• Top 10 Most Efficient Trucks: Towing a 7,000 Lbs Trailer on a 100-Mile Highway Loop

    Which truck or full-size SUV is the most efficient at towing a 7,000 lbs trailer at 70 MPH on our 100-mile highway efficiency loop? We tested more than a dozen trucks with this identical trailer on the I-76 interstate loop. It’s time to list all of them in one place to figure out how each one stacks up against the other.

    As of July 18th, 2016, we changed the rules for our highway towing MPG tests. We got a new 20-foot CM Trailers Cargo Mate and loaded it to a total of 7,000 lbs. This trailer and weight is typical to you want you are towing on your upcoming camping adventure or getting to your next job site.

    All of the pickups tested here were crew cab trucks with 4WD. All SUVs were also equipped with 4×4 systems, but we run all trucks in 2WD (rear-wheel-drive mode) and with Tow/Haul driving mode enabled.

    Engine  Transmission Towing MPG 
    2017 Ram 1500 3.0L turbo-diesel V6 8-speed Auto 13.3
    2017 Land Rover Discovery 3.0L turbo-diesel V6 8-speed Auto 12.9
    2016 Nissan Titan XD 5.0L turbo-diesel V8 6-speed Auto 10.7
    2017 Chevy Silverado 1500 6.2L gas V8 8-speed Auto 10.6
    2016 Nissan Titan XD 5.6L gas V8 7-speed Auto 9.6
    2017 Ford F-150 3.5L twin-turbo V6 10-speed Auto 9.1
    2018 GMC Yukon XL 6.2L V8 10-speed Auto 9.1
    2017 Nissan Titan 1500 5.6L gas V8 7-speed Auto 8.6
    2016 Ford F-150 3.5L twin-turbo V6 6-speed Auto 8.5
    2017 Ford Raptor 3.5L twin-turbo V6 10-speed Auto 8.4

    The Ram 1500 EcoDiesel V6 is currently the king of highway towing efficiency. Will the upcoming 2018 Ford F-150 Power Stroke diesel be able to beat it? We will find out very soon.

    Andre Smirnov
    Andre Smirnov
    Andre Smirnov is an Automotive Enthusiast, Producer, Reviewer, Videographer, Writer, Software Engineer, Husband, Father, and Friend.

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    143 thoughts on “Top 10 Most Efficient Trucks: Towing a 7,000 Lbs Trailer on a 100-Mile Highway Loop

    1. I think it should be noted that the ram diesel is the old calibration that is going to be recalled for emissions. The latest Cal is rated lower mpg’s than the old Cal. The Land Rover was pretty impressive though.

          1. All right. I did some digging and didn’t find it at RAM’s web site , but at government fuel economy.
            Interesting thing is, that Ecodiesel went from
            21 City, 24 Combined, 26 HWY to
            19 City, 22 Combined, 27 HWY for 4×4 model.
            So it gained 1 Mpg on HWY after recalibration. Wow.
            Anyhow, it’s old story, and new, lighter 2019 RAM with new 260Hp Ecodiesel is going to be even better. I will be on the market for new truck later this year ,or early next year, so
            Maybe TFL could make a new test for recalibrated model, so we know, if it affects anything at all when pulling heavy load in this HWY loop.

            1. I found 27 hwy mpg in a 2015 Car and Driver Article for a 4×4 ecodiesel.

              And no the 4×4 did not take a hit on the highway but the 2×4 model most certainly did. It is now rated at the same 27 hwy as the 4×4.

            2. That’s interesting, I had no problem finding the lowered EPA MPG on Rams website at all. Took all of 15 seconds to find.

            3. I’m going to call you out on finding on the govt website zombiera. Fuel economy.gov took the ratings down for previous gen trucks

            4. Exactly, all that should matter is the EPA numbers. So where DID you find the numbers because all you posted was the post “fix” 2017 numbers. If you try to look up the numbers for the 2014-2016 trucks they are still unlisted.

            5. And the fact still is, TFLs test is not valid till it has the EPA certified calibration in it. It may not change, it may get better or it could be worse. We don’t know. It is not a legal calibration.

            6. Remember, towing creates more heat. That equals more NOX clean up. That means more possible EGR. That means less efficiency and more fuel.

            7. And zombiera, in case you missed it, the F150 is cheaper per year to operate per your link. I bet you didn’t read that did you. In fact the ram is the most expensive to operate.

            8. Last I heard (a number of months ago), FCA said the re-calibrated Ecodiesel would have close to the same fuel economy ratings, but DEF consumption would increase somewhat.

            9. Not the TFL tested truck. That has the illegal calibration. And the ram is still more expensive to operate than a gas F150. Per your link.

            10. Yes Jimmy, it’s official EPA numbers for 2018 , 1 Mpg better than before on HWY, not tested by TFL yet.

            11. If you think going from 28 to 27 is up by 1mpg and the ram having a higher cost of ownership than Ford gas, then your correct.

            12. Sorry. I apologize. It was 26 Mpg on HWY for 2.7 ecoboost not ecodiesel, when I was reading one article.
              Anyhow, TFL should test it after recalibration to get e full picture.

            13. And per your link, the ecodiesel is more expensive to operate. Not much of a win don’t you agree?

            14. It all depends,how long do you want to keep each truck. If is it less expensive to replace one turbo or two, what’s the price for diesel and premium fuel, if you towing anything, or not at all… Many,many variables, everyone can make his own case. The thrue is, ecodiesel was selling, so it was more economical for many.
              So to answer your question. No, I don’t agree, because it’s a wrong question.

            15. It is the right question. Several hundred dollars a year savings for a better performing truck. Cheaper maintenance. Don’t have to worry about replacing the DPF at several thousand dollars. Don’t have to worry about problematic DEF system. In fact, most of my argument for owNing a diesel F150. Fyi, 100,000 units over 4 years between 2 platforms is not that many.

            16. Like I said, many variables. For example, if you tow 7000 lbs constantly, you’ll recover and make extra money in no time and get extra for diesel ,when selling again. 2.7 ecoboost didn’t even make it to the chart.
              100 000 units is a lot, considering, it’s extra money over regular models. What would be the reason for GM and Ford to follow otherwise ?

            17. Zombiera, the 2.7 never made the chart because they never tested it. Your chart that you linked to showed that the 2.7L is the better buy though. And 100,000 units between 2 models over 4 years is not impressive. That is only 2,000 engines choices between 2 vehicles lines per month. Not impressed at all.

            18. Jimmy, you keep telling me over and over about some chart I don’t know about,that 2.7 is better buy. Like I said, there is many variables and I am not going to discuss it again.
              It has been said several times in this forum and all the other forums as well. Everyone has a different case to buy a turbodiesel. GM and Ford followed the RAM for a reason.
              TFL tested 2.7 on 100 miles loop empty. 22.8 Mpg going just 65Mph.
              EPA HWY numbers (23Mpg) are to drive just 60Mph probably.
              TFL should test 2.7 with 7000 lbs on the 100miles loop. I don’t know why they didn’t do that yet. Maybe they did.

            19. So you finally agree that your argument about towing with a 2.7L is mute and way off track because it hasn’t been tested. But, you seem to forget your own link that you posted that shows the 2.7L is cheaper to operate than the diesel ram.

            20. 2.7 has been tested every day. I didn’t post any link, that 2.7L is cheaper to operate than the diesel ram when towing, or loaded.
              I don’t need a truck to drive it empty. 2.7 might work for many, when driving empty, but so the Corolla does.

            21. I did. Nothing about towing or loaded truck Mpg . I am not interested in driving empty truck.
              Your little buddy.

          1. Ha! The top ten.
            There are only ten pickups to test really.

            Its not like there are 100 pickups to test in America.

            And it is the bottom dweller.

            Yet another flaw on top of the suspension flaws of the raptor.

            Ah, you guys are always a good laugh.

            1. Where is the gas Ram? The GMC? The Tundra?

              If the most capable hi-speed desert suspension is flawed, what are you calling all other trucks? Junk?

            2. I am not calling the Raptor suspension flawed,

              Four Wheeler Magazine, Motor Trend Truck Trend and others are.

              Big difference.

              They all say that the Raptor is most flawed at high speed desert running.

              The PowerWagon is proven to be a much better desert runner, and the ZR2 wa much better too, but a tinge light.

              The Raptor was incredibly jumpy in the rear at high speed, and completely the opposite of what all the lemming masses believe is true about the Raptor, like you.

            3. The one’s that actually have really driven, tested, used the Raptor Offroad in a true desert environment (not a pot holed dirt road) believe and know otherwise!

              Here’s some accurate logic for you Hal:

              There’s are literally 100’s of real Offroad tests out there of the Raptor and all are overwhelmingly favorable about the suspension, performance, traction, power, handling etc except one!

              Then we’ve got you – Hal, Cybil, TFLun for now, who has never even driven one?

              So in nutshell we’ve got two unreliable sources that say nay and everyone else saying yeh.

              Ford also sells every single one that the dealers can get their hands on at a premium of $10k – $30k still to this day, almost 2yrs after it debuted!

              I think it’s easy to see the real truth in this subject!!!

            4. You are right, there are many off-road test out there.

              But there are only a few torture tests.

              And those torture tests were done by the most competent independent testers in the business who have been ding it for the longest time in the business.

              The others are just looking for clicks on their website.

              No one else tested the Raptor for thousands of miles on all kinds of surfaces and found the real flaws, while also finding that the PowerWagon and ZR2 are far better at desert running as well as the rest of it.

              So, good luck with your logic.

              But we all know you have admitted you are a Ford salesman!

      1. 2015 or newer Fuelly mpg AVG, for reference:

        Ram 3.0ED = 22
        Ram 3.6 = 18.65
        Ford 2.7EB = 18.3
        Ford 3.5 (non EB) = 17.8
        Chevy 4.3 = 17.2
        Chevy 5.3eAssist = 16.85
        Chevy 6.2 = 16.6
        Chevy 5.3 = 16.38
        Ford 3.5EB = 16.13
        Ford 5.0 = 16.08
        Tundra 4.6 = 15.67
        TitanXD 5.0CTD = 15.45
        Ram 5.7 = 15.35
        Titan 5.6 = 13.7
        Tundra 5.7 = 13.58
        TitanXD 5.6 = 13.3

    2. It’s unfortunate that the Ram Ecodiesel might drop some, but it isn’t a certainty if the new cal will effect high-load operation much. I think the standouts are the GM 6.2 and the Gas Titan XD- They show that a big V8 and just the right gears is still a great answer for getting work done. The Titan puts in that 2nd best gasoline performance carrying over 1000lb of extra weight, too, and standing taller than all but the Raptor.

    3. I think the key lesson here is with boosted engines. Turbo’s are NOT 100% efficient and if you’re “into” the boost constantly “like towing” then a larger displacement non-boosted engine would be more efficient. What you lose in towing mpg with a boosted engine should be made back when you run around empty.

    4. What is interesting is why the Nissan 1500 did worse than the XD. The 1500 is a newer truck and I assume they use the same 5.6L and 7 speed trans. I does bring up the question on testing parameters. If they were all tested at the same time, how would they compare when everything is apples to apples.

      1. The axle ratio is different between the half ton and XD. Under load, the slightly deeper gears might have kept the converter locked more and kept the engine out of the rich fuelling map. I think the Gas XD plays really well as a high capacity half-ton. Apples to apples it is a solid value. As much as I want to like the XD Diesel, it just comes up short. Maybe with an Aisin 8-speed (that dump-truck trans is over-kill) and another 50hp to make it less of a slug.

        1. Car & Driver really hated on the Titan XD diesel, not just for being slow and not fuel efficient, but for being down-right unreliable. It definitely seems the gas Titan would be a better bet.

          1. Just on payload capacity alone the XD Diesel puts you at or below some F150’s and GM 1500’s. It makes no sense.

            I agree that the XD Gas is a good combo as it achieves higher payload and is still a heavier frame than our current half tons. But with that said, I really dont think its that much heavier than the 2011-2014 F150’s. Especially with the 6.2 V8. My 4×4 supercrew 6.5′ bed Ecoboost is 6161 lbs empty. Add a couple hundred lbs for the iron 6.2 V8 and it would have been pushing 6400. The XD Gas Platinum Reserve is 6686 lbs accoring to nissan.

            So really Nissan built a truck that all the other MFG’s are steering away from.

            1. I can’t speak for the older F150 off the top of my head, but the Gas XD weights about the same as proper 3/4 ton gassers. I think the reliability problems were largely resolved after the initial roll-out. I think the Diesel XD needs to get better, or it will be gone soon, especially now that the 1/2 ton diesels match it for towing.

            2. For how well the gas 5.6L performs, I cannot see any reason to spend the extra money on the Cummins. The gas outperforms the Cummins on every way except with economy. But I bet if you do the math, the Cummins would be more to operate than the gas. I have driven the gas version and that V8 sounds wonderful too.

            3. Ok but that goes to the same point, a Titan XD weighs as much as a 3/4 ton but has 1200 lbs less GVWR. Why would you buy that?

            4. Jay, what is the payload though? I haven’t looked it up but if GVWR is higher for the Cummins, it may be just for the power train weight. Or for some of it at least.

            5. Gasser or Diesel, same applies. It weights as much as a 3/4 ton and has a 8800 lb GVWR instead of 10000.

              But yes you are right, the XD Diesel has the same GVWR and therefore takes huge hit in payload capacity.

            6. Jay- the Titan XD is a good choice if you know what your beeds will be. It will handle a 2000lb load or 5ton trailer better than a half ton and ride better than 3/4ton. It costs a little less, too. For some, its a perfect fit, for the rest its just not.

    5. I echo the sentiments above. I personally prefer power and the confidence that it bestows while towing over fuel economy. That being said, the GM 6.2 really stands out. It has the HP you need and still delivers outstanding economy. It’s not as effortless towing as the ecoboost, having to get and keep the revs up, but it gets the job done, and at a reduced cost.

      When it comes to the two Nissans, something is not right. The laws of physics make it tough to believe that the heavier XD, with the same powertrain, gets 10% better fuel economy towing the same trailer.

      1. Other than you have to run premium fuel in the 6.2L ALL THE TIME and you can run 87 in the Ecoboost. I do, even towing. And you have to buy an LTZ or High Country to get the 6.2L. I could get a regular cab XL F150 with the 3.5 ecoboost and 10 speed for 10’s of thousands of dollars less than the cheapest GM 6.2.

        So the cost savings isnt really there unless you were already planning on spending $50k on a loaded crew cab anyways, and then who cares what MPG’s you get.

        1. Hey guys, look at me. I bought a $50k truck that costs me $1200 a month to drive(Loan+Gas+Insurance+Maintenance) but look, I saved $10 over an Ecoboost on gas and have a crappier towing experience! WOOOO!

          1. I have been running 91 lately as well, but only because its only $0.10 more a gallon than 87. I have a performance tune so the 91 seems to help with power and a small bump in MPG’s with the more aggressive timing of the tune. Back when it was $0.20-0.30 i was 87 all day everyday.

    6. Two things to note:
      1- The EPA highway test never reaches 70 MPG and is performed at sea level. Since air resistance is such a large factor, particularly with the barn door streamlining of a pickup, it is amazing that these trucks did so well.
      2- While the “little” GMC pickup actually is larger than full size from 10 years ago when you compare footprint, it is considerably narrower, so frontal area is quite a bit lower. It would be interesting to see what a true compact size truck, like an early model Toyota/Datsun/Isuzu/Mitsubishi would do updated to modern standards.
      Just thinkin-

          1. Has the 2.7 ever been tested on the 100 mile loop? I’ve never seen it.

            Also, look at the 2.7 MPG’s going up the IKE. It did significantly better than 3.5L.

          2. I don’t agree Troverman. All diesels are Turbo’s and they get good mpg. The reason why is because the diesel has low HP by comparison and a little more energy in the fuel which you pay for. But I digress. Gas turbos; if battery electric drive does not wipe them out will be set for lower rpm torque and less HP in the future. We see this with Hyundai producing full torque at 1400RPM. The 2.7 gas motor from Ford lowered their rpm in the 2.7EB and created more torque in the new engine. If they lower the HP in the 2.7 it will save fuel. Lower rpm max torque and lower the HP and I believe this will be done in the future with the gas turbo.

            1. Yeah, but you only use the HP you need. If your truck isnt floored then its not using that peak HP. My 3.5 Ecoboost will tow my 5500 lb travel trailer at 70mph up 7% grades in 4th gear(2014 6 speed) at 3000-3250 rpm. It’s not at peak power, that doesnt occur until 5000 RPM. So even though my EB is rated at 365, I might only be using 300. The thing is that is still way more than the ram ED has to offer.

              These new ecoboost should see some level of improvement from the dual injection system. The intention of the port-fuel injection is to offload some of the fuel requirement from the direct injection under lower load/RPM situations. This is because the direct injection pump takes a lot of energy to pressurize fuel to 2000+ psi. If you dont need the benefits of DI then you pressurize less fuel and you save some of that energy.

            2. The Real Jay S, your eco boost make max torque at 3000rpm I believe. The diesel cannot maintain its speed and thus saves fuel and cannot accelerate as fast, even braking for traffic and accelerating again a diesel will do it slower and thus save fuel; this is the big fuel savings. If Ford lowers the HP by setting up the turbo’s differently they will save on mpg and save on heating/cooling parameters and then set the torque lower so you can hold rpm’s lower than 3000. Yes you will lose power and acceleration but many users don’t need it if they are selling mpg instead. Look what they did to the 2.7EB, they raised the torque 25-ft-lbs and lowered the rpm and kept the HP the same. Ford just needs to keep tweaking the Turbo’s this way to save on fuel. Keep one engine for power and one for mpg. Which they do with offering the diesel but then you have a heavier motor, more expensive, reduced handling and payload and typically higher maintenance costs and a more expensive motor and too many complications and a poor seller in the US market. Just set the gas motors up differently is what I am saying and with Turbo’s I believe Ford can get there.

            3. If we’re going by IKE comparisons, the only true way of accurately comparing the slower trucks to the faster trucks is a side by side drive up the IKE. That way if a truck with less balls gets better economy because it is slower, the truck with more nuts may be much better too. However this excluded trucks like the F150, gas Titan, Silverado 6.2L that can keep 60MPH.

            4. And the diesel is only available in Lariat trim and up. You’re looking at at least $50k for a 4×4 diesel Lariat Supercab(not even supercrew). There is no argument that can be made that this is a good financial decision regardless of MPG’s. You wanna save money, buy a cheaper truck, because the fuel savings will be a drop in the bucket.

            5. Also they timing of the torque peak of the 2.7 and 3.5 is not related to the turbo sizing I dont believe. The 2014 3.5 is rated at 420 ft-lbs at 2500 rpm, but the same year/generation of Expeditions was 420 at 2250 rpm. With an aftermarket tune these engines are probably making 420 by 1750 rpm and probably 520+ at 2500.

              Same with the new F150 and Expedition 3.5. The F150 makes 470 at 3500 while the expedition makes 470 at 2250.

              The point is, it’s all in the tuning. I believe it may be a traction and durability thing on the pickups. It’s probably expected that the F150 will be worked harder in general and so they ramp the torque a little slower.

              I can be cruising along in 6th gear at 1500 RPM and be making 14 psi of boost climbing a hill in my truck. The turbos are already well on their way to being in boost before 2500 rpm.

            6. Jay, I’m sure your right about low RPM torque limits and reliability. There is no doubt that that engine can make gobs of low end torque below 1750. But, the Piston design is likely the limited factor. Sure they have larger skirts because it is forced induction but for FE and it’s higher RPM capabilities, limiting that large skirt is needed. A diesel can only spin in the mid 3K range so having a longer skirt is easier to trade off. You start putting a ton of sub 2000rpm torque you run the risk of cylinder and piston wear. It is all about design parameters.

            7. @Thomas,

              Yeah, I look at these results above and say,
              Gee, gas is better.

              Your intellect is truly dizzying.

              And diesel is not a “little” more energy.

              Its 20 percent more energy. THAT’S A LOT.

              And diesel is only more expensive in some places because of ARTIFICIAL government regulations, not FOR any REAL reason.

              And diesel is not going away. It is getting more appreciated and will booooooooooom.

              Just last week the largest auto company in the world said,

              “Diesel will see a renaissance in the not-too-distant future because people who drove diesels will realize that it was a very comfortable drive concept,” Chief Executive Officer Matthias Mueller said at the Geneva International Motor Show. “Once the knowledge that diesels are eco-friendly firms up in people’s minds, then for me there’s no reason not to buy one.”

              And we have seen all these new diesels come out in Nissan’s Titan, Ford’s F150, GM’s 1500’s and Gm’s midsized, and Gm’s Cruz and GM’s small SUVs, and many more are announced for small cars and many vehicles.

              Gee, I wonder why I turn out to always be right. Maybe I can think without emotions and larger and more healthy diesel particulates literally CLOUDING my mind. Because it is the unseen direct injection gas motors that have the smaller and more poisonous particulates killing brains.

              Look into it. Its true.

            8. Tflun, not true. Even the best diesel does not have a 20% btu advantage. It is the low torque and low hp that the turbo is set at that gives it the advantage, something gasoline engines will perfect in my opinion. I pasted the btu/gallon of fuel types and TFL please take note of this in your videos. No 1 diesel (winter diesel) has 130,000btu/gallon (energy available in the fuel) No 2 diesel (summer diesel) has 138,500btu/gal; bio diesel (B20) has 127,900. Gas ranges from 120,400 to 124,300btu/gal depending on regular vs premium. Meaning premium will yield better mpg with more btu/ gal. The worst gas vs the best diesel yields a 13% advantage over gas. The best gas vs the worst diesel yields a 2.8% advantage over gas. Now understand that that advantage for the diesel comes with other disadvantages such as extra weight and more filters which reduce this advantage, the real advantage is the low hp and lower torque. When gas engines develop and they have and are developing lower torque, better than diesel in some cases then mpg for gas will get better as they set the turbos to match more closely in the pick up segment. You also have other disadvantages with diesel such as longer stopping distances, worse handling, less payload, more maintenance, less fuel stations, regen cycles, def fluid and bad accoustics.


            9. Diesel vehicles are 20 percent more efficient due to other factors rather than the energy in the fuel.

              The way diesel burns and is applied gives it 20 percent more efficiency.

              And it is more healthy than the new direct injection gas engines.

              And it is cheaper to refine and produce.

              Which makes it even more cheap to use than 20 percent.

              I know, its hard for you to see through your diesel bus incident.

            10. @Thomas,

              Exactly, this is a near perfect example.

              Wow, you can’t see your hand in front of your face because your vision is clouded by diesel fumes.

              You can clearly see the ten percent advantage of the diesel here.

              Then add at least ten percent for diesel because is it cheaper to refine and produce.

              Then add even more efficiency because diesel is more healthy and clean to breath compared to direct injection gasoline and thus less treatment has to be done to the exhaust than direct injection gasoline.

              You have AT LEAST 20 percent advantage than the gas, and quite more once you start heading uphill with that load. Go look at th Ike results and see the percentage go skyrocketing for fuel efficiency of diesel. As much as 50 percent as recorded by TFL.

              Thomas, you will never see the TRUTH. You are too far gone. Life will have to teach you humility. I hope it is not too difficult of a lesson.

        1. Wrong Canarado,

          The 2.7 easily pulls 7000lbs and was never tested pulling a trailer on the 100 mile loop. It was tested empty and got 24mpg.

          On the Ike pulling almost 8000lbs it didn’t even struggle.

          1. And now it has 25 more ft lbs of torque at lower rpm with the same hp. I expect the 2.7 to closely match the diesel her but be cheaper to run per mile based on fuel prices for diesel vs gas. And run premium in the 2.7 since all we ever compare is mpg instead of dollar per mile, rather frustrating. The premium fuel has more energy per gallon than regular fuel so that will help with mpg for bias charts that dont include fuel types and cost per mile when the chart was made.

          2. Tflun,

            You keep spouting off about direct injection- but aren’t Diesels direct injection.

            Besides most of the
            new Direct injection Gasoline engines from Ford and Toyota are also port injection and operate in this mode most of the low rpm range.

            Emissions issues are non existent at this time and you’re spouting off everywhere about old news.

            Diesels would have the same particulates plus Nox and the only way they can compete is with complex after treatments.

            1. @Drifter64,

              Wow, you still have not looked this up for yourself, after all the pleading I have done here for you all to look it up for yourselves!

              Don’t listen to me. Go and look up the exhaust particulates of direct injection diesels vs. direct injection gasoline engines.

              The science is clear. Direct injection gasoline puts out finer and smaller and more deadly particulates than diesel direct injection motors, and is much more unhealthy.

              Now you see why I keep calling so many of you completely ignorant? And then you argue you are not ignorant. Wow, what a crowd here in the comment section of TFL. And I am the one that so many of you want to throw out.

              I tell you, a good deed NEVER goes unpunished.

              And by the way, several other people have commented here backing me up on this.

              And even the governments and others are starting to become educated on this, and it has sparked a big reaction to get rid of all gas engines too and just go electric.

              It has also sparked a new belief in diesel, as I quoted above from the biggest auto company in the world–its executive. He basically said that when most people crawl out of their dark holes and realize that diesel is more healthy than gasoline diesel will be used more and more.

              Sheeze! What a crowd.

            2. Oh, and dual injection motors burn most of their fuel in direct injection mode by faaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaar.

              So you are mistaken on three counts in your comment by my count.

              1. gas is cleaner than diesel.
              2. dual injection means that the engine is clean.
              3. emissions is no big deal now on gas(IT IS FAAAAAAR worse now with smaller particulates).

              3 striks and you should be out. But will you all ever learn? No.

            3. @TFLun,
              Oh I’ve looked it up over and over again, not one single current study done on the new Dual injection gasoline systems. There all based on older direct injection only engines!

              Your problem is you have no real world experience driving or using any of the products you love to bash! You just read articles on the internet and have no clue what really happens in the real world through actual use!

              I’ve got nothing against Turbodiesel engines, in fact before 2007 thats all I was interested in buying in trucks. Nowadays Turbodiesel’s are only is available with all of this EPA mandated, bullying, overly complicated, emissions equipment that has proved repeatedly since 2007 regulations to be unreliable, and problematic, to say the least.

              You really think Mr Volkswagen Mueller is going to have an easy time reintroducing Turbodiesel’s in the U.S.???

              Fast forward to 2017-2018 and you’ve got almost all of the manufactures embracing Direct Injection and two of the largest Ford & Toyota really moving forward with Dual Fuel Injection, and other directions.

              Fact is everything is killing us One Day at A Time. Everytime you read the news its something new? Right?

              However, I’m 100% certain that if the new Dual Injection systems weren’t passing the Current EPA Emission standards, the manufacturers would not be able to sell them.

              Dual Fuel Injection engines may not be the ultimate form of propulsion in the future, but it’s the simplest, most reliable, and best way to achieve the results we have today in a gasoline engine!

              Your wrong on another count as well, by your own double standard! Remember when you told everyone how stupid they where for thinking that people actually use their half ton truck to tow with? Many of do use them to tow much more than average.

              Well there most definitely some logic in that and simple math. If you take the average half ton truck use, lets say 95% driving around empty, either in the city or on the highway and 5% towing, and apply that to a current Dual Fuel Injected Ecoboost that you love to bash, here’s what happens in the real world.

              In actual experience of driving these truck thousands of miles now I can tell you without a doubt, that driving around 95% empty the truck’s never working anymore than 10% maybe 15%, of output capability. RPM’s never go over 2000, throttle pedal never goes farther past 1/8″! This allows it to easily stay in Port Injection mode and burn 95% of its fuel this way – just as designed!

              And yes, those that tow and haul 5% of the time are going to be using Direct injection mode and consuming 5% of their fuel this way.

            4. Oh, sorry, I didn’t know you drove you drove your truck around like a poser.

              I assumed you werre a real truck guy, and used trucks what they were meant for.

              But you said you only use it 5 percent of the time for towing.

              For me and my family we use trucks to their capacity.

              And diesel is the ONLY solution for real truck people.

              Direct injection gas is great for people who want to pose, and pollute and buy a new truck every three years. All of our diesels are kept for at least one million miles. And the fuel cost is much lower and the overall cost of ownership is pennies on the dollar doing it that way.

              Bt thee exoboosts and others are just s way of taking your money and giving you grocery getters a sports care in a tin can that looks like a truck.

            5. Nope TFLun,

              I’m actually one of those that tow with my half tons all of the time. Don’t you read any other posts other than just where to start arguments?

              However, the industry percentages of around 95% empty 5% towing with half tons is fairly accurate.

              I think it’s changing as gasoline half tons continuously get more capable though, and Turbodiesel’s get more expensive/complicated.

            6. You still don’t get it.

              When the direct injection gas engines are seen by governments for their worse emissions, they will make even more expensive and elaborate treatments for those over diesels.

              And gassers still burn more of the fuel and thus more emissions thn the diesels.

            1. That was the old 2.7, the new 2.7 has more torque down low to hold less rpm while maintaining 70mph and a 10 speed transmission now.

            2. Yes, but new one could be more thirsty because of more torque down low. We don’t know Mpg of new one yet. Do we ?

    7. Andre, do you think that you will be able to test a colorado/canyon diesel under these same conditions? It would be interesting to see how it compares to the other diesels on the list.

    8. I’m surprised at the Nissan like many others here. Even though the XD may have shorter gearing than the half-ton, with engine and transmission being the same how does the heavier truck achieve significantly better fuel economy? Nissan clearly is not doing something right, since most customers would automatically assume the advantage of the half-ton would be fuel economy.

      That said, I’m not surprised with the EcoDiesel result.

    9. The list is just trucks and SUVs that TFL could get their hands on. It is not all inclusive. I think the 5.3GM would fare quite well (based on owning one) but even if the new Ram diesel drops, it’s still going to be first among trucks. Let’s see how the upcoming Ford and Chevy diesels do. Until then, Ram seems to have a sizable lead in the truck segment for this particular test. Interesting results.

        1. Yes but Ford didnt half ass the cooling system on the F150 from what it looks like. They are using and engine driven fan instead of electrics and I imagine they will have the intercooler low mounted like the Ecoboost, not right in front of the radiator and A/C condenser. Both of these are issues with the Ram. The Ram has the HP but it cuts it shortly after starting the climb to keep from overheating the coolant, oil, etc.

          I mean its all in the J2807 testing. We know the Ford diesel will be rated around 11k lbs based on the GCWR’s that were released. The Ram Hemi was rated that around that high but the Ecodiesel was not. The only difference is the power.

        2. While I agree a mechanical fan is better for consistent engine coolant temps, electric is still good. Especially if they would program it to activate under load and duty cycle the voltage to modulate the speed to be just enough for the demand.

          1. Jimmy,

            This is exactly how Ford has done their Electric Fans on the 2017 & up F150’s with the 3.5tt’s

            They modulate voltage to the Fans based on input from the ECU and create a true variable speed at all times and all loads. They create a near constant temperature at all times.

            You don’t even hear them roar unless you’re just starting it when its warm.

            The old 2-speed roaring loud fans are only on the 3.3 & 2.7tt’s now.

            1. I am pretty sure they did this on the 2011-2014 Ecoboosts as well. I’ve looked at my trucks tuning in HP Tuners and there are speed adjustments for the fan based on coolant temps.

            2. All 2011-2016 F150’s have twin Electric 2spd Fans. Yes, you are right with custom tuning you can adjust the temperatures at which point they come on and which point they go to high speed on the older trucks, but just two speeds and they are loud come summer time.

              2017 & up 3.5’s have the new variable high output fans that first debuted in the 2017 Raptor’s. Raptors also have an extra fan behind the Charge Air Cooler that the standard F150’s don’t get for heat soak and high pressures through the CAC. I’ve added this to my 2018 F150 very easily and economically.

          2. Electric fans dont keep up with mechanical fans. Its not even close. Electric fans might draw 30-40 amps or .5-.75 hp. Mech fans are drawing 20+ hp from the dynos I have seen. Its not good for HP or efficiency but its great for moving a lot of air.

            The other thing is that the electrics are not going to do much at freeway speeds. When the air is slamming into the front of the truck at 65mph then you need a serious fan to help evacuate the air from the engine bay and keep it from piling up. The Electrics spin at maybe 3000 rpm if you are lucky with relatively shallow blades. My jeeps mechanical fan is pullied at 1.5x the crank speed so Im turning 3000 RPM’s on a 19″ fan with 4″ deep blades at a 2000 RPM engine speed. At 4000 RPM’s the fan is spinning at 6000 rpm.

            The mech fan in my diesel liberty also moves close to 6000 CFM. The best electrics I have run across move maybe 3000. Thats the Taurus Sho/Lincoln MKVIII efans. I have tried all sorts of different fans and shrouds in my jeep in an attempt to squeak out a few more WHP and MPG’s and if I run anything besides a mechanical fan it WILL overheat.

            Same with my Ecoboost. It runs dual electrics and it will get hot towing. I towed down to St. George in southern Utah on a 50F day and it got the coolant up to 230F on some of the hills. In 90-100F weather I was hitting the 245F derate temperature and losing power. This is not uncommon for ecoboosts at altitude in hot weather.

            1. The Real Jay,

              Nope the fans are different now on the 17 & up 3.5’s. They have completely changed everything about them but they look the same. They pull around 6600 cfm or more both together – much more than the old single Lincoln Fans. They’ve also changed the radiators on the new 18′ truck as the core is now much thicker! GM’s twin electrics also pull massive amounts of air for Electric fans. Only FCA tried a single Electric Fan with towing on the Ecodiesel!!! Be interesting to see what the new 2019 truck ends up with?

              Problem with the previous Ecoboost’s is they keep making full power at all altitudes! Normally aspirated engines refuel/detune themselves 3% every 1000′. At higher altitudes the air is also thinner so less air is going past the fan blades as well? The new 18’s seem to have all the older issues eliminated so far with my heavy towing experiences.

              They have also eliminated the front mounted transmission cooler that was in front of the Radiator that passed fluid through the radiator causing the coolant to get hotter.

              All new 10spd Ford’s now have a transmission pan mounted water cooled heat exchanger to cool the transmission. This is the same thing Ford has done on the Superduty’s as well?

            2. Ecodiesel thermal efficiency is nothing to compare with ecoboost. Diesels are so efficient, they don’t overheat like ecoboost these days. I had an automatic air conditioning with factory installed diesel heater on VW turbodiesel 20 years ago and in the mild winter, the engine wasn’t hot enough even after 2 hours of driving to supply enough heat for the cabin for the preset temperature, so it started automatically heating coolant of the engine to get the temperature to the right level, by burning diesel, like Eberspaecher, or Webasto does. It was direct factory option coming automatically with automatic digital air conditioning.
              The point is, you can’t compare very efficient turbodiesel these days with double turbo gasoline. Turbodiesel can get away with different fan setup for cooling and you can’t compare it with ecoboost with much more HP and worse thermal efficiency to take care of.

            3. That’s interesting zombiera. Our pwwrstroke 6.7L’s have no issues warming up quickly in single digit temps. Cummin’s 6.7L’s actually warm up faster. Even our International DT466’s warm up to 170F in the cold weather. High idle. Maybe things changed since 20 years ago.

            4. Oh, fyi. Diesels create more heat under load. Combination of higher but content fuel, high boost and high compression. That’s why the cooling systems are considerably bigger than gas power trains and have larger oil cooler.

            5. Jimmy, I don’t care what happens when sitting at the lot at high idle, or under heavy load. Any engine will worm up, but when driving , doesn’t provide enough heat to the cabin , when under no load driving constant speed in the winter. That’s what happened with my VW Sharan and 1.9L TDI with variable geometry turbo vanes.
              My point was, when I was driving in winter for 2 hours , the engine heat output wasn’t enough to heat the VW minivan cabin and auxiliary automatic digital air conditioning heater kicked in. You don’t have this stuff in NA directly from the manufacturer on cars, minivans or pickuptrucks. You might have it on semitrucks and aftermarket as well.
              Yes many things has changed in 20 years. Diesels are even more efficient, producing less heat than before.
              When you select at your airconditioning 77F you rely on the engine output heat and if is it not enough, you will not reach this temperature in the cabin, doesn’t matter what.
              That wasn’t my case. When I set 77F and diesel was under light load , going 75 Mph, auxiliary diesel heater kicked in to heat up engine coolant to get the right temperature for the cabin.
              When I started my cold engine, auxiliary heater kicked in immediately.

            6. Zman,
              Have you ever seen or looked at the size of cooling systems modern HD TurboDiesels have and need to stay cool? They are massive with massive Huge Radiators,and Huge Fans that I believe on flat ground could move the truck without being in gear!

              Big Rig systems hold like 8 gallons or more of coolant. A Cummins 6.7 holds 6 gallons.

              Of course they run hot for all the reasons Jimmy posted!!!

              FCA knows the cooling system in the previous Ecodiesel was just barely adequate. Ask anyone that’s towed and had to slow down due to High oil temps and high coolant temps?

              I believe the single electric Fan was the limiting factor in lower tow ratings for the Ecodiesel, but the electric fan setup got better MPG’s so a decision was made for MPG’s.

              Great Truck, great motor just setup more for MPG’s over Power or higher towing limits!

            7. Zombiera, your just flat out wrong. High idle is about the least load a diesel will see and still has no issues coming up to temp. When driving they are under boost and create more heat. In fact I had one truck over heat when it was 12F outside when the T Stat stuck closed. Cruising down the highway at 70mph. The facts are, diesels create huge amounts of heat. And they need large cooling systems to control it. Old diesels did have issues heating up quickly in the winter, but not modern ones.

            8. Drifter, yes, I did. What’s your point ? That huge engine is going to have a huge cooling system ? You can’t be serious captain obvious. Did you ever see modern turbodiesel cooling system from VW, Mercedes, or BMW with automatic air conditioning in Europe? You can’t even install remote start for auxiliary heating in NA. It must be done by timer.
              Turbo Diesel has mach better thermodynamic efficiency than turbo gasoline engine and less heat is wasted with turbodiesel.
              That’s the fact I experienced in real life situation 20 years ago.

            9. So Zviera, if its true that diesels are easier to cool then all that goes to show is that the FCA cooling package on the Ecodiesel is even more pathetic than we thought. All you have to do is go look on ED forums. They have big cooling issues towing by their own admittance.

            10. Drifter

              My point was the old fans were variable speed to the best of my knowledge. There is a PWM control map in the ECU tune for it. I am not saying they have been using the same exact fan since 2011.

              I do like how the new trans cooling is done. Instead of passing the trans fluid through the cold end tank of the radiator they pump the cold coolant back to an exchanger under the truck and back to the hot side of the radiator. This is a big improvement. I’ve never had transmission temp issues on my EB, its only ever gotten up to 208F, but the coolant can get hot on the big climbs here.

              What I did recently was put in an Excursion trans cooler which is 3x the size of the air cooler on the old max tow ecoboosts. It fits into the stock trans cooler mounts. I completely bypassed the radiator end tank cooler to try and reduce some of the heat being sent into the coolant just prior to the engine. I havent testing it towing yet but will soon.

            11. The Real Jay S, any engine can be overheated.
              Turbo Diesel has mach better thermodynamic efficiency than turbo gasoline engine and less heat is wasted with turbodiesel.
              That’s the fact I experienced in real life situation 20 years ago.

            12. I had a real life experience 20 years ago too. Booobies! Been loving them ever since. Don’t think I ever over heated over boobies, but definitely gotten a little sweaty with them.

    10. I am very surprised also by the Nissan’s performance. @Andre, looking back at that older video, I wonder what Nathan thinks about the Nissan XD diesel after a SL model went against the 5.6 gasser PRO-4X with only a 1400# more trailer and got 10.7 on summer fuel rather than the diesel Pro-4x getting 11.1 on winter fuel with a 5600# trailer. Really having a hard time seeing the benefit of the 5.0L Cummins. Maybe a little extra torque on the hills and being able to say you own a diesel…IDK.

    11. As Mrknowitall stated earlier, it is the rear axle ratio that makes the difference in mpg on this test. The 2.93 gears in the 1/2 ton are way to high to be pulling this weight. The trans is constantly shifting and doesn’t spend enough time in lockup mode. The titan xd is built for work and towing by toyota. Thats why toyota puts lower(3.36) gears in the xd. The results are expected and speak for themselves. Now if both trucks did that loop empty, i would expect the results would be different.

      1. Dan Bush, the gear sets only matter during acceleration I believe. The final ratio whether you have a 4:10 diff or a 2.94 diff will still find its gear. Even the 3.5EB with the 10 speed never really sat in 10th gear unless rolling downhill a bit. It was always sitting in 8th. The motor has to be making say 100HP to pull a load on flat ground and each engine needs to be at a certain rpm in order to make that much HP. With a 7 speed tranny the truck will find its 100HP. Lower torque will help maintain those higher gears for longer and thus save fuel. When your pulling a load the truck will always be hunting for the right gear and that final ratio will be almost identical no matter what diff you have. The bigger diff helps you accelerate faster and its easier on the transmission and its stronger in my opinion but under this test the diff wont do anything with 7, 8, 9 and 10 speed transmissions.

        1. So Thomas, if you think we are wrong about the gearing making the difference here. Why do you think the heavier titan xd gets better towing mpg than the lighter titan 1/2 ton while towing 7,000 lbs.

          1. Dan can you cite the posts where you get the information that the diffs are different in the XD vs lighter 1/2 ton. Otherwise there are too many variables that I have to assume. If both trucks are able to hold 7th gear the entire time or for a good part of that time than the lower rpms with the smaller diff will save some fuel. If the one with the smaller diff is in 6th gear pulling this load than the larger diff may be in 7th gear so the ratio would may be the same. Weather also has a big affect on mpg, which is another thing that is easy to list here and I wish TFL would post that information in a chart so we had it. Its right on their phones, just paste it into a chart for every test. Wind, temperature, humidity and barometric pressure, done, just so we can compare.

            1. I simply went back and watched the two tests in question using the search at the top of page. Tfl tells you what rear axle is in the trucks they are testing! The rear axle ratios are the only glaring difference between the two trucks. If it looks like a duck, and sounds and walks like a duck, it’s probably a duck!

            2. Dan Bush these were two different trucks. The 2016 Pro 4X XD has 32 inch tires with 3.34 gears making the final ratio even worse and the Platinum 1/2 ton Titan has 33 inch tires with 2.94 gears. The only thing I can think of is the XD might have a higher psi in the tires which would help with mpg. Otherwise the 2017 1/2 ton was hunting for gears constantly because of the small gears and bigger tires. Hunting for gears constantly was stated in the video for the 2017 1/2 ton and when hunting for gears the truck will burn more fuel, it showed shifts at 5000rpm. I think with the larger tires on the 1/2 ton and the small gears the engine was very unhappy, similar to midsize getting worse mpg than a 1/2 ton because it is underpowered. Smaller tires with more PSI and larger gears made the truck happier and it was on a different day and we are talking about 1 mpg with human error as a factor. But you are right the truck with the smaller gears did not appear happy, we see this with midsize trucks getting worse mpg than 1/2 tons because they are underpowered.

              Also if you go to a gear ratio calculator the 2016 XD with 3.34 gears and 32 inch tires at 2500rpm can do 70 mph in 5th gear. Now the 2017 Platinum with 33 inch tires and 2.94 gears at 2500rpm is doing over 80mph so it has to slow down to 2100rpm to do 70mph. If 2100rpm does not have enough HP to maintain 70mph than it has to drop to 4th gear and up its rpm to almost 3000rpm. So if the truck with the smaller gears cant hold 5th gear than it is actually at a higher rpm because it has to drop to 4th gear to maintain speed. Drop the speed to 60mph and we can have a completely different outcome here. So you are right in a way, with a 7 speed there is still a big spread in the rpm range at 70mph between 4th and 5th gears. The 10 speed would bring the rpms closer together and I will say in some cases the diff does not matter. Now if the 2.94 gears with 33″ tires could hold 70mph at 2100rpm in 5th then it would be identical to the 3.34 diff in 6th gear at 70mph at 2100rpm with 32″ tires. It all depends on the test weight and speed you choose as to which truck fairs better than the other.

    12. This would be far more interesting TFL if you told us what type of diesel you used for the test. Was it Biodiesel or winter diesel or summer diesel. Also what type of gas was used, I believe the 6.2GM needs high grade, the Ram is supposed to use mid grade and the 3.5EB can use any of the 3 with a strong recommendation for high test and what was in the tank before you tested it, adding 2 litres of high test into a tank full of low test does not mean you ran the test with high test fuel, similar for the diesel. These are big parameters you do not touch on or even mention. Be nice to see a price per mile based on current fuel prices when posting the article. I am pretty sure my Tundra is cheaper to run per mile than the 6.2GM motor which fictitiously looks good the way this chart was done. Add regular fuel to the 6.2GM and you no longer have 420HP or the mpg posted in this chart and the motor may start to knock under load as stated in the owners manual. I think you need two more columns, one for fuel type used and cost per mile in another column and confirm the fuel type in the tank before you filled the tank.

    13. It’s interesting that the 10-speed transmission in the 2017 F150 with 3.5L Ecoboost is only 0.6 MPG better than the equivalent 2016 model with 6-speed transmission (9.1 MPG vs 8.5 MPG, a 7% improvement). I don’t know what other differences there are (axle ratio, etc.) between the 2016 tested and the 2017 tested, and of course towing is different than cruising unloaded, but that 0.6 MPG hardly seems worth the added cost and complesity of a 10-speed. transmission vs a 6-speed.
      Don’t get me wrong, over the life of the vehicle, that added 0.6 MPG certainly accrues to the benefit of the owner, but I thought these new whizbang transmissions would contribute more. Does anyone know, is it just that when towing there isn’t much difference in fuel economy between a 6 or 10 speed?

      1. the 10 speed will fair better at various speeds. Use this calculator I pasted in. A 6 speed will do the same as a 10 speed for fuel mileage if it has the power to hold the same gear ratio at say 70mph at 1200rpm in 9th gear for the ten speed and 6th gear for the 6 speed. Now up your speed to 70mph and the 10 speed drops to 8th gear at 1500rpm and your 6 speed drops to 5th gear at 2000rpm. At 2000rpm you are wasting fuel compared to the 10 speed that only needs 1500rpm to maintain 70mph. This all depends on the load you are pulling and the speed you are at. Slow down to 50mph or tow more weight and the 10 speed has more variables to find a sweet spot.


        Note what I was talking about with the 2016 Nissan XD Pro 4X vs the 2017 Platinum, just above this post. This calculator shows the XD has 32 inch tires vs 33 inch tires on the Platinum (275 60R 20″ rims vs 275 65R 18″ rims)so different trucks may have different tire size as well affecting the outcome.

      2. TFL-Rocks,

        A 7% improvement is a huge improvement by any standard in just one model year!

        The fact is the 10spd is just part of the equation. There’s so many other differences in the 2nd Gen 3.5 that they all add up to better! The block is different, the heads are different, the cams are hollow, the turbo’s are different, the fuel injection is different and etc.

        The only engine that the new 3.5 has in common is the Raptor. Standard F150 375/470 rated is basically a detuned Raptor engine rated on 87oct. Put 91 or 93oct and it becomes 400/480 just like Platinum Expedition.

        Raptor is rated on 91oct minimum!

        I’ve owned both engines now a 15’ with 2.7tt 6spd and 3.73 gears and now a 18’ with 3.5tt, 10spd, Max tow, 3.55 gears. Exactly the same 4×4, XL, Supercab, Sport packages with the exact same tires and wheels.

        The new 10spds gears are still lower 1-8 than old 6spd despite 6spd truck had lower 3.73 gears. 9th and 10th are slightly taller a give a double overdrive effect from what I had with the 6spd truck.

        Empty, the new 10spd 3.5tt truck easily achieves the same mileage as the 6spd 2.7tt because of the relaxed cruising rpms. At 70mph in 10th it’s only running 1700rpm and with cruise on will hold 10th without downshifting on almost all major interstates.

        Towing, the 3.5tt and 10spd are like magic! Having all the little gears to step between and the low end torque make everything effortless and always in the sweet spot. Pulling my 8.5×24’ box trailer- 9000lbs it easily bested the 2.7tt 6pd truck by 2-3mpg!

        It really shows up towing heavier loads!

    14. How come the midsize trucks that pulled the 7000lb trailer are not included here but an SUV is? I also want to see what an HD truck can do pulling 7000lbs. The 1/2 tons did better than the midsize, wonder if the HD’s can do better than the 1/2 tons with 7000lbs in tow.

        1. I forgot, it was 6000Lbs but they still got worse mpg despite being lighter and pulling less weight. Midsize trucks are seriously underpowered, cream of the crop if you were picking apples from your lawn rather than the tree.

    15. The ED still accomplished 13.3 mpg, that’s extremely well! For all the nay sayers, even if the ED TFL tested was calibrated to EPA standards. It may have only decreased by 1 mpg. Putting it 12.3! Still much better than the closet competitor.

      1. So what though? How much does the fuel cost and what is the actual dollars out of pocket when filling the tank with diesel? Why can the diesel people only focus on the actual MPG number? I know it gives you the warm and fuzzy’s, it did when I bought my diesel Liberty and was consistently getting 34 mpg highway once I tuned it, but at the time I was too naive to actually calculate the costs.

        Now that I put 265/70R16(31″) Duratracs and a 2.5″ lift on my Jeep, It costs me nearly as much to drive as my 2014 Ecoboost F150 once you factor in fuel costs. The difference is my Ecoboost is 2000 lbs heavier and has 275/60R20 Duratracs(33’s) so its at a pretty significant disadvantage.

    16. The 10 speed doesn’t seem to help much with the mpgs

      I can’t wait to see the real world testing on the 2019 models.

      My money is on the Ram even with the Hemi. ED 13.5-14mpg towing 34 highway.
      Hemi 10.2 rowing 23.3 Highway

      Ford 9.2 3.5eco towing 22.4 highway
      Powerstroke 12.4 towing 31 Highway.

      Silverado 6.2 9.4 towing 22.7 Highway
      Duramax 12.6 towing 32 Highway

      I’d like to see everyone’s guesses. Closet should win a free T-shirt?

    17. Having owned my fair of trucks past 2 yrs or so.
      Titan xd 5L x3 and 5.6L x1
      2015 f150 2.7
      2016 f150 3.5
      2017 chev Silverado
      2017 ram 1500 limited.
      In camping season I tow an 8000lb travel trailer often as well a good size snowmobile trailer in other seasons.
      I put on a lot Km’s and trade-in often.
      After owning them all I always end of back at the xd. After owning the gas xd I vowed to never own a diesel xd unless I can get a comparable one cheaper then a gas and so happens I did this time around.
      One of the reasons I go back to the xd. While all the other manufacturers are trying to make there truck more car like the xd still feels like a truck but also has a great ride because of its weight. The other thing I like not everyone owns one.

    18. Interesting….wonder how the new Ford F150 diesel will do as well as the upcoming GM twins with their new I6 turbo diesel.

      GM 6.2L gas v8 is best engine in the half ton biz , period. Ford ecoBOOST needs to be renamed BOOSTeco. They are deceptive in making folks think they are more efficient …not the case.

      GM twins will be 350 to 450lbs lighter now AND the new engines combined with new 10 spd will make them even more efficient and powerful. Should be interesting to see how they do …..

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