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Auto Flex air ride suspensionComplete pickup truck leaf spring replacement with air bag suspension. Self levels, improves ride, braking, steering and handling. AutoFlex Review

 

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Logan Coach horse trailers

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Gander lock gooseneck lockGanderLock for Goosenecks: Protect your trailer as well as your expensive saddles, bridles, tools and flat screen TV. Goosenecks if you just lock the coupler, the thief's loosen the set bolts, slide out your adjustable coupler Read the Review
 
Express corralsExpress Corral Larger corral that goes up in 15 minutes, down in 10. For your trailer and pasture. Comes in a kit with an aluminum storage box. More.
 

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Saddlematic power saddle rackMotorized Saddle Rack, save your back and shoulders and energy for your horse ride.

 

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Maximum Trailer Braking Power for Serious Towing Trailer Brakes as fast as your Truck Brakes

 

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Part 3: Hill Climbs
[Intro] [3/4-Ton 7% Grade] [1-Ton 7% Grade] [Diesel v Gas Comparison 7% Grade]
[3/4-Ton 15% Grade] [1-Ton 15% Grade] [Diesel v Gas Comparison 15% Grade]

[F-450 All Grades] [Summary]

Part 1: [1] [2] [3] [4] Introduction to the 2007 Heavy Duty Shootout
[Intro] [Truck Specs] [Dodge] [General Motors] [Ford] [Squat Test]

Part 2: Quarter-Mile Drags
[Intro] [3/4-Ton Unloaded] [3/4-Ton Loaded] [1-Ton Unloaded] [1-Ton Loaded] [F-450] [Diesel v Gas Comparison]

One-Ton Diesel Pickups - 7% Grade With 10,500# Trailer:

The same test approach and distance used for the three-quarter-ton gassers was used to grade the performance of the one-ton diesel pickups.

NOTES:

Due to space and readability considerations, the bar graphs below only show the test results from 200-m to 450-m. See the summary table at the bottom for full test results from 50-m to 450-m.

All times and speeds measured are shown cumulative over the run.

In the graphs below: the lower a truck's bar is, relative to the other two trucks' bars, in the "Time Over 450-Meters" graph the better it performed. The higher a truck's bar is, relative to the other two trucks' bars, in the "Speed over 450-Meters" graph, the better it performed.

The shortest time required to cover the 450-meter distance determined the best performing truck.



One-Ton Diesel Pickups 7% Grade With Trailer Summary
2007 Dodge Ram 3500 Quad Cab 6.7-L I6 4x4 DRW 6-speed auto 4.10 2008 Ford F-350 Super Duty Crew Cab 6.4-L V8 4x4 DRW 5-speed auto 3.73 2007 Chevrolet Silverado 3500 Crew Cab 6.6-L V8 4x4 DRW 6-speed auto 3.73
Cumulative Time
(sec)
Speed
(mph)
Time
(sec)
Speed
(mph)
Time
(sec)
Speed
(mph)
50-m / 164-ft 6.77 26.98 7.58 25.46 6.94 27.63
100-m / 328-ft 10.46 33.64 11.38 31.09 10.51 34.19
200-m / 656-ft 16.49 40.59 17.47 38.03 16.25 42.29
300-m / 984-ft 21.75 45.49 22.90 41.38 21.31 46.35
400-m / 1312-ft 26.57 47.13 27.89 43.95 25.99 49.30
450-m / 1476-ft 28.94 47.53 30.29 45.51 28.24 50.49

One-Ton Diesel Pickups 7% Grade Assessment:

The final numbers speak clearly when it comes to which diesel powertrain performed best during the 7% hill climb, but watching it play out in the time and speed numbers is like witnessing a chess match. The best individual powertrain components and gear ratios can't win unless they all work together seamlessly and strategically.

The Ram 3500 took the early lead in the first 50-meters, with its torquey I6 (earliest torque peak out of the three trucks) and 4.10 final drive ratio. But by the time all the trucks gained some momentum shifting into second and third gears, the Silverado 3500's slightly higher power and torque figures - from the Duramax / Allison combo - were transferred to the pavement more efficiently through its 3.73 rear axle. When both trucks shifted into fourth gear, near the top of the hill, the Ram's speed curve flattened out while the Silverado's continued its upward trajectory.

Most surprising, though, was the Power Stroke's performance in the Ford F-350. Out of the box this truck weighed about 1,000-pounds more than the Dodge or Chevy rigs. Still, we were expecting better off-the-line performance assistance from PSD's dual sequential turbos, which work at both low and high speeds to provide up to a combined 42-psi of boost (versus 20-psi in the uni-turbo Duramax).

In comparison, the variable geometry turbo (VGT) setup in the Ram's Cummins diesel is also meant to provide low and high speed power throughout the RPM range, but instead of using compound spinners like the Power Stroke, it relies on a single turbo paired with a compressor sleeve that slides forward and backwards axially along the turbo shaft to variably change air volume and psi-boost to the engine. The same sleeve is also used to engage the Ram's exhaust brake. It's an elegant solution that tackles two different tasks.

The Silverado's Duramax variable vane turbo system is downright simple compared to the Ford and Dodge. Its one-piece exhaust turbine relies on a solid shaft to handle the stress of spinning at 120,000-rpm to suck in huge volumes of air as needed.

We think Ford may not be getting quite the bang for the buck out of its dual-turbos that Dodge and GM are getting from their air-compression architectures.

Another area needing a good tweak is the F-350's 5-speed transmission. Its gears don't grow fast enough to leverage the full power and capability of the Power Stroke. Occasionally the stars aligned for the Ford to fully loose the power housed in the PSD. Fourth gear is 1.00:1 on all the trucks, and this was where the Ford made the biggest jump in speed relative to the Dodge and Chevy - gaining more than 1.5-mph in the last 50-m.

The end result was the Silverado completed its run almost 5-mph (greater than 10%) faster than the F-350 and almost 2.5-mph quicker than the Ram. Wow!

The Duramax lives for climbing hills under load. We'd feel very comfortable calling on its power if we needed to pass slower moving traffic up a long, steep grade.

Gas Versus Diesel Comparison By Brand - 7% Grade with Trailer

This page is an opportunity to compare the relative performance of the single rear wheel gas pickups against their dual rear wheel diesel counterparts on the 7% grade.

Obviously, not an apples to apples comparison (primarily because of weight and rear axle and rear track differences between the 3/4-ton and 1-tons), but it provides some indication of the scenarios where each type of engine excels. You can see the patterns from manufacturer to manufacturer are almost identical, regardless of the truck / engine / transmission combinations.

Again, as we noted during the level 1/4-miles at Milan and MPG, look at how close the time and speed curves are for the Ford trucks. They were near identical up the 7% grade. In contrast to the Dodge and GM oil burners, the 6.8-liter V10 gas engine was faster moving up the grade than the 6.4-liter V8 diesel.

Dodge:



Ford:



General Motors:



Part 3: [Intro] [3/4-Ton 7% Grade] [1-Ton 7% Grade] [Diesel v Gas Comparison 7% Grade]
[3/4-Ton 15% Grade] [1-Ton 15% Grade] [Diesel v Gas Comparison 15% Grade]
[F-450 All Grades] [Summary]