Truckers, lets see your rigs!

Driver can only do so much. If he's driving at a reasonable speed and not idling there won't be huge gains there. The cummins white paper says driver can make *up to* 35% difference.
 
BRE said:
Ahaha!! Yea phuckin right. It drops down into the 4’s if you’re mean to it.


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No need to rev the hell out of it, keep rpms low but floor it. Skip gears, every shift spends fuel. 18 speeds are a waste, 6 is mostly needed to get up to speed.
 
BRE said:
It’s supposed to have a good tune in it but either I’m expecting too much, or something.
Mind you, it’ll stay cool if you keep it cobbed for the most part, but if you try and baby it like I do, it seems it’s a battle sometimes.
Best I can do with it, is 5.3-5.4 on my fuel.


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I'd be interested to see what flash it has in it, fls/fts ect. Proper overhead and such. What gear ratio you runnin?
 
Rig Wrench said:
Cool stuff. What engine/transmission combo is in the Volvo? It seems like over the pond your Volvo is quite different than the Volvo we have here.
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D16D Euro3 and 14 speed Volvo box. Quite slow and heavy to shift. Cab has same components with US Volvo but rest of the truck is quite different. Drive axle is Meritor, Volvo sold their axle manufacturing to Meritor some years ago.
 
Rig Wrench said:
I'd be interested to see what flash it has in it, fls/fts ect. Proper overhead and such. What gear ratio you runnin?
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3:55’s with lp 24’s.
I’m curious to know what tune is in it as well.
Would you mind explaining to me again what the fls/fts numbers correspond with? I forget exactly, and I like to learn.

As for the every shift spending fuel comment, I really hope you don’t think I shift every single gear possible. I never split the bottom side, and usually only split 3 shifts on the top side but that depends on the terrain and such.


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BRE said:
So you’re saying I’m the reason it’s getting ****ty fuel mileage?


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not necessarily. i do think you have a crappy tune though, and you could always benefit from a more efficient charger
 
BRE said:
3:55’s with lp 24’s.
I’m curious to know what tune is in it as well.
Would you mind explaining to me again what the fls/fts numbers correspond with? I forget exactly, and I like to learn.

As for the every shift spending fuel comment, I really hope you don’t think I shift every single gear possible. I never split the bottom side, and usually only split 3 shifts on the top side but that depends on the terrain and such.


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Load and tq settings. It matters though what calibration is in the truck. Some numbers work good on most engines. Others will lose power, some makes huge difference. A lot of factors.
 
I hate fls and fts. Even my excellent trainer couldn't explain it well.
It is left over terminology from the governor structure of CAT mechanical fuel systems. One (spring) limits full torque and the other limits full load.

Two of us in the shop were told flat out that FLS and FTS are irrelevant for any flash file created post 2007. I think this is interesting because 1) you still have to enter it 2) you can feel a seat of the pants change.

Only our PAR dyno guys are entrusted with what the numbers actually do. You can't just stick a number in and know it will increase power. (same with hot codes, but that doesn't stop people)



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I could see going soft getting up to speed, but on a hill let it eat. Peak power is peak efficiency for fuel burned vs hp, if you're constantly under the curve it's going to lose efficiency. This is a 2ws with hill Billy "tuning" and I beat the other truck doing the same work by .4-.5 and I'm 8k heavier, 96k vs 88k. His is a stock 455 5ek I think. The only time I ran long distance it got 6.8 at 70k with a stwpdeck and running 70-75 across the country.

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chevota84 said:
I could see going soft getting up to speed, but on a hill let it eat. Peak power is peak efficiency for fuel burned vs hp, if you're constantly under the curve it's going to lose efficiency. This is a 2ws with hill Billy "tuning" and I beat the other truck doing the same work by .4-.5 and I'm 8k heavier, 96k vs 88k. His is a stock 455 5ek I think. The only time I ran long distance it got 6.8 at 70k with a stwpdeck and running 70-75 across the country.

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Peak torque is peak efficiency.
 
CAT designed the engines to run at 1300rpm, full throttle at any speed lower than the top holes. Climb a little past peak, row a gear.

I always run the ones I drive up to 1500

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biggy238 said:
CAT designed the engines to run at 1300rpm, full throttle at any speed lower than the top holes. Climb a little past peak, row a gear.

I always run the ones I drive up to 1500

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Where is peak power ? 1800 rpm ?
 
I run this truck 1500/1600 depending on the current situation, and then will let it pull to 1200/1300.
Obviously under 1300 you have to really start watching the temp and most cats I’ve run, fall on their face under 1300 but this truck keeps on pulling, it just gets warm. I don’t pull it under 1200 as I feel it’s not good on things.


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well there's part of your problem LOL. quit letting it pull clear down to 1200, every cat powered truck i ever drove liked to be kept between 1400 and 1600
 
435hp KCB test Params. Peak exhaust temp is 1240* @manifold

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