Fuel Economy, Hypermiling, EcoModding News and Forum - EcoModder.com - View Single Post - I admit it--I've deleted my emissions equiptment

slowmover · 07-09-2012, 11:44 PM

I'd say most owners aren't very interested, in a way. Circa 1968 and for the next ten years with lousy performance and lessened fuel economy there were a great number of people with mechanical aptitude and skills to slightly re-tune the gas cars and those early emissions controls. Today, the sophistication level is different, (not necessarily less) but I'd wager there are fewer with the interest .

The oil field boom down here sees more diesel pickemups than one can shake a stick at . . . and I'd doubt there is much desire for deletions (until warranty miles are gone). With the second or third owner it may make more sense.

I read recently (here?) that the exhaust/aftertreatment on a new Dodge Cummins is worth as much, retail, as an entire Hemi replacement longblock plus 545RE transmission, or, about $15k. I tend to agree (versus the magazine cheerleading) with the idea floating around that perhaps by MY2016 we'll see the real bugs worked out, overall. Dodge going to DEF in MY2013 (even though the Cab & Chassis has had it for several years) may mean more teething problems. But the Ford and Chevy DEF pickups are at least seeing better mpg than they were from 2006 forward.

Now, to just get them back to early HPCR or LB-7 mpg numbers!! IMO, the stupid horsepower wars are a real part of the problem with 1T pickup mpg numbers. One will note that the 4500/5500 series medium duty trucks are running more sane power numbers.

The biggest question is whether the days of 350k B50 life are gone (for the CTD) and whether any of them are genuinely 250k engines any more . . direct injection/turbocharged gasoline is (will) make real inroads in light duty trucks, even at the heavier end of the spectrum.

Reliability is the real issue. DD's truck is, in my mind, a bit like an experimental aircraft: modified to achieve an end somewhat outside the norm, thus no type certification. If reliability is improved, (nay, maintained) then the experiment is a success. Components can always be re-fitted at the proper time, after all. And after market suppliers like EFI LIVE may make tuning some of these choked down trucks a more likely proposition in the best interest of family economy (fuel burn) while keeping emissions low overall (with some exceptions as noted).

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07-09-2012, 11:44 PM	#20 (permalink)
slowmover Banned 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 737 Times in 557 Posts	I'd say most owners aren't very interested, in a way. Circa 1968 and for the next ten years with lousy performance and lessened fuel economy there were a great number of people with mechanical aptitude and skills to slightly re-tune the gas cars and those early emissions controls. Today, the sophistication level is different, (not necessarily less) but I'd wager there are fewer with the interest . The oil field boom down here sees more diesel pickemups than one can shake a stick at . . . and I'd doubt there is much desire for deletions (until warranty miles are gone). With the second or third owner it may make more sense. I read recently (here?) that the exhaust/aftertreatment on a new Dodge Cummins is worth as much, retail, as an entire Hemi replacement longblock plus 545RE transmission, or, about $15k. I tend to agree (versus the magazine cheerleading) with the idea floating around that perhaps by MY2016 we'll see the real bugs worked out, overall. Dodge going to DEF in MY2013 (even though the Cab & Chassis has had it for several years) may mean more teething problems. But the Ford and Chevy DEF pickups are at least seeing better mpg than they were from 2006 forward. Now, to just get them back to early HPCR or LB-7 mpg numbers!! IMO, the stupid horsepower wars are a real part of the problem with 1T pickup mpg numbers. One will note that the 4500/5500 series medium duty trucks are running more sane power numbers. The biggest question is whether the days of 350k B50 life are gone (for the CTD) and whether any of them are genuinely 250k engines any more . . direct injection/turbocharged gasoline is (will) make real inroads in light duty trucks, even at the heavier end of the spectrum. Reliability is the real issue. DD's truck is, in my mind, a bit like an experimental aircraft: modified to achieve an end somewhat outside the norm, thus no type certification. If reliability is improved, (nay, maintained) then the experiment is a success. Components can always be re-fitted at the proper time, after all. And after market suppliers like EFI LIVE may make tuning some of these choked down trucks a more likely proposition in the best interest of family economy (fuel burn) while keeping emissions low overall (with some exceptions as noted). .