Kevin Rutherfrauds $200000 Signature glider truck has complete engine failure!!!

They don't have to turn to breathe, tommy. If it's got the proper turbo on it, it'll get plenty of air running down low like that. And the timing has to be set right. As I pointed out up there^ somewhere, the timing can't be advanced too much if you're gonna run at the lower rpm. You can't just bump the timing up 'X' number of degrees across the rpm range and expect it to work.

 

To be honest as much as a ####### as KR sounded like in the Turbo3000 vid and whatever I do believe he is trying to help out the average trucker.

I have yet to crawl up in one but have been a business owner for a lifetime and I can tell you the guys that call into his show that I have just recently started listening too are not the sharpest pencils in the box.

Actually it is quite painful to listen to them and KR has a lot of Patience.

KR had nothing to do with building this motor it was just his Specs so PP should step up to the plate, though we know they never will

ALL in ALL I Think KR meant well

PP just Screwed the POOCH

 

I take it you're really not familiar with this motor. It really doesn't lug, it falls flat on its face below 1300rpm, forcing a shift. These people were also going for fuel mileage, not power, so boost was the enemy. BTW, boost takes away the heat, it doesn't increase it. My typical cruising rpm for the last 10 years and 800,000 miles with my 12.7 is between 1300-1425 rpm. I had a two week period where my pyro got up to 1200+ degrees frequently when the turbo's exhaust impeller shattered due to a casting flaw and the Detroit dealer I took it to couldn't figure it out. That happened in 07 or 08. I did a head gasket last year and everything looked great.

 

Totally agree

But this is how they are trying to achieve the mpg Numbers with huge advances of the fuel timing, Which is fine if you are going to Ring her out and let her breathe.

But they want huge torque numbers down low with huge boost.

Can't have it all


There is is only so much energy you can derive from a measured amount of fuel.

That is all there is to it.

 

Yeah, I was surprised a little by the improvement to say the least. So talking about trailer mods, consider microblue bearings and trailer tails. On the bearings I've seen about an even split of people seeing up to 0.5 mpg improvement, no change, and problems. Pay a shop to do this and you're bumping $1,500 or so to do all 4 corners.

On the other hand, just about everyone that has installed a trailer tail (always hauling the same trailer, no other changes) reports around 0.4 mpg improvement and that the trailer seems to pull easier. As if dragging brakes were somehow adjusted out at the same time. Only catch is one more minor thing to deal with when parking. I think I've seen numbers around $2,500 to get one out the door.

If I had a couple thousand burning a hole in my pocket, I'd get tails put on. But then, maybe not. I know my son will be less than diligent about using it on his, so probably reduced benefit on that one. We swap trailers now and then, so I can keep him running while I deal with repairs and maintenance. So just doing one wouldn't be 100% solution. Then finally I'm running older equipment that's looking like I'll be trading about every 4-5 years. Might make more sense on a new one I'd keep for over a decade.

So in my own unscientific, not supported by every fact analysis, doing more than plain bearings packed in grease is probably not going to pay off at all. The trailer tail might, provided I'm the operator and I keep the trailer long enough to get the payback. Not something I'll be getting in a rush to order. So I guess that puts me in the camp with those that believe mpg at any cost is not sound business. Or at least for my business anyway.

I could go on this topic for days. Despite all the drama with this signature truck, it's another great idea on paper that falls down in practice. Well... along with some really dumb stuff like 23,000 weight and axle/hub specs. I think the fatal flaw with this concept is that they're pitching it as a universal dream truck, when no such thing is really possible. I think we tend to approach this as we learn the demands of our specific business and make sensible changes along the way, using trusted mechanics to do the work with proven parts and practice.

 

I totally understand where you are coming from my friend . Not an Argument ever, just a discussion with fellow motorheads that's all.

I am new to this low RPM diesels in trucks, but have been around everything else for 35 years.

If you have a larger turbo that is more efficient at shoving more boost because the ratio of the exhaust vanes is higher that than increases the boost , Yet the engine can not absorb that boost because it is not swallowing or performing to its expectations than that will create heat on the exhaust side from excessive back pressure.

 

The tails can be ordered to automatically deploy at 35 mph. That stops them from being a waste.

 

If I could get TAIL to automatically deploy at 35 MPH I would tour the country at that Speed

 

Ha ha ha ha you ain't kidding.

 

You bring up something that we haven't really addressed. BSFC. Base Specific Fuel Consumption, i.e. Pounds per HP per hour.

If you're going to build a truck around a motor, and are doing it for optimum economy, you had best know long before you spec the truck exactly what the BSFC curve looks like. It's not usually at torque peak, but somewhere just above that point. The manufacturers used to publish those numbers on the HP charts, but I haven't seen any in a while. And, of course, an ECM tune or engine mods change that curve. The point being, that engine should have assembled and put on a dyno and run at cruise power to determine exactly where it needed to be for optimum economy, to find the sweet spot. My jaw would bounce off the desk if someone could find documentation that it was done before the truck was spec'd. That is critical information that I bet no one knew about that engine and tune before gearing was established, or probably was never determined after the build, either. And I wonder if the O/O's had enough experience to know how to try and find that sweet spot on their own, or did they just blindly follow the 'keep you rpm down!' mantra?


EDIT: I'm typing serious stuff, and you guys are scheming on enticing tail.