2004+ post emission trucks success stories from owners? single operator or sm+ fleet.

I think it was something with Insurance, but also to run into California. That's what my last company told me.

 

Well, one really doesn't need to necessarily remove the component, in the situation we are talking about, it would only mean EGR, as DPF and SCR came later. All one really has to do is reprogram the ECM to eliminate the EGR. Just keep it closed and forget it. I did that with my 2006 Jeep Liberty diesel, as it is now past the EPA emissions useful life parameters for light duty diesels. It could be done with any diesel with EGR. just a matter of knowing how to change the ECM code.

 

For someone looking to buy a first truck things are getting worse, pre - emissions engined trucks are simply getting too old, a glider is too expensive, that leaves the mess of trucks between 2004-2015......lot's of different gremlins...but ya still need a truck...so ......what to do...

I've been doing research since before getting my CDL and, admittedly, am not buying for some time yet, but the one thing that bothers me is the pre emissions truck are costing (to purchase) as much as 2004-2009 trucks...but with a million miles or more....I understand you can rebuild an engine, trans, rears, but what about all the other stuff that's starting to fall apart on these trucks...it's getting so a lot of these trucks need nothing short of a full restoration....at that point, aren't you better off buying a used, sub 600k mile 2004-2009 truck????

 

I'm in the same thought as you RERM.

 

I owned a 2014 Peterbilt 388, and currently own a 2013 Volvo 630, and a 2013 Peterbilt 389.
Both my Peterbilts have been nightmares with DEF. The 2013's have fewer sensors than the 2014s. And I don't think it will be too much of a stretch for me to say that as the years go on - sensors will be the issue. All three of our units have done long haul Super B, and hauling infield with a lot of idle time.
On our Peterbilts, we had the RPM's increased from 900RPM, to 1100RPM's. It helps, but my 2014 really struggled to stay on the road and out of the garage the first 9 months because of sensor issues related to DEF. My 2013 Peterbilt had few problems. It was in and out of the garage for about 4 months and has (knock on wood) been running beautifully for about a year now.
However, I bought a 2013 Volvo - with 550HP. It came to me with 172,000kms on it - and it hasn't seen one day (since January) in the shop.
The DEF doesnt seem to present any issues - and because I have never had it in the shop, I cant tell you if it has more, or less sensors in it or not.
I like the way the entire system is managed over my Peterbilt Cummins engines which were both ISX's, 500HP and 525HP.
I honestly think that a person who orders a new truck, especially under a revised EPA - will experience huge downtime. It takes the manufacturer a good 10 months to figure out the new issues. Here's my opinion:
a) Purchase a used truck that has a transferable warranty from factory.
b) Don't purchase a 2009.
c) You'll have a ton of different opinions as to what "brand" of truck to purchase, but go with your heart, instinct, and brains - and do your due diligence when it comes ensuring its fit for the road.
d) If I was a new operator, I would purchase a used truck that maybe has less than 300,000km's on it - about 190,000miles. Let the guy who bought it new absorb the "new truck" issues.
I wish you the best! Stay Safe.

 

Just to BE clear, If I can find a Midroof XT 1999-2003, Detroit 60, 13 speed, 3.20's to 3.55 rear end, Freightliner Century with less than 600K miles for under 25.K......I'd be all over it!!!!


But the prospect of paying more than that for a truck with 800k miles or more is not amusing.....

 

Sarabeara, sounds about right, the '13 Cascadia I drive has been in the shop 18 days ytd, not counting PM's. However, December of last year, it was in the shop about 7 more days....I was assigned to it, first week of December!!!!! the '12 I had previous to that had a series of bad sensors, and finally the tranny gave it up....

From reading TTR's forums, it seems to me Volvo is the closest to having the new tech figured out, foliowed by Detroit, Cummins and Paccar....Navistar....well,......but there seems to be a wide gap between Volvo, Detroit and the rest......

 

We had bought 10 04 Kenworth t600s, They had single turbo c15s 475hp and all of them made it past 1 million. We only have a couple left due to downsizing but they are still running up and down the road now, untouched.
We also have right now 3 Older Freightliner classic xls, two 2003s, 500hp series 60 12.7 liter detroits and one 99 470 series 60. Two are very close to a million now, one is around 850,000 and are all still running strong. On the other hand, we have bought a fleet of 2006 freightliners, Egr detroits and the ones we have left now are in the process of getting rebuilt. Some of them didn't even make it to a million.
Id take pre 04 any day over new model equipment, Just my opinion.

 

Compared to what? A glider is a brand new truck with, usually, factory rebuilt engine, trans, and sometime diffs. All with full warranties from the manufacturer. Now the only legitimate comparison is then a regular new truck. When spec'd identically throughout, the glider is always going to come in at a lower price. And when you factor in the reduced maintenance costs and reduced downtime because of lack of the emissions stuff, the cost of operation is always in favor of the glider. The only issue that could be a problem is the California one. And even if, and probably already so, the IRS disallows the tax exemption for glider trucks, they still come in under the cost of buying and owning compared to new.

When I ordered my glider, I had already talked with most other dealers and laid out the identical specs (other than pre-emission engine of course) and the starting point was $150K for all of them. It went up from there depending on the make and model. My glider, fully done to the exact same specs, except of course the pre-egr engine, and ready to drive and haul freight, came in at $112K. For a $38,000 savings. It is difficult to calculate overall operational costs compared to new, but I would be safe to say the glider is more cost efficient in operation as well.