Duck
Sarcastic remark goes here
I actually had to go back and make sure my dyslexia didn't get the better of me.
....
I did too. Usually those guys say "fixed" when they edit the quote.
Purchased a new 2013 Freightliner Glider kit from Harrison
- Thread starter Copperhead
- Start date
- freightliner
I did too. Usually those guys say "fixed" when they edit the quote.
Gased
Well-Known Member
Hell yea! That sounds like a Trucker's wet dream!
The Classic is the only truck I would ever trade a W9 for.
Tim
U.S.Constitution
Normally I would have but I like to keep Injun on her toes when rewording her quotes.
Copperhead
Well-Known Member
Here is the new glider
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Copperhead
Well-Known Member
Copperhead
Well-Known Member
Yeah. Dupont calls it "Viper Blue Pearl". I asked about painting the entire underside at the factory in Viper Red. The cost came to $285. When I mentioned doing it, the dealer told me that my corrosion resistance would go up by 80%. The normal black underneath is applied by whomever makes the component. FL just slaps it together. When you want another color, FL then has to prep, seal, prime, and paint the components. It leads to better corrosion resistance. Figured it was worth it for only $285.
freedhardwoods
freedhardwoods
What kind of fuel mileage are you seeing so far?
Copperhead
Well-Known Member
I have just under 20,000 miles on the truck and the average mpg, pump to pump calculated, is about 7.6 mpg. Not too bad for a break in period. On one recently, I pulled 46K of roll stock paper from Arkansas to Omaha and got 7.4 mpg on that fill up, and that was after crawling I-540 and Hwy 71 from Ft. Smith to Joplin in the daytime with all the traffic. That 18 spd with 2.64 rears does pretty darn good on hard pulls, but I think the ported/coated manifold and larger BW turbo on that 500 hp 12.7 Series 60, with Walker megaflows on the stacks makes the biggest difference. It was in the high 90's that day, and when pulling the hills the EGT's stayed below 900F and I kept up to or passed every other truck on those hills. And there were some that told me this setup would be lousy for this. Oh well.
Gased
Well-Known Member
You said it! I love the Shaker Classic!
On the other hand, congrats on your new purchase Copperhead. I was reading the description and getting excited for you. Looks like your new office is going to be a head-turner.
Gased
Well-Known Member
Fixed. I did skim it. I didn't click on page 5 and missed the whole thing about delivery and the pictures. I can admit my mistake.
It is a nice truck.
butter
Well-Known Member
Do you really feel that a relatively high, 2.64 gear with direct drive vs. lower gear--3.70 with overdrive really helps with mpg?
Duck
Sarcastic remark goes here
In general, higher ratios mean fewer combustion strokes per mile, and though each combustion stroke requires more fuel, the lower number of strokes offsets that.
But that's "in general". It's possible to go too far with it, if the final drive ratio is too high, so in order to produce the power it needs at that lower RPM, more fuel than can be burned efficiently is sprayed into the cylinder for each stroke.
I forgot the exact number @Injun claimed she was getting for MPGs, but her truck is geared for climbing, not cruising in the flat-lands, yet she says her truck gets decent fuel economy.
My truck was spec'd to run the Rocky Mountains, I have 3:70 rears and a 13 speed with low profile 24.5's and I see high 6's and mid 7's pretty consistantly.
Gearing is tricky and you can go too high.
I see no reason at all to spec a truck with that high a ratio and then run in a lower gear in the transmission....If it works for you, Cool, but it makes no sense.
Gearing is tricky and you can go too high.
I see no reason at all to spec a truck with that high a ratio and then run in a lower gear in the transmission....If it works for you, Cool, but it makes no sense.
3.58 rear, 7.2 to 7.8mpg.
Lower RPM is part of the fuel economy equation, but more important is how hard the motor has to work. You can leave it in high gear with your foot in the middle of the turbo and climb a hill at 50mph and 1100rpm, or you can downshift, climb at 1400rpm/45mph and half throttle. You will get better fuel economy with the lower speed/higher RPM because the engine isn't working as hard.
If you have a turbo pressure gauge, watch what it's doing. The lower you are able to keep that number, the better your economy will be.
This flies directly in the face of most mega-fleet pencil pushers. Their claim is lower RPM, better fuel economy. That only works on flat land and low, gentle rolling hills. It does not work in the mountains.
BW9's engine is able to get good economy because he has it tuned to not have to work hard under most circumstances. And he knows how to drive it.
Lower RPM is part of the fuel economy equation, but more important is how hard the motor has to work. You can leave it in high gear with your foot in the middle of the turbo and climb a hill at 50mph and 1100rpm, or you can downshift, climb at 1400rpm/45mph and half throttle. You will get better fuel economy with the lower speed/higher RPM because the engine isn't working as hard.
If you have a turbo pressure gauge, watch what it's doing. The lower you are able to keep that number, the better your economy will be.
This flies directly in the face of most mega-fleet pencil pushers. Their claim is lower RPM, better fuel economy. That only works on flat land and low, gentle rolling hills. It does not work in the mountains.
BW9's engine is able to get good economy because he has it tuned to not have to work hard under most circumstances. And he knows how to drive it.
Copperhead
Well-Known Member
Trucks, regardless of brand, are only as good as they can be if spec'd properly and maintained well. Any truck can be a rattle trap. And basing opinions on the quality of a brand of truck from experience with fleet spec'd trucks is disingenuous to say the least. We all know fleets will not order anything on a truck they can get by without. A well spec'd out truck, even the ones that most perceive as bad ones, can be as solid as any other truck. My current Columbia is quieter and more solid than any fleet spec'd truck I was in. But then, I didn't short change the specs. I spent the extra money to spec it out correctly the first time. Mostly because my intent was to keep it for a long, long time.
Copperhead
Well-Known Member
I will admit, it was a test based on what some have done as well. 7.6 mpg, calculated, for the life of the truck (34,000 miles to date) is not bad with those 2.64's. And pulling is no issue. I have pulled gross loads up some pretty stiff grades and on winding, very hilly, two lane roads and not had any issues. I have pulled loads on grades, that may not have been as long as something in the Rockies, but were actually steeper than most of the mountain country grades. There are a lot of back country roads in the midwest, PA, OH, etc that can be harder to negotiate than a lot of mountain highway running. I have taken many, many 8+ grades with this truck and not had any issues. Have not had to downshift any more than I did with 3.55's or 3.70's. 2.64's in direct drive are identical to 3.55's in double over. 2.79's are identical to 3.70's in double over. And there is a lot of factual evidence that upwards of 60 hp and corresponding torque is lost to the rear wheels by using the overdrives. Eaton has shown it. One of the reason I gave the 2.64's a shot was because of statements made by the senior engineer at Eaton stating how it was far more efficient to do so and run in direct.
Copperhead
Well-Known Member
Update on the setup.... 120,000 miles on it now. Just yanked 46,000 lb of pet food out of Wisconsin to the house today. 7.9 mpg for the day. Actually, pulled off an 8.1 mpg average for the week. Had a couple of lighter loads in there, but also hauled the pet food and steel coils this week. So that 8.1 average was not done just hauling air.
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