Ford F-150 Bests Chevrolet Silverado In Fuel Efficiency For 2017
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Ford and General Motors both went in on developing the new 10-speed automatic transmission, but Ford will be first to apply it to a mainstream product.
While Chevrolet has chosen to debut the 10-speed gearbox with the 2017 Camaro ZL1, Ford has mated it to the second-generation 3.5-liter EcoBoost V6 engine in the 2017 F-150, netting mpg improvements on all fronts over the 2017 Chevrolet Silverado, according to Ford Authority.
Specifically, the 2017 F-150 with two-wheel drive manages to return 18 mpg city/25 mpg highway/21 mpg combined. The 2017 Chevrolet Silverado with its 5.3-liter L83 EcoTec3 V8 engine and two-wheel drive returns 16 mpg city/23 mpg highway/19 mpg combined. A 2017 Silverado with the 4.3-liter LV3 V6 engine comes closer to the EcoBoost with 18 mpg city/24 mpg highway/20 mpg combined.
When it comes to four-wheel drive, the fuel economy advantage stifles for the F-150, but still bests the Silverado. The 2017 F-150 will return 17/23/20, while the Silverado manages 16/22/18.
Chevrolet has already stated it has plans to place the 10-speed automatic in plenty of its trucks and SUVs, but we’ll have to wait and see what kind of advantage engineers can squeeze from it.
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I will take one less mpg and a V8 any day in a pickup.
It will be interesting to see what GM does with the next generation of trucks. I expect to see major changes, considering this new generation wasn’t that much of a departure from the previous. Weight savings and the 10 speed will be obvious, but engines will be interesting. I wouldn’t mind seeing them try out a twin turbo V6, potentially the 3.0TT from the CT6 or 3.6TT from the ATS-V. As much as we all love of V8’s, Ford has seen strong success with this direction and I think GM could out do them in terms of engineering.
Additionally, I wouldn’t mind seeing them push the envelop on alternative powertrains. Electrification or a hybrid option could play well, and getting into the market first could be a huge advantage for GM. Tesla has already said they are considering an electric truck. I think GM could easily push out a respectable plug-in hybrid with good economy and performance numbers. Perhaps a system similar to the CT6 plug in (which will be producing 335hp and 432 lb-ft of torque, and 30 miles of electric range). Obviously range would decrease in a truck unless a bigger battery was installed, but still something for GM to think about.
VIA Motors already produces PI Electric Silverado’s and Express vans, GM just needs to finally buy out VIA. VIA VTRUX and the XTRUX are awesome and the X has over 400HP.
https://www.google.com/search?hl=en-US&ie=UTF-8&source=androidbrowser&q=via+vtrux&gws_rd=ssl#gws_rd=ssl&imgrc=Urx6xIjfi74qGM%3A
real world MPG of the eco boost was never close to the EPA estimates according to people I know who own them. any time the turbo spools up the MPG drop.
Well here is what is at stake.
Even at 1 MPG that is big in terms of a couple million trucks sold. With regulations coming that are crazy by 2025 and could be works if Hilary is elected as she supports higher MPG on all vehicles.
I think GM’s plan will be to lighten up the trucks even more but not All Aluminum as it has its good point and bad. GM will use a mix of materials like high strength light steel welded to Aluminum sub panels with a good mix of composite and magnesium parts tossed in.
Weight wise GM is not that far off and with tricks like they used in the Omega and Alpha they can do the same in the trucks.
Engines. Well a turbo v6 is going to have to happen as you can not cut anymore cylinders. Generally these engines do well. Also what happens in the real world matters little it is what happens on the CAFE government test and what is on the label that counts.
I still have a strong feeling GM and Ford will rate the mid size trucks with their 4 and 6 cylinder engines at some point the half ton model. Then the full size will remain but they will be rated at 3/4 ton. This way they can one still offer the V8 and it will give them a break as 3/4 ton future ratings are no where as harsh as a 1/2 ton will be.
You can only shut down only so many cylinders.
The electric and hybrid trucks are a sticky area. MFG would love to do them but aero of a truck is not good for all electric if you do much highway driving.
Also the cost involved to do one would make them very expensive any time in the near future and few will want to pay the premium for a truck.
Right now the Colorado, Canyon and Ranger are all expected to play a big part in the future and I expect to see them get a lot of attention moving forward at some point.
I own a Ecotec Turbo vehicles and as for the MPG it beats the rating all day. I also drive it like I stole it and see 23 PSI boost on the on ramps daily. The MPG is there as is the power and Torque. The only real negative is they sound horrible compared to a V8. Also I wish mine was a RWD.
As for the advantage Ford holds now it is the 10 speed. While the details are slim it appears as Ford may have done what BMW did with their transmission deal with GM. They supply the money and GM builds it to spec for them and then after a designated time GM gets full rights to the same transmission.
It is a win win for both as Ford gets a wold class transmission that GM has long been known for and GM has the funding mostly paid by partner in the deal. The BMW/CTS tranny deal was sweet and this may be the same. This is why Ford new Aluminum trucks were at the GM proving grounds testing before they came out. If GM was not doing most of the development work it would have been at Ford test track.
The mileage regulations for passenger vehicles are much more challenging than for trucks so GM’s use of some of their ten speed allocation in the ZL1 makes perfect sense.
I would expect GM to use its 10 speeds in the full size utility models to retain their dominance in that important segment. Again, that makes sense.
On the contrary people have adapted to cars and cars are easier to adapt hybrid and electric to.
As for trucks Hybrids and electrics are a challange as they add cost and complexity to a vehicle many who buy could care less about an extra mile or two per gallon.
The half ton models are going to be a tough move in the future as how do you make more MPG and still get the traditional buyers to buy?
The mid range is going to be very important and also getting people into a 3/4 ton will be key if they do not want a smaller truck.
With truck supporting most makers finacially here it is a big deal as they have been funding the rebuilding of the many car lines and CUV models.
In fact many are hoping the added CUV sales will contribute to the increase in sales as they can still get more MPG out of a small CUV and still get people to buy them at a very profitable price.
I would like to see ,Chevy / GMC add a diesel to 1/2 ton as an option !!
how many PU truck buyers look at the MPG sticker on the window ??? when they put on those 40″ super swamper tires to drive up and down the road MPG are last thing on their mind.
OK for one a hybrid Silverado has already been put to the test and the result was pretty much a full sized “1/2 ton” truck with the capability of a Colorado Tonka truck cause the batteries were so damn heavy that it lowered the towing and hauling capacity and slightly raised the fuel economy at nearly 10k extra. I think they should partner with k&n and have cold air intakes a stock feature along with duel exhaust… Might tack on an extra 2 mpg or so at only 1k extra not to mention the additional torque and horses to boot
What’s really interesting is that despite the heavy usage of aluminum, Ford’s F150 doesn’t return the mileage you would have expected and makes you wonder whether the investment is worth the money; General Motors should consider developing a supercharged LGX 3.6L DOHC-4v V6 for torque as this would allow a ‘steel’ Silverado to get better mileage.
All that aluminum to get just 2 mpg says one thing.. the Chevy Silverado is designed better than the Ford F150 because one would have expected 5-7 mpg better mileage especially when the weight savings is supposed to be 500-600 lbs as it’s surprising that Ford is using a EcoBoost V6 and not a 4 cylinder engine because if Chevy dropped the weight of the Silverado by 500 lbs one can imagine the base engine used would possibly be a LTG 2.0L DOHC-4v 4-cyl turbo.
stop and go traffic the lighter weight would make a difference in MPG and at speed it has more to do with aero. I have never seen how much the ford vs chey weigh. I have heard ford went to aluminum so they can brag about how much more payload the ford can carry than a chevy. truck owners don’t pay much attention to that they just pile the weight it in.. I have hauled 3 tons in my 3/4 ton silverado
Neighbor near me complains about aluminum fords rear end coming around on “studder bumps” ! To light and shock spring combo is calibrated wrong it seems. Pre tension on springs or shock valving ??? Who knows.
Personally I think it has something to do with the engine. This past summer when my 2012 Suburban got rear ended, the rental car place gave me a 2016 Suburban with the 5.3L ecotec, drove it about 2700 miles and averaged 22 MPG. A few weeks later they took it back for an oil change and brakes, and gave me a 2017 expedition with the 3.5L ecoboost. Drove the ecoboost about 4000 miles and averaged 19 MPG while doing the same type of driving as the suburban.
Call me crazy but I predict cargo vans taking off , especially awd and towing vans. Makes more sense work and usability wise .
Design a good one like the Mercedes metris and see what happens , surf or camper like the old VW ?
Or a good looking metris type with awd .