Realistic Fuel and Mechanical expectations?

Discussion in 'Experienced Truckers' Advice' started by Hurst, Dec 5, 2012.

  1. Hurst

    Hurst Registered Member

    6,618
    12,265
    Aug 24, 2011
    Tampa, Fl
    0
    I'm sure this topic has also been beat to death,.. and I did do a search. But I'm trying to get detailed info and what I found in other posts was bias'd and not exactly what I was looking for. I'd like to make a spreadsheet to evaluate. Hopefully when the time comes I can make a better educated decision based on other drivers experience,.. not just my own.

    In approx 10 - 12 months from now I am moving on to my next and final stepping stone for ownership and thats getting my own truck and authority. I have the legalities and sole proprietorship end of it covered. I've also already made a few business contacts and have things set in motion for a dedicated income that will at least get me started so I dont go broke in my first 90 days.

    This is mainly aimed at company drivers. I have another thread in the O/O sections to get their input as well.
    I am trying to keep the data separate, so company drivers only here please. O/O's, I have another thread for you guys in the 'Ask an O/O' section.
    Thanks,

    .

    1: Full specs of your tractor. Year make model and mileage. Please include Engine, trans and rear gear ratio.
    If on your 2nd/3rd engine (Inframe etc), how many miles before you reached that point and how many since then?

    2: What type of trailer are you pulling?

    3: How is your average loaded weight?

    4: What is your overall average MPG?

    5: What lane/s do you mainly run?
    (This is for me to get an idea of which geographic location to stay in if I can financially work the logistics out)

    6: What speed do you typically cruise at?

    7: How would you spec your next truck?

    8: How reliable is your current rig?
    (Any mechanical/electrical issues that are really bugging you. Anything you wished you had spec'd a little differently?)

    This is for Reefer owners out there. I plan to run reefer.
    9: I'm pretty much set on either a Utility or Great Dane (Carrier or Thermo King),.. my question is how new of a unit should I look for? How many hours on the unit would you say is too many and I should look at something else? Any compliancy issues I should be aware of? I'd like to be able to run in and out of Cali and the North East as well,.. particularly when the seasons hit.

    ----------------------------------------------------------------

    I'm currently still a company driver, but this is the info I am looking for.

    2008 KW T660, 72" Studio sleeper, Clean Power APU.
    C15 ACERT CAT @ 475hp, 18 spd, 3.25 gear ratio, 19,200lbs curb weight.
    509551 miles with 10,260 hrs. Average overall MPG is 6.27

    I pull 53' Reefer.

    I am typically loaded with 41k - 44k in the box. This will put me anywhere from 78k to 80+k gross weight. I have twin 150 gal tanks, I always have to fuel after I get loaded so I know how much fuel I can carry. With 44k in the box I can only fuel up to 5/8 - 3/4 tank. Still plenty for me to travel on.

    I run I80 coast to coast. Stockton Cali area to New England area and back are my main lanes.
    Depending on the season and how loads get dispatched, I will head up into Washington state or go down to Bakersfield Cali and then head east. Chelsae Market is a typical destination point.

    I typically cruise at 65 - 67 mph depending on the terrain. Sometimes need a little extra oomph to get up the hills when grossed out.

    How would I spec my next truck?

    Well thats what I am here to ask you guys. I am biased and love my T660. This truck is fully spec'd. Has all the bells and whistles. Maybe one with the 86" Studio sleeper and a different APU that can handle a little more would probably be my only upgrades. The bunk heater only has 2 settings,.. On or Off. So even when its 20f outside,.. it will get like a steam room in here in less than 5 mins when its on. Wish it had a thermostat.

    Reliability? This motor has had some issues.
    ARD head went out at 376k (Covered under warranty)
    Broke a rocker and Jake dropped a valve at 398k 1 piston and new head had to be ordered. (Covered under warranty)
    Bearings in top turbo went out at 433k (Covered under warranty)
    Alternator quit working at 451k, killed the batteries with it. (Not covered by warranty - $1600,.. Special Alt for the Clean Power, Alt alone was $1000 at cost)
    ARD head went out again at 477k (Covered by warranty)
    Right now I am dealing with a cold leak from the tube above the EGR cooler. Its in a location that is under the turbos and nearly impossible to get at with out removing something. Managed to tighten the hose clamp a little bit and seems to have stopped the cold drip. But only a matter of time before it comes back.
    Up to 509k and so far so good. Besides a problematic tag light on the tractor that keeps blowing bulbs,.. no electrical issues to report.

    Thanks guys.
    Drive safe,...

    Hurst
     
  2. Truckers Report Jobs

    Trucking Jobs in 30 seconds

    Every month 400 people find a job with the help of TruckersReport.

  3. G/MAN

    G/MAN Road Train Member

    7,031
    8,621
    Sep 3, 2010
    0
    I am not sure why you would be asking company drivers questions about which they have no knowledge? The only ones that could answer most of your questions are the owners.
     
  4. Hurst

    Hurst Registered Member

    6,618
    12,265
    Aug 24, 2011
    Tampa, Fl
    0
    I assumed there were other like minded drivers who were ambitious enough to keep track of these statistics. I mean I knew from day 1 that I wanted more. I knew the only way to succeed would be to learn and understand this business from every single facet possible.

    I'm no owner,. but from day 1 I treated this knowing that someday I would be and pursued that avenue. I wanted more than just being a steering wheel holder. Treating this truck, its maintenance and everything about it as though it were mine. Actively engaging in management rolls at shippers and receivers. Approaching everything I did as thought it were my business on the line.

    Seems as though you are right. I dont know what I was thinking.

    Hurst
     
  5. G/MAN

    G/MAN Road Train Member

    7,031
    8,621
    Sep 3, 2010
    0
    Most driver won't take the time and spend the effort to investigate and do the expense tracking as you. There would be fewer who would fail if they waited and did more investigating. Some things that you won't be able to accurately track are some of the costs that carriers spend, such as for fuel. Most of the larger carriers receive discounts on fuel purchases. Those savings are not always listed on the fuel receipt. Your fuel costs can vary from the pump price according to whether you lease to a carrier or get your own authority. Some carriers may also get discounts on repairs and certain shops. You can use the listed pump price and then ask what repairs typically cost and get a good idea of what it will cost to run your own truck.

    OOIDA has a spreadsheet already set up for owner operators and lease operators. www.ooida.com is their website. You can download it for free. It is designed to plug in your own figures so that you can try different scenario's. There is also a thread on this forum that gives a breakdown on some of the expenses involved in running a truck which might be helpful to you.
     
  6. strollinruss

    strollinruss Road Train Member

    1,366
    1,697
    Jun 5, 2012
    Montgomery, TX
    0
    Hurst: There is no way to tell the future. One can beat the numbers to death and try to predict every breakdown/scenario out there. Man, there is just no way to guarantee you will or won't make it. My advice is to buy an older truck, budget getting 5.5 mpg(anything more is a bonus), and plan on spending a few hours every weekend working on the truck. That is how 90% of the o/o's out there started out. If you aren't willing to fail don't expect to win.
     
    chalupa and camaro68 Thank this.
  7. Hurst

    Hurst Registered Member

    6,618
    12,265
    Aug 24, 2011
    Tampa, Fl
    0
    I know,.. but its just how I am. My wife tolerates it, well,.. because she loves me and for better or for worse,.. I am her husband.

    Sometimes I try to be too methodical. Trying to look at all the angles. Find out where I can gain an edge.

    One thing I have found thats working well so far is setting up direct business relationships. Nothing against brokers personally,.. but if I can avoid paying a middle man and eek out a little extra money while still saving a company shipping costs,.. then all the better for me.
    Its my opinion that things are as crappy as they are for O/O's because many rely on brokers to get them back hauls or work in general. Then the whole 30 - 180 days to get paid deal, creating even more money to be lost not only to a 3rd party,.. but now a 4th party (Factoring) has stepped in. Its no wonder guys are barely keeping their head above water.

    I just got off the phone a few hours ago and if things work out, will be my 4th company prospect to pull loads for. Getting loads in and out of Fla may prove more difficult then I had first envisioned. I am hoping that with a little persistence, I get at least 1 going out that isnt seasonal.

    Not sure if drivers have become lazy,.. or if using brokers has just become the norm. But if more guys made a few phone calls. Talked business, there there would be less for the brokers to dictate to drivers. If I can set up east and west runs for dedicated accounts, then I should be financially covered no matter how I run.

    Thanks for the input guys.
     
  8. WitchingHour

    WitchingHour Road Train Member

    3,422
    2,142
    Apr 1, 2011
    Broomfield, CO
    0
    A little outdated, but I'll answer based on my last OTR job and a current side gig I run from Co. Springs to Kremmling and back on Saturdays.


    1: Full specs of your tractor. Year make model and mileage. Please include Engine, trans and rear gear ratio.
    If on your 2nd/3rd engine (Inframe etc), how many miles before you reached that point and how many since then?

    Last OTR gig was a 2007 Volvo VNL730. It had the D16 which had been kicked up from 500 to 565 hp (this required an aftermarket cooling system, as well). 3.55 rears with an Eaton Fuller 13 speed (don't remember exactly which model).
    Once a week, for my Kremmling run, it's a 1999 Kenworth T2000, Cummins N14 Celect Plus 460, Eaton Fuller 10 speed (again, not sure of exact nomenclature), 3.73s with 24.5s mounted.

    2: What type of trailer are you pulling?

    OTR, it was flatbeds, stepdecks, low steps, and, on occasion, a mechanical detach RGN. For the Kremmling run, it's a 96 dry box with a roll up door (was previously owned by a contract mail carrier).

    3: How is your average loaded weight?

    OTR... probably in the 30s. Daktronics loads were typically light, most anything else was typically heavy. Going to Kremmling, I'm empty, but I come back at 83-84k.

    4: What is your overall average MPG?

    6.8 with the Volvo (it kinda sucked due to electrical issues involving the ECM and EGR). Don't really keep track with the T2000.

    5: What lane/s do you mainly run?
    (This is for me to get an idea of which geographic location to stay in if I can financially work the logistics out)

    OTR, I ran out of Sioux Falls, SD, most lanes had me in the Southeast or MidSouth. I saw you pull a reefer, which gives you viable options where I didn't necessarily have them.

    6: What speed do you typically cruise at?

    OTR, my truck was ungoverned, but I typically did 68. Put me at about 1450 RPMs, ran pretty smooth. If, say, a Swift lease operator with fresher tires was planning to start a drag race to try passing me, I'd just bump up the cruise to 70.

    7: How would you spec your next truck?

    Depends on my routes. For a default, probably Cummins ISX15, 3.55s, and a 13 speed.

    8: How reliable is your current rig?
    (Any mechanical/electrical issues that are really bugging you. Anything you wished you had spec'd a little differently?)

    The Volvo was a prima donna. I got lucky with it - the drivers in it after me did not. That D16 motor.. let's just say it's a bit uncooperative.
    The T2000 does just fine.
     
  9. Hurst

    Hurst Registered Member

    6,618
    12,265
    Aug 24, 2011
    Tampa, Fl
    0
    Fantastic response Witching.

    That gives me an idea on driver habits, load info, geographical terrain and equipment.

    I do the same if someone slower comes to pass and I dont want to be bothered by them when we hit the hills.

    I noticed that some of these CRST Expedited trucks are doing about 67-68 as well. If I see that they are light and scream up the hill then I let them go. But at the first sign of an insecure driver, my patience level gets short very quickly.

    I personally like to travel alone and away from the 'pack'. In the old days we used to travel in rolling convoys, sometimes miles long. The chatter on the CB was hilarious (But always respectful) and helped to keep me awake during long hauls. Other than a few retreads flying at me, I never had any issues. But after a 15 yr absence and now older and more cautious about what can go wrong in those kinds of situations, I have become a loner on the road. The CB chatter is nothing like it used to be. Now drivers flash you with their hi-beams as you pass and call each other 'Driver' on the CB. None of that would fly 20 yrs ago.

    Hurst
     
  10. Sumothertrucker

    Sumothertrucker Light Load Member

    88
    16
    Jan 10, 2011
    I c corn
    0
    Very true. Hurst, you are wise to do so much research before leaping but be careful not to OVER think it. Have at 2 months operating revenue saved back, make sure you're round trip(including all dead head and trips to church on Sunday) doesn't drop below $1.75 and go for it. Every operation has different expenses and incomes. Get out there and figure out what works for you.

    The only question of yours I will comment on is the reefer unit. I prefer TK for parts and service availability and dependability. Only owned 1 carrier and it acted like a moody woman. Most big companies dump their units at 12k engine hours or so. I've personaly recomend changing out the compressor, starter and alternator if you want to go beyond 12k comfortabley. Good Luck
     
    Last edited: Dec 11, 2012
  11. Hurst

    Hurst Registered Member

    6,618
    12,265
    Aug 24, 2011
    Tampa, Fl
    0
    Thats exactly the kind of info I need. Its not like I can comfortably ask my boss when he replaces his units and how often/if he reconditions them or just buys new with out giving away my future intentions. I dont want him to think I am a flight risk just yet. He has been giving me raises and I drive a very nice well equipped tractor and he says he will be getting me my own dedicated trailer. I dont want to get stuck in one if his crappy units because he thinks I am not going care or to look out for him. I've never been that way for anyone I worked for, even when I absolutely despised my boss. I will continue to give 100% up until my final hours with this company.

    Most of his reefers are all under 5k hrs. The Great Danes have Carriers and the Utility trailers all have TK units. He has us run them on cycle even when the shipper wants continuous. The only continuous runs we do are for cherries, seafood or other expensive loads that he simply can not afford to pay for damaged product. Even frozen loads at -10 are run on cycle mode. Albeit at -10 they start/stop a lot and seems counter productive when you consider the wear and tear involved. So far I have only observed one unit causing problems and funny you mentioned Carrier, but that one is a Carrier. The only other issues I have seen are belts and a couple starters go bad. But that was on both models. I chalk that up to regular maintenance.

    I have no plans to pull the trigger and go it on my own until I am 100% confident that I have covered all my bases and know exactly what I am getting into. I have been in and around trucking in one form or another for the better part of 25 yrs now. This is the first time I have actually entertained the idea of going it on my own. I couldnt be trying this at a worse time in my opinion. It would have been much easier if I had tried this back in the 90's. But I'm not sure I would have had the wits to adapt to the changes this industry is going through. I'm a "If it aint broke dont fix it" kind of guy. But what I have seen and experienced in the last few yrs,.. this industry is absolutely broken compared to how we ran and got paid in the 80's and 90's.

    Thank you very much for your input.

    Hurst
     
  • Truckers Report Jobs

    Trucking Jobs in 30 seconds

    Every month 400 people find a job with the help of TruckersReport.