The Madness Is Finally Being Stopped

[krelithous]

TRUTH
REALLY
UPSETS
MOST
PEOPLE

TRUMP

 

[Electric Chicken]

i still have a 9th gen ipad i never use it though it just sits there LOL

I use mine as a truck GPS mostly. The screen is better than most dedicated truck GPS at a tiny fraction of the price.

It was $99 on sale through Verizon and a Samsung but kind of a lower end one.

It's not tediously slow like my Amazon Kindle Fire which is pure garbage. It just has a little bit of touch lag compared to my phone, which was 10x more expensive. It feels slow when I'm trying to input destinations. Seems worse than it really is.

Only has a 1280x800 LCD screen which isn't anything special anymore, but it's more than enough from about 2 feet away.

The tablets that are touted as being fast like my phone are 10 and 12 inch monstrosities. That's WAY too much to be mounted on a ball screwed into the plastic dash of a bouncing semi.

It would be nice to use but it's not practical to have hanging off the side that way.

 

[krelithous]

 

[krelithous]

CARB"S in deep shit LOL
get rid of ELD'S
piss tanks on the sides of trucks
get rid of the DPF'S so that motors will breath and run better and will have less break downs

the greenie new steal was used to help the lefty loonies get rich off our tax dollars i bet

 

[389 Hood]

Although the stench of diesel isn't near as bad as it used to be, all this stuff was put into effect to bring up unrealistic fuel mileage numbers. If they want efficiency, why not go with diesel electric like the rail. Trains are more efficient by the ton mile than anything else. They are just extremely slow in getting anything to the end user.

 

[Duck]

the greenie new steal was used to help the lefty loonies get rich off our tax dollars i bet

It's always been about control.

Individual politicians fraudulently enrichening themselves is gonna happen regardless of the main agenda.

 

[Duck]

Although the stench of diesel isn't near as bad as it used to be, all this stuff was put into effect to bring up unrealistic fuel mileage numbers. If they want efficiency, why not go with diesel electric like the rail. Trains are more efficient by the ton mile than anything else. They are just extremely slow in getting anything to the end user.

Trains are efficient for one main reason.

Steel wheels on a steel rail.

Very little rolling resistance.


A typical freight train, last I heard, gets about 500 miles per gallon per ton of freight.

One ton, one gallon of diesel, 500 miles. Try to do that with a pickup truck and a trailer. It's impossible.

 

[Electric Chicken]

Trains are efficient for one main reason.

Steel wheels on a steel rail.

Very little rolling resistance.


A typical freight train, last I heard, gets about 500 miles per gallon per ton of freight.

One ton, one gallon of diesel, 500 miles. Try to do that with a pickup truck and a trailer. It's impossible.

Rolling resistance is one aspect but they also don't stop for red lights or stop signs and have traffic priority. Grades are significantly shallower because the railroad is cut specifically for them, and they only count the trip mileage, not idling at a truck stop, at a customer dock, etc. That length is also extremely aerodynamic.

And they're hybrids. They're diesel electric not just diesel.

 

[Duck]

Rolling resistance is one aspect but they also don't stop for red lights or stop signs and have traffic priority. Grades are significantly shallower because the railroad is cut specifically for them, and they only count the trip mileage, not idling at a truck stop, at a customer dock, etc. That length is also extremely aerodynamic.

And they're hybrids. They're diesel electric not just diesel.

Actually the diesel-electric system is not as efficient as you'd think. It's not like a million ton Prius.

The engine does get to run at its most efficient RPM range, but there are energy losses when you convert mechanical torque into electricity and then convert it back to mechanical torque.

Having electric motors driving the wheels is better for traction. No hammering forces on the driveline from a low RPM, super high torque engine.

That's about all I know about trains. Other than you're supposed to call the number on the blue sign if an RGN gets high centered at a crossing.

 

[krelithous]

Summer of Discontent - EPA looks to eliminate California Air Resources Board

Despite an effort by the automotive industry, the Environmental Protection Agency (EPA) is set to finalize a proposal that would freeze fuel economy standards at roughly 37 miles per gallon for the next six years, rather than raising them to nearly 51 miles per gallon for 2025 models. The rule...

environmentallawmonitor.com

FUCK YEA!!! I"M all for shutting down carb. it's good to see that people are changing there minds about global warming, just not in the way the globalists want you to think. there instead becoming aware of the global warming scam.

 

[Mike]

Although the stench of diesel isn't near as bad as it used to be, all this stuff was put into effect to bring up unrealistic fuel mileage numbers. If they want efficiency, why not go with diesel electric like the rail. Trains are more efficient by the ton mile than anything else. They are just extremely slow in getting anything to the end user.

Manufacturers have actually come a long way with fuel efficiency at this point. The one thing holding this back is the driver. Drivers refuse to focus on fuel efficiency because the company is paying for the fuel and lose 2-3mpg on a regular basis as a result.

I know hybrid is being worked on, but it was unfortunately pushed to be backburner because total electric was unfortunately forced upon them. Leacve the manufacturers alone, and they can figure this out. Hybrid trucks could already be out by now, if they had been the focus, rather than trying to meet deadlines with electric trucks.

We are at 9-11mpg with new trucks today, when spec'd and driven properly and professionally. I could see numbers near 20mpg with good hybrid technology.

And before it gets falsely stated, this tech would work in any niche. The efficient trucks of today are being ran by smart owner operators in oversize operations out west in the mountains and consistently achieving over 7mpg.

 

[freedhardwoods]

Manufacturers have actually come a long way with fuel efficiency at this point. The one thing holding this back is the driver. Drivers refuse to focus on fuel efficiency because the company is paying for the fuel and lose 2-3mpg on a regular basis as a result.

When I was on paper logs, I was all about fuel efficiency, whether it was my truck or not. I drove for mpg, got my work done, and made the logbook look good when I was done. When I was forced to use an elog that went out the window. I get as much work done as that thing will let me and the mpg is what it is. I despise working like that. I was much happier working like I used to.

 

[Mike]

When I was on paper logs, I was all about fuel efficiency, whether it was my truck or not. I drove for mpg, got my work done, and made the logbook look good when I was done. When I was forced to use an elog that went out the window. I get as much work done as that thing will let me and the mpg is what it is. I despise working like that. I was much happier working like I used to.

Why do you feel you have to do that?

I am under the exact same rules, operating under my own authority and virtually never approach my 70 hour clock. I virtually never struggle to make an appointment on time, and I get ample rest.

I mean, years ago, when I first entered the world of ELD's, I suffered like all others from HOS anxiety, but it took just a little time to realize that there was nothing to worry about.

If, as a company driver, you are being pushed to drive hard in order to make appointment times, you are with the wrong carrier. They are booking higher rate loads that other carriers are laughing at and passing the pressure onto you in order to make them more money with bad loads.

If you are booking your own loads and having to push hard to make delivery appointments, you are choosing the wrong loads. Let the shipper, receiver, and broker worry about scheduling realistic appointments, which they will once their loads end up sitting on the load boards.

 

[freedhardwoods]

Why do you feel you have to do that?

I am under the exact same rules, operating under my own authority and virtually never approach my 70 hour clock. I virtually never struggle to make an appointment on time, and I get ample rest.

I mean, years ago, when I first entered the world of ELD's, I suffered like all others from HOS anxiety, but it took just a little time to realize that there was nothing to worry about.

If, as a company driver, you are being pushed to drive hard in order to make appointment times, you are with the wrong carrier. They are booking higher rate loads that other carriers are laughing at and passing the pressure onto you in order to make them more money with bad loads.

If you are booking your own loads and having to push hard to make delivery appointments, you are choosing the wrong loads. Let the shipper, receiver, and broker worry about scheduling realistic appointments, which they will once their loads end up sitting on the load boards.

That is how I have worked my entire life. I deliver as soon as I can so I can get the next load on the truck. I work on percentage and the people I work for almost never take a load under $3/mile. We haul many $4-$5/mile loads. There has been several times I would talk someone into staying after hours to unload me so I can keep moving and get my next load sooner because I want to. My company doesn't ask me to do that.

For decades I have said "when I leave home, It's to make money, not sit around". I have to admit though, I can't keep near the pace I used to when I was young, and a 10 hour break every day feels good now. It just really irritates me that they force it on everyone.
I never come close to running out of hours.

 

[Electric Chicken]

That is how I have worked my entire life. I deliver as soon as I can so I can get the next load on the truck. I work on percentage and the people I work for almost never take a load under $3/mile. We haul many $4-$5/mile loads. There has been several times I would talk someone into staying after hours to unload me so I can keep moving and get my next load sooner because I want to. My company doesn't ask me to do that.

For decades I have said "when I leave home, It's to make money, not sit around". I have to admit though, I can't keep near the pace I used to when I was young, and a 10 hour break every day feels good now. It just really irritates me that they force it on everyone.
I never come close to running out of hours.

I'm linehaul rate I guess you'd call it and I find it better to just chill and cruise. I can gross more but my net seems to be too close to the same to not be worth the extra effort. Between the fuel, the wear on the truck, the wear on my body, the longer days, etc.

I run slow and seldom spend more than 10 hours a day away from the house.

 

[Duck]

Drivers refuse to focus on fuel efficiency because the company is paying for the fuel and lose 2-3mpg on a regular basis as a result.

How can one drive a neutered fleet truck efficiently? You have to flat-foot them everywhere or they simply won't move, due to the bean counters limiting engine performance. They're DESIGNED to be driven that way.

Excessive idling can be cured with an APU.


Fleet trucks are not like @Tim's souped up 379 in which you have to watch the boost gauge to prevent snapping a U-joint.

(His truck is capable of holding 70 mph up a grade where all the other trucks are going slow with their flashers on, while we were 10,000 over gross.)

 

[389 Hood]

Fleet trucks are not like @Tim's souped up 379 in which you have to watch the boost gauge to prevent snapping a U-joint.

(His truck is capable of holding 70 mph up a grade where all the other trucks are going slow with their flashers on, while we were 10,000 over gross.)

My C-16 600's were like that. The tuned NZ's were the same. Beautiful fuel mileage and power that never needed to be used. That would be hauling 150k-200k. The C-16's stopped slobbering after 5000 miles. They loved working like that.

 

[Duck]

My C-16 600's were like that. The tuned NZ's were the same. Beautiful fuel mileage and power that never needed to be used. That would be hauling 150k-200k. The C-16's stopped slobbering after 5000 miles. They loved working like that.

I think that's what Tim has. I know it's a cat. Might be a C-15

 

[Electric Chicken]

My C-16 600's were like that. The tuned NZ's were the same. Beautiful fuel mileage and power that never needed to be used. That would be hauling 150k-200k. The C-16's stopped slobbering after 5000 miles. They loved working like that.

I do sometimes wish I had more power if for no other reason than consistent speed, even if it's still my usual slow point o.

IOW I want to do my 62 all the time and not be affected by little hills.

 

[Mike]

How can one drive a neutered fleet truck efficiently? You have to flat-foot them everywhere or they simply won't move, due to the bean counters limiting engine performance. They're DESIGNED to be driven that way.

Excessive idling can be cured with an APU.


Fleet trucks are not like @Tim's souped up 379 in which you have to watch the boost gauge to prevent snapping a U-joint.

(His truck is capable of holding 70 mph up a grade where all the other trucks are going slow with their flashers on, while we were 10,000 over gross.)

Trucks today climb the hills just fine. Much higher torque than in the past, and they operate great at low RPM. Team Run Smart guy that was with Nussbaum went through multiple trucks while there operating consistently above 10mpg.

Having the top speed limited doesn't effect hill climbing. You might not get running start at it, but if you are focusing on efficiency you aren't doing that anyway.