Especially the gauge cluster. Frieghtliner has been using that gauge cluster since the early 2000s. Amazing how the small pickup truck companies get picked on about that s*** but the big truck companies haven't changed them in decades. That interior is outright outdated. Can we please get some new gauges?
Us truck drivers do not want anymore fancy electronic’s than we already have, for two reasons 1 the fancy shit breaks and is expensive to repair and takes far too long to repair ( wheels aren’t turning we’re not making money). We don’t care too much about looks, we need aerodynamics to get the best mpg we can get, everything else is second and third thought. That dash isn’t Freightliner, at least not that Autozone lick and stick fake ass “ Wood” . That company bought what is called a “ rolling chassis”.
@@ALMX5DP yeah I'm all for that generally speaking, and I do like Freightliners trucks a lot. They really are a good all-around product for a good price. It's just amazing to me that they literally haven't changed those in so long. Even if they just change the background color or something. It's almost like they're going for a record and not admitting it.
That’s what I’m saying. I drive truck for a living. Mine peterbilt 579 80” bunk price $159k. Has bed refrigerator inverter for coffee pot. microwave. And I’ll yank that little trailer up that with my 565 hp Cummins 2250 torque. In other words kiss my butt freightliner
He's right, the price here doesn't mean much if you're towing really heavy stuff all the time. The confidence he mentioned cannot be overstated. The Freightliner will hold a grade better, won't break down after 20 steep grades, has MUCH better brakes, air ride (it's not a luxury item if you're doing long haul, it's mandatory), and likely get better fuel mileage. You could very likely spec out one of these M2s with less luxury for a lot less money. Just be careful of the CDL requirement, laws (and tickets) are much more strict for CDL holders.
A 1 ton pickup should have no problem towing 23k BUT the people that are asking the question you’re referring to want to know, will a 1 ton tow these 35k lbs trailers manufacturers are rating these days. The answer is yes BUT it’s not going to last long and without air brakes, there’s a safety factor The huge difference is that the Freightliner will to 20k all day everyday for 1 million miles and isn’t due for a major maintenance until 500k miles. The pickup will be in junkyard by 200k doing that same, all day everyday
This is also big on the price difference. Yes you will pay more now for that Freightliner, but when you think about the fact that the GMC will have to be replaced every few hundred thousand miles you'll save money with the bigger truck in the long run. $180,000 for I million miles $60,000 for 200,000 miles= $300,000 for I million.
Sure if you're doing it all day every day and not just a hobby/seasonal thing. Realistically a well equipped dually would be more than enough for the daily activities and how often out of all the miles you drive will it be in this extreme of a situation. I'll pocket the extra $100k+
Maybe if that pickup is a 6.0 or 6.4 but most other diesel pickups will go 3-400k before the junkyard. Rolling over 340k on my detroit and pops at 500k on his durumax. Price diff isn't worth it
I have to agree with the people saying their trucks are lasting 400k even when regularly hauling loads near their max. I’ve seen several survive that long myself. I haven’t owned one that long personally though, just acquaintances. 200k probably isn’t even the max for a gas truck now. Maybe 300k. Take care of them and they last a long, long time nowadays.
It's not about paying for a more luxurious, more comfortable hauler; it's about how many times would you have to replace the GMC before having to replace the Freightliner.
I would like to have known with the fuel mileage was on the m2.. Also the price comparison is not really fair.. You got a base model 3500 dually up against a luxury model class 5. I'm certain you could get a cheaper version of that and you could probably pick one up used. and we all know which one is going to last longer and be easier to service out on the roads. Full access to all of the semi based truck stops and servicing for tires etc. I think if you were going to tow that trailer every once in a while you buy the 3500 Dually and if you're going to do it day-in and day-out you get the class 5. Great video guys
@18:45 The re-gen has absolutely nothing to do with DEF fluid. Re-gen is part of the particulate filter. Normally the heat of highway driving keeps the filter clean, but if you do a lot of in-town driving or low speed driving the filter might not ever get hot enough and it will start to clog. The regen button starts a manual cleaning cycle. It takes around 45 minutes and the vehicle can't be driven while the regen is running.
The reason that the Freightliner is rated with less horsepower and not substantially more towing capacity than the Chevy is because its built to be worked at near 100% of its rating all day every day. The engine output and towing rating on modern "heavy duty" passenger trucks (really light duty in the grand scheme of things) are just advertising and penis measuring between the big 3 and are not really indicative of what the truck should be used for on a daily basis. Ratings on medium and heavy duty trucks are usually much more conservative since they may be loaded at or near those limits for most of the truck's life. I haven't looked recently, but I know that older versions of the Ford, Chevy and Cummins diesels were rated for lower output in the medium duty trucks than in the passenger trucks. I remember back when the Ford/Navistar 6.0L was still being used, the reliability of that engine in (unmodified) medium duty trucks was much better than in the F-series trucks, because they had a lower output rating. Durability is also a necessity since any breakdown or repair not only costs money to fix but will usually cost income due to the truck's downtime. Bigger displacement diesels (any many other that are for industrial use) are built for torque at low RPM, since that is what is needed to get a heavy load moving from a stop. Top speed and acceleration aren't as important, and keeping the engine speed low helps with durability. Are 1-ton passenger trucks technically capable of dragging that much weight up and down a hill? Yes. Should they be used for that purpose often? Certainly not. In perfect circumstances where everything is ideal, it will technically complete the task for life of the truck, although using it like that will make for a pretty short lifetime. In less than ideal circumstances or emergency situations, it will fail horribly. A trailer that size on a 1-ton truck will bully the truck all over the place. High wind? You're going on a white-knuckle ride all over the highway. Need to stop fast? Hope your trailer brakes are in amazing shape, because the truck isn't going to stop that much weight. Trailer brakes failed or just not that great? Hope there is a runaway truck ramp nearby. A medium or heavy duty truck will do fine under those circumstances, even when loaded to their rated limit. People seem to think that just because their truck has enough power to pull a load up to a certain speed that it is totally fine at that speed, but they don't seem to take into account what will happen when something unexpected occurs or how much stress they are really putting on the components of the truck by doing that. If you're only going to tow that much weight very occasionally, stick with a passenger truck. If you need to tow that much regularly, get a medium duty truck and tow that load safely and reliably. To the person who was comparing V8 vs I6 diesels, the I6 is probably a better choice for most truck applications since you want a lot of displacement per cylinder for low end torque. It also simplifies the intake, exhaust and turbo design. Most passenger truck diesels are V-engines for packaging reasons. I6 engines are hard to fit in a truck (or any other vehicle) unless it was designed for it (like the Dodges that put the radiator much further forward and have clearance specifically made in the firewall and cowling) In most cases, if a truck will fit a V8 gas engine lengthwise, it will fit a V8 diesel too.
@@hihaveaniceday9386 absolutely. I'd just like to see how the test would be when 2 trucks with virtually the same ratings but from different classes handle the loads. Of course the GMC would be pushing the limits of itself, and the Freightliner is probably under rated and under stressed, it would just be cool to see. I'm a big believer in buying a little more truck than you need, matching your ratings is one thing but having a truck that can do more than you need gives you more confidence and stops the white knuckle driving
I don’t know jack about towing but I’ve driven heavy duty pickups and freight liner M2s as ambulances and the freight liners are a dream to drive. They handle so much better, have better visibility, better turning radius, more realible, and more comfortable to drive.
@@BlueDually4x4 I've never seen tandom drives, but I have seen that set up with a single drive. However, I used the word "usually" in my original comment for that reason.
I’m pretty sure that the Allison 3200 and 3300 HD transmissions are actually a 10 speed transmission with it being displayed as a 6. Gears 1 and 2 have multiple gears in them, but aren’t noticeable when unladen or at higher accelerations. We run Peterbilt and Kenworth medium duty (337 and T370’s) with these transmissions, and you can feel some shifting in those gears when “crawling” (33K pound GVWR, running around 32K loaded weight driving up snowy driveways with chains on with the transmission locked in second gear) The regen switch is used when the truck needs to do a regen. You should get an alert on the dash when it needs one, then you pull over and switch it on. It should also do a passive regen when running down the highway, or even when stopped depending on exhaust temperatures. We ran a couple of M2’s back in the day. They were reliable mechanically. Electronics were garbage, interior fitment was poor at best and they were loud as all getup. Good to see that nothing has changed with them. Still even using the same gauges as our even older FL70 and FL80’s!
I will never understand horse people. That trailer costs more than my house. Edit: Thanks to everyone who chimed in to correct me. I used to haul horses for a breeder who was nothing but a rich kid playing with daddy's money. And I know a local guy who plays at being a rancher. He's actually a doctor who plays polo on the weekends. I guess I've just had bad luck meeting owners with less sense than their horses
It's a tax deduction. The horse activities are owned by a business that operates at a loss. Horse people pretty much exclusively do business with other horse people where/when they can. These trailers and trucks are baller for capital depreciation. If you want a solid truck, get a used horse trailer tow rig. They never mess with them and buy/sell often.
Luke NOPE !! ! Not all horse people, just a few that want a write off for a business !!!! You can get a good 3 horse trailer that will get the job done for 10 grand and you sure as hell do not need a 160,000 truck to pull em.......and REAL horse people would not drag that thing up a forest service road to ride in the mountains !!! That rig won;t fit in 99% of mountain campsites in a HORSE camp !!! Spent 30 years riding the mountains and never had a rig like that !!! Seen some idiots try to drag those up into a mountain camp and get hung up !! ! Those rigs are for the show snobs that "camp" in a flat parking lot at a horse show !!!
My house is $1,600,000.....Depends where you live in the Country and even so what type of house you have..people are all different income brackets.. Don't worry,I don't even own a new truck,nor a personal truck of my own(business has a few trucks I use when needed)..I do have 3 cars that are 2017 to current year but also 24 cars 1956-1972 (do own one 1978 one 1979).Car collector and restorer..
I was involved with a girl who was into paint horses. I got an interesting look into the world of show horses. The biggest take away from all the time Inwas involved? There are very few people who mess with horses who make money at it. Vices fund animals that cost a fortune to maintain and own.
There's just a few pre production models right now. The duallys aren't being mass produced yet so it doesn't suprize me that they couldn't get their hands on one.
They did in a video I just watched. The GMC got shamed by a Ford and Ram. Ford came in 1st, Ram 2nd and GM last. Ford for heavy hauling and GMC for little lawn mower trailers.
Funny a 2020 Freightliner has the same gauge cluster as the 06 Freightliner Columbia I drive at work. What Freightliner couldn't come up with a different gauge cluster yet.
@@matsherwood6277 actually if you think about the power each truck has and the engine size it's not bad. My semi would probably be 1mpg up that hill with a full load on
@@danatkinson6698 I don't consider anything down there to be real good fuel economy haha. Our sterling dump truck has a c12 cat. Gets like 4mpg pretty much regardless of the load I've heard. I guess it's all relative but I don't consider low single digits to be good fuel economy. Haha
Great review totally enjoyed it. I could never justify the money for the Freightliner. I had a heck of time getting the wife to let me upgrade to my GMC 1 ton SRW truck to tow our 5th wheel. Thanks for sharing Andre, Kent and TFL.
Maybe a lottery win would help you out and convince the wife to let you go bigger for better ride and handling and longer time on the road. But I should add your better of going with the more luxurious SportChassis over the commercial grade Summit Hauler trying to be a SC, both are around the same price and you get more with the SportChassis
I’ve put a LOT of miles on a freight shaker 😎. Of course a lot bigger than this one. It had a hole in the exhaust and when you flipped the jake brake it sounded like a machine gun going off. Lots of fun! I miss driving rigs
So for 120,000 your telling me i can buy 2 chevy silverados i mean 2 silverados can tow as much as 50,000 pounds of cargo tpgeather witch means more towing then the one freight liner
Nobody turns around when you are driving the cheapo chevrolet,. they all turn around when you pull in with a freightliner, probably the biggest reason to get on is penis envy.
Overall I think this was a valid comparison. I know you're trying to keep a consistent standard, but I own and tow with a very similar GMC 3500, Cruise control is your friend. No brake application required down hill and no fighting to maintain speed up hill (which both happened in this video). All the modern 1 ton trucks are designed with cruise control in mind to be used while towing. In my opinion your testing would better reflect real world and intended usage better if you would allow for cruise control to be used.
JMO but I tow with a "modern" truck (2016 F350 dually, 6.7, 3:73) ... cruise control going up the hill would have the engine screaming trying to keep 60 mph, it would probably go down to 3rd or 2nd!!. I go manual up a 7% grade and climb in 4th (sometimes 3rd) but mindful of keeping my RPMs no higher than 3500. Same going downhill ... manual and usually in 3rd or 4th at 3500 RPM. I have pulled the IKE and it's a tough pull, but I never "floor it" to climb any hill, that's too hard on MY EQUIPMENT.
But let's be honest, the average guy/girl probably wouldn't get a brand new truck for work because they can pay off a used truck faster than a newer one
These GM 6.6 liter diesels are bulletproof! I saw a Gale Banks video where he pushed a stock engine with upgraded Turbos and software to over 1000 hp! Regarding the tow rating, the Toy hauler must be a "baby" big-rig, Freight-liner name and all. I remember asking the Trucking Manager at the company I used to work in many years ago (80's) what the max tow rating was. He said whatever the trailer would hold!, i.e. he towed oversize/permit loads etc some weighing 80,000 to 100,000 lbs, depending on the route and axle load limits. I doubt if they went even 65 mph dues to safety with those loads. 40,000 lbs was a "normal" non permit load. The most powerful big rig engines are 13 liters (and up, not 9 liters) as this video and have 2200 to 2500 ft-lbs of torque at 2,000 rpm!
Anyone else notice when they're talkin about the trucks going downhill, they show video of them going uphill. And vice versa when they're talkin about the truck going uphill.
Was this video a sales pitch for Summit Hauler and the trailer company? Seems like the GMC did just as well. Moral of the video, yes a dually will do just as well as an overpriced luxury medium-duty hauler up and down a 7% grade.
Difference is that Summit Hauler will do it all day, every day for a million miles+. You will get 200, 300k miles out of the GMC it will die and have to buy a new one.
@@Species-lj8wh That's BS. Go look at used FLs and M2s. Rarely do you find one with 1 million miles. They are usually trashed at 300K. The ISL is better than the ISB and Cat 3126 that those trucjs used, but it is still only a 500K engine. Nor is that Allison a million mile transmission. If you want a million mille truck, you better spec it with the DD13 and an Ultrashift instead of the Cummins/ Allison. This M2 is twice the price of a PU truck. It will also last about twice as long. Not 5x as long. If the M2s were that great, every hotshotter would be running one. And 90% of hot shotters run pickup trucks.
The M2 is the safer option, they also spoke of that in the video. It is heavier, better planted, better braking, the engine is better designed to deal with these loads. It’s the better truck for an 18.5 thousand lb trailer. Period. It is just very expensive. If you go for the base model M2 you will save about $30,000. It would have been a better comparison. Still expensive though. Just because a truck can do something, doesn’t mean it should, or is the better choice. Remember, the GM was near its maximum, the M2 was only just over 1/2 it’s maximum capacity. The M2 can haul trailers and weights the GM can’t. That alone justifies much of the cost. What GM can safely tow 30,000 lbs? These trucks aren’t actually apples to apples.
@@shitloveaduck Safer ? Does the M2 have airbags ? Does it have 4 wheel drive ? That GM truck pulled the 18.5K trailer up and down the steepest pass in the US on a hot day without breaking a sweat. You don't need an M2 for pickup truck sized trailers.
Axle ratios are relative to tire and wheel size the two go hand in hand and are also relative to transmission ratios. The other point is VG turbos are not effected by elevation. A properly engineered VG turbo will be more than capable of managing any altitude difference.
Uhhh.. Yes they are. A Turbocharged engine WORKS by ramming MORE air into the intake.. If there is LESS air density then power is still going to be affected.. Maybe just not quite as much as an N/A engine with no aid from a turbocharger.
@@2K-Tan You wont feel the difference in a turbo charged car. The difference is as much as 30% lost in an NA and 1-3% in a turbo charged vehicle. Planes were turbocharged and supercharged for a reason.
@@KCWhoa You basically just reinforced what I said. I didn't say the loss would be great. I just essentially said there is still a loss. Just not as much as N/A. 1 - 3% Is more than you may think. Not enough to tell a huge difference but the keenest of people may pick up on it.
You don't have to worry about burning that engine up with exhaust temps. In stock form the computer won't let it happen, I hate all the computer on newer diesels, but they needed them do to dumb asses that don't know how to drive and only know foot to the floor or idle.
As a truck driver I’m telling y’all the gmc won the downhill. The engine slash exhaust break is supposed to slow you down not hold u at a speed. Gmc slowed them past their mark. That’s it’s job. The only reason there was a break application is that’s how u activate it on pickups
Regen has nothing to do with def "diesel exhaust fluid". A regeneration of the dpf "diesel exhaust filter" happens automatically while driving or manually while parked. It also can be manually stopped while parked to help prevent a weed fire under your vehicle. A regen of the dpf is needed periodically to incinerate the carbon "soot" buildup inside the dpf using diesel injected aft of the turbo super heating the dpf which incinerates unburned hydrocarbons "soot". The leftover ash stays inside the dpf eventually clogging the dpf. Servicing "cleaning" or full replacement of the dpf is mandatory at some point. Cleaning doesn't work very well. Full replacement of the dpf works best. The sole purpose of the dpf is to trap the black smoke. The Diesel exhaust fluid is injected into the exhaust stream lowering the NOx "nitrogen oxides" levels that exit your exhaust tailpipe.
With torque figures so close and high, the difference in horsepower and transmission makes sense as to why the GMC was faster up. At peak HP it'll still have a higher output even though it was closer to its max.
Why not use a pickup that is closer in specs? My '17 F350 DRW 4.10 rear, has a gooseneck capacity of 30,100 lbs, which would be closer apples to apples comparison. When going downhill, if you set the cruise control, the engine brake will only reduce to your set speed (at least on Ford).
Well both vehicles were supplied by the company that wants you to spend $180,000 for the Freightliner. So I don't think it was an accident. I think they were given a truck that definitely can do the job but wasn't the better option. Plenty of those GMC's are out there with proper gearing and a nicer interior. They gave them the plain option because they wanted their expensive toy truck to really seem like it was worth the extra loot. In my opinion it actually made the Freightliner just look even more stupid. For all that money you can buy your company three GMC's. Three GMCs are going to do more work simultaneously than one of those Freightliners will.
@@ashes2ashes863 Agreed, it's like Tesla providing a 2020 Model S P100D and a 2015 Chevy Bolt to show how much better and faster theirs is.😂 Shame on TFL for not being more subjective. Is almost like advertising money outweighs providing accurate, unbiased info.
There seems to be a serious misunderstanding here of the realities of a RUclips budget. 1) we can’t just snap our fingers and get any truck we want. This is next to impossible. Unless both of you guys have a truck you want to loan us to test? 2) Great video production is expensive. How much did you pay to watch this video? Zero? How do you expect us to feed our families and produce this review? By your taking your comments to the bank? We produce the highest quality, most transparent reviews possible given a RUclips budget. If that’s not enough for you, please go check out all the free cat videos on RUclips. That way you’ll get what you paid for.
You should get an improved camera that can deal LED lights. The flicker on the front lights of the GMC and the dash lights were noticeable and misleading of what the vehicle may be able to do.
With Chevys just turn tow haul on, exhaust brake on, and set your cruise. It will grade brake all on its own to whatever cruise speed you set and not slow down to 45.
You commented on CDL but that is not a CDL truck, we have an 18 m2 at gvwr of 26000, still not a CDL truck, Not a CDL truck til the gvwr is 26,001 or higher or with the exception of other parameters such as a lot of passengers if it were say a bus.
While doing your brake test, why are you riding in the center lane making other drivers have to pass you on both the left and the right. Right lane is the slow lane. Driving slowly in the center lane is just inconsiderate and in some states illegal.
So the real answer to the question of do you need a Freightliner or equivalent to row ultra large 5th wheels is no. The 3500 does it just fine. You might still WANT a class 5 truck but you don’t NEED one.
I like the videos and tests, but why, oh why, do you guys feel the need to drive below the speed limit in the left lane? I know you want to get good camera shots, but I do believe the law is SLOWER TRAFFIC KEEP RIGHT
Couldn't You guys have put the transmission into manual in order to gain the speed needed on the uphill section of Ike ??? I use this feature alot here in the mountains of Appalachia..both for slowing down and gaining the flexibility in gear choice and rpm..
Charles Stanford yeah but still it’s hard to compare two different trucks that are quite a bit different. I mean if it was a 2020 Chevy 3500 vs a Dodge 2020 3500 it would be better. That’s just my opinion.
The "explanation" @15:27 doesn't explain anything at all. The "real" engine brake in the Cummins is a compression-release brake, which opens the exhaust valves at the beginning of the power stroke so the engine does the work of compressing the intake air and doesn't get any of that back on the downward piston stroke. @14:04 the compression-release brake apparently has only high and low, so active on 3 cylinders or 6. That's too bad - other engine brakes have three selections, for 2, 4, or 6 active cylinders. It doesn't matter if you're just using high anyway, but for lesser grades more control would be nice.
That was a very tuned down motor in the M2 Freightliner. You can get over 500 horse and a lot more torque. The truck was probably in economy mode, If you get the detroit diesel and better transmission you would be better off, but they are tuned for economy. It will haul that trailer a LOT safer than any 1 ton pickup and stop a lot faster. I do not get the complaints people have on ride or maybe they are just talking out there butt and have never riden in one, I think it is comfortable and my coffee never spills.
Pat B , hello, I do not think, that you can get the older DETROITS anymore, as ROGER PENSKE , SOLD, Detroit to MB, so now they are now gray,< saying MTU/DETROIT. Heck even the US MILITARY, have been using those new ones., Give me an old GMC. V12 2 STROKE ENGINE, Just as GM railroad EMD division were ALL 2 STROKE locomotive engines , .. Cheers from NJ
Very good video. I thought for sure the Freightliner was going to put the 1 ton to shame. These new pickups are pretty impressive. The main advantage of the Freightliner is longevity, And air brakes. But for 100k less that GMC really pulls its weight.
If you watched the road ride of both from the video car you can see how both handle, the CM was wobbling side to side, the Freightliner was not wobbling at all. IMO and from my own experience, I would stick to the medium to heavy duty rigs for more daily hauling.
@@Joshua79C I agree 100 percent. If I was a what they call hot shot hauler I would not waste my time or money on a 1 ton truck. The 1 ton trucks today can pull well, But IMO are getting very dangerous. There is no way I would pull a trailer with that weight with juice brakes. The Freightliner with the better engine brake And air brakes alone is definitely the best way to go. The stability of the Freightliner is another. I am shocked at what these new trucks can actually tow, But you will never see me behind the wheel of a 1 ton towing that much weight, I would just get a used Freightliner. Even a 100k used Freightliner with 200k miles would last longer than a new GM
Wait, so you took the GMC up to 60, applied the brake to get it down to 50 and called it a brake application, but you only took the freightliner up to 50 and awarded zero brake applications? So what would the GMC had done if you only took it up to 50 before going downhill?
What about adding fluid temperature change during uphill tow? Would be nice to know what engine and transmission temperature is at the top. Doesn't help to get there in 8 minutes if you are overheating.
These towing videos are the best. No one else comes even close!
Thanks
They have really improved, I enjoy them now.
@@kfstreich4787 Thanks
Agreed!
I agree but the guys voice is slowly braking me. Is he polish or somthing 😩
The Freightliner even though is 2020 model looks like it's 1998
Especially the gauge cluster. Frieghtliner has been using that gauge cluster since the early 2000s. Amazing how the small pickup truck companies get picked on about that s*** but the big truck companies haven't changed them in decades. That interior is outright outdated. Can we please get some new gauges?
Us truck drivers do not want anymore fancy electronic’s than we already have, for two reasons 1 the fancy shit breaks and is expensive to repair and takes far too long to repair ( wheels aren’t turning we’re not making money). We don’t care too much about looks, we need aerodynamics to get the best mpg we can get, everything else is second and third thought.
That dash isn’t Freightliner, at least not that Autozone lick and stick fake ass “ Wood” . That company bought what is called a “ rolling chassis”.
@@ashes2ashes863 dont change what's not broken right? If it works, it works.
@@ALMX5DP yeah I'm all for that generally speaking, and I do like Freightliners trucks a lot. They really are a good all-around product for a good price. It's just amazing to me that they literally haven't changed those in so long. Even if they just change the background color or something. It's almost like they're going for a record and not admitting it.
Kacper B that's why I hate them freightliners never update the inside
Everyone talking bout the freightliner being 180k, I'm looking at a motor less trailer thinking...how is that worth 162k?
RVs are usually cheap because they’re garbage. Properly fitting a space like that and installing technical components is expensive
That’s what I’m saying. I drive truck for a living. Mine peterbilt 579 80” bunk price $159k. Has bed refrigerator inverter for coffee pot. microwave. And I’ll yank that little trailer up that with my 565 hp Cummins 2250 torque. In other words kiss my butt freightliner
180K buy's you a million mile motor and a heaver truck. Heavy towing requires a heavy truck. It's not about towing but about stopping all that weight.
And you can sell/own them separately vs a motor home where you just take a beating
He's right, the price here doesn't mean much if you're towing really heavy stuff all the time. The confidence he mentioned cannot be overstated. The Freightliner will hold a grade better, won't break down after 20 steep grades, has MUCH better brakes, air ride (it's not a luxury item if you're doing long haul, it's mandatory), and likely get better fuel mileage.
You could very likely spec out one of these M2s with less luxury for a lot less money. Just be careful of the CDL requirement, laws (and tickets) are much more strict for CDL holders.
Freightliner and luxury should never be used in the same sentence...
That's a custom high end conversion on the FL. They start around 75K.
A truck is destined to work, haul sh#t, move sh#t, and shouldn’t cost a sh#t ton of money up front.
Michael Benoit you’re allowed to curse in the internet buddy
although Pete and KW truly are.
Have you ever heard of Western Star?
This is like comparing a ford ranger to a duramax
The idea of it was to see if you needed such overkill.
@@cameron-w you don't "need" overkill so that statement doesn't really make sense.
tyler bonser True. I was just trying to have it make more sense.
I like my M2 over my old 1ton hot shot, the difference in pulling and stopping is unbelievable, only thing better is my new T680
That Freightliner would be a sweet daily driver!
A 1 ton pickup should have no problem towing 23k BUT the people that are asking the question you’re referring to want to know, will a 1 ton tow these 35k lbs trailers manufacturers are rating these days. The answer is yes BUT it’s not going to last long and without air brakes, there’s a safety factor
The huge difference is that the Freightliner will to 20k all day everyday for 1 million miles and isn’t due for a major maintenance until 500k miles. The pickup will be in junkyard by 200k doing that same, all day everyday
This is also big on the price difference. Yes you will pay more now for that Freightliner, but when you think about the fact that the GMC will have to be replaced every few hundred thousand miles you'll save money with the bigger truck in the long run. $180,000 for I million miles
$60,000 for 200,000 miles= $300,000 for I million.
Sure if you're doing it all day every day and not just a hobby/seasonal thing. Realistically a well equipped dually would be more than enough for the daily activities and how often out of all the miles you drive will it be in this extreme of a situation. I'll pocket the extra $100k+
Maybe if that pickup is a 6.0 or 6.4 but most other diesel pickups will go 3-400k before the junkyard. Rolling over 340k on my detroit and pops at 500k on his durumax. Price diff isn't worth it
I have to agree with the people saying their trucks are lasting 400k even when regularly hauling loads near their max. I’ve seen several survive that long myself. I haven’t owned one that long personally though, just acquaintances. 200k probably isn’t even the max for a gas truck now. Maybe 300k. Take care of them and they last a long, long time nowadays.
It's not about paying for a more luxurious, more comfortable hauler; it's about how many times would you have to replace the GMC before having to replace the Freightliner.
I would like to have known with the fuel mileage was on the m2..
Also the price comparison is not really fair..
You got a base model 3500 dually up against a luxury model class 5.
I'm certain you could get a cheaper version of that and you could probably pick one up used.
and we all know which one is going to last longer and be easier to service out on the roads.
Full access to all of the semi based truck stops and servicing for tires etc.
I think if you were going to tow that trailer every once in a while you buy the 3500 Dually and if you're going to do it day-in and day-out you get the class 5.
Great video guys
Andre is one of my favorite reviewers on TFL. I’m glad TFL doesn’t pretend he doesn’t speak English.
The hat rack sold me! 😂
@18:45 The re-gen has absolutely nothing to do with DEF fluid. Re-gen is part of the particulate filter. Normally the heat of highway driving keeps the filter clean, but if you do a lot of in-town driving or low speed driving the filter might not ever get hot enough and it will start to clog. The regen button starts a manual cleaning cycle. It takes around 45 minutes and the vehicle can't be driven while the regen is running.
And DEF is consumed during the Regen
Chris Conway Yes, anytime the engine is running DEF is being dosed into the exhaust stream.
The reason that the Freightliner is rated with less horsepower and not substantially more towing capacity than the Chevy is because its built to be worked at near 100% of its rating all day every day. The engine output and towing rating on modern "heavy duty" passenger trucks (really light duty in the grand scheme of things) are just advertising and penis measuring between the big 3 and are not really indicative of what the truck should be used for on a daily basis. Ratings on medium and heavy duty trucks are usually much more conservative since they may be loaded at or near those limits for most of the truck's life. I haven't looked recently, but I know that older versions of the Ford, Chevy and Cummins diesels were rated for lower output in the medium duty trucks than in the passenger trucks. I remember back when the Ford/Navistar 6.0L was still being used, the reliability of that engine in (unmodified) medium duty trucks was much better than in the F-series trucks, because they had a lower output rating. Durability is also a necessity since any breakdown or repair not only costs money to fix but will usually cost income due to the truck's downtime. Bigger displacement diesels (any many other that are for industrial use) are built for torque at low RPM, since that is what is needed to get a heavy load moving from a stop. Top speed and acceleration aren't as important, and keeping the engine speed low helps with durability. Are 1-ton passenger trucks technically capable of dragging that much weight up and down a hill? Yes. Should they be used for that purpose often? Certainly not. In perfect circumstances where everything is ideal, it will technically complete the task for life of the truck, although using it like that will make for a pretty short lifetime. In less than ideal circumstances or emergency situations, it will fail horribly. A trailer that size on a 1-ton truck will bully the truck all over the place. High wind? You're going on a white-knuckle ride all over the highway. Need to stop fast? Hope your trailer brakes are in amazing shape, because the truck isn't going to stop that much weight. Trailer brakes failed or just not that great? Hope there is a runaway truck ramp nearby. A medium or heavy duty truck will do fine under those circumstances, even when loaded to their rated limit. People seem to think that just because their truck has enough power to pull a load up to a certain speed that it is totally fine at that speed, but they don't seem to take into account what will happen when something unexpected occurs or how much stress they are really putting on the components of the truck by doing that.
If you're only going to tow that much weight very occasionally, stick with a passenger truck. If you need to tow that much regularly, get a medium duty truck and tow that load safely and reliably.
To the person who was comparing V8 vs I6 diesels, the I6 is probably a better choice for most truck applications since you want a lot of displacement per cylinder for low end torque. It also simplifies the intake, exhaust and turbo design. Most passenger truck diesels are V-engines for packaging reasons. I6 engines are hard to fit in a truck (or any other vehicle) unless it was designed for it (like the Dodges that put the radiator much further forward and have clearance specifically made in the firewall and cowling) In most cases, if a truck will fit a V8 gas engine lengthwise, it will fit a V8 diesel too.
Redo this again with a 2020 GMC dually and see how it goes. The tow ratings on the truck and semi then are basically the same then
Power and tow rating might be the same but not the stoping slower , stoping power is as important as anything
@@hihaveaniceday9386 absolutely. I'd just like to see how the test would be when 2 trucks with virtually the same ratings but from different classes handle the loads. Of course the GMC would be pushing the limits of itself, and the Freightliner is probably under rated and under stressed, it would just be cool to see. I'm a big believer in buying a little more truck than you need, matching your ratings is one thing but having a truck that can do more than you need gives you more confidence and stops the white knuckle driving
Just drove down the Ike in a 28 foot Class A RV. It was fun. Got to experience the terror.
I don’t know jack about towing but I’ve driven heavy duty pickups and freight liner M2s as ambulances and the freight liners are a dream to drive. They handle so much better, have better visibility, better turning radius, more realible, and more comfortable to drive.
The 9L is a nice options for the Freightliner. Most non commercial M series come with a 6.7L Cummins.
Can we stop calling that freightliner a semi. It's not. It's a medium duty truck usually used at a box truck by companies like Ryder or Penske.
Actually you can get the M2 cab with tandem drives and a 5th wheel hitch rated at 80,000 pounds.
@@BlueDually4x4 I've never seen tandom drives, but I have seen that set up with a single drive. However, I used the word "usually" in my original comment for that reason.
BlueDually4x4 yup that was my first truck at my current job m2 with 3 axels
Nate Quickmire I’ve seen many M2s 3 axles. Usually for local deliveries. Or regional,
But its got a semi body
I’m pretty sure that the Allison 3200 and 3300 HD transmissions are actually a 10 speed transmission with it being displayed as a 6. Gears 1 and 2 have multiple gears in them, but aren’t noticeable when unladen or at higher accelerations. We run Peterbilt and Kenworth medium duty (337 and T370’s) with these transmissions, and you can feel some shifting in those gears when “crawling” (33K pound GVWR, running around 32K loaded weight driving up snowy driveways with chains on with the transmission locked in second gear)
The regen switch is used when the truck needs to do a regen. You should get an alert on the dash when it needs one, then you pull over and switch it on. It should also do a passive regen when running down the highway, or even when stopped depending on exhaust temperatures.
We ran a couple of M2’s back in the day. They were reliable mechanically. Electronics were garbage, interior fitment was poor at best and they were loud as all getup. Good to see that nothing has changed with them. Still even using the same gauges as our even older FL70 and FL80’s!
I will never understand horse people. That trailer costs more than my house.
Edit: Thanks to everyone who chimed in to correct me. I used to haul horses for a breeder who was nothing but a rich kid playing with daddy's money. And I know a local guy who plays at being a rancher. He's actually a doctor who plays polo on the weekends. I guess I've just had bad luck meeting owners with less sense than their horses
It is millionaires that own these not normal people like myself with horses as not very many are going to have $250,000 for a truck/trailer.
It's a tax deduction. The horse activities are owned by a business that operates at a loss. Horse people pretty much exclusively do business with other horse people where/when they can. These trailers and trucks are baller for capital depreciation. If you want a solid truck, get a used horse trailer tow rig. They never mess with them and buy/sell often.
Luke NOPE !! ! Not all horse people, just a few that want a write off for a business !!!! You can get a good 3 horse trailer that will get the job done for 10 grand and you sure as hell do not need a 160,000 truck to pull em.......and REAL horse people would not drag that thing up a forest service road to ride in the mountains !!! That rig won;t fit in 99% of mountain campsites in a HORSE camp !!! Spent 30 years riding the mountains and never had a rig like that !!! Seen some idiots try to drag those up into a mountain camp and get hung up !! ! Those rigs are for the show snobs that "camp" in a flat parking lot at a horse show !!!
My house is $1,600,000.....Depends where you live in the Country and even so what type of house you have..people are all different income brackets..
Don't worry,I don't even own a new truck,nor a personal truck of my own(business has a few trucks I use when needed)..I do have 3 cars that are 2017 to current year but also 24 cars 1956-1972 (do own one 1978 one 1979).Car collector and restorer..
I was involved with a girl who was into paint horses. I got an interesting look into the world of show horses. The biggest take away from all the time Inwas involved? There are very few people who mess with horses who make money at it. Vices fund animals that cost a fortune to maintain and own.
You seriously couldn’t use the brand new gmc dually with the 10 speed!!!
There's just a few pre production models right now. The duallys aren't being mass produced yet so it doesn't suprize me that they couldn't get their hands on one.
NicT09 they are not available for any one to test yet
They did in a video I just watched. The GMC got shamed by a Ford and Ram. Ford came in 1st, Ram 2nd and GM last. Ford for heavy hauling and GMC for little lawn mower trailers.
I've never seen someone so excited making a circle before.
Funny a 2020 Freightliner has the same gauge cluster as the 06 Freightliner Columbia I drive at work. What Freightliner couldn't come up with a different gauge cluster yet.
I wonder what the fuel economy on the big Freightliner was
Tyler Proud agree, wish they would of said
The truck more than likely didn't have that information to show on the dash like the gmc did. Mpg was probably worse than the gmc though
Not good.
@@matsherwood6277 actually if you think about the power each truck has and the engine size it's not bad. My semi would probably be 1mpg up that hill with a full load on
@@danatkinson6698 I don't consider anything down there to be real good fuel economy haha. Our sterling dump truck has a c12 cat. Gets like 4mpg pretty much regardless of the load I've heard. I guess it's all relative but I don't consider low single digits to be good fuel economy. Haha
I think you gentleman are responsible for many M2 sales. Great work!
I got bored with all the jumping around, brake test, trailer, brake test, trailer, engine, brake test, trailer
If you take in to consideration the difference in the tire height the axle ratio is about a wash.
I love TFL truck. You guys give us such great content! Thanks
These towing videos are the best. No one comes close
Great review totally enjoyed it. I could never justify the money for the Freightliner. I had a heck of time getting the wife to let me upgrade to my GMC 1 ton SRW truck to tow our 5th wheel. Thanks for sharing Andre, Kent and TFL.
You're welcome
Maybe a lottery win would help you out and convince the wife to let you go bigger for better ride and handling and longer time on the road. But I should add your better of going with the more luxurious SportChassis over the commercial grade Summit Hauler trying to be a SC, both are around the same price and you get more with the SportChassis
Love these towing reviews. Andre and Mr. Truck make a great team!
Thanks
I’ve put a LOT of miles on a freight shaker 😎. Of course a lot bigger than this one. It had a hole in the exhaust and when you flipped the jake brake it sounded like a machine gun going off. Lots of fun! I miss driving rigs
What year was yours? What was the max fifth wheel capacity? GCWR?
Wish you would do a summary at the end with the times and such. By the time I got to seeing the Freightliner I forgot what the GMC did.
MPG on the 9.0 Cummins ? The hill climb speeds were basically equal. I'd spend the $60,000 vs. $170,000. Maybe no MPG on the trucks computer? LOL
So for 120,000 your telling me i can buy 2 chevy silverados i mean 2 silverados can tow as much as 50,000 pounds of cargo tpgeather witch means more towing then the one freight liner
@@jackdaniels2657 no a freightliner can haul over 80k
@@codyceynar2041 but he said this one in particular wasnt able to tow 80,000
@@codyceynar2041 im comparing price for price. If u bought 2 silverados for 160,000 you will be able to tow 60 thousand pounds combined.
Nobody turns around when you are driving the cheapo chevrolet,. they all turn around when you pull in with a freightliner, probably the biggest reason to get on is penis envy.
That Freightliner would be great for Hotshot trucking
That pour Duramax really struggled.
It did really well!
Overall I think this was a valid comparison. I know you're trying to keep a consistent standard, but I own and tow with a very similar GMC 3500, Cruise control is your friend. No brake application required down hill and no fighting to maintain speed up hill (which both happened in this video). All the modern 1 ton trucks are designed with cruise control in mind to be used while towing. In my opinion your testing would better reflect real world and intended usage better if you would allow for cruise control to be used.
JMO but I tow with a "modern" truck (2016 F350 dually, 6.7, 3:73) ... cruise control going up the hill would have the engine screaming trying to keep 60 mph, it would probably go down to 3rd or 2nd!!. I go manual up a 7% grade and climb in 4th (sometimes 3rd) but mindful of keeping my RPMs no higher than 3500. Same going downhill ... manual and usually in 3rd or 4th at 3500 RPM. I have pulled the IKE and it's a tough pull, but I never "floor it" to climb any hill, that's too hard on MY EQUIPMENT.
Good to see our Freightliner truck on there. We build it. And the Mount Holly plant in North Carolina.
The real wood cabinets inside the trailer is appreciated. So many trailers are over priced for the quality of the interior.
I don't know if you've already done this; but, I'd like to see the Fords and Ram equivalent to this.
Did I hear him say 2017 GMC. A lot changed since then.
Don't think that much would have changed for the chassis cab
@@minhajsyed9874 10 speed
Really? The inside looks the same, power is the same just I diff tranny and sheet metal
But let's be honest, the average guy/girl probably wouldn't get a brand new truck for work because they can pay off a used truck faster than a newer one
Michael Teeple kind of a low budget whatever we could get to test to show off their new 2000
These GM 6.6 liter diesels are bulletproof! I saw a Gale Banks video where he pushed a stock engine with upgraded Turbos and software to over 1000 hp! Regarding the tow rating, the Toy hauler must be a "baby" big-rig, Freight-liner name and all. I remember asking the Trucking Manager at the company I used to work in many years ago (80's) what the max tow rating was. He said whatever the trailer would hold!, i.e. he towed oversize/permit loads etc some weighing 80,000 to 100,000 lbs, depending on the route and axle load limits. I doubt if they went even 65 mph dues to safety with those loads. 40,000 lbs was a "normal" non permit load.
The most powerful big rig engines are 13 liters (and up, not 9 liters) as this video and have 2200 to 2500 ft-lbs of torque at 2,000 rpm!
Mr. Truck is a name to remember.
Modern pickups need that tilt forward hood.
Turn the boost up!
Love your videos. Question though, aren't the big three's offerings of chassis cab configurations equipped with de-rated engines?
Only ford and ram detunes their chassis cab. The chevy and GMC retain full power.
No they don't. GM retains full power in the 3500 chassis cab.
All class 4,5, and 6 trucks from all 3 manufacturers are detuned
Anyone else notice when they're talkin about the trucks going downhill, they show video of them going uphill. And vice versa when they're talkin about the truck going uphill.
Was this video a sales pitch for Summit Hauler and the trailer company? Seems like the GMC did just as well. Moral of the video, yes a dually will do just as well as an overpriced luxury medium-duty hauler up and down a 7% grade.
Probably used less fuel too.
Difference is that Summit Hauler will do it all day, every day for a million miles+. You will get 200, 300k miles out of the GMC it will die and have to buy a new one.
@@Species-lj8wh That's BS. Go look at used FLs and M2s. Rarely do you find one with 1 million miles. They are usually trashed at 300K. The ISL is better than the ISB and Cat 3126 that those trucjs used, but it is still only a 500K engine. Nor is that Allison a million mile transmission. If you want a million mille truck, you better spec it with the DD13 and an Ultrashift instead of the Cummins/ Allison.
This M2 is twice the price of a PU truck. It will also last about twice as long. Not 5x as long.
If the M2s were that great, every hotshotter would be running one. And 90% of hot shotters run pickup trucks.
The M2 is the safer option, they also spoke of that in the video. It is heavier, better planted, better braking, the engine is better designed to deal with these loads. It’s the better truck for an 18.5 thousand lb trailer. Period. It is just very expensive. If you go for the base model M2 you will save about $30,000. It would have been a better comparison. Still expensive though.
Just because a truck can do something, doesn’t mean it should, or is the better choice. Remember, the GM was near its maximum, the M2 was only just over 1/2 it’s maximum capacity. The M2 can haul trailers and weights the GM can’t. That alone justifies much of the cost. What GM can safely tow 30,000 lbs? These trucks aren’t actually apples to apples.
@@shitloveaduck Safer ? Does the M2 have airbags ? Does it have 4 wheel drive ? That GM truck pulled the 18.5K trailer up and down the steepest pass in the US on a hot day without breaking a sweat. You don't need an M2 for pickup truck sized trailers.
Axle ratios are relative to tire and wheel size the two go hand in hand and are also relative to transmission ratios. The other point is VG turbos are not effected by elevation. A properly engineered VG turbo will be more than capable of managing any altitude difference.
I dont think boosted vehicles are effected by elevation like a naturally aspirated engine is.
Uhhh.. Yes they are. A Turbocharged engine WORKS by ramming MORE air into the intake.. If there is LESS air density then power is still going to be affected.. Maybe just not quite as much as an N/A engine with no aid from a turbocharger.
@@2K-Tan You wont feel the difference in a turbo charged car. The difference is as much as 30% lost in an NA and 1-3% in a turbo charged vehicle. Planes were turbocharged and supercharged for a reason.
@@KCWhoa You basically just reinforced what I said. I didn't say the loss would be great. I just essentially said there is still a loss. Just not as much as N/A. 1 - 3% Is more than you may think.
Not enough to tell a huge difference but the keenest of people may pick up on it.
that turning radius dropped my jaw literally
If the company that built the M2 does the same with Internationals, you should compare the two, M2 vx MV607.
Driven a lot of Internationals. Enjoyed them. But always looked forward to some time in a Freightliner.
- "How are your temps?"
- "Everything is nominal."
- *Actual EGTs: 2000+ melting aluminum pistons and everything else*************
You don't have to worry about burning that engine up with exhaust temps. In stock form the computer won't let it happen, I hate all the computer on newer diesels, but they needed them do to dumb asses that don't know how to drive and only know foot to the floor or idle.
As a truck driver I’m telling y’all the gmc won the downhill. The engine slash exhaust break is supposed to slow you down not hold u at a speed. Gmc slowed them past their mark. That’s it’s job. The only reason there was a break application is that’s how u activate it on pickups
You should have compared apples to apples and used the same class truck, gm also has a class 5 medium duty truck
malcolm richardson but the whole point is to see if you can use a dually or if you’ll need a big rig
Shouldn't need a CDL just a class A for the freightliner. Unless you are towing for a company or for commercial purposes.
Regen has nothing to do with def "diesel exhaust fluid". A regeneration of the dpf "diesel exhaust filter" happens automatically while driving or manually while parked. It also can be manually stopped while parked to help prevent a weed fire under your vehicle. A regen of the dpf is needed periodically to incinerate the carbon "soot" buildup inside the dpf using diesel injected aft of the turbo super heating the dpf which incinerates unburned hydrocarbons "soot". The leftover ash stays inside the dpf eventually clogging the dpf. Servicing "cleaning" or full replacement of the dpf is mandatory at some point. Cleaning doesn't work very well. Full replacement of the dpf works best. The sole purpose of the dpf is to trap the black smoke. The Diesel exhaust fluid is injected into the exhaust stream lowering the NOx "nitrogen oxides" levels that exit your exhaust tailpipe.
With torque figures so close and high, the difference in horsepower and transmission makes sense as to why the GMC was faster up. At peak HP it'll still have a higher output even though it was closer to its max.
Sept 2019, lets take a GM truck that is bested by GM and Ford for 2019 and put it up against a monster. Why not use the best 2019 has to offer?
This series is the only good thing about this channel
That’s fair because this comment is the only good thing about you.
Why not use a pickup that is closer in specs? My '17 F350 DRW 4.10 rear, has a gooseneck capacity of 30,100 lbs, which would be closer apples to apples comparison. When going downhill, if you set the cruise control, the engine brake will only reduce to your set speed (at least on Ford).
Well both vehicles were supplied by the company that wants you to spend $180,000 for the Freightliner. So I don't think it was an accident. I think they were given a truck that definitely can do the job but wasn't the better option. Plenty of those GMC's are out there with proper gearing and a nicer interior. They gave them the plain option because they wanted their expensive toy truck to really seem like it was worth the extra loot. In my opinion it actually made the Freightliner just look even more stupid. For all that money you can buy your company three GMC's. Three GMCs are going to do more work simultaneously than one of those Freightliners will.
@@ashes2ashes863 Agreed, it's like Tesla providing a 2020 Model S P100D and a 2015 Chevy Bolt to show how much better and faster theirs is.😂 Shame on TFL for not being more subjective. Is almost like advertising money outweighs providing accurate, unbiased info.
Agree w these comments; just a sell out video
There seems to be a serious misunderstanding here of the realities of a RUclips budget. 1) we can’t just snap our fingers and get any truck we want. This is next to impossible. Unless both of you guys have a truck you want to loan us to test? 2) Great video production is expensive. How much did you pay to watch this video? Zero? How do you expect us to feed our families and produce this review? By your taking your comments to the bank? We produce the highest quality, most transparent reviews possible given a RUclips budget. If that’s not enough for you, please go check out all the free cat videos on RUclips. That way you’ll get what you paid for.
@@TFLtruck Well damn why not? Dont they know you guys are like movie stars on here!
You should get an improved camera that can deal LED lights. The flicker on the front lights of the GMC and the dash lights were noticeable and misleading of what the vehicle may be able to do.
With Chevys just turn tow haul on, exhaust brake on, and set your cruise. It will grade brake all on its own to whatever cruise speed you set and not slow down to 45.
id be curious to see how an m2 112 would do (vs the 106 used here) with more comparable Hp numbers to the l5p vs the smaller 350 hp cummins.
The M2 112 is usually closer to 500 hp, and torque is more so around 1600 or so. It will definitely run away from the 106.
You commented on CDL but that is not a CDL truck, we have an 18 m2 at gvwr of 26000, still not a CDL truck, Not a CDL truck til the gvwr is 26,001 or higher or with the exception of other parameters such as a lot of passengers if it were say a bus.
Why the GMC 3500? Why not the 4500 or 5500 head to head with the Freightliner?
This was an AWESOME comparison, fellas! That Freightliner is a beauty!
Thanks
To the ram 3500 high output vs the summit hauler
Stop calling it a ram, it's a FIAT.
Maybe run it again with the 2020 GMC vs the Freightshaker with the DD13?
While doing your brake test, why are you riding in the center lane making other drivers have to pass you on both the left and the right. Right lane is the slow lane. Driving slowly in the center lane is just inconsiderate and in some states illegal.
Chevys have always had huge turning radii
So the real answer to the question of do you need a Freightliner or equivalent to row ultra large 5th wheels is no. The 3500 does it just fine. You might still WANT a class 5 truck but you don’t NEED one.
I like the videos and tests, but why, oh why, do you guys feel the need to drive below the speed limit in the left lane? I know you want to get good camera shots, but I do believe the law is SLOWER TRAFFIC KEEP RIGHT
BigTruckBigRv should like this video
Holy shit I drive the ike gauntlet weekly going skiing up there
The regen button has nothing to do with def fluid... Its to burn soot that's accumulated in the particulate filter
Couldn't You guys have put the transmission into manual in order to gain the speed needed on the uphill section of Ike ??? I use this feature alot here in the mountains of Appalachia..both for slowing down and gaining the flexibility in gear choice and rpm..
First video I clicked on this morning let's go!!
2020 Class 5 Semi vs 2017 class 3 Pickup...... Hmm I wonder which one will win? Clearly a commercial to sell the Freightliner.
Mechanically the Freightliner is very good. Cosmetically you have to be kidding me! Imagine if they got their shit together. They could be killing it!
Love that DURAMAX! It would have been nice to see the 10 speed Allison in the GMC.
The chassis cab 3500 has less power than the L5P you usually test doesn't it?
Well I take that back, I think the LML had less power but as far as I can tell the L5P isn't derated in this truck.
To my knowledge all chassis cap vehicles have less Horsepower, and a speed governor of some kind, but the torque should be the same.
It's always about the price.. you can get a used 389 peterbilt or kenworth w900 for the price of that brand new GMC
Jevon Carter or a new or very low mileage for the price of the M2
@@curtisnoble. yes they're pretty cheap
That freightliner is beautiful
First of all a 2020 Freight-liner vs a 2017 GMC 3500 not even close to an even towing test.
The Fort Bassin actually it was really interesting. I think the Chevy did way better than the freight liner
It’s really a 2002, the M2 hasn’t changed much since then
Charles Stanford yeah but still it’s hard to compare two different trucks that are quite a bit different. I mean if it was a 2020 Chevy 3500 vs a Dodge 2020 3500 it would be better. That’s just my opinion.
It's a comparison for people that are deciding between a large truck vs a normal dually.
The "explanation" @15:27 doesn't explain anything at all. The "real" engine brake in the Cummins is a compression-release brake, which opens the exhaust valves at the beginning of the power stroke so the engine does the work of compressing the intake air and doesn't get any of that back on the downward piston stroke.
@14:04 the compression-release brake apparently has only high and low, so active on 3 cylinders or 6. That's too bad - other engine brakes have three selections, for 2, 4, or 6 active cylinders. It doesn't matter if you're just using high anyway, but for lesser grades more control would be nice.
Try a full Class 8 rig like a Volvo VNL or Freightliner Cascadia instead of the M2.
The numerical difference in axle ratio is due to the fact that the Freightliner has a much taller tire
That was a very tuned down motor in the M2 Freightliner. You can get over 500 horse and a lot more torque. The truck was probably in economy mode, If you get the detroit diesel and better transmission you would be better off, but they are tuned for economy. It will haul that trailer a LOT safer than any 1 ton pickup and stop a lot faster. I do not get the complaints people have on ride or maybe they are just talking out there butt and have never riden in one, I think it is comfortable and my coffee never spills.
Pat B , hello, I do not think, that you can get the older DETROITS anymore, as ROGER PENSKE , SOLD, Detroit to MB, so now they are now gray,< saying MTU/DETROIT. Heck even the US MILITARY, have been using those new ones., Give me an old GMC. V12 2 STROKE ENGINE, Just as GM railroad EMD division were ALL 2 STROKE locomotive engines , .. Cheers from NJ
Very good video. I thought for sure the Freightliner was going to put the 1 ton to shame. These new pickups are pretty impressive. The main advantage of the Freightliner is longevity, And air brakes. But for 100k less that GMC really pulls its weight.
If you watched the road ride of both from the video car you can see how both handle, the CM was wobbling side to side, the Freightliner was not wobbling at all. IMO and from my own experience, I would stick to the medium to heavy duty rigs for more daily hauling.
@@Joshua79C I agree 100 percent. If I was a what they call hot shot hauler I would not waste my time or money on a 1 ton truck. The 1 ton trucks today can pull well, But IMO are getting very dangerous. There is no way I would pull a trailer with that weight with juice brakes. The Freightliner with the better engine brake And air brakes alone is definitely the best way to go. The stability of the Freightliner is another. I am shocked at what these new trucks can actually tow, But you will never see me behind the wheel of a 1 ton towing that much weight, I would just get a used Freightliner. Even a 100k used Freightliner with 200k miles would last longer than a new GM
Not even a real comparison. Use a new ram 4500 and sport chassis
VETERANS OVER THE ROAD VOTR ram sucks
Wait, so you took the GMC up to 60, applied the brake to get it down to 50 and called it a brake application, but you only took the freightliner up to 50 and awarded zero brake applications? So what would the GMC had done if you only took it up to 50 before going downhill?
What about adding fluid temperature change during uphill tow? Would be nice to know what engine and transmission temperature is at the top. Doesn't help to get there in 8 minutes if you are overheating.
I would live to see the freightliner vs the 2020 new 3500 ram and gmc, and the new 4500 Ford.
GMC already has surface rust on it's frame after 37000 miles...
Pretty normal for a 2 year old truck in Colorado
When considering tire size is the rear end ratios much different between the trucks?
Why wouldn’t you compare the freightliner to something like a F-450 that has a tow rating between 32,500 and 35,000 for a better comparison