Interesting Towing Test

[Peacock]

Not really impressed with the test criteria. Here's my tests.

1. Torque & Traction: Time to go from zero to 85 mph (about average passing speed on interstates) under max recommended load. Once on a flat, once on a steep grade (East side of the Bighorn Mountains is a good one, also going up I-80 over the Sierra's is another good one.)

2. Endurance & Cooling: At legal cruising speed (assuming the truck can achieve it under max recommended load) ascending any 10,000 pass in the U.S. Can't get to speed, or overheat, you're out of the running.

3. Braking: Distance from 85 mph to complete stop while under maximum recommended load.

4. Braking Endurance: Go back down those 10,000 foot passes and see what the brake maximum temperature gets to.

Make sure all tested vehicles have identical, brand new tires before doing the tests.

This is pretty much what a certain site does during their tests. They data log every little detail you can imagine.

 

[Sysop]

Not really impressed with the test criteria. Here's my tests.

1. Torque & Traction: Time to go from zero to 85 mph (about average passing speed on interstates) under max recommended load. Once on a flat, once on a steep grade (East side of the Bighorn Mountains is a good one, also going up I-80 over the Sierra's is another good one.)

2. Endurance & Cooling: At legal cruising speed (assuming the truck can achieve it under max recommended load) ascending any 10,000 pass in the U.S. Can't get to speed, or overheat, you're out of the running.

3. Braking: Distance from 85 mph to complete stop while under maximum recommended load.

4. Braking Endurance: Go back down those 10,000 foot passes and see what the brake maximum temperature gets to.

Make sure all tested vehicles have identical, brand new tires before doing the tests.

All good ideas. I think also a couple practice runs should be done to tune the trailer brakes to the various brake controllers used. Get it so the trailer brakes are at the same temps for each truck so you're getting the same braking out of the trailer on all the trucks on every pass, that leaves the trucks to be the variable. Tracking the ambient temperatures and wind would be useful data to include as well (since such things can't be controlled). Brakes can get much hotter overall, and can heat up faster when it is 100F ambient temps versus 80F ambient temps.

 

[fordmantpw]

Not really impressed with the test criteria. Here's my tests.

1. Torque & Traction: Time to go from zero to 85 mph (about average passing speed on interstates) under max recommended load. Once on a flat, once on a steep grade (East side of the Bighorn Mountains is a good one, also going up I-80 over the Sierra's is another good one.)

2. Endurance & Cooling: At legal cruising speed (assuming the truck can achieve it under max recommended load) ascending any 10,000 pass in the U.S. Can't get to speed, or overheat, you're out of the running.

3. Braking: Distance from 85 mph to complete stop while under maximum recommended load.

4. Braking Endurance: Go back down those 10,000 foot passes and see what the brake maximum temperature gets to.

Make sure all tested vehicles have identical, brand new tires before doing the tests.

Since most trailer tires are rated to 65MPH, probably best to keep things safe and stick to 65. I know I sure as heck don't tow at 85!

 

[sld]

Since most trailer tires are rated to 65MPH, probably best to keep things safe and stick to 65. I know I sure as heck don't tow at 85!

No kidding. I rarely exceed 65 mph when pulling any trailer.

 

[Sysop]

Not sure about any of you, but I'd feel better at 65 knowing 85 was within the tested abilities. Only trailers I tow at 65 or whatever their rated speed may be is when it's only loaded with a minor amount of weight. If the trailer is loaded up good, I stay well below, generally 50-60 in ideal conditions and slower if needed.

 

[jejeosborne]

None of this seems very mysterious to me. Adding turbo(s) to spark-ignited engines is not new - but it has not been done routinely because the cost versus the next displacement size engine is prohibitive.

Now that fuel economy is king again, they are being considered again. But - you can't overboost like you can with a compression ignition (diesel) engine.....makes detonation. Hence the "use high octane gas for max performance" on boosted S.I. engines.

My concern is longevity for any application that tows routinely - "there is no substitue for displacement" with S.I. engines that are built lightly compared to C.I. engines.

The saying is actually "no replacement for displacement". Those who believe that are stuck in a time warp. It is called volumetric efficiency.
The ecoboost was built ground up and engineered for the additional stresses caused by the higher compression. It isn't built lightly.

As far as detonation is concerned, regular pump gas is fine. I will put in premium when towing heavy loads on hot days. Otherwise just 87 octane. Direct injection technology has removed detonation issues of the past.

 

[Peacock]

I'd say its built pretty lightly compared to most any V8 with similar power. It's got 1 less main bearing and 2 less rod bearings to handle the load. On top of that its got much higher cylinder pressure.

Not saying it won't hold up. But can anyone name a single small displacement FI gasser that is proven to hold up for long periods under high stress?

 

[aczlan]

Not saying it won't hold up. But can anyone name a single small displacement FI gasser that is proven to hold up for long periods under high stress?

Volvo B230FT (especially a post 1993 variant). 4 cyl, 2.3L turbocharged engine. Stock was ~160HP. Many have pushed over 400 for long periods of time. How to make b230ft push 400hp to the wheels? - Turbobricks Forums
Volvo 850, S70 or V70 in the T5 or R package. 5 cyl 2.3L turbocharged engine putting out 243HP stock - Volvo 850 - Wikipedia, the free encyclopedia
Dad had the non-R version of the S70 (222HP) and it made it to 220k miles without any major issues (that weren't caused by a human).

Aaron Z

 

[Diamondpilot]

The thing that one must remember is that the EcoBoost requires premium fuel, which costs atleast $.20 more than 87 octane. The EcoBoost wil almost certainly have higher operating cost over the long haul and requires pricier fuel.

This is the same argument that some have about a diesel.

Also, the 5.3DI can run on E85 which gives it 380/416 hp/tq. Of course this comes with a fuel economy penalty.

It does not require premium. It's a option when towing but not required in our manual.

Chris

 

[case245]

if gm would use 3.73 or 4.10 the question would be who would place 2nd gm needs to test again with the 6.2L