- Jan 22, 2020
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- 6.7 F350 Tremor "Velocity" Blue Lariat Sport
- 7.3 F350 Iconic silver THE SILVER FOX
yes and wind / weather I experienced same as you.
over 73 the MPH drops
Rising fuel cost, 7.3 or 6.7
- OP 🔹 Electricideas
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over 73 the MPH drops
Just a small side step the debate. What has anyone done with the 6.7 to assist in getting better MPG? I drive just shy of 30 miles each way (2 lane blacktop) to work everyday. Truck has 2600 miles on it and I'm averaging 17-18. I have done nothing to it other than add fuel and wash it!
- Jan 22, 2020
- 4,772
- 12,589
- 6.7 F350 Tremor "Velocity" Blue Lariat Sport
- 7.3 F350 Iconic silver THE SILVER FOX
I just started thread for ideas we can all draw from, I would recommend you give yourself extra time and drive at a slower speed and make sure to use the cruise control
Oh Hell yes! Deal with this as well. When fighting a 60mph headwind driving 75 the big boy drops to 12!!!!!
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I started getting better mileage around the 5-10k mileage mark. Also note your air pressures as the lower you go the more it impacts your mpg. Winter blend diesel will also decrease your mpg, and adding fuel additives depending upon what they have can also decrease just like the winter fuel blend.
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This is pretty consistent with my typical trips.
Speed is a huge factor.
Terrain seems to be a big factor too. I get better MPG when I'm in hilly terrain which seems counter intuitive. It seems I can climb nearly hill (on the highway) and not drop below 11-12 mpg, but going down hill its well above the 30mpg the gauge goes to; flat ground is pretty close to my average.
I use 3 OZ of the ford cutaneous booster in mine. I think it helps, but I also think I can bench press more than is probably ever going to happen. Mind games but maybe it helps.
I use the Parker Hannifin additive in mine. https://promo.parker.com/promotionsite/stanadyne-additives/us/en/products
There is a reason train locomotives, over the road haul tractors, heavy duty equipment etc. use diesel and not gas.The answer to question number one has everything to do with people and politics and has little to do with refining costs. You are correct that diesel is simpler to refine and therefore slightly cheaper to produce. In theory, that would mean it would be cheaper for the consumers.
Now here is where the other factors come into play. Just like your example states, farm equipment and semi trucks all run on it. The people using this type of equipment are typically the producers of food, products, transportation of said items, etc.
Well politicians have found that they can jack up the fuel tax on diesel without really hurting demand, because people need the fuel to continue to produce/run their business/transport goods and therefore will keep using the fuel basically no matter the price. They need the fuel to continue making money.
With gasoline, the majority of the people using them are on the consumer side and therefore can more easily lessen their consumption of fuel when costs go up, ie carpool, group tasks involving driving, or stop going on unnecessary trips, eventually killing demand and actually potentially creating less total revenue from gasoline tax.
So people “in charge” of governments and their desires for constantly growing “tax revenues” to pay for various programs has far more to do with the cost of your fuel than the actual cost to produce, refine, and deliver it to you.
I’m not sure how to answer your second question. I’m guessing that the demand will lessen over time as a percentage of the total energy pie, but as populations grow and industry follows, it’s tough for me to say that the actual gallons of fuel needed to run this planet as it stands will ever actually go down.
I hope this made sense to someone other than myself.
First is the energy content of the fuel itself diesel is higher and the diesel engine is more efficient in the use of the fuel when burning it. This is from the EIA https://www.eia.gov/ :
Sample Btu conversion factors
| Energy source/fuel | Physical units and Btu1 |
|---|---|
| Electricity | 1 kilowatthour = 3,412 Btu |
| Natural gas | 1 cubic foot = 1,037 Btu 1 therm = 100,000 Btu |
| Motor gasoline | 1 gallon = 120,286 Btu2 |
| Diesel fuel | 1 gallon = 137,381 Btu3 |
| Heating oil | 1 gallon = 138,500 Btu4 |
| Propane | 1 gallon = 91,452 Btu |
| Wood | 1 cord = 20,000,000 Btu5 |
| 1 Btu factors are for end-use consumption in 2020 from Monthly Energy Review, April 2021, excluding wood; preliminary data. 2 Finished motor gasoline sold at retail in the United States, including fuel ethanol content. 3 Distillate fuel with 15 parts per million (ppm) suflur or less sulfur content. 4 Distillate fuel with 15 ppm to 500 ppm sulfur content. 5 This conversion is an estimate. A cord of wood is a volume unit and does not take wood density or moisture content into account. Wood heat content varies significantly with moisture content. |
Last updated: May 13, 2021
I think we should run on wood
Might try Hot Shots Diesel Every Day Diesel Treatment I have used it in our Ram & Super Duty's for work and personal use and notice a slight increase in mileage as well as quieting down the injector tics as well. Seems to start easier as well.
I agree that there is a reason, but I disagree about what is the first reason.
Then you need to do more research. It is very simple. Diesel being direct injection uses less fuel under no load as well. Disel overheats you let it idle gasoline engine will continue to build heat at idle. A white paper could be written on this subject. It has in fact.
I would say that just as big a factor for industrial purposes is the fact that they can't be leaned out/detonated/blown up like gasoline engines can. Imagine big turbocharged gasoline heavy duty engines equivalent to a large industrial diesel, if something goes wrong in the tune/fuel supply the engine can lean out, detonate and melt itself. It's a huge advantage that this isn't an inherent concern with diesels.
Us is in a big diesel trouble, it hasn’t even started yet, we could be rationing by summer
Good part about summer is no fuel oil (very close to diesel) being used to heat homes in the NE.
Not arguing whether diesel cycle is thermodynamically more efficient than otto cycle. Also not arguing whether diesel has a higher energy density than gasoline. I think we agree on these points. I just don't think either of these issues represent the primary reason why diesel engines dominate in industrial machinery and transportation. But yeah, I suppose I could do more research.
From what I found a tick over $6500 invoice price for the 6.7L upgrade cost or a tick over $7800 retail in 2011
