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 > Your search for posts made by 'RoyJ' found 125 matches.

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RE: Cummins/Tula dDSF (diesel Dynamic Skip Fire)

Both real exciting technologies in the diesel front. The Skip Fire is almost like PWM for electric motors, and may be the big step we're waiting for in in-cylinder emissions control vs relying solely on after-treatment. Hopefully 1 day we can look back at the past 15 years as a "interim" emissions phase, much like gas engines of the 70s and 80s. I've been saying for years we should look at series hybrids used on trains (GE's AC-AC drives can hit 90+% efficiency). It's much easier to optimize your prime mover for a few set-points, than a 3-D map of rpm vs throttle position. With a battery, we can't use pure AC-AC of course. But a battery is also necessary because unlike a locomotive, we need more than 8 throttle settings, and also need instant response. The extra reserve capacity of the battery should make up for the rectification / inversion losses of AC-DC-AC.
RoyJ 04/15/21 02:43pm Tow Vehicles
RE: Suburban Diesel Fuel Mileage Test

Around here with diesel running around $0.45 to $0.55 more per gallon than unleaded consistently, sometimes more, it's a wash. 2018 Burb with 6.0 would get a consistent 19.5 highway. 20 gallons UL @ 19.5mpg @ $2.50 = $50.00/390 miles/ $0.1282 per mile. 20 gallons D @ 27mpg @ $3.00 = $60.00/540 miles/ $0.1111 per mile. I guess if saving $0.0171 per mile gets you off, it's incredible, thats a whopping $1710 over 100K miles which pays for the $1000.00 upcharge to the 3.0, with $710.00 to spare. Just hope the difference between fuels does not increase to $0.60 or god forbid $0.70 TFL......LOL......those guys need to get real jobs. They have too much time on their hands and too many cult like followers paying them to do basically nothing providing useless info and reviews/tests such as those IKE towing comparisons. And 87 octane is 80 cents / gal higher than diesel up here. Give credit when credit is due - this engine is amazing as far as efficiency goes. (reliability is yet to be seen) Try producing video content like TFL, it'll humble you on what "real work" is.
RoyJ 03/26/21 11:25am Tow Vehicles
RE: killed new Jeep Wrangler by Flat-Towing It in 4-Low !

And they left it in gear. TWO major mistakes. its actually supposed to be in gear with the T-case in N. Didn't know that. Read up and see that the transmission must be in gear to keep things lubricated as it moves down the road. I retract my statement. Unrelated, but why 1st or 2nd gear instead of 5th gear? Seems that 5th gear would keep rotation/lubrication, but with less rotation/stress than a lower gear. I still don't get why the transmission needs to be in gear - if the t-case is in neutral, then the transmission is not spinning regardless of in-gear or neutral-gear. Am I missing something?
RoyJ 03/24/21 12:22pm Tow Vehicles
RE: Ford 7.3L & 10 speed...

“given that 1/2 ton trucks seem sooo short on weight capacity these days.” Half tons are not declining in max tow or payload. The numbers go up every year. However, 30 feet is my max for towing with a half ton. Problem is people demand soooo much luxury in 1/2 ton these days. If people are willing to buy single cab base trim, the payloads are just as high if not higher than the 80s/90s, with MUCH higher power / tow rating.
RoyJ 03/23/21 04:34pm Tow Vehicles
RE: If you are from Texas...Cybertruck can power a house

Well fellas, this concept just might work if say, each truck has a charger in the driveway, that's fed by powerlines, stepped down from high voltage lines, which in turn fed by substations, which themselves fed by a power plant. Oh wait...
RoyJ 03/12/21 02:35pm Tow Vehicles
RE: If you are from Texas...Cybertruck can power a house

Maybe a dumb question - how do you charge the truck? From work / supercharger on the way home? And if so, that means the house is unpowered during time away from home. Factor in charging costs and premature battery wear, wonder if it's actually cheaper. I'm all for EVs for their intended purpose - commuting. But this is stretching it.
RoyJ 03/12/21 01:18pm Tow Vehicles
RE: Chevrolet exits all ICE production by 2035

At this point Tesla is targeting city and terminal to terminal driving (500miles). What might make sense right now for longer runs is plug-in hybrids with lets say a Cummins 6.7L 300hp engine driving the first rear axle with an 80Kwh battery pack and electrically driven second second rear axle with twin 200hp motors. That might work out to about the same weight and volume while reaping many of the benefits of electric drive. The electric trucks will be worth more up front than a diesel driven truck if they are as reliable and maintenance free as cars have been so far. Electric cars have demonstrated no oil changes, no brake changes, no emission issues, etc. The Tesla will have 4 independent drive motors(one for each rear wheel) so that if one or two fail you still won't need a tow truck. Judging from how much my neighbor works on his long haul diesel reduced maintenance should be worth quite a bit up front. I've always wondered why trucks don't use series-hybrid like locomotives. Last I check, AC-AC locomotives from GE were hitting 90%+ efficiency. Not only do we have multi-motor redundancy like you mentioned, but we can tune the IC engine for a single (at most 2) operating points. It'll be a lot more efficient, and the emissions system a lot more reliable. If I really want to dream - why not have traction motors on the trailers in the future? This works for both series hybrid and full EV drive-train. As someone who's chain up on BC snow passes, I would've given anything for an AWD semi combo back in the day!
RoyJ 03/11/21 12:56pm Tow Vehicles
RE: Chevrolet exits all ICE production by 2035

Never thought of that. I always assumed it would be a DC fast charging affair at a depot. More along the lines of an hour or two with a 500 KW or more 800 volt system. Who knows. But your idea may work. A couple of 19.2 KW 240 AC umbilicals overnight. That would deliver around 500 Kw overnight. Tesla used to put 19.2 KW chargers in their model S’s. An 80 amp EVSE (supplying the 19.2 KW) would run about 1000 bucks each. Maybe suspended from above? They are pretty small. Interesting. Keeping the heat on overnight wouldn’t use more than about 8 or 10 KW. For the trucking industry to accept overnight charging, they'd have to do away without team drivers. Fast shipping would need a hub and terminal, where trailers are swapped for a fresh tractor. But there's no reason why a semi can't charge as fast as a Tesla car. The distribution grid is the only limit. Right now in BC at least, BC Hydro would not run a 138kV transmission line unless it's a major industrial customer (foundry, pulp paper, etc). If every Flying J is fed at that voltage, new substations would be needed.
RoyJ 03/10/21 09:08pm Tow Vehicles
RE: Chevrolet exits all ICE production by 2035

How is a truck stop going to be configured for EV? All trucks back into the spaces today. The easiest would be underground charger with the plug hidden u underneath a lid. Utility companies would need some serious power feed. At say 1000kW per truck and 50 trucks, that's 50 megawatts. Minimum 138kV primary feed I'd say.
RoyJ 03/10/21 09:00pm Tow Vehicles
RE: Chevrolet exits all ICE production by 2035

You have made some good observations and are hitting all around some of the answers to your questions without realizing it. To begin with, a horse trailer doubles the fuel consumption of my 2016 F150. And that is with one that is relatively streamlined. A lot of trailers are not aerodynamic at all. Even those that are are not well matched with the tow vehicle in many cases. When my daughter replaced here bumper pull with a larger and heavier gooseneck trailer her fuel economy went up. I think that it because the gooseneck trailer is much closer to the cab and is better set up to stay in the slipstream of the truck. I can take that same bumper pull trailer and tow it behind my motorhome that is 12ft tall and 102inches wide and it has very little effect on fuel efficiency. On that note, Tesla knows this well and is great with aerodynamics. Every picture that I have seen with a Tesla tractor pulling a trailer shows a combination that is well matched and equipped for low air drag. No toy haulers with external air conditioners, awnings, door handles, antennas and flat back end will be tolerated. One of the largest air drags for ICE engines is cooling air. The Tesla semi just won't have that at all. What would have been cooling air will be very aerodynamically routed around the tractor. The power steering, AC compressor and air compressor will only run on demand instead of being driven all of the time. There will not be any fuel sucking exhaust filter regens. There won't be a massive cooling fan sucking 20hp when going up a hill. The oil pump will go away and the cooling pump will be much smaller. My neighbor tells me that 1/3 of his engine hours on his semi comes from idling while stopped. When a Tesla semi is stopped the only systems that will be running are some very efficient operator comfort items and, when needed, some LED lights. Tesla is also going after rolling resistance by using super singles in place of duals, nearly cutting rolling resistance in half plus reducing air drag. Since the mechanical brakes will only be used very rarely Tesla might find a way a routing cooling air around them except when needed. All very good points. To be clear, in no way am I not admitting the benefits of electrification, I just don't believe you can make an economically viable long-haul tractor with only 1,000 kWh on-board. As in, if I am an owner-operator, I would not buy that over a $150k Freightliner as of 2021, because the amount of loads I'd have to turn down, the number of routes I'd be restricted to, and the types of trailers I can pull is too limited to make a profit (already very thin). I will nit-pick a few things: cooling air is not a significant form of drag. Ram's grille shutters save 0.5 mpg (or 2.5%). I've also tested this with full winter grille cover, fuel savings are not even measurable. A/C and air compressors do not run all the time on IC engines. A/C drag is near 0 due to clutch, but the air compressor has a slight draw (6%. Again, not saying EVs will never work for long haul, just that as of 2021, I can't see how an owner operator can be profitable with a 1,000 kWh EV tractor. And that's not even taking purchasing cost into account, which will be MUCH higher than a $150k Freightliner. In another 10 yrs, with 2,000 kWh packs, it'll start to become viable for selected hauling operations.
RoyJ 03/10/21 12:37pm Tow Vehicles
RE: Chevrolet exits all ICE production by 2035

Still don't see how an 80k lbs semi can go 600 miles on a 1,000 kWh pack. It’s likely because power demand doesn’t go up directly with weight but rolling resistance. More weight means some more rolling resistance on the bearings and tires but mostly it costs you on hills, where a regenerative system pays you back on the downhills. In other words, an 80k semi doesn’t take 4x the power of a 20k RV. I definitely agree it's not linear, no where near 4x the power. But I also don't think is so non-linear that we can have: - 900 Wh / mile for a 5,400 lbs Model X towing 4,600 lbs trailer - 1667 Wh / mile for a 25,000 lbs semi towing 55,000 lbs trailer In other words, only 85% increase in power, for 8x increase in GVW, and much larger frontal area. The latter is what the Tesla semi needs to hit 600 miles on a 1000 kWh pack.
RoyJ 03/10/21 12:14pm Tow Vehicles
RE: Chevrolet exits all ICE production by 2035 Here's TFL's Model X towing a 5k lbs horse trailer. At 25:50, 30 miles in, their cruising average is 896 Wh/mile. 3.7 times more power than empty. I've never seen an IC truck get 3.7x worse mpg with a 5000 lbs trailer, that's what happens when an EV is so efficienty to begin witt. I'd guess an 18k lbs toy hauler is at least 2x that amount, or 1.8 kWh / mile. For a 300 mile day of travel, that's 540 kWh pack. Still don't see how an 80k lbs semi can go 600 miles on a 1,000 kWh pack.
RoyJ 03/09/21 09:01pm Tow Vehicles
RE: Chevrolet exits all ICE production by 2035

Few people would doubt in Tesla's current application EVs are superior to IC. What some of us, including myself, are saying is EVs aren't suitable for 100% of automotive applications ....... yet. So, why not agree on EVs for 90% of daily use, and save ICs for the 10% use where they're currently good at?
RoyJ 03/09/21 08:36pm Tow Vehicles
RE: Chevrolet exits all ICE production by 2035

I have never seen a Prevost struggling to get up even the steepest hills. That would lead me to believe that they have a lot of throttle left on level ground. But, let's just say that you are right and it does take 400hp to move a Prevost. That would take around 20 gallons per hour meaning that they only get about 3mpg. I found this statement online: "As a result, the average fleet-wide fuel economy of the trucks in the study was 7.28 mpg in 2017, up from 7.14 in 2016." That indicates that semis use a lot less power than your Prevost does and I would guess that they are much heavier too. Add in regenerative braking and better streamlining then allow for other drags on the fuel economy of semis like idling and engines not well maintained and I believe that you would see mpg go up quite bit more. Another factor is that I have not seen a Tesla shown with a bull guard or any trailer other than a streamlined box trailer. Open trailers like car haulers probably do suck up more power than box trailers do. Maybe you just have a bad engine. I have heard others complain about the Detroit diesel being fuel guzzling weeklings. You would think that a 7 figure motorhome would come with an engine that could both climb hills and pass a few gas stations. Keep in mind this wasn't a luxury motorhome, it's a line-haul tour coach @ 430 hp. 1999 pre-EGR. At 1500 rpm, it's probably around 350 hp. I'm not WOT of course on flat ground, but I'd say anything above 2% grade I was definitely WOT @ 60+ mph. On 6% grades, flat out I was 45 - 50 mph, near hp peak. Factor in a 20% loss from the Allison, that's reasonable (340 hp rwhp). Lifetime average mpg was 6.3 US mpg. A tour coach operates at higher speeds than fleet trucks, and we know hp goes up 8x when speed doubles. Cruising on flat was always 75 mph. My main point: this is the least ideal application of EV. Due to high speeds, you get very little re-generation from braking. To make that worse, going uphill peukert factor is against us. No one knows for sure, but I don't believe 1000 kWh will be enough in real life commercial applications (I know it works hauling batteries for the Gigafactory). Like I said, in real life our loads aren't perfect aero trailers like the Tesla Semi test rigs. I do believe in 10 years when battery tech progresses another 2 generations, and 2000 kWh packs are cheap, long haul EV Semis could be viable. Remember, many rigs have team drivers, we're talking near 24 hr days in Canada, with maybe 1 - 2 hours total charging time each day. In the meantime, city buses, delivery trucks, etc., makes much more sense.
RoyJ 03/09/21 06:05pm Tow Vehicles
RE: Chevrolet exits all ICE production by 2035

Plus, downtown deliveries with Electric heavy trucks will have much less impact on down town air quality. As cities outlaw vehicles with tail pipes in downtown cores trucks like these will have an advantage as no depot action is required switching between a diesel tractor and an electric tractor. Win win. Everybody likes good air quality. No doubt at all about that. All in-town applications, from food delivery to Translink, should be EVs. I just think high hp long haul applications would be the last frontier for EVs, and it will be conquered, just more in the future. Here's another way of looking at it: most of our newer city busses are hybrids now, but you'll never see it on tour coaches (Prevost, MCI, etc.) Because there's very little opportunity for energy re-capture at high speeds. I've driven 50k lbs loaded Prevosts from Calgary and back many times, and used the jakes maybe once the whole trip (8% section on the Coq). All other times it's nearly foot to the floor (430hp Detroit).
RoyJ 03/08/21 11:25am Tow Vehicles
RE: Chevrolet exits all ICE production by 2035

In 10/20/30 yrs, when they make duallies with 1000 kWh packs and 10 min charging, we go 100% electric. Simple as that!I understand the 600 mile Semi that runs at 80,000 pounds will not have 1000kWh. They should have 2000 kWh to do it comfortably. 600 miles is 10 hrs straight at AVERAGE of 60 mph. With 1000 kWh that's 100 kW a average, or 134hp. It takes a LOT more than 134 hp to move 80,000 lbs at an average of 60 mph (including hills). Even with a 2000 kWh battery that's only 270 hp. Barely enough to maintain 60 mph on perfectly flat ground. My motorhome with a similar frontal area to a semi gets about 11mpg at 70mph. The best that I can figure that is only about 140hp at 70mph or about 110hp at 60mph. The Tesla semi is probably has better aerodynamics than my motorhome. Barely enough power to maintain speed on level ground is more battery power than is needed. Yes, more power will be used to climb hills or accelerate but that energy will be recovered when going back down the hill or slowing down and I have never seen any vehicle run at max speed for 8 hours. This would indicate that a 1000kwh battery is pretty close to the mark. The Tesla semi will have far more power available for hill climbing and acceleration than diesel power rigs. Tests show that it can go from 0-60mph in 20 seconds with a full load. I have never seen a diesel rig do it that quickly. That should help traffic flow better and make traveling more pleasant for all of us. In city use, 1000 kWh might get you 600 miles, as there're a lot less aero loss, and a lot more regenerative braking. However, the context here is freeway / linehaul, as most of us RV'ers rarely travel hundreds of miles in-town. (my original comment on EV duallies) Weight does matter in the equation, both for rolling friction, and also because roads are rarely flat. I'm guessing your motorhome weighs a lot less than 80k. I won't assume the Tesla is better aero wise, as in real life commercial application you have a lot more varied trailers. You can't refuse a load on the flatbed just because it's not aerodynamic! I've never doubted the power of the Tesla semi, just the highway range numbers don't add up unless the pack is huge. Remember, we're talking replacing a diesel tractors with up to 300 gallons on board, that's a lot of chemical energy compared to the typical sedan with 15 gallons of gasoline.
RoyJ 03/08/21 11:18am Tow Vehicles
RE: Chevrolet exits all ICE production by 2035

In 10/20/30 yrs, when they make duallies with 1000 kWh packs and 10 min charging, we go 100% electric. Simple as that!I understand the 600 mile Semi that runs at 80,000 pounds will not have 1000kWh. They should have 2000 kWh to do it comfortably. 600 miles is 10 hrs straight at AVERAGE of 60 mph. With 1000 kWh that's 100 kW a average, or 134hp. It takes a LOT more than 134 hp to move 80,000 lbs at an average of 60 mph (including hills). Even with a 2000 kWh battery that's only 270 hp. Barely enough to maintain 60 mph on perfectly flat ground.
RoyJ 03/08/21 01:40am Tow Vehicles
RE: Should I get a new Tow Vehicle or a Bigger Gas Tank?

Diesel provides greater fuel economy but the total cost of ownership is double that of a gas powered vehicle. After owning both I fail to see the dbl the cost. A couple fuel filters is all thats different. The better mpg's of a diesel will cover that. Oil changes on new diesels are longer than gas. Syn oil for gas trucks is not cheap. All other maintenance is the same. Highly depends on the engine, and its failure rate. Compare a 6.4 PSD, vs a 5.4 or 6.8 Triton for 300k miles, the diesel can easily double the cost. Major failures are when, not if. Most repairs cost as much as an entire used 5.4 longblock. A late Cummins 5.9? Your ownership is probably lower than a Hemi / V10. Of course, we can go the other extreme, some BMW / Mercedes / Jaguar engine can match a 6.4 PSD in repair costs.
RoyJ 03/05/21 05:14pm Tow Vehicles
RE: Chevrolet exits all ICE production by 2035

Yes, if I want to go to Kansas to see my daughter, it is nice to get up in the morning and be there for evening! Would rather have more time with her! Valid point. I bet no one on this board, save for a few full timers, have 1 vehicle in the family. So for the next 10 yrs: EV for commutes, IC for long trips or high duty cycle towing / off roading. In 10/20/30 yrs, when they make duallies with 1000 kWh packs and 10 min charging, we go 100% electric. Simple as that!
RoyJ 03/05/21 05:10pm Tow Vehicles
RE: Off Roading with the 2021 Bronco

The articulation shot was a great example of solid axles vs independent suspension. Rear flexed great, front flexed almost none. 99% of buyers won't care, of course. Not much flexing needed to run to Costco. I read somewhere that about 3% of Jeep owners actually take them off road other than just down a dirt road. I'm sure the numbers for the new Bronco will be about the same. There is a two year back order for a new Bronco already. And I bet that percent is much lower for people that own a sports car and go to a track. To be fair, it's much more cost-prohibitive to track a car than off road a truck. At my local track, we're talking $500 Cdn / day, or $55k for a membership just to enter (then $3k / yr). For my car, add $3k tires, $500 pads, and lodging for a weekend, too rich for me. I can take my SUV / trucks and do a weekend of bush travel for less than $500.
RoyJ 03/04/21 11:16am Tow Vehicles
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