515 detroit, fuel ecconomy/ turbo questions

The main thing I was wanting to know in this thread is, what's the sweet spot for this 515. I think that's been answered. And i thank you guys. I'm always open to any advice i can use too. Slowing down, just doesn't make sense, in my current situation.

 

Re logging/ driving it, the new fmcsa rules re oos violations (unfortunately) has made speed all the more essential, imo. Until recently, my largest expense was arguably maintenance/repair on my former pos truck. Between 1000 per week in repairs, and the added down time, I had to run like h*ll when ever I had the chance! This is why I sold that truck to a salvage yard... Getting back to logging. I do 100% broker freight. The upshot is, I'm not stuck with any single company, the downside is, I don't have big company backing re fuel, repairs.. ect.. Idk how many other totally independents there are on here, but its tough sometimes. Some loads pay pretty good, some don't. I have to take what i can get, when I can get it in order to maintain a good average. If that means fudging my logs a little, its what i have to do. The main reason, however that I pencil stroke, (I've heard it called managing fatigue) is so that i can run the hours best suited to me persoanally. A person "can" legally log 1000 miles in 24 hours, speed limits depending. But as we all know, 11on,10 off quickly becomes Ho to bed at noon, and go to work at 2200... I am a zombie by midnight. I almost always naturally wake up about 0400. I like to run all my miles at once, and get it over with. Then sleep thru the night, getting good rest, and get up and do it all over again. It's just what works for me. Even tho, I may technically be coloring outside the lines, I believe I am helping the purpose of the hours of service ###### which is to keep fatigued drivers off the road. It's not a one size fits all world, despite what the government might think. However, now, with this newer truck, I expect my maintenance costs to be considerably less. Perhaps I'll be able to ease up a little. Time will tell, but insurance has to be paid. Child support has to be paid. You know? I have to run the miles it takes to make it happen. And heaven help me, the day they make electronic logging a requirement. Anyone who's been out there a while can attest, there are far more rollover accidents these days then there used to be. Like you said, Idk if its distracted drivers, drivers "trying" to fit hos regs, maybe so many new company drivers due to companies trying to cut costs.. or just more drivers on the road period. I do know that there was a time a guy could make $1200 per week, driving a company truck. Now adays, with all the "lease programs" out there. I think many of them aren't clearing 800 pw, and its "their" own truck! That's just not enough money to be away from home for. There was a time when you could make money in trucking by shear accident. Those days are long gone. On a good week, I can clear $2500 or so, depending on maintanence. (After everthing else). It takes every bit of that to pay pay pay. Right now, the new truck has 700k on it. My goal is to squirrel away 15000 over the next year, because I'm at the point where I might need to be getting ready for an in frame. I've bought brand new trucks, but at 130 to 150 gs, and engine warranties being cut back. Imo, it makes no sense to buy new anymore. I paid 32,900 for this truck. I have a reasonable payment, and will own it in 2.5 years. We don't always make the best decisions, but we try to make the ones that make sense at the time. Otherwise, ya just gotta hang on, and hope for the best!

 

Idk man, r engineers.. a company I used to work for ran 379s w c 13s inem. My boss had their guy come out n hook up to our trucks, and tell us how to run them. We all did exactly like he said, and our mileage went down...
Ex #2. Elroy may be better versed in the acert c15.. but re the twin turbos. There is a built in delay, from throttle, to boost. My experience running mountains or grades was that because i didn't have power when i needed it. By the time i got it, I was dropping gears, and having to really fight my way up the hill. You had to be pre-emptive on it, and still, it didn't always work. I'm sure that looked great in the lab. But i couldn't make it work in the real world. I don't trust engineers when it comes to that stuff, because just like I'm sure they all think we're a bunch of dumb axx truck drivers, I think most of them are over educated with little knowledge of real world conditions.

 

Well, and I'm not saying all engineering types are clueless either. Mainly just that its hard, I think to simulate real world conditions, especially every conceivable variable, in a lab. Like a few of the things i mentioned earlier, ie, axles being warmed up, heavy tandem drag, ect.. I've even noticed that the greener the diesel, the better my milage. I'm sure that has to do with different blends or something. But regardless of the color/mix. It all meets what ever requirements are placed on it. I can also say that overall mileage has decreased since the change to low sulphur diesel. I've heard of guys adding automatic granny fluid to a tank, ect. Idk if any of that helps or not. I'd be more concerned gumming up injectors, but there is still some value to old trucker tricks of the trade.
When i started in this business, in 96, there were still a handful of the old old timers left. I kept my ears open, and learned a lot. I miss those old guys. I miss what trucking used to be. I don't even run a radio these days, cuz there's nothing worth listening to on it. But some of the people I've admired and respected most, were some of those old time truckers. I've lost friends I've made to old age, but I'm glad to have known them, and thankful to have benefited from their knowledge.

Pig pen, this here's the Rubber Duck, and ima bout to put the hammer down!

Truck on, my trucker buddies!