Mpg
Laughing Gas
Joined: Mar 2024
Posts: 751
Likes: 310
From: SE Vermont, South Jersey
It’s hard to compare without knowing gear ratios…
My ‘24 F350 DRW S/C 4x4 6.7 with 4:10’s averages about 14.5 without a trailer. The trailer most commonly behind it runs around 23,500 loaded and 14k unloaded, I average around 6 loaded, and 7.5 unloaded.
2017 F350 DRW C/C 4x4 6.7 with 4:10’s is typically about .5 MPG better with the same trailer. Both trucks have a trailer behind them 90%+ of the time.
My ‘24 F350 DRW S/C 4x4 6.7 with 4:10’s averages about 14.5 without a trailer. The trailer most commonly behind it runs around 23,500 loaded and 14k unloaded, I average around 6 loaded, and 7.5 unloaded.
2017 F350 DRW C/C 4x4 6.7 with 4:10’s is typically about .5 MPG better with the same trailer. Both trucks have a trailer behind them 90%+ of the time.
Laughing Gas
Joined: Dec 2021
Posts: 1,098
Likes: 343
From: PG, BC, Canada
Thus loosing the possible advantage of the 10 speed to get more usable power and better MPG... JMO
Logistics Pro
Joined: Jan 2010
Posts: 4,129
Likes: 1,649
2. He also likely doesn't stop much, and once it's moving it doesn't take much to keep it going.
3. Plus it's a diesel.
4. Aerodynamics and being a fifth-wheel style connection. Most rigs today, especially company-owned trucks, have the tall air dam now to push the air up over the trailer, and the trailer is close enough to the cab (usually) that the drag is minimized. There are other things that can be done as well, including the big blocking panels that keep wind out from under the trailer.
Pickups are designed to get better mileage when empty, because that's all EPA standards regulate. Semis are held to different standards that apply when a trailer is attached.
Laughing Gas
Joined: Dec 2021
Posts: 1,098
Likes: 343
From: PG, BC, Canada
1. His final drive ratio is something like 5.xx:1 if it's tall, some IIRC are in the 6-7 range, so it's built to pull.
2. He also likely doesn't stop much, and once it's moving it doesn't take much to keep it going.
3. Plus it's a diesel.
4. Aerodynamics and being a fifth-wheel style connection. Most rigs today, especially company-owned trucks, have the tall air dam now to push the air up over the trailer, and the trailer is close enough to the cab (usually) that the drag is minimized. There are other things that can be done as well, including the big blocking panels that keep wind out from under the trailer.
Pickups are designed to get better mileage when empty, because that's all EPA standards regulate. Semis are held to different standards that apply when a trailer is attached.
2. He also likely doesn't stop much, and once it's moving it doesn't take much to keep it going.
3. Plus it's a diesel.
4. Aerodynamics and being a fifth-wheel style connection. Most rigs today, especially company-owned trucks, have the tall air dam now to push the air up over the trailer, and the trailer is close enough to the cab (usually) that the drag is minimized. There are other things that can be done as well, including the big blocking panels that keep wind out from under the trailer.
Pickups are designed to get better mileage when empty, because that's all EPA standards regulate. Semis are held to different standards that apply when a trailer is attached.
I actually went from 8.9 MPG, to 11.3 MPG, hauling my slide in camper and boat, on top of it with my 10 speed... with the things I did on my own to improve MPG & performance... and... It didn't involve slowing down... 
a HUGE improvement... IMO... 
so why couldn't/didn't FORD Co. do the same thing...???They don't care... Why...??? because...
The customer doesn't seem to care... They (the customer) seems to think it's "just the way it is"... You are driving a Heavy duty truck, err, nay, make that a Super duty truck,
Nothing to be done about it, it's just the way it is...
Logistics Pro
Joined: May 2021
Posts: 4,023
Likes: 2,338
OTR trucks are built with one purpose in mind so everything is optimized for that task. SDs are designed to be the jack of all trades including commuting, off roading, family shuttling etc, and compromises are inevitable.
Back in the day when 2wd trucks had different frames from 4wd trucks, the 2wd ones would sit much closer to the ground and get significantly better mileage. Even today the 2wd SDs get noticeably better mpg than their 4wd counter parts even though they share the same frame and only a few inches difference in ride height.
Back in the day when 2wd trucks had different frames from 4wd trucks, the 2wd ones would sit much closer to the ground and get significantly better mileage. Even today the 2wd SDs get noticeably better mpg than their 4wd counter parts even though they share the same frame and only a few inches difference in ride height.
Laughing Gas
Joined: Dec 2021
Posts: 1,098
Likes: 343
From: PG, BC, Canada
OTR trucks are built with one purpose in mind so everything is optimized for that task. SDs are designed to be the jack of all trades including commuting, off roading, family shuttling etc, and compromises are inevitable.
Back in the day when 2wd trucks had different frames from 4wd trucks, the 2wd ones would sit much closer to the ground and get significantly better mileage. Even today the 2wd SDs get noticeably better mpg than their 4wd counter parts even though they share the same frame and only a few inches difference in ride height.
Back in the day when 2wd trucks had different frames from 4wd trucks, the 2wd ones would sit much closer to the ground and get significantly better mileage. Even today the 2wd SDs get noticeably better mpg than their 4wd counter parts even though they share the same frame and only a few inches difference in ride height.
Mountain Pass
Joined: Feb 2024
Posts: 168
Likes: 153
I used to be a heavy truck mechanic. Depending on what's under the hood, some of them turn 900 - 1100 rpm at full throttle (probably governed). Owner operators don't just care about MPG or power, they care about total cost of ownership. (many used to swear by the Volvo trucks as being the cheapest to run, I don't know if it's still that way).
Do I think that pickups can be made to be far more fuel efficient than they currently are? Absolutely. Even my 98.5 Dodge 2500 Cummins gets about the same MPG as today's diesels, albeit without emissions stuff, and of course it has far less power. But with an adjustment of priorities, it should be possible to make more efficient modern pickups, and pickups with a much lower total cost of ownership for fleets. But comparing to big trucks is apples to oranges. As others have said, the purposes are different and that demands a different design. Putting an old mountain motor like a Cummins N14 in a modern pickup truck would be a sight to see, lol.
Do I think that pickups can be made to be far more fuel efficient than they currently are? Absolutely. Even my 98.5 Dodge 2500 Cummins gets about the same MPG as today's diesels, albeit without emissions stuff, and of course it has far less power. But with an adjustment of priorities, it should be possible to make more efficient modern pickups, and pickups with a much lower total cost of ownership for fleets. But comparing to big trucks is apples to oranges. As others have said, the purposes are different and that demands a different design. Putting an old mountain motor like a Cummins N14 in a modern pickup truck would be a sight to see, lol.
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Fleet Mechanic
Joined: Jun 2018
Posts: 1,463
Likes: 537
From: Wasilla, AK
Coasting is your friend. Every time you apply the brake petal you are wasting energy. When you see a stop sign or red light up ahead lift your right foot and coast. It makes a huge difference.
Laughing Gas
Joined: Dec 2021
Posts: 757
Likes: 220
Good point. Especially when I'm towing I tend to coast a lot when possible. Thinking it'll help increase my brake pad/rotor service intervals as well.
Logistics Pro
Joined: May 2021
Posts: 4,023
Likes: 2,338
one thing that really helps me out a lot is sticking to the slow lane and coast up hill as much as I can without impeding traffic and if it is a long or steep incline, I find a tractor trailer to follow and allow the speed to drop gradually in a safe manner to 55 or even lower when needed if I have to be on the throttle. If I am towing 12k+ behind me and I am in the slow lane already, and the road is steep and/or twisty, well I am going to go as fast as the condition allows and leave plenty of space ahead of me behind the semi I am following.
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