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Old 06-20-2004, 04:56 AM   #15
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1976 27' Overlander
Richmond , Virginia
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In my opinion, the 8.1 liter engine is the clear winner. The 6.0 liter would be turning it's heart out at a continuous 4000 to 5000 rpm.

lt depends on what you really need - my vote would be for the 8.1 liter for consistant heavy duty work.[/QUOTE]

I agree! Do you have the 8100 Vortec? Has any one been able to explain why Chevorlet considers 1 quart of oil use for 100 gallons of fuel normal?
Since the 2500 burbs have a 37.5 gal fuel cell 1 quart every 3 fill ups is strange to me. My 6000 has 5300 miles so far and no oil use. ( I changed to Mobil one oil at 300 miles)
I have a friend in Va Beach that has his 8100 vortec (2500 Suburban w/4.10 rear) taken apart one time already for an "oil usage study" Chevorlet has taken the stand that the 1qt/100gals is normal and if you have a problem with this you are on your own. I will be happy to give you my friends # if you pm me.

"Abe" & Melissa Lincoln
1976 Overlander "Spirit"
2005 Suburban w/q-steer
Hensley Hitch
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Old 06-20-2004, 07:26 AM   #16
Rivet Master
LOST , Hawaii
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Originally Posted by vajeep
Has any one been able to explain why Chevorlet considers 1 quart of oil use for 100 gallons of fuel normal?
8.1 is a big engine. Consider the total length of the circumference of the piston rings and valve stems that have to be sealed. Larger cylinder bores also have to have more clearance between the piston and cylinder because of the expansion of the piston. If mileage is 10-15 mpg, towing/empty, that is a quart of oil every 1000-1500 miles. Pretty good all in all.


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Old 06-20-2004, 08:13 AM   #17
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2004 25' Safari
. , Illinois
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Have you considered the Duramax/Allison combo. I know it's a $5k option with the power discount, but mileage would be about 15mpg towing rather than 9-10mpg for the gasser, plus, you could have 3.73s and not worry about tow capacity.
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Old 06-20-2004, 09:02 AM   #18
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Austin (Hays County) , Texas
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Have you considered the Duramax/Allison combo. I know it's a $5k option with the power discount, but mileage would be about 15mpg towing rather than 9-10mpg for the gasser, plus, you could have 3.73s and not worry about tow capacity.
I just returned from a month on the road and over 4000 miles of towing. With diesel anywhere from $.25 to $.35 less than unleaded and 15 mpg rather than 10 mpg, I saved over $200 in fuel cost and required far fewer fuel stops than the same truck with a gasoline engine.

Plus, and it is a terrific plus, the diesel is so much less tiring than any gasoline engine I have ever towed with. It is as quiet as any gasoline engine at druising speeds. I pulled 588 miles one day and stopped only because I was passing a state park that I like. With a 3.73 rear end and towing in overdrive, I turn only 1900 (60) to 2000 (65) rpm and I can often go for hours in cruise control without ever shifting out of overdrive. With the Allison, there is no more trying to avoid crashing downshifts on hills.
John W. Irwin
2005 Classic 28 "Sabre-Dog III"
2013 Silverado 2500HD Duramax/Allison LTZ
WBCCI #9632, TAC TX-10
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Old 06-20-2004, 12:01 PM   #19
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The State of , Ohio
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Let me add to the recommendations for diesel. It doesn't cost as much as the retail price. Most savvy shoppers will only pay about dealer invoice, which makes the engine and transmission options cost less up front. Come trade-in or sale time, you'll get much of that back. In the meantime, you'll be saving fuel, and experiencing benefits that are priceless.

With a gas engine, the peak torque is at higher rpms, and it's less than the diesel's. The solution is to run one gear lower, which not only gets the rpms up at/near the torque peak, but gives torque multiplication, as well.

As John said, the diesel running at a lower rpm is MUCH less stressful on the driver than the gas engine screaming along. It's so much more relaxing. But that's not the critical advantage.

When you have to downshift below Drive (to 2nd on a 4 speed or 3rd on a 5 speed), to climb a long, steep grade, the torque converter is unlocked and slipping. This generates a lot of heat, often more than the transmission cooler can handle. A diesel seldom needs to do this, but a gas engine will, to get the rpms up near the torque peak, and get the same torque to the wheels.

With 3.73:1, my overdrive puts me at 2,000 rpm at 70 mph, and at the engine's 1600 rpm torque peak at 58 mph, the speed I usually tow at. Punching OD off at 60 mph brings rpms up to 2400 rpm, just below the 2600 rpm horsepower peak, which occurs at 65 mph in Drive. The newer diesels reach their torque and horsepower peaks at higher rpm, and are better suited for faster towing.

The increased mileage means more than cost savings. Those who opt for a Crew Cab often settle for a short bed to keep length reasonable, about the same as an Extended Cab with long bed. This means a much smaller fuel tank, and fuel tank size times mileage translates into range. The mileage of a diesel is, IMHO, really necessary for towing with a short bed truck, and it's just plain great on a long bed.

Another advantage, at least with the late-2001 and later Fords, is that the fuel filler is large and straight, meaning you can take the big high-speed nozzles at the truck islands. They're so much more roomy than even the RV islands at Flying Js, and you don't have to worry about nearby gas pumps generating fumes that would require you to shut the refrigerator or furnace off.

If you're gonna buy GM, get the Duramax/Allison options.

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