RoadTraveler.net – Page 32 – Trucks, Tech, Reviews, ADV Travel

May 24, 2012May 25, 2012

$4 Per Gallon, $75 Pump Shut Off, and Range

Last weekend we had the pleasure of attending the 2012 Overland Expo near Flagstaff, Arizona, and spent four nights camping in our new-to-us Four Wheel Camper. To maximize our time at the event and accommodate our work schedules we were forced to drive the full 730 miles to the Overland Expo in just one day. To reduce our time on the road for what was admittedly a very long day of road travelin’, I didn’t pilot the Tundra at my typical, slow-ish highway speed of 65 miles-per-hour.

Road construction en route didn't help our progress.

We had a nice view of Walker Lake while we waited for 1/2 hour.

When time is short my fuel economy focus is set aside, and I drive and pass as fast as safely possible. With a 70-75 mph posted speed limit most of the way, keeping a very brisk pace was not difficult. The Tundra’s 5.7L V8 is ready to make copious horsepower when I drop-the-hammer, and I’m not hesitant to use high revolutions-per-minute.

Driving in this manner guarantees that more fuel will be used and frequent fuel stops will be required. With a few exceptions, many new trucks don’t have the kind of long-distance range most would like when towing or hauling long distances. For on-highway hauling or backcountry exploring, most trucks with anything less than 30 gallons of fuel capacity (minimum) have a noticeably limited range. More efficient diesels with large factory fuel tanks are often better, but still lacking when serious work is being performed.

Gas Pump Rant

Stops for fuel (and often a head call) typically take 20 minutes, add-up quickly, and when combined with lunch and/or dinner breaks really contribute to length of the travel day. Added to this in this age of $4+ fuel is the frustration that many filling stations still have pumps that shut off at $75. I love pay-at-the-pump, it’s very convenient and shortens the length of fuel stops. However, a few times on this trip our gas tank was not quite full once the $75 threshold was hit after less than 20 gallons. Because I don’t want to leave a fuel stop with anything less than a full tank, and calculate the fuel economy of each fill-up, I was forced to slide my credit card a second time for what was often very little fuel to top-off. Ridiculous.

Several months ago many gas stations increased their maximum single purchase to $100, a better number for sure, but still not much extra at our current fuel prices. If I ever add a larger tank, at least the second (or third) card wipe will add adding many gallons, not just a few.

Fuel Economy and Range

With the relatively poor fuel economy of light-trucks loaded and traveling fast, particularly gasoline-powered, there is a notable trade-off when exchanging fuel economy for speed.

In the case of this fast-moving 5.7L Tundra, if we had been able to reduce our speed and achieve 13 mpg instead of the 11 mpg we often saw, we would have added 40 miles to each 20 gallon fill-up, a substantial increase in range in exchange for time.

Whether we are running slowly and light or fast and heavy, I wish new trucks came with more fuel capacity, much more. While I’m not opposed to carrying cans of fuel, when traveling mostly on-highway it simply makes sense to stop more often and buy gas for the OE tank at a filling station. Thirty+ gallons of fuel capacity please, more would be better, or substantially increase the fuel efficiency. Either way increased driving range would be the result and is surely needed for those who use trucks as trucks.

May 16, 2012May 15, 2012

7.3L Power Stroke, firing on all cylinders.

The short video below shows and tells the story. Was there any doubt? Yes, the engine was a little slow to fire, but it had been weeks since the motor ran, long enough for prime to be lost.

RoadTraveler.net, rollin’ forward.

http://www.youtube.com/watch?v=jCtQ-fFas7s

May 15, 2012May 15, 2012

Odyssey PC1750 Jump Start

When the two Group 65 Odyssey PC1750 batteries in the old F350 would not ignite the 7.3L Power Stroke, my solution was to get a third Odyssey battery. Not a new, replacement battery, but the Mall Crawlin’ Distance Runner from the garage, which has an identical Odyssey 1750 under the hood. I also retrieved a set of booster cables.

The 4.7L V8 4Runner isn’t a daily driver, but it’s driven occasionally and I knew the engine and battery were ready to roar. With the big gauge jumpers connected, it was time to climb into the Ford’s cab, activate the glow-plug toggle and see what would happen…

http://www.youtube.com/watch?v=d9j6LzuMI78

May 13, 2012April 16, 2018

Odyssey Batteries neglect test.

Continuing with my current, electrical bent, recently I was again reminded to take care of my batteries. In this case, my dead batteries were the result of a different sin; lack of use.

My poor old 1996 F350 needs love and TLC, and has been infrequently started or driven for the past few years. Until now, the dual Odyssey PC1750 batteries have been very tolerant of the lack of charging and occasional starting. While the batteries were too low to fire the big T444E (7.3L) Power Stroke engine, they still turned the motor ever so slowly, until almost grinding to a stop, but there was none of the typical solenoid clicking that one often hears from low batteries.

May 10, 2012

BMW GS Battery Oops

I never leave the key in the ignition switch of my cars or trucks when they’re not running, but I always leave the key in my motorcycle in my garage. Never had a problem…until recently. One of the obvious problems with leaving a key in the ignition is that it’s possible to inadvertently leave the key ON. After doing some work on my moto and driving it around the driveway a bit that’s what I did: Key ON, driver OFF—for two days!

With the key ON, this was not a good sign.

When I returned to the old BWM 1150GS and realized the key was ON but nobody was home, I had the deadest vehicle battery I’ve had in a very long time. There was not a flicker of electricity to be found or even hoped for in the displays or idiot lights. Starting batteries don’t like to be deep-cycled, and dead and empty for two days is a deeeep cycle. Would the relatively young (2 years) BMW gel battery accept a charge and rave on along the back roads this summer?

My electrical guru friend Paul said to put the battery on a long, slow charge, and hope for the best; “should be fine”. After plugging-in my AccuMate charger—the one that should have been plugged-in when I parked the bike—the dash lights showed a dim glow like an oil lamp on a cold night. I had hope.

After twenty hours charging, the AccuMate was green. Now the question was, would the battery start the bike repeatedly and keep the ABS lights from blinking, or will it be a one-hit wonder? I pressed the starter and the engine fired easily. Good. After letting the oil pressure build, I turned off the motor, and restarted the horizontally-opposed twin. Five times. Every time the motor sprang to life quickly and idled well without the characteristic staggered wig-wag of the ABS light indicating a low voltage fault. Lucky me…now where is that ignition key going to be stored?

May 4, 2012

Bighorn, little drive

17" TRD Rock Warrior wheel w/o the blig ring.

Mounting the Bighorns on the Tundra and hitting the highway confirmed what the balance machine told us: The Bighorns and 17-inch forged aluminum RW wheels are a good combination and well balanced.

Backing out of my shop I was immediately reminded of how flexible the Bighorns are, at 35 psi the ride was very compliant, almost soft.

Up to 70 mph on the freeway the only thing I could feel was a slight rumble on the rear axle caused by the prior uneven wear. After a few thousand miles on a properly aligned and conservatively driven truck the poor wear patterns should disappear.

Loud

Perceptions and opinions about tire noise vary, and the truck can make a big difference too, though except when new I’ve found Bighorns to be a little on the loud side. This set didn’t disappoint, and the irregular wear added to the rumble.

Noise aside, the Tundra seemed happy with the Bighorns mounted and they’re a nice addition to the fleet for my upcoming multi-tire fuel economy test.

May 1, 2012

Mount and Balance, Maxxis Bighorn LT285/70R17D

IMG_2325 - Version 2 — Almost enough debris inside to weigh!

It was obvious these Bighorns had been stored outside as there was varying amounts of desert grit inside the tires. A thorough cleaning with compressed air prepared them for a trip to the tire shop.

Inside of the bead, this sand was difficult to blow out.

The Bighorns were not going on my nicest set of wheels, but my local Les Schwab Tires still used their nice, new rim-clamp machine to insure damage free mounting.

IMG_2419 - Version 2 — New high-pressure valve stems were purchased for the TRD Rock Warrior wheels.

My experiences with Maxxis tires, all LT255/85R16D prior to buying this set of used 285s, have been positive. The Bighorns are a little loud, a softer, nicely gripping tire, and I’m usually impressed with how little weight they require to balance.

Having the correct, small center cone for the balance machine is important.

IMG_2400 - Version 2 — Hunter Road Force GSP9700 tire balancer.

These 285/70R17s did not disappoint, the Hunter GSP9700 balance machine indicated the tires needed little weight to balance, even with their uneven wear.

Tire #1. Amazingly little weight for a dynamic balance of a 33" mud tire. The final balance required 1 ounce on each side.

Balance Data

On my shop scale these 17-inch Bighorns weighed 55–57 pounds depending on how much rubber remained, and 80 pounds mounted on the very light forged aluminum 17″ TRD Rock Warrior wheels. Although I’ll often use a static, single-plane balance for truck tires, these Bighorns were dynamically balanced.

1.00/1.00
2.50/2.00
2.00/4.75 (The most cupped, unevenly worn tire.)
3.50/1.50

The lack of wheel weight required to balance these 33-inch mud tires was amazing. Tire #3 needed 6.75 ounces, still very respectable for a new tire, and simply impressive for one that has notable uneven wear.