All the specs on the run, get out your tissues diesel fans, Chevy and Ford. You probably won't like what you see, but then again maybe you will.

Battle in the Rockies

174 Mile Loop Denver/Silverthorne
Including D—I.K.E
Just under 7 miles where test was started and timed
Highest Elevation 11,158 Ft

Trailer Specs

1997 Travel Supreme
Overall 35 Feettip to end
As tested 12,958
Pin Weight 1852

Truck Specs

2022 Ford F250 4x4 2024 Chevy 2500 4x4
Crew Short 6.9 bed Crew Short 6 10 bed
3.55 Electronic L rear 3.73 Electronic L rear
7.3 Godzilla (445 ci) 6.6 L8t (401402 ci)
430 HP/5500 RPM 401 HP/5200 RPM
475 LBFT 4050 RPM 464 LBFT 4000 RPM
10 speed Torqueshft 10 Speed Allsion



Curb Weight as tested

6888 LBS 7821 LBS

Truck Tow Specs

Ford: Chevy:
Max Tow 5th wheel Max Tow 5th Wheel
14,500 LBS 18,500 LBS
Payload 3k plus Payload 3k plus
Premium fuel 34 gallon Premium fuel 36 gal

Test Parameters

Both trucks using zero manual shifting

Transmission Temps taken every 5 miles (averaged later) 35 total readings

Both Trucks used cruise control/grade braking

Both trucks applied braking as needed

Brake temps taken at all descents

Speed limits were observed, no laws broken. (Note speed limits were adhered too, in video regardless if audibly stated cruise set to different)

Weather/time/traffic similar for both trucks

10 degree higher start temp for Chevy (beast in the east challenge Ford had higher start temp)


Test Results!

Ford Chevrolet
Brake Temps

Normal 110 Normal 121

WB desent WB desent

7 265 deg 4271 (300)

EB desent EB desent

3125 deg 0118 deg



Both trucks did well in this category with Chevy taking the edge in less brake attempts in descents!

Transmission Temps

Ford: Chevy:

Highest 239 deg Highest 208 deg
Lowest 212 deg Lowest 171 deg
Average 225 deg Average 187 deg

No winner in this area as both were well within manufacturer specs, these are just noted unless a trans temp warning was thrownzero warnings

D—I.K.E Run

Ford Chevy

Start 8:35 a.m. Start 9:08 a.m.
End 8:43 a.m. End 9:15 a.m.
Run 8 minutes (RD) Run 7 minutes (RD)

Lowest speed 52 Lowest speed 52
Cruise set 60 Cruise set 60
0 brake apps 0 brake apps
Shift frequent Shift Minimal

Chevy Ran the Gauntlet slightly faster, however, both trucks maintained safe and adequate speed.

Fuel Economy

Ford Chevy

8.7 MPG overall 8.2 MPG overall
20 (RD) Gall used 21 (RD) Gall used
$63.00 fuel cost $66.81 Fuel Cost
$3.15 / gallon $3.15 / gallon

Cost to Run Cost to Run
36 cents per mile 38 cents per mile

Ford prevailed in Fuel economy, although the number is only off by .5 it ran at $3.81 more for 174 miles

Diesel scenario

11 MPG 13 MPG est
15.81 gall used 13.38 gall used
$65.64 fuel cost $55.54 Fuel Cost
$4.15 / gallon $4.15 / gallon

Cost to run Cost to run
37.74 cents per mile 32 Cents per mile
Pay off the 9500 diesel engine cost between 237k miles and 600k, if just based on fuel costs /MPG’s being higher.

Georgetown to Denver Standard brake app

Test was ran using cruise control only for accel and decel situations. Brake applications used only to gain control for curves (if needed), traffic (zero needed) of to retain the lawful speed or speed control set ( 6065 MPH setting)

Test was 45.2 miles total for both trucks

At zero time, neither truck out of mechanical specs or dangerous.



Ford needed 35 brake applications

Chevy needed 0 brake applications
Results:


Ford won HP
Ford won Torque
Ford won MPG’s

Chevy won Brake attempt
Chevy won hill climb
Chevy won control


End results Chevy is the more stable towing truck, control, grade braking, better ride, engine noise less, cabin quieter

Chevy did more with less and cost to own is less.

Lastly Chevy continued on for a total of 662 miles that day, later returning 9.5 loaded overall 475 miles. 187 miles at 18.8 mpg unloaded.


Ford is at shop with potential engine issue.