New truck... but what truck?

Discussion in 'Ask An Owner Operator' started by onedayaway, Sep 16, 2012.

  1. onedayaway

    onedayaway Light Load Member

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    Where did the heavy haul come in?
     
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  3. leftlanetruckin

    leftlanetruckin Road Train Member

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    Light side of HH, but grossing 140k lbs is getting there. Granted, it isn't the @240k I was grossing @10yrs ago, but it is certainly a big leap from 80k isnt it.

    Martin
     
  4. onedayaway

    onedayaway Light Load Member

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    When you're pulling it in a van at 65 mph I still think there's mileage to be had with an aero truck especially when you're unloaded for 50% of your miles. Even though I didn't go with one.
     
  5. pupeperson

    pupeperson Light Load Member

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    Where did the aero truck come in? One day away's truck isn't aero. It's beautiful and looks great!
     
  6. onedayaway

    onedayaway Light Load Member

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    I think because originally I was also considering a Pete 386 or KW T660
     
  7. onedayaway

    onedayaway Light Load Member

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    All washed up... LOL

    [​IMG]
     
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  8. pupeperson

    pupeperson Light Load Member

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    OneDayAway said: "True be told I think the run of mill 500/1850 would have been just as good."

    That got me thinking and I dug up some paperwok the Pete dealer gave me on the differences in power output between 2013 Isx 550's, one rated for 1850 and the other for 2050. At 1600 rpm's and higher, both are identical. From 1500 on down to 1150 rpms, the 1850 engine makes a constant 1850 ft pounds of torque, whele the 2050 engines torque is climbing. In 100 rpm increments from 1500 down, the 2050 engine goes to 1926; 2000 and then 2050 from 1300 rpms down to 1150. In other words, the biggest difference between the 2 engines isn't apparent until they're pulling @ 1350 or so and lower! That raises the question as to how onedayaway is operating his engine. Is he lugging it way back in order to find that extra power or is he running it like you would an older model engine and keeping it between say 1400 and 1650 rpms? If so, that would explain why it doesn't feel much stronger than the 500/1850. Onedayaway, have you tried lugging it back? If so, does it not "feel good" at those low rpms or does it seem to not perform well when pulled that low. I'm curious...
     
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  9. DrtyDiesel

    DrtyDiesel Road Train Member

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    I know I have a different rating than the op, but my 450/1750 ISX pulls good then will start to lower itself to about 1200rpm, once I hit 1150 it usually stays right there and doesn't lower unless the grade gets steeper. So far it's pulling 10x better than the ISX I had at my local job, they had no idea how to spec trucks in my opinion. As soon as you go over a small hill in Florida it would go from 68mph to 50mph with only 20k in the box.
     
  10. milskired

    milskired Road Train Member

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    The TQ/HP curves can be easily altered if need be. CR fuel systems have made tuning a diesel so easy and like said before, the amount of HP has nothing to do with MPG. It depends on how the truck is driven and also if the truck has an aftermarket tune, it has tons to do with tuning. Tip fuel can be pulled way back down low and fuel can be added further up in the RPM to change the power band(brings the torque curve to a hire RPM band). Higher RPM, more boost, cooler EGTs... My problem is EGRs/Coolers/DPF/DEF..... I am curious to see what a DD16 will do over the next few years.
     
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  11. onedayaway

    onedayaway Light Load Member

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    I typically let the truck lug down to 1100 - 1150 before taking a full shift most often running at 53,500KG. Quite honestly at that weight I don't think there's anyway anyone is going to feel the difference of 200ft/lbs of torque. I run 3.91's on 11R24.5's with a cruise rpm of 1400rpm. Also as I said the truck only has 66,000km that's what 36,000 miles? It's not even close to broken in. I can only speak for myself, but if I bought another I wouldn't pony up the cash for the 2050 again. I'd still spec the 2050 drive train, but I'd be going with a 485/1850 or 500/1850, I can't remember which really kept you below the cost threshold of 'big power'. Sometimes I wish I would have know they were coming out with the higher power paccar mx rating. I probably would have gave one a shot. The motor was dirt cheap and the warranty was peanuts, I mean peanuts. The only problem was because of the weights I run they wouldn't warranty any failure if they could prove it was caused by that. Up here they were only willing to warranty up to 39,500. Another guy at work bought a 2014 Pete 388 with the paccar motor 11r24.5's and 4.10's he came from a cat c15 and absolutely loves his new mx. He already has more km then me on his and consistently gets 6.5mpg pulling a tri-axle van up to 43,500KG. Said the motor likes to rev and its happy in the higher rpms, but his extremely impressed. Doesn't miss his c15 one bit and said he doesn't drop nearly the gears he used to in the c15 cat however that one had 3.3X gears, both 18's.
     
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