Fuel economy and additives. 2022 HO Cummins

[Gkockrow]

Any body have any experience towing 10000 lbs with HO motor in 3500 2022. Our 2017 std Cummins got 12-14 in hilly and mountain driving. Wonder what expect as we head to Alaska then across northern Canada to Nova scotia. Thanks for ideas. Dealers sez should deliver next two weeks.

 

[GBB]

Figure on 10mpg

 

[MtnRider]

12-14 towing with your 17 is pretty impressive, (I assume that is based on the computer and not hand calculated). As GBB said, I'd budget 10mpg, if you get a little better then that then great but it won't be a whole lot better(maybe 11?)


.

 

[Patriot Motor Sports USA]

Figure on 10mpg

ROFLMAO!!!! He better figure on 7-8.5mpg at best!!! You will cuss buying an HO if all you are hauling is 10K#!! Any headwind and you will see less!

My typical MPGs hauling boats weighing <10K is 9-10mpg and if they have a T-Top, the load pulls down to 8-9mpg. While hauling a 8900# TinyHome from Oregon to Maine, the BEST MPGs on the entire trip with a tailwind was 7.8mpg@65mph. The lower compression ratio is what kills the MPGs as the HO has a 16:1 vs the SO 19:1.

I recently deleted the DPF and tuned for such to see a huge gain in driveability as well as MPGs while towing. For the first time ever I saw >10mpg while towing anything!

 

[Brutal_HO]

ROFLMAO!!!! He better figure on 7-8.5mpg at best!!! You will cuss buying an HO if all you are hauling is 10K#!! Any headwind and you will see less!

My typical MPGs hauling boats weighing <10K is 9-10mpg and if they have a T-Top, the load pulls down to 8-9mpg. While hauling a 8900# TinyHome from Oregon to Maine, the BEST MPGs on the entire trip with a tailwind was 7.8mpg@65mph. The lower compression ratio is what kills the MPGs as the HO has a 16:1 vs the SO 19:1.

I recently deleted the DPF and tuned for such to see a huge gain in driveability as well as MPGs while towing. For the first time ever I saw >10mpg while towing anything!

I pull 16K in the mountain west and get 9-10.

Truck only has 10K on it, it will improve.

You're not going to get good mileage towing a brick.

The lower compression ratio isn't what affects the mileage, it's the increased fuel/boost to make 1K lb.ft. The compression was reduced to allow more boost.

 

[Patriot Motor Sports USA]

The lower compression ratio isn't what affects the mileage, it's the increased fuel/boost to make 1K lb.ft. The compression was reduced to allow more boost.

Ugh.... Brutal_HO yes it is. DUDE, we need to share a beer so I can go over this with you. LOL!!

Your statement is not correct, THUS the need to have MORE boost to equal the SAME power at a lower cylinder pressure. This is why Turbo vehicles are necessary, say in Colorado where the air density is LOWER. You can increase the power and economy in higher elevation areas by increasing the compression but ultimately BOOSTING is necessary. Stock Cummins 6.7L engines have been seeing 28-35psi since 2007 models. So the theory it was for MORE Boost is misleading. Boost is nothing more than a measurement of the restriction across the head as seen by the intake charge going into the combustion chamber. Changing nothing else, a ported head with larger intake piping will not see more boost as the restriction to flow has been decreased as well as the flow velocity. Lowering the compression ratio effectively is like adding a larger gate to the fence so more cows can run through during a given time. Couple this with turbine vane manipulation and the throttle valve control, lets the turbo will accelerate faster to give more ultimate torque since the resistance to packing the mass is lower. The tradeoff is when you are cruising without the need for sustained torque, when you need HORSEPOWER... you get very little. Remember, torque is what gets you there but HORSEPOWER is what KEEPS you there. Another comparison is why smaller import engines have lower displacement and lower compression ratios but need more RPM with higher gear multiplication to get the same amount of work completed. FCA's marketing wanted to compete with two V8 Diesels total power numbers (Powerstroke & Duramax) and could not do so with the EPA controlled mandates, so a compromise had to be made.

It is now that I have begun tuning to keep the turbine speed up without the restriction of the exhaust and soon decreasing the restrictions in the intake elbow & heater... the velocity vs mass will play a role in helping horsepower over just peak torque on demand. I have been tuning race cars for 30+ years... it will not take me long to figure this engine out.

 

[Brutal_HO]

Ugh.... Brutal_HO yes it is. DUDE, we need to share a beer so I can go over this with you. LOL!!

Your statement is not correct, THUS the need to have MORE boost to equal the SAME power at a lower cylinder pressure. This is why Turbo vehicles are necessary, say in Colorado where the air density is LOWER. You can increase the power and economy in higher elevation areas by increasing the compression but ultimately BOOSTING is necessary. Stock Cummins 6.7L engines have been seeing 28-35psi since 2007 models. So the theory it was for MORE Boost is misleading. Boost is nothing more than a measurement of the restriction across the head as seen by the intake charge going into the combustion chamber. Changing nothing else, a ported head with larger intake piping will not see more boost as the restriction to flow has been decreased as well as the flow velocity. Lowering the compression ratio effectively is like adding a larger gate to the fence so more cows can run through during a given time. Couple this with turbine vane manipulation and the throttle valve control, lets the turbo will accelerate faster to give more ultimate torque since the resistance to packing the mass is lower. The tradeoff is when you are cruising without the need for sustained torque, when you need HORSEPOWER... you get very little. Remember, torque is what gets you there but HORSEPOWER is what KEEPS you there. Another comparison is why smaller import engines have lower displacement and lower compression ratios but need more RPM with higher gear multiplication to get the same amount of work completed. FCA's marketing wanted to compete with two V8 Diesels total power numbers (Powerstroke & Duramax) and could not do so with the EPA controlled mandates, so a compromise had to be made.

It is now that I have begun tuning to keep the turbine speed up without the restriction of the exhaust and soon decreasing the restrictions in the intake elbow & heater... the velocity vs mass will play a role in helping horsepower over just peak torque on demand. I have been tuning race cars for 30+ years... it will not take me long to figure this engine out.

Race cars are gas, so all your tribal tuning knowledge is not going to apply the same to diesel.

 

[Gkockrow]

12-14 towing with your 17 is pretty impressive, (I assume that is based on the computer and not hand calculated). As GBB said, I'd budget 10mpg, if you get a little better then that then great but it won't be a whole lot better(maybe 11?)


.

My main reason for going to HO now is Aisen trans. Secondary is larger fifth wheel next year.

 

[gimmie11s]

Any body have any experience towing 10000 lbs with HO motor in 3500 2022. Our 2017 std Cummins got 12-14 in hilly and mountain driving. Wonder what expect as we head to Alaska then across northern Canada to Nova scotia. Thanks for ideas. Dealers sez should deliver next two weeks.

14mpg towing 10k lbs?

Got any beach-side property you want to sell in Dubai?

 

[Patriot Motor Sports USA]

Race cars are gas, so all your tribal tuning knowledge is not going to apply the same to diesel.

Aux Switches

So the switch ad relay are 2 separate part numbers? Yep, the Aux switch block I bought was 68376644AE (got the part number from this website) it's for the diesel, has exhaust brake switch, tow/haul and front /rear park switches as well as the 6 Aux switches). The best place to locate the relays...

hdrams.com

Hello Pot, this is Kettle.

 

[Patriot Motor Sports USA]

So if you want to try something I have been using for years...

When towing up North and having to buy Winterized fuel, I have found quite an advantage to using Quicksilver Semi-Synthetic Blend 2-Stroke oil by adding a gallon to my Auxiliary fuel tank when filling up. The noted differences on long hauls has been anywhere from a .5-1.2 mpg and the cold start-ups are far quieter, no injector rattle. This past week, we were snowed'in Wyoming when I-90 was closed for high winds and snow/ice... with temps dipping into single-digits, my truck started up without issue or noise.

As for using this with full DPF systems intact... I have seen no issues for six years on all my rented fleet trucks which were 2500 models ranging from 2015 to 2020.

Another instance in using 2-stroke oil was when hauling really heavy boats for long distances and with the 2500/68RFE trucks I would lockout 6th gear, thus running 2K+ RPMs all day. Whether or not this helped make the engines last longer is speculative but the bottom line was I never had any issues on any of these trucks that lead me to be stuck waiting on a dealer or claiming any warranty issues.

 

[Ironcityx]

So if you want to try something I have been using for years...

When towing up North and having to buy Winterized fuel, I have found quite an advantage to using Quicksilver Semi-Synthetic Blend 2-Stroke oil by adding a gallon to my Auxiliary fuel tank when filling up. The noted differences on long hauls has been anywhere from a .5-1.2 mpg and the cold start-ups are far quieter, no injector rattle. This past week, we were snowed'in Wyoming when I-90 was closed for high winds and snow/ice... with temps dipping into single-digits, my truck started up without issue or noise.

As for using this with full DPF systems intact... I have seen no issues for six years on all my rented fleet trucks which were 2500 models ranging from 2015 to 2020.

Another instance in using 2-stroke oil was when hauling really heavy boats for long distances and with the 2500/68RFE trucks I would lockout 6th gear, thus running 2K+ RPMs all day. Whether or not this helped make the engines last longer is speculative but the bottom line was I never had any issues on any of these trucks that lead me to be stuck waiting on a dealer or claiming any warranty issues.

Been running 2 stroke in my diesels for years does make a diffrence

 

[Mikee]

Any body have any experience towing 10000 lbs with HO motor in 3500 2022. Our 2017 std Cummins got 12-14 in hilly and mountain driving. Wonder what expect as we head to Alaska then across northern Canada to Nova scotia. Thanks for ideas. Dealers sez should

 

[Mikee]

My experience in higher altitudes my truck preforms better an fuel mileage is increased by 50 to 60 miles i also add EDT FUEL additives an into oil etc,but everyone experience will differ make sure you buy a degell additives when the temperature drops in Nova Scotia

 

[WRCLVR]

Yep anti gel when cold. Plus block heater and radiator block off. I also use battery tenders on both batteries. Dunno if you can do an auxiliary DEF tank heater but that might help too

 

[WRCLVR]

Back on topic..I recently went on a trip to Rutherfordton near Asheville. This was during the tail end of the last hurricane...yayh blinding rain lol

On the trip back to Marietta GA we averaged 60.4 mph ( several stops for dog breaks ) and the computer showed 19.4 mpg. We werent towing anything but still that is pretty good for a 14000 +lb truck.

 

[CdnHO]

I tow a 22K fifth wheel with my dually and 4.10 axle. I get an average of 9.7 but stick to the speed limit. That is hand calculated because the EVIC lies, trying to make you feel good. LOL. Run in tow/haul and cruise. Run between Michigan and South Texas so there are a few hills. With diesels your fuel economy with vary inversely with the weight of your right foot.

 

[Dodgeman]

ROFLMAO!!!! He better figure on 7-8.5mpg at best!!! You will cuss buying an HO if all you are hauling is 10K#!! Any headwind and you will see less!

My typical MPGs hauling boats weighing <10K is 9-10mpg and if they have a T-Top, the load pulls down to 8-9mpg. While hauling a 8900# TinyHome from Oregon to Maine, the BEST MPGs on the entire trip with a tailwind was 7.8mpg@65mph. The lower compression ratio is what kills the MPGs as the HO has a 16:1 vs the SO 19:1.

I recently deleted the DPF and tuned for such to see a huge gain in driveability as well as MPGs while towing. For the first time ever I saw >10mpg while towing anything!

2022 HO, 4.10, towing 18k (scaled) in the mountains. I average 7.5 mpg. With only 10K, I’m guessing you will get 9+. Unloaded, I get about 19. These are calculated, not LOM (lie-O-meter).