[slowmover]

This may be obvious, and already incorporated (as with tire pressures, etc). The thought is the analysis of "key-on" time. A log or diary so as not to let memory distort actual use.

One must know the actual cost-per-mile of operation/ownership; expressed as cents-per-mile (see EDMUNDS site). From start to finish on any job, what is my total engine-on time, fuel use, total mileage? If gas goes to $6/gl, how does it affect margin? Where is my case study (a study of one or more of my jobs: big commercial or standard residential, that I may make predictions?) Where is it worth saying to my client that Sherwin-Williams Duration comes with a life-time guarantee . . and needs best possible preparation to eliminate painting every five years (however it works)?

I've noticed that fleets make a great deal out of driving styles, not just the elimination of idle time. Somewhere have seen that one major sets up delivery routing so as to avoid left-hand turns (across traffic increases accident potential; RH-turns are not always signal dependent; etc) so, for a particular job it may be advantageous to see if there is a slightly longer route that allows no stopping. Etc.

Or, in daily use: I've seen the need for the truck/van to be as errand runner for the men during the day: fast food lunch, Western Union to send/receive money, another trip to a supplier, etc. Confining this to end of day, or delay job start until completed. A 12V reefer/frzr "ice chest" would fit the bill to offset the lunch run. Get some comfy folding camp chairs and folding table, etc.

Same with bids: more work on computer versus hanging off paint store stool after leaving client, so, an aircard on laptop on dedicated in-cab stand with a WILSON antenna amplifier rig may be worth looking at where suppliers are up-to-date in communicating thusly.

Distances in Connecticut may not be conducive to some aero work (I'd do it, but something as simple as tarping the ladders may reduce resistance versus their removal), and security/access to tools rather trumps marginal fuel use reduction.

Engine-on time is worth a long hard look, IMO. The utility of a personal vehicle for a contractor is probably best decided at the outset (the new FORD Transit van, for example; Jevons Paradox notwithstanding), and mods/gains may be just a hassle as steady-state distances may not reveal much.

A WEBASTO engine coolant heater (in cab heat, as well) ought to be looked at. Predictability of job-start/job-end daily times would allow full use.

I do know that with any pickup that I would strive to maintain a good front/rear rake despite load. A nose-high truck is a mpg killer, and worn springs/shocks cost real money in all aspects of economy (long life, reliability, etc). To this end I would use a certified public scale to see that FF/RR as well as side-side weight balance is reasonable for permanent tools/supplies, and to be able to guesstimate the best way to load supplies (heavy paint) for those once-per-job trips. Or, on a big commercial job, several times.

Half-ton gasser trucks are weight sensitive in comparison to the larger diesel trucks (where 1,000-lbs has virtually no effect on mileage for an optimized route), so I would do all I could to inventory, organize and "balance" the truck. It may be that a dedicated trailer can offset the weight problem in re ladders, paint delivery, etc. (A diesel-engined TRANSIT with custom trailer might be optimal; question: what would be the "perfect rig"?)

Having used a vacuum gauge on gassers, I especially like the idea above of reading "load" . . that is all too cool and "feels right" on reflection. For a commuter it is just a game to increase mileage, but a vehicle needs to be able to show how it can make money for a man. That MPGuino (or other) would be VERY high on my list.

Our societies dependence on subsidized fuel means that, for a businessman especially that he will have to use analysis more heavily, and tools to that end religiously. This "throwaway" cost of fuel is no longer tenable for a decent profit margin. I know that it is hard to both do the physical work, and then be responsible for the paper work, but it is where the margins exist.

The old attitude I have heard so many times is, just get in the truck and go . . . which is an unfortunate long term habit.

one of the first mods im going to do is replace the clutch driven 18" radiator fan with a used 2 speed ford electric fan. I've heard several people gain 2mpg on tundras when they go to electric.


I'd be very careful about this. Mech fans move tremendous amounts of air. Electric looks good on paper. A loaded work truck just maneuvering around a job site to park can cook the trans and power steering . . in cold weather.


I hope to read what steps have been taken, so, good luck!

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