What Motor?

I know there might be a diff. Problem is to find out, if the diff is enough to justify lost tire mileage caused by buying "less" rubber. I dont buy ANY maker advertising, 100% of it is BS.
And I'm going to need new tires soon...

 

You missing something BIG TIME. There is the newest trend in trucking - according to which you can only survive depression if you can save money on fuel by buying add-ons and doing redneck-mods to the engine. And the new cult leader is Kevin Rutherford from XM sat radio

 

Oh that efin guy!! He puts me to sleep cant listen to that

 

I run on the Choice program that Schneider has and run pretty much the northeast with a lot of time in PA, WV, VA, and NY. My loads vary quite a bit but the average would have to be around the 72,000 gross range. Yeah my truck is pretty new, a 2006, and I am the one and only driver (the truck had 12 miles on it at time of pruchase). I do all my own work no matter what it is, as long as it isn't under warranty so I know what the reliabilty factor is of my truck...it has only let me down twice (1. water in the fuel ruined 2 injectors and 2. dash gauges went blank...still haven't figured that one out since the electrical gremlin went away).

I currently am looking for a small boost leak, but will have to wait until tomorrow since I tonight is a family night of pumpkin carving.

 

Have done the same run about 300 times only 550km around trip I have a good idea what cause's what.

When raining it also cause's less MPGs it was definitely the larger tires less rolling Resistance that was saving MPGs

 

You folks that haven't tried the new Detroit Diesels need to try them out. Our fleet is running a mixture of ISX, Series60, and Detroit Diesel DD15. They're mostly 2005s, 2006s, but a few EPA07s too. The DD15 is an incredible engine....right out of the box too.

We are pushing 7 mpg...which is .75 mpg better than the 2006 Series60. The ISX is about the same as the Series60. Some of this is due to the chassis, but not all.

The DD15 outpulls them all and is about the same level of quiet as the ISX. Overall, I'd give them both good grades but the DD15 is incredible.

If you haven't driven one, you need to at least give it a try.

 

I drove one the 485 dd15 strong motor but we couldnt never pull over 6.0 with ours?? It was new though only 100k on it.

I did like it though not bad for a michigan motor. Although you got to inform any shop that its a DD15, its a completely different setup that the old 60's

 

I believe that the X1 ISX which is what the 400 hp ISX is can be upgraded to around 465hp before changes have to be made to the internals of the engine. The next set (X2) should go from 475 - 525hp. The last group (X3) can go from 535 - 600 hp. There are differences in the engine specs between the classes of hp. In the future say 2010 all you should have to do is download a new calibration into the ecm and you can have any horsepower from 400 -600.

All the trucks that I ever drove have Cummins in them. Anything from a 250 hp all the way upto 685 hp Pete 379. That one was to much fun to drive. I believe that if I were given a truck to drive constantly I could settle on a 485hp and 1850 ftlb of torque. That would be nice.

From a mechanics standpoint I would not like the dual turbo setup on an engine. The simpler the better, but the way evrything is going it looks like the shadetree mechanic from the past will no longer be able to work on and fix his own truck without help from a computer. Someone might say well if it does this then this will be the problem. Maybe, chances are that it will not. Anything made with human hands will fail eventually. It is just a matter of how much time passes before it fails.

 

Twin turbo's are still simpler than a VGT. I have twins on my pickup and neither require a computer to run.