Fuel Economy, Hypermiling, EcoModding News and Forum - EcoModder.com - View Single Post - Double kilotank: 2,009.6 mi on one 35 gal tank ('07 Dodge Ram 2500 quad cab)

slowmover · 07-05-2013, 07:49 PM

Most people would be amazed how much can be gained by this continuous refinement. It's gotten so I almost never match by typical commuting FE numbers when on any other route, even if it would appear more favorable (fewer lights & stop signs, etc.).

This matches up with the way I drive the 367 Pete in the oilfield, but it has to do with "no wasted motion" in getting a load from customer to consignee. Not a race, but to avoid the loss of momentum (to describe the physical/mental demands on the driver). The roads, the turns are all famlliar . . what changes is the traffic load (increasing) and the pavement deterioration. So running alternate routes to check them if not seen in a few weeks or months when deadheading empty back to the yard is also part of strategizing any future given load to a drilling rig that (on an average) moves every month or few months. With a given HOS (hours-of-service) which limits how long one can work in a 24-hour period, and on a weekly basis (a 6/2 schedule which allows more time off than the legal requirement) one must be on ones toes in order to get a second load if it is at all possible that day. And it is amazing how easily the time disappears . . there is no way one can speed up as in a car to "make time".

The times/distances involved for acceleration and braking events are substantial . . so even a pair of full stops on one route may be offset at some times of weekday by going OOR (out-of-route) by up to fifteen miles. Gimme a bigger road and non-stop runnnig over traffic backing up at a "T" highway intersection, for instance.

Continuous refinement, yes, and not so different mentally.

I count my errands in with commuting and treat long trips as a separate set of data.

Same here, but break it out further for highway (loaded) and highway (towing).

Over the differences cited by CUMMINS in FE comparisons (vehicle spec, terrain, climate and driver use [in that order]) the way we conceive of our vehicles is the real difference between any of us. The race car driver comment is to that end. We may meet in an averaged area of concern, but we aren't so different from those types. Just our desired results which are numerically-based, but cannot be separated from the definitions we run within.

I look to vehicle longevity first, reliability second, and fuel economy third. I find FE a good gauge per-tank on how I am working towards these mutual ends. Tire and brake life is another. I don't care at all about per-tank numbers in reality, only the percentage change to the averaged baseline. For in the end, my fuel cost is an historical fact and my thoughts, feelings or motivations only matter insofar that results change.

Our average mph is one thing, but road speed is near meaningless in a general way (to stretch the point) as so much else is condition-dependent.

Back to the race boy theme: I am amazed that so few take any interest at al in improving the annual average so that the same annual fuel budget (constant fuel price) will pay for vacation travel towing altogether (5k miles is a near norm). I've had no takers the several times I've brought it up on three different RV boards (detailed long posts on the how-to from my own experience: percentage changes).

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07-05-2013, 07:49 PM	#39 (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	Most people would be amazed how much can be gained by this continuous refinement. It's gotten so I almost never match by typical commuting FE numbers when on any other route, even if it would appear more favorable (fewer lights & stop signs, etc.). This matches up with the way I drive the 367 Pete in the oilfield, but it has to do with "no wasted motion" in getting a load from customer to consignee. Not a race, but to avoid the loss of momentum (to describe the physical/mental demands on the driver). The roads, the turns are all famlliar . . what changes is the traffic load (increasing) and the pavement deterioration. So running alternate routes to check them if not seen in a few weeks or months when deadheading empty back to the yard is also part of strategizing any future given load to a drilling rig that (on an average) moves every month or few months. With a given HOS (hours-of-service) which limits how long one can work in a 24-hour period, and on a weekly basis (a 6/2 schedule which allows more time off than the legal requirement) one must be on ones toes in order to get a second load if it is at all possible that day. And it is amazing how easily the time disappears . . there is no way one can speed up as in a car to "make time". The times/distances involved for acceleration and braking events are substantial . . so even a pair of full stops on one route may be offset at some times of weekday by going OOR (out-of-route) by up to fifteen miles. Gimme a bigger road and non-stop runnnig over traffic backing up at a "T" highway intersection, for instance. Continuous refinement, yes, and not so different mentally. I count my errands in with commuting and treat long trips as a separate set of data. Same here, but break it out further for highway (loaded) and highway (towing). Over the differences cited by CUMMINS in FE comparisons (vehicle spec, terrain, climate and driver use [in that order]) the way we conceive of our vehicles is the real difference between any of us. The race car driver comment is to that end. We may meet in an averaged area of concern, but we aren't so different from those types. Just our desired results which are numerically-based, but cannot be separated from the definitions we run within. I look to vehicle longevity first, reliability second, and fuel economy third. I find FE a good gauge per-tank on how I am working towards these mutual ends. Tire and brake life is another. I don't care at all about per-tank numbers in reality, only the percentage change to the averaged baseline. For in the end, my fuel cost is an historical fact and my thoughts, feelings or motivations only matter insofar that results change. Our average mph is one thing, but road speed is near meaningless in a general way (to stretch the point) as so much else is condition-dependent. Back to the race boy theme: I am amazed that so few take any interest at al in improving the annual average so that the same annual fuel budget (constant fuel price) will pay for vacation travel towing altogether (5k miles is a near norm). I've had no takers the several times I've brought it up on three different RV boards (detailed long posts on the how-to from my own experience: percentage changes). .