Ok guys so I'm a trainee at prime and I'm with a lease driver who has a 2011 Cascadia. I've been around trucks my whole life, my father owns a few trucks and a heavy equipment repair shop. Well I'm stuck at prime and this guy is over the top with his fuel mileage. He has me shortshift the low side at 1200 which is fine. But on the highside when the truck is shifted at 1200 and the rpms fall to 800 it lugs. Wouldn't I just be better off shifting on the highside at 1400? I'm used to an old n14 lol also this man is telling me I shift too slow because I'm losing 400 rpms between gears, he insists the faster you shift the less rpms lost...... Opinions are appreciated fwiw on flats we get 8 mpg at 54 mph
2011 cascadia dd15 fuel mileage
Discussion in 'Freightliner Forum' started by 01blackz28, Nov 13, 2011.
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My friend got salvage '10 Cascadia from USA, we did cab rebuild and fuel milage ~ 34 l/100 km with European tint trailer. So I cant see notisable difference with other engines
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All your answers are right here.
Download the DD15 brochure pdf file, you can print it out.
Has graphs and charts with torque and horsepower curves.
As you progress up through the gears, your shift points (rpm) should increase.
http://www.detroitdiesel.com/engines/dd15/
As far as dropping rpms when shifting, being your shifting a non-synchronized transmission, you are going to have a rpm drop when up-shifting.
Start trying to speed shift, your going to clash, scrape or bang gears.
Bottom line is, its his truck, Drive it his way (he's paying the fuel bill), when you get your own, drive it to your liking.JohnP3 and double yellow Thank this. -
Interesting enough, watching a video released by Detroit Diesel (they might know a thing or 2) , they say the sweet spot of a dd15 is between 1000 and 1500 rpm
Also, watch how the drivers in these videos shift, they are smooth through the gates, pausing between gears to match engine rpm to road speed.
They are not hammering the gears like a muscle car.
http://detroitdiesel.com/about/press/videos.aspx?VID=30&category=training -
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really CRD technology is more flexible, so sweet spot is "wider" comparing with series 60 and that's why engeneers do not use so "sarp" torque limiting curve, like on series 60 and on MBE4000.
Yep, I know that CRD is more sufisticated thing, less reliable, but as I can see MTU/DD/Mercedes made this engine after they can see all mistakes in other CRD engines for Class 8 trucks (Renault-Mack DCI 11, MAN/International D20-28 ) so seems to me DD13/15/16/OM471 are better.
And I see that Mercedes Blue Tech unit is better and more reliable Bosch unit used on Volvo, Mack, Renault and Sisu. -
Well?, on a newer truck, I cant say, BUT?, a 400 gear step is good in my book
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You will have a 400 rpm difference between gears, thats how the truck is set up. I drive a cascadia, and I shift differently depending on the weight of the load, grade wether ascending or decending, 4% or 6%, ect... I have a 9 speed and I shift differently from Bobtailing to pulling a Coors Beer load (44k lbs). The only time I touch the clutch is when I start rolling from a stop. Other than that, Im floating the gears. I can shift without ever touch the accelorater as well. I have recently had a 2 mpg decrease in fuel economy and I have driver the same truck the same way. I usually get 7.5 mpg, now Im seeing 3.5 to 5 mpg. A strong headwind tends to drop my economy at least 1 mpg. A tailwind increase 1 mpg. All depends on the driver, the truck, the load, and the road.
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i loved my 2011 cascadia dd15. the rmp went well at 1200-1300 , i got it new and it took me about 23k miles to be able to float it, but my students drove me insane with not knowing the proper rpms to shift. there is no reasin for nonsmooth shifting in these unless you just dont have your rythm down double clutching or floating. i never seen my mpg under 8.2 fully loaded in the mnts. i seen it up to 12 on excellent days....i miss her ..sniffle sniffle
Silverton and banyarmyint Thank this.
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