. It honestly feels like I'm in my 2004.5 LLY diesel, that's how it tows. Power and torque are similar to that truck. 91 more HP and only 46 ft/lbs tq less. The only thing that truck needed was the 6spd Allison and the larger fuel tank. If you are not towing 15K or more on a Regular basis, you really don't need the Diesel. They are way more maintenance these days, plus the $10k upcharge for the motor, Def Luid, Fuel Filters, all the electronics needed to run the new Diesels...it's a headache. If you need to tow the Earth to another solar system, then get the new L5P...cause you can LOL! I won't ever get a trailer that is that heavy, so this just works for me! Again, great video...thank you for sharing.
This is so relevant to me. Considering going up to a 3/4 ton from my F150. My trailer is a few feet longer and little heavier. Hesitant about giving up the ecoboost though, its just so good. My trailer does have a heavier tongue weight and with passengers, bikes firewood etc Im at the rear axle capacity of my F150.
Thank you. I hear you on the 1/2 ton dilemma. Really I am so impressed how planted and in control the truck feels while towing. I realize it's not super heavy at only 5-6K, but after everything I've towed I just felt very in control as a driver and no concerns about stopping or maneuvring. I like how I have plenty of payload and never have to worry about getting close to the limits. Just a very stress-free experience.
@@ConrailBostonLineHOLayout I am within GVWR. Those numbers matter to me. I see what many others tow with 1/2 tons and imagine they must be way over axle capacities. I am barely over 50% of my max tow rating, axles are the limiting factor for me.
I just traded in my 2016 F150 Supercrew Ecoboost 3.5. We used to have a boat and trailer that weighed around 7000 lbs, but got a bigger boat and trailer that tips the scales at 9500-10000 lbs. The F150 had a 6” lift with 35” tires and a 3.55 rear end. It got the job done, but really struggled. Also, I had problems with the exhaust manifold bolts and leakage. We just bought a 2024 GMC 3500HD with gas engine. We haven’t towed so far, but so far LOVE the truck. It actually rides better than our old truck, and it is way more comfortable and feels more substantial. I’m hoping it will tow great as well, but my boat is in storage for the winter.
Indeed, thankfully turning the solar off on my RV solved it for me, but sounds like it has a lot to do with power back feeding from an RV or trailer into the truck when the power is slightly over the GM-programmed limits such as 14.6V vs 12.8V...perhaps engineers didn't account for higher variances with lithium and solar products on trailers.
Just installed solar on my GD Transcend…. Wonder if I make an adjustment to the Victron system I can lower the max voltage output to avoid the trailer light error… I really would like to keep charging my Lifepo battery while travelling….
@@kevp6161 I hear you. I've had to skip solar so far while connected to truck to avoid the error. Apparently there's a GM TSB on it that replaces the controller, but you have to ask for it specifically and I don't know if it resolves it 100% compared to installing a diode to avoid back feeding.
I have about the same size trailer as you, started out with an f150 with the 2.7 eco boost and it actually did quite well. With a weight distribution hitch sway was manageable, got about the same mpg towing as yours, and was able to pull a loaded trailer accelerating uphill so I really had no complaints. For reasons I won’t go into here I only had that for a summer before trading up to the sierra 2500 (with the 6.6 diesel) and you are spot on with your assessment. The thing tows almost like it’s not even there but the coolest bit I learned, and thank you for figuring it out, is the check trailer wiring problem. It never happened with the ford but the gmc complains quite frequently. Next time I’m out I’ll see if I can figure out how to disconnect the solar (I’ve not found an obvious way or I’m just missing something simple) and see if that fixes it. Cheers!
I pull a 30 ft camper 6,300 lbs with the exact truck. In the hills I found it does better to lock it in 7th gear. It keeps it from shifting back and forth constantly between 7 and 8 gear.
I have a 2024 3500 with 6.6l I have had 18000lbs behind mine and it done just fine. I even went over the mountain with that load had to take off at a dead stop at the bottom. Around a 4 mile pull. Was going around 45 mph when I made it to the top was only tuning 4k rpms
Good video. I recently purchased a 2024 Silverado High Country HD 2500 with same specs. Haven’t had a chance yet to tow my GCTWR of 11,500 pounds (trailer + track loader) But I feel confident that I have plenty of truck to accomplish that safely. And without the hassle of the inherent diesel emissions headaches and breakdowns.
YES!!! Totally agree on the modern diesel emissions headaches. Gas trucks have come such a long way. I love the High Country look upfront...super sharp face.
You’ll easily be able to pull a 5ther. I have the exact same truck with a 31’ TH and it hit the scales at 13500 and I lock it into 7th gear and it averages 7-8 mpg but it’ll pull it 50-55 up passes and 68 in the flats easily. I sold my Cummins and got this 6.6 because the emissions, and maintenance on the diesel was higher then the higher gas price on this one. Only main disadvantage I’ve noticed with the 6.6 is it drinks oil when pulling. Does about 1 quart for ~750-1000 miles
I had a 2016 1500 silverado and my trailer wire always did that. Never resolved it. I now have a 2023 Silverado and have yet to pull with it and hope it doesn't have the same issue. EDIT: If i would of watched entirely I would have discovered how you figured it out. You da man
Superb video for me. Thanks for your contribution. I’m On the fence on a plain 2500 with a d max or a nice trim level with 6.6 gas. But man I love the diesel. I’ve had two. I also downsized from a fifth wheel lite to a 6k tagalong. So I know the gasser is up to it esp w the Allison.
I have actually been thinking about putting a procharger on the engine to give it more power to stay in the lower rpm ranges. Still would be 3-4 grand less that going with a diesel and with over 600HP this engine would rock.
For that with wiring issue just buy a 7pin adapter worked great for mine also helps for the back up cam issues. My 2500 gasser is currently being built, so excited I’ve been pulling my 5700 lb trailer with my 1500 Trailer boss.
I’m getting 17-ish unloaded and 11-ish towing my TT with my 2007.5 LMM Duramax. When I have to replace it I will probably get this 6.6 gas/10 speed combo. The 30% diesel fuel premium combined with all the increased emissions makes the diesel an unattractive option unless you’re heavy (max) towing a majority of the time. For a weekender like me, the new gas trucks make more sense now.
Great feedback, thank you. Agree. I had a 2016 RAM 3/4 ton with cummins a few trucks back, and honestly based on the cost/maintenance savings with my GMC L8T w/ 10-sp, I'd keep the GMC 3/4 gasser anyday over the 3/4 diesel. Between the 10-sp transmission and how planted the truck felt while towing, it'd be hard for me to justify the extra $10K for a diesel, at least with the weight I'm pulling right now and the frequency of towing. I'm like you, just weekends here and there mainly.
I’m having the same thoughts lately about my next truck. I currently have a 2018 2500HD/Duramax that I knew was overkill to begin with. I’ve rarely worked it anywhere near its potential. I’m sure I will miss the effortless grunt, but beyond that I really don’t think the diesel advantage is what it used to be.
Nice truck. I have the same truck only the chevrolet version. 2024 and Mine is all white. I have a 29ft travel trailer. Had the same problem with trailer brakes also. thanks for the info. I agree with you it tows awesome. Have a bunch of trips planned this summer can't wait. Great channel.
Thank you! Appreciate the feedback. I bet your chevy is a sharp looking truck. I always have such a hard time deciding between chevy vs gmc on appearance...they are just sharp looking trucks overall. I was glad the brake error was easily fixable with the solar disconnect thankfully.
It has become more difficult to justify a $9500 upgrade to diesel especially when fuel is 80 cents a gallon more than 87 octane. It takes a whole lot of miles at 4-5 mpg difference to make that up. I love my 2024 2500HD gasser!
Nice review. I think anytime you’re towing an enclosed style trailer a 1500 should be ruled out. Sure in some instances they will work but it’s just a better experience to have an HD for those type of trailers. The 2020+ GM HDs are very impressive for towing stability.
Thank you, I hear you on the stability. I've tried the half tons years ago and I the stability of the HD trucks really makes me feel a lot more confident as a driver.
I had the same issue with my trailer brake message coming on I found out it was the plug from the trailer that plugs into the truck, that was the problem Replaced the trailer plug (7 pin) and everything is fine
Interesting. Thanks for sharing. Seems like a lot of odd culprits causing it. So far I seem to be in the clear as long as I keep the solar off on RV during towing.
Good result. I would not buy a diesel now with the availability of that engine and transmission combination. Plenty of power and functionality. Diesel trucks are basically $10,000 more than your unit - would never pay for itself.
Was glad to see this video, was waiting on this tow. And understand why you decided on this truck. My previous truck was GMC Elevation crew cab 2.7 turbo towing a 2022 XLS 22mle with a dry weight 5287 but when we’re loaded gear & passengers 6,300 lbs. Would love to see them introduce a turbo into these Gas 3/4 ton trucks, not sure why not? When you start climbing into a grade your truck immediately downshift to capture some torque; whereas towing with boost it’s very smooth. And I avg better MPG’s 9.8 to 10.5 MPG’s @ 65 mph. With my new F150 2.7 roughly the same a little lower 9.7 to 10.2 MPG’s @ 65 mph. Yet with a halfton I need the WDH and at times you feel the TT back there lol. Anyway great vid 🏁thank you
Even Ford doesn't put turbos in the super dutys, with good reason. Those are passenger car engines, a large displacement V8 that is NA is simpler, and far more reliable. It's not just about HP or getting to 60 faster than the next guy.
Then why would they add a Turbo to a 3/4 or 1 ton Diesel’s.. yes I get that a Diesel without boost would be a Turtle 🐢 lol but come on their adding 800 Pound Feet of Torque or higher. So the idea of a gasser like yours having some boost would had been nice. Any way great vid .
Thank you @jesserevilla992. Great thoughts! If I had to sum the biggest differences I noticed between what I recall while towing with my 2015 RAM 1/2 ton and my 2024 GMC 2500 HD, it'd be that the engine itself had significantly lower RPM on the L8T with 10-sp. Sure it'd rev at times going up a steeper grade (as in 4-6%), but even then it'd top out about ~3K. I seem to remember my 1/2 ton would more consistently be in the 2.5-3.5K range just at interstate speeds with minor slopes for longer periods of time. And, then 2nd difference, the rear suspension on my 2500 HD feels a lot more robust, leading to a more planted experience and me feeling in control as a driver. Even with WDH on my 1/2 ton I remember still feeling like the trailer was pushing the truck around at times especially at interstate speeds. Anyway, I was really impressed how quiet and in control the 2500 HD felt. So far I'm a big fan of the 3/4 gasser, especially considering the value. Another way to describe my thoughts...I had a 2016 RAM 3/4 cummins previously and honestly for the cost/maintenance savings, I'd keep my 2500 HD gasser with the L8T and 10-sp anyday based on my experience so far.
Great video. I've been interested in the 2024 2500HD with the 6.6 gasser. Does that digital dashboard have an alternate setting/display that shows engine oil pressure somewhere and is there a display that shows transmission oil temperature?
Thank you. Yes, basically in the center area of display if you scroll through all the parameters it eventually shows up there. Just no current gear display.
@@AdventureRocks Thanks for the info. Hard to believe they wouldn't have a current gear display, especially if you're using tow/haul mode. I assume you can put the Allison transmission into a manual shift mode when you are towing?
@@omcbob37 Indeed, strange since Ford and RAM show current gear...just not possible with GM. You can shift into "gear limit" - L mode and then limit the highest gear though, so that's unaffected. The trans will also hold current gear pretty well when in tow/haul and you hit brakes on grade. Here's a video showing a 3rd party OBDII reader showing current gear: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-KTpE6s-kfJY.html
What a sweet looking truck, I am going to write down your options you show in that other video, I have the same color 22' suburban with the 3.0 duramax, I love it and it town my 26' tritoon #5000lb very good, just miss a truck. The TQ numbers are close, I wonder how this truck compares to the 3.0, hopefully I will drive one this week. I just can't do a 1500, the cab size all around is much bigger, had a 2020 2500hd diesel and the new 24' interior is light years better looking. How long did it take once you ordered it?
If you have that error message, you have ZERO trailer brakes....... Figured that out going down Snoqualmie PASS. Coming back from Florida towing 8,000 pounds ish. Going in the shop tomorrow for that and radio..... 2022 2500HD mine cycled on flat road, lumpy brakes under 20 mph..... not fun on snow and ice.
Thank you for sharing. Hopefully they'll get it fixed in the shop for you. I was glad mine was easily fixable by engaging the solar disconnect on RV. Learn new things every day, right?
@@AdventureRocks both my trailers, did the same thing.. 7x14 dump trailer and my dumpster trailer. Thought it was a bad connection on the 7 way, spread pins a bit, no luck...I have videos of the thing going cuckoo....
@@AdventureRocks dealer searched computer, nothingness at this time. It did code in Florida, thinking about replacing 7 way at the bumper. 54,000 miles just over a year owning, trailer attached 50,000 miles ish. My Company work truck. Trash hauling...
Great question. On RVs it is code to have ground on frame. Error message turned out to be solar panel back feeding via 7-way to truck, and solar was slightly higher voltage, making the truck think something was awry due to GM using PWM to query. The solution is to use solar disconnect switch till GM updates module/software.
I hear you. The last three trucks prior that I owned were all heavy duty diesels from 3/4 ton to 1 ton, and unless you're going to be towing a lot and towing longer trips, the new gas trucks have come such a long way that they are starting to make a lot of sense. At least for someone like myself that tows occasionally on the weekends for camping trips here and there, the gas makes a whole lot of sense for me. With the 10-speed transmission paired to the L8T there were times where I could have been fooled and thought I was driving a diesel truck while towing. I also like that you get a whole lot more payload with the gas trucks, and you don't have to worry about all the diesel emissions stuff that is bound to fail and cause problems. Plus the giant cost savings up front with the premium prices on the diesel engines.
Great question. I've got gain set to 4. My unit has the new Lippert ABS btw. The trick I've always used is to be on a flat surface, stopped...then squeeze the manual trailer brake control and adjust gain till the trailer brakes alone slowly/smoothly stop both truck and trailer. Once I dial it in using that protocol, that final number seems to be just right while driving...no jerking out back, but enough support on trailer side. Hope that makes sense.
Would love to see this same vid but hooked up to a 13k lbs 5th wheel. I'm trying to research how well the new 10 speed compares to the Ford 7.3 since it mopped the floor with the 6.6/ 6 speed. Hopefully the playing field evened out a bit
I hear you! That would be a great video. I went back and forth on the Godzilla 7.3 and GM L8T 6.6. Likely the Ford is going to get you there a little faster with the extra power, but think with the 10sp the GM would be close behind. I was really impressed with how low the RPM were during towing.
Hopefully you're right. Just seems like Ford is more dialed in with towing as you can get multiple rear end ratios and an optional 48 gal tank with the long bed, which is a huge upside. Thanks for the video, I enjoy your content
@@NickRas625 Thank you. I don't think can go wrong with either one. The tailgate and interior packaging with SLE is what tipped me on scale for the GMC...entirely personal preferences though. I agree the 48 gal on Ford longbed is a game changer. They are so competitive now days.
@@christinejoost7942 Maybe one day I can find out firsthand on the Ford. I'd speculate 1-2 mpg lower on the 7.3, but just an educated guess. I was not at all expecting to get high 9s on the GMC. I've done more trips since the video and it has been consistent though 9-10mpg towing. I get that I've got a lighter load around 6K loaded, but still I'm absolutely thrilled with 9-10mpg towing.
Interesting. Can't speak for the handling/suspension which will most certainly be better than my Ram 1500, but those RPMs and fuel mileage are pretty much dead on with my experience towing a similar trailer at 6000 pounds and 63 mph. The 5.7 hemi sits in 6th gear and revs about 2200, and then hitting hills it will downshift to about 2700 or 3400 etc. So when it comes to power, I don't think this truck is necessarily an upgrade, the 6.6 does put out more torque but it's in a much heavier truck as well. The advantage to the 6.6 is durability, it will take years of constant abuse where the 5.7 is still a passenger car engine. I've thought long and hard about your truck (well, the 6.6 with 10 speed) and still on the fence. Nice to know towing mileage won't take a hit but a little disappointed in the RPMs once you enabled T/H. Guess at the end of the day its still a NA gasser and it wants to rev to make decent power. And of course it will control my trailer 2 times better than my 1500.
Great points, thank you. I was really impressed how low RPM were most of trip. I am rookie on making these videos so I still learning how to do a better job capturing the grades and such in future vids, but it was fairly steep in the 6% range or so when it got up into the 3K range. Otherwise overall compared to my previous 1/2 ton it seemed a good 500 rpm or more lower average throughout trip, at least from what I remember on my 2015 1/2 (it was a while ago so I could be forgetful). I was really pleased with it...just a very drama free experience.
I'm in the same boat. Current truck 2011 Ram 1500, 5-6000lb. enclosed trailer. Truck only has 70000 miles. It does ok most of the time but I'd like a larger safety margin when towing. I think the 6.6 gas 2500hd would fit the bill. Just the heavier weight of the truck plus a lower gear ratio and better tranny would be a huge upgrade. Don't want anything to do with a diesel. Had one years ago...but that's another story. Love the new HD zr2's...except for the price.
@@AdventureRocks Did you have the 6 speed or 8 speed transmission in the Ram? Having 10 gears is a definite upgrade, it can keep the RPMs down more often vs a 6 speed.
@@JohnSmith-ev1sm It was 8-speed with the Hemi on my 2015. But, a lot has changed in the last decade with gas trucks for sure (and my memory may be a little foggy too).
Stay tuned...this next Sunday 8/11 I am publishing a video where I measure out how much oil I drain over a 5,500 mile oil change interval. That has got to be one of the most frequent questions I get next to MPG questions.
Great insight thank you. A couple of questions, I’m looking at the same truck and pretty similar trailer can you tell me what trim you went for including whatever packages you got? An out the door price would be very helpful maybe make the tedious negotiations go a bit quicker 😊 Oh and does it have a trailer brake controller to adjust the gain?
@@jbyrne9073 No problem! Glad to help. I've been very pleased with the truck. It's a great value for what you get, especially for weekend warriors like myself.
Hey again , I went ahead and bought the truck and have a 7300 lb airstream on order, I was just about to order a blue ox swaypro WDH just because I thought it is something that every tow setup needs when I discovered a small table in the trucks manual stating that a weight distribution hitch is "not required" can you share your experience on this.
@@jbyrne9073 Great question. I'll give you my personal opinion, but want to emphasize it's just my preference in the end. I don't like like WDH...they are very finicky to setup and fine-tune (oftentimes dealers don't set them up properly). The sway aspect works pretty good, but the weight distribution aspect can be tricky to get setup. I also think WDH puts a lot of stress on trailer's A-frame, hitch, and related components. Given I tow a lighter 6K trailer and my truck is overkill for trailer I forgo the WDH altogether. I've been testing an airbag hitch to have some cushion on the ride and so far I like it: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ayb5q5h7A2w.html If I was in your shoes and had same truck and a 7,800 lb Airstream...given Airstreams are highly aerodynamic and lower to ground, I'd still skip the WDH. More trouble than it's worth. Again, just my personal opinion. Definitely do what you feel most comfortable with in the end though...I want to emphasize this is just my preference :)
Pretty close on paper/specs. Not a bad combo, but RAM payload is going to be about 400-600 lbs less than GM and Ford due to GVWR. RAM cab is a good bit smaller and shorter bed. The RAM is definitely due for a refresh soon. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-GzJ4tNbSZnw.html
Thank you for the tip. I gather maybe GM is working on re-programming the module to be less sensitive to RVs with different on-board equipment like solar. Thankfully my RV has the solar disconnect so I could easily solve it. But, sure would be nice if truck didn't let that bother it. I suspect the solar in full sun was causing voltage to be ever so slightly higher such as 14.8V vs 14.4V and that threw the truck off I guess. I heard some guys also tried installing a diode in the power line to altogether prevent possibility of backfeed. Anyway, thank you for the tip on bulletin.
I gave my dealer the bulletin and they acted like I was dumb and blamed my trailers. I have the trailer brake disconnect issue on my 5th wheel with solar and a normal flatbed equipment trailer. I bought 7 pin extension and put a diode on the brake wire and that fixed my issue@@AdventureRocks
I had the same trailer brake issue on my 2024 AT4 HD and the dealer has a repair bulletin. They replaced the trailer brake module in the truck and it’s been good ever since.
@@billevans4991 Thank you for tip. Maybe I'll have to inquire and see about that. Seems like it is resolved completely for me by disconnecting the solar on RV while driving, but who knows...!!!
I want this truck, but realistically most of my daily driving is city. I want the capabilty of towing a travel trailer or putting a camper in the bed. How is it around town? Do you daily drive it?
Yes, I do daily drive it. Full disclaimer I came from a 2021 RAM 3500 dually diesel long bed, so purely from a size standpoint, I LOVE the GMC 2500 HD. Even though technically it's only a couple feet shorter, it makes a huge difference to me especially in parking lots. I actually think it's the perfect size with the 6'9" bed...not too long, not too short. As far as suspension, even unladen the GMC 2500 HD is quite nice in my opinion. Sure it's not as smooth as a 1/2 ton truck, but truck suspensions have come such a long way that I've never thought it is rough or even remotely unbearable. Again, I came from 3500 dually (air suspension) and was used to that ride for 2.5 years, so that could impact my thoughts on the 2500 HD ride, but I think it is quite smooth personally. And, I prefer the gas engine for driving empty compared to the cummins.
I hear you. I personally would not recommend 80 while towing. Things can happen so fast and slowing down can make all the difference to react. But, that's just personal preference.
I need to do a better job on recording to capture all those details. Maybe next time I can add a couple cameras to show better. If I recall the grades were in the 4-6% range, but I could be mistaken. Both down and up it maintained the speed limit perfectly...think it was in the 55 range, maybe 45 going down at one point. I had plenty of bandwidth going up if I wanted to go faster, but what impressed me the most was how the RPM stayed lower than I expected...it still rev'd some, but mostly was in the 2-3K range on the uphill, which I think is pretty good for a gas truck. Going down it was pretty agressive grade shifting and kept it at the set speed. I felt very in control and planted as a driver. Hopefully that helps a little.
That's gotta be frustrating to sort through. Hopefully you can figure it out. Apparently with GM's PWM setup it is sensitive to voltage levels and potential back-feeding from trailers/RVs with solar and lithium batteries.
@@AdventureRocks yeah it will say like forwarding collusion not available, front camera blocked, and one more that I can’t remember or my rear camera will stay on even when I have it in drive. It all corrects itself eventually but the dealership can’t figure it out but they said it’s a common problem.
