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Old 06-16-2011, 12:00 PM   #25 (permalink)
Join Date: Oct 2009
Location: Fort Worth, Texas
Posts: 2,442

2004 CTD - '04 DODGE RAM 2500 SLT
Team Cummins
90 day: 19.36 mpg (US)
Thanks: 1,422
Thanked 733 Times in 554 Posts
what I ran into is that these Cummins diesels don't like to loaf along under light load for too long or they complain. They're meant to be worked, and if you don't work them, they get sluggish, run rough, and suffer from wet stacking (washdown) leading to increased fuel dilution in the oil.

I read this in other places online, but find no verfication. Oil analysis or Dodge TSB re-flash, or?

If one runs the truck lightly then the ECM adjusts to that. If one is loaded heavily, then the ECM adjusts to that. Remaining in any condition just long enough and the computer will use accumulated data on the most recent several hundred or several thousand miles. I can park the trailer and notice that the truck is "peppy" compared to use when solo until it re-adjusts itself. That is not performance degradation. If it were, we'd see CTD life as short as too many Fords or GM diesels (ha!); really, a motor running that way has a shortened life.

Our two trucks are not identical stock from factory, granted. Yet it's fair to state that what you've described as a One Note Johnny engine (only works well under a prescribed condition) is not borne out by much other experience, and, without verfication, is suspect. I might remember to go WOT once a month or so, and I might remember to use some fuel treatment once a year (usually now, during hurricane season). Were the premise stated correct then I would see a degradation in FE due to my use. I don't. This time of year I break my self-imposed "no idling" rule as it is too danged hot. This single factor reduces my in-town economy as shown by a decrease in average mph. Light loads and light throttle are just fine with an HPCR CTD.

Hope to read more of your experience with that truck (and all other CTD's). The bed cover and tailgate "up" is backed by much experience, and by expertise (from the OEM manufacturers, among others). Reduction of rolling resistance is the place to spend money, IMO, and the experimentation (mainly on this site) of aero aids to pressure drag reduction will pay some dividend if highway miles are high enough to justify them. The cheap DIY approach, here, is great (versus the cost of aftermarket toys so many are enamored of for pickemups) for investigation of pressure drag reduction.

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