Where is everyone #5

Jamie Hagen, an O/O for Viessman I follow on Instagram running a new Mack Pinnacle pulling tanks with the 415HE+ MP8/6x2/2.47 setup has claimed a lifetime mpg of over 9 now, with over 65,000 miles and 95% loaded.

I'm sure that setup would fall flat in the hills, but where he runs he seems to be doing really well. Says his cost per mile is between 21 and 26 cents (I'm assuming no truck payment in there).

Running open deck and no oversize, I could see a similar setup (probably the 455HE+ with a 6x4, mDrive and higher rears) doing in the 7-8 range on a daily basis, with a good square load going over 8.

I'm looking forward to seeing what I can do with an MP8.

 

Lots of other stuff not in there LOL. If he pays $2/gal for fuel at 8 mpg that’s $.25 in fuel alone

 

I got burned with one a couple winters ago. Crappy idle, rough acceleration and white smoke. Did 5 or 6 cutout tests, same cylinder came up with a failed injector. Found out the SOB had a bent pushrod on that cylinder. Funny how it came out as a failed injector on the cutout test.

 

If I ever blow up an engine, this is how I want it to go:
Engine Liberates Itself At Truck Pull
Cue "Blaze of Glory" by Bon Jovi

 

I might or might not know where there is seven of them sitting in someone's closet cause his wife got tired of them sitting on the bar.

 

Friend was workin on an isx last year with a miss on the one hole. Put an injector in, still miss. Found out the valve set was too tight. Tried to adjust, wouldnt because the valves were coming up through the head. Went to put a head on it, liner measured low and ended up doing the whole engine. Poor guy thought he had it figured out multiple times and it kept getting worse.

 

Must be his fuel costs I guess. He doesn't post any big details. Probably gets a company rate for fuel, and at 9-10 mpg 2.5 per is about 27 cents.

 

Beer+Truckpaper...

I need to stop..

With Truckpaper.

Not the beer.

 

The gas engines are doing that too. Conjecture on my part but it was a huge deal when the Mopar guys made the cross ram manifolds and it worked by giving lots of volume of air ready to get ingested once the intake valve opened, rather than having a pressure drop while the engine was trying to get a fresh charge.
Edit: the problem was that the tuning was only effective and efficient in a portion of the powerband. The Cross Ram was a big improvement over what they had before, but it was still a compromise, which is what engineering is all about. Getting the best and most efficient and effective operation out of a given piece of equipment, no matter what kind of equipment it is, not just engines.
The Cross Ram worked well in two ways, when the rpm's were low, inside the intake runners the speed of the air entering it was amplified by traveling so much faster than the engine could ingest it that it reached the end of the runner while the valves were still closed and " bounced back " went back to the intake/carb section and bounced again then provided a slight " supercharging effect " ( a slight air pressure spike ) at the intake valve end.
The second way was the large volume size of the air within the runner during high rpm operation. This kept the engine fed with air and prevented the air from trying to reverse itself and blow back out through the carb. Instead of the engine trying to suck through a small straw it was a huge straw, in effect. The air pressure spike was contained within the large intake runner. Shorter runners would have allowed the air pressure spike to escape through the carb ( or at least part of it. ) which is what is happening in an engine when it has a high speed stumble.
End Edit.

They have several tricks now that work and adapt at the different rpm's to compensate for the pressure drops that occur at the various rpms. Plus the amazing precision of the mapping of the fuel needs of the engine at all ranges, and what power level is being asked for at the exact moment.
The old carb engines were a lot more susceptible to all the different scenarios of what was going to be asked of the engine at all the various ranges and it was always a compromise between the different extremes.
The precision of the mapping like AModelCat said is responsible for a large part of the torque plateaus being so large and wide now. Also the variable geometry turbos like he said, are so precise and have done so much to eliminate the weaknesses of the airflow. Like the old two stroke motorcycle engines when they " got on the pipe " which was a small portion of the engines operating range, but extremely efficient while in that range. Now they have figured out how to manage the airflow throughout a much larger range and the results are unbelievable compared to the old carb engines.

 

So much for Grimey's reputation as a top notch body and paint man. He didn't even get the color right.
I said Brown Grimey.

Snort