I thought this would be an interesting topic to discuss with the summer possibly having record diesel/fuel prices.

I am interested in hearing what you all are getting for MPG's. Please give an idea of what equipment you run, average trip, how often you idle, and MPH you run. Here's a sample route we run:

Volvo VNL64T430 ('05/'06)

average load: 36k

miles: 400-500

speed: 63 mph

idle time: none

stops: 10

mpg: 6.3

is it possible too improve the mpg on an 18 wheeler?

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Just a man in the world trying too find his way over the speed bumps

I'm sure there are some things that can. Synthetic oil is one that works for passenger cars-be interested to know what it can do for a rig.

It depends on how the truck is speced and were you are at.

When I came off the road I had a 2002 century class with a 500 stx Cummins that was governed at 70 mph.

Rolling 80k on the flats with the cruise set at 65 I would get 6.8 to 7.0 depending on how many stops I made.

The same weight going over hills I would get 6.2 to 6.5.

The same tractor was licenced for 105,500 and loaded at gross weight it would get 4.7.

Your millage may very on the job you are doing...

So I guess it would be really great if someone could get about 10.0 mpg for a truck. But thanks alot. I know asked alot of question, but im just trying to learn. You all have been alot of help so far.

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Just a man in the world trying too find his way over the speed bumps

My grandfather runs 4 1998 International 9200 trucks. I'm not sure what gear ratio they have, but they all have M11 330hp Cummins engines and Eaton Super 10 trannies. Full aero fairings. They pull van, reefer, and flatbed. One of his drivers gets about 8.8 mpg with one of these trucks. The other trucks don't get quite this good, but probably close.
He also has a 1995 Freightliner FLD120 with a 3406 Cat at 435 or 475hp and a super 10 that gets about 6.5 running mainly local/regional stuff. This truck has an APU, so it doesn't idle much. I'm not sure how much the Internationals get idled, but it must not be much to get the average mpg they get.

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Jesus is Lord!

to figure fuel costs I always use the 6 MPG figure. With todays prices that comes out to about 55 cents a mile.

Whoa...I think you're just a little high there....fuel hasn't hit the $3.30 mark just yet.

The index for 4/17/06 has the price at $2.765 for a gallon this past week, nationwide, which brings that to only .46 cents per mile, but you have certainly made me take notice of the fact that this one item alone has jumped considerably since I last had the need to track it closely.

And getting slightly off topic for this thread for just a second, it started the cogs turning in my head a wee bit.

In the early nineties, I could just about pay a driver, and include all of my running costs out of this per-mile figure. The per-mile averages costs were running me around .26 a mile at the time, including fuel.

With fuel running as high as it is, and the ever present resistance for carriers to raise what they are paying contractors, it's no wonder that so many are having problems staying afloat.

Think about it. Fuel costs are nearing the HALWAY point of their base pay per-mile, and we all know that fuel surcharge programs paid from carrier to carrier are not created equal. This is why it is absolutely important to have a clear and concise understanding of how they are to be paid their base rates and their fuel surcharges.

Those that are trying to subsist on .85 cents a mile plus fuel surcharges, are backing up.

Now, to return to the topic of this thread, and the issue of fuel mileage, there are most certainly things that can be done to improve fuel mileage, and they are basis, simple, and proven to work for all trucks, regardless of the arguments that ensue every time the subject come up.

1.) Maintain the proper air inflation in all 18 tires on the tractor and trailer. I always used the 100 lb. standard as a rule.

2.) Drive at speeds that are at or lower than 65 mph. In high wind or in high temperatures, drive at speeds lower than that.

3.) Keep weight distributed as equally as possible in the trailer and on the tractor and trailer tandems.

4.) Unless the truck MUST be idled to keep the cab area at a temperature for sleeping in a comfortable environment, shut the dang thing off, be it for a minute or for an hour.

In 2002, I had a 1995 Mack CH-613 set up with a 350 Mack engine and a 5 speed transmission. The rear specs escape me at the moment, but they were set up for low RPM's.

Over a period of several months, I drove that truck loaded with an average of 25,000 lbs for all miles at no more than 55 mph, unless it was coasting off a hill. Prior to my starting this, I was averaging 5.5 mph. During the time I drove at the lower speeds, I obtained an average of between 6.8 and 7.0 consistently. All of this was irregular terrain, and within 300 miles of Chattanooga.

Presently, I drive a 2005 Columbia, and I don't know the specs at this time, but my average has not departed from 6.0 for the 3.5 months that I have been driving it. I am not driving it any special way, other than I am not going over 68 mph at any time. It does have the Detroit EGR engine with the twin turbo setup. I just haven't taken the time to look everything up on the truck for the purposes of discussion.

Turbo,

It was $3.25 here in Philly last night when I filled up. I about had a heart attack. I figure it is probably $3.30 or more today.

Just as a side note my little 8,600 GVW Chevy single wheel utility body service truck with a 5.7L gas motor cost me 25 cents a mile in fuel costs last week. And that was buying most of my gas in NJ where it is 10 to 15 cents cheaper than Pa.

8.8! Now that would be nice if we could all hope for that.