40.6 mpg in a full size Chevy pickup
 

Car and Driver got ahold of a 2020 new 3.0 diesel inline-6 Silverado and managed to squeeze 40.6 mpg out of it on the backroads of central Oregon. They I don't think say exactly if that was a crew cab 4x4 version but it looks yo be in the pictures. That's pretty respectable with also the ability to tow over 9000 pounds.

https://www.caranddriver.com/reviews...-diesel-drive/

now it just needs hybrid 2 mode with a 10 speed automatic CVT( CVT only runs the electrical power plant ) and they are well built like the toyota ones

and get 60MPG

Sounds like the truck I'd want. I bought the smallest diesel truck I could at the time, which was the 5.9L Cummins. Crazy how this 3L puts out more power while being more efficient. Of course, I'd rather have hybrid tech than a fancy diesel at this point, but the truck companies are afraid of offending their base.

40.6 average or just a high instant figure?

Not enough specifics to know how 40 was hit. Least amount of throttle changes also means preventing brake use. It’s knowing how to glide. (A/C off is funny. And unnecessary)

The real secret is that with a 10-speed auto trans and variable-vane turbocharger that drivetrain software programming is mature to the point that MPG figures from just a few years ago are no longer relevant.

The 2019 Peterbilt I’m in is set for a van aerodynamically. 13L PACCAR I6 and 12-speed PACCAR Automated Manual. Bobtail, with maximum fuel (220-gls), driver & drivers gear this tractor scales at 21,500-lbs. (Extra insulation and an 8-battery setup that uses [4] AGMS to run sleeper A/C).

With no adverse winds I can run the Interstates while bobtail out on the Plains at an indicated 14-mpg at 67-mph at the usual 1,150-rpm cruise. I’ve a friend with a fairly recent Duramax Silverado does that same mileage. A 9k pickup with a 6.6L engine & six speed.

With an aero package van and barest tailwind — plus 30k in the box — I can be in double-digits.

The difference between the 10-speed 2015 I was in and this one is impressive. It’s just THAT much better at every transition. It’s not quite enough to say that the trans is the biggest difference for that pickup.

And FWIW, the C&D comment about more for less (9,300-Tow Capacity) has for the likely RV owner/buyers a thump to the head about today’s granite-counter, slide-out junk bad-aero boxes that WEIGH TOO MUCH.

My 1989 35’ Silver Streak weighs less than the TEN FOOT SHORTER current Airstream 25’. The aero problem for both is fixed, but there’s almost nothing to functionally justify this piggish weight increase.

Similar to this half-ton in power, my ‘04 Dodge at 305HP/555TQ is vastly overpowered for the job of moving this 17 to 18k pound combined rig down the highway.

Being slower on the ascents is only a problem for the pussies.

I’d guess this truck, like the Dodge V6 diesel, is going to be wound pretty tight. Always on the job. Wholly unlike my Cummins Six.

Reading PERCENT ENGINE LOAD and never exceeding 80% is where a true-er test would start. This type of programming (and gearing choices available) will put it to the wall almost immediately. Would be best to forego that solo. And learn when to use and NOT to use while towing.

The reason for 13,15 & 18-gear transmissions in big trucks was to keep the engine in the sweet spot. Always. Road speed didn’t matter very much (relative to acceleration rate).

We’re going to hear “lousy” numbers from those who can’t be bothered to learn how to solve the problem by adjusting their bad habits. It’s all about feelz these days. And it’s embarrassing. “Men” with the fortitude of women or minorities. (The Churchill quote about, you’ve never really been to war unless you’ve fought the Germans. Yes, for problem-solving, the NCOs and enlisted were given goals. And left to achieve them).

The most for the least isn’t up to the vehicle. And an empty pickup isn’t any test at all.

.

if you want a high instant figure I'll Raise you to Infinite ∞ instant figure for the next mile or so

;)

I6 diesel :D

Almost enough to make me interested in a Chevy.


Almost....

Maybe in 20 years when I could afford one of these.

If it is the same system that uses some variation of the isuzu 6 banger, maybe. Box trucks have been flogging that for years.

Otoh, the fuel computer in the Golf says we hit 60mpg flat and level at 80 mph, SOOO, I don't think so.

That was an average, they explain in the article, backroads, never above 60 mph, no a/c, ect.

I6 is the way God intended engines to be built, gas or diesel. It's even better if they are opposed valve design so the intake is opposite of exhaust.

Like this little number from down under.
https://i.pinimg.com/originals/bc/3a...9242cae2d3.jpg

But a 40 mpg empty pickup is much better than all the under 20 mpg empty pickups out there doing everyday single occupant commuting. Because not everyone can have 5+ vehicles to be the perfect tool for each situation. I'm down to 2 vehicles worth less than $10,000 total. Sure I'd love a Prius for commuting, a Wrangler for off road, a 3/4 ton diesel for towing, and a minivan for family highway trips, and a Mustang for fun. Instead I have a cheap 3/4 ton Suburban for 3/5ths of those things, and a minivan for 1/5th and the fun has to come from friends and family along for the ride.

Your picture doesn't show up in your comment, though I can see the code for it in the reply box as I quote you.

Wouldn't it be worthwhile to buy a 4 banger junk wagon for commuting? I mean I paid 350 for my metro, about $50 to register it, and $95 for CV shafts, and I've already saved over that in fuel in the couple months I've been driving it.

A pickup is “needed” only when the gear/supplies/equipment CANNOT be carried in a passenger compartment.

Until then are better choices. Lower risk and higher rate of utilization.

And the DOWN UNDER engine looks suspiciously like the DODGE Slant Six. (Best motor ever for title of The Forever Motor. Convert it to propane and the Sun may burn out before it does).

Sure glad Ford designed Chevy a good transmission finally. The 8 speed was slip city on the V8 Camaros and the like.

No, insurance and registration on a 3rd vehicle costs more than the gas my monster Suburban uses. I also need to get to work in all Montana winters have to deal, I had a Subaru as a 3rd car but realized I wasn't saving anything. There are no reliable awds less than about $2500, and they don't save much gas anyway (my Suburban was only $3800). I don't have a long commute but will be one of "those guys" driving alone in the guzzler next to you every morning.

How much is your registration and insurance? I pay like $50 for registration and $250 for insurance for a year. I've saved that much gas over my f150 in a couple months of driving my geo

I just took some back roads last week and hit 48.5MPG with the 6.0L gas engine off using EV mode most of the way. had to keep it at 29MPH though
:thumbup:


the round trip was 28.9MPG avg WORLD record for v8 6.0L engine... :eek: :eek: :eek:
160Miles Round trip

More like $500 total a year for me, you sure you only pay $125 for a 6 month insurance policy? We shopped like 8 companies and even with it being a 3rf car is added over $30/month just liability but we do get triple the required coverage because the lower limits wont be covering much in today's world. It all adds up to the ability to drive the Suburban 7.5 miles a day and I live 3.5 miles from work and don't work every single day. That doesn't even count how much gas and maintenance the Subaru used.

My total insurance bill for the year for three vehicles is just over $750, and they all cost equal winfe it's all liability.

Full coverage is another $300/year/car