MPG

@TheRipper

My very first thread on this forum was trying to figure out how to run efficiently...

://www.thetruckersreport.com/truckingindustryforum/threads/the-sweet-spot-best-mpg.209633/

Since then I have learned a thing or three. Now I am an owner operator, running to the oil patch.

I make an average of about $2.35 for all miles, loaded and empty. I am leased on with an EXPEDITED service, so running 62 mph doesn't cut it when an oil rig has a "burn rate" of $10,000 an hour. If I am dispatched on a load that has to be run 750 miles in one shift through Texas, you bet your ### I am not thinking about fuel economy. Dispatched rate for a haul like that is well north of $3.00 a mile.

If you happen to be leased on with a company that pays you a LOW fixed rate per mile (anything south of $1.70 a mile), THEN THAT is the time you better start slowing down.

Those of us paid per load or percentage that make significantly more than your rate are FAR better off running hard to get more revenue. The cost of fuel as a percentage of revenue is much MUCH smaller.

 

What was the wind speed and direction in all those runs? Running slow or fast into a head or side wind is going to eat into your economy.

 

True that. I had a "windraker" load on the deck today. Decent mileage downwind, but in a 35 mph cross wind I was lucky to get 4 mpg. I set cruise at 70 mph, with an ungoverned truck. Plenty of horses left to pass as needed to make my delivery on time today.

Wind can make a huge difference, especially running I-10, or anywhere that matters through the lower Continental Divide or Midwest. I often trip plan with the MyRadar app to see wind direction and velocity. Being based out of OKC wind is a constant.

 

Not as constant as Wyoming...Lol because Utah blows and Nebraska sucks.

 

This is the type of situation I have run into......I slow down to save fuel so I get to the receiver at 3:15 and they will not unload me till 7am the next day. The next day at 7:40 they finally get started. Done at 8:30 and ready to roll back for the next load so I get back to the shipper at 3:30 or later so I wait over night to get loaded........OR drive the speed limit and get there at 2:30. They hurry and unload me by quitting time of 3:00. I drive till 8pm which is 5 hours more ground cover for the day. Next day drive 2 hours to shipper and load then turn around and drive 7 hours back to receiver and spend the night on their lot to unload first thing in the morning.

This is just an example but it is not uncommon for slowing down to cause not getting to the shipper or receiver in time to unload or load and thus loosing several hours of driving time in a day.

There are situations where slowing down makes good sense and there are times where it is very costly.
ONE SIZE does NOT fit all!!!

 

One of my runs is 650 miles. Because of shipping and receiving hours, running balls to the walls through Wyoming makes the difference between one or two loads per week. Guess what?? It makes me cringe, every time I think of it, but driver, boogity, get there.

 

We don't know that it will be the same revolutions. Maybe from point a to b on flat land.

Going slower however. And he hits some sort of climb. Depending on the climb. He might have to drop a gear. Where as he wouldn't going faster. He's got the speed, momentum, and power from higher rpms.

California is a good example. I've driven many times at 55. ( mostly it's 60 ) But i played around with economy. Done 55 at both low rpms and higher rpms. ( 13 speed ) the higher rpms will take a slight uphill bump where as the lower rpms would sometimes have to drop a 1/2 gear.

 

Reading thru this thread shows what is wrong with the whole reg. Process. Trying to broadbrush the whole industry!
When I was pulling a reefer you had to run, that load of ice pack chicken had a time limit, so did those strawberries! Ask a bull hauler about running 60 mph.
It's easy to condemn drivers who have to mash on it when your pulling a van load of paper, etc. On a dedicated run.