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Old 04-08-2016, 11:44 AM   #155
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Plugged fuel injectors due to plant material that can pass through the stock fuel filters are big $$$ to replace.

When I installed the 56 gallon fuel tank in place of the stock tank, I installed a Cummins branded water separator coming out of the tank. From there the fuel line went to the pump via the stock filter system on the engine block. From there the fuel passes through a Cummins branded two micron fuel filter before getting to the fuel rail on the engine.
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Old 04-08-2016, 12:34 PM   #156
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Originally Posted by dayner View Post
Top, curious, how does biodiesel clog up inter cooler, turbo, etc?
It doesn't. I never made any such claim. I use biodiesel regularly.

I avoid old wives tales like the plague.

The greater problem, in my opinion, is the lack of diesel fuel lubricity to keep the HPFP working for a long happy life. Biodiesel can be a great aid in that area.

I'm basically saying the same thing over and over, so I'll leave it at this-

I like biodiesel and think it is great, others don't.
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Old 04-08-2016, 01:18 PM   #157
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My understanding of the biodiesel is that you have a greater chance of water in the fuel and potential algae problems. Moisture is what can kill the modern diesel injection system. Lubricity tends to be better with biodiesel than the newer ULSD. Mileage will be less with biodiesel - less BTU's.
If your running bio - have a good filtering system, change them on a regular basis and open the drain on the fuel/water separator or filter once in awhile.
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Old 04-08-2016, 03:22 PM   #158
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Originally Posted by crispyboy View Post
My understanding of the biodiesel is that you have a greater chance of water in the fuel and potential algae problems. Moisture is what can kill the modern diesel injection system. Lubricity tends to be better with biodiesel than the newer ULSD. Mileage will be less with biodiesel - less BTU's.
If your running bio - have a good filtering system, change them on a regular basis and open the drain on the fuel/water separator or filter once in awhile.
I'm talking about a biodiesel BLEND that is dispensed at most, if not all, retail diesel pumps in Texas and the midwest USA. You know, B5, B10 even up to B20 where the number equates to the percentage of biodiesel.

I've replaced my fuel filter at the specified interval of 20,000 miles for B20 use as a worst case scenario. When I did the filter change, there was no detectable water in the bottom of the filter bowl.

This thread is about the RAM 1500 EcoDIESEL. Your old stories about your old Cummins, while interesting and often times humorous, are irrelevant to this thread. All new light duty diesel pickups are B20 capable (with some maintenance interval adjustments)

Information, true factual information, on Biodiesel blends in the USA can be found here-
https://www.fueleconomy.gov/feg/biodiesel.shtml
http://biodiesel.org/
http://www.afdc.energy.gov/fuels/biodiesel.html

B20 has only 2% less BTUs than 100% ULSD. That is not typically perceptible to any degree by the private consumer of diesel.
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Old 04-08-2016, 08:30 PM   #159
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We have both a VW TDI (our second) and Ram Ecodiesel. My experience with soot clogging up the intake system (turbo, intercooler and intake) came 15 years ago after using some tanks of high percentage bio (possibly 100%) in very cold -20 degree Minnesota winter. The dealer had cleaned out several intake systems like ours and said it was from the biodiesel, the extreme cold, and the EGR system feeding the soot back through the intake. The intake system was so clogged it accelerated very slowly and barely maintained 50 mph.

This is an old experience and may not be related to modern biodiesel or our modern engines, but it still bothers me a lot.
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Old 04-09-2016, 08:05 PM   #160
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The last couple of weeks we traveled from Arizona to near Jackson Center, OH with the Ecodiesel. Terrific on fuel, the 26 gallon tank only needs fueling about once a day or so, depending on miles traveled. We saw only one diesel pump labeled with biodiesel, that was a Loves Station. We passed and went to another, but now I am really confused about whether it matters. Conflicting advice, one bad experience of my own years ago.

Nonetheless our Ram EcoD was a pleasure to tow our Airstream on this cross-country trip. It's great advantages over our previous Ram Hemi 6-speed is the excellent fuel usage and low RPM torque. The 8-speed has close ratios for climbing and descending grades. I don't see a need for an exhaust brake here, the transmission/engine compression holds speeds very well, and we have plenty of truck and trailer brake for the really steep grades when it doesn't (which we have not encountered yet). The ride and seats are pleasant, never tiring on long days.
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Old 04-19-2016, 10:38 PM   #161
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We finished our first cross-country 3,000 miles AZ to OH to MN today. The EcoDiesel continues to perform flawlessly. Plenty of power, absolutely rock-solid on the highway which is ensured by the ProPride hitch, never any pitching or porpoising but a very smooth and relaxing ride. Can't say enough about the 8-spd transmission climbing and descending grades with ease. Fuel economy is surprising, we can count on 15-17 mpg towing 63-65 mph depending on grades and wind, and 27-30 mpg highway solo.

What a great towing combination for a mid-size Airstream.

We had a great service visit at Jackson Center this past week. Checked and resealed some of our roof vents, 27 point inspection which is quite thorough resulting in a couple of minor faults being repaired, wheel bearing runout and brake inspection and tires rotated, installed new PD4655 converter/charger, put on complete set of stainless steel hatches/accesses, reinforced our entry step attachments with a steel angle welded on, and replaced the fresh water tank which I foolishly over-pressurized and broke while filling.

All nicely done. One of the things I really like about Jackson Center Service is how they start by introducing you to your service tech and allow you to explain to him what your issues are. Then he stays in contact with you by phone or person and keeps you updated as the work progresses. At the end he goes over all the work performed at the trailer.

Then you get to pay your bill and head down the road. Once started all work proceeded until done, parts and skills to do the job readily at hand. Love it.
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Old 04-20-2016, 04:47 AM   #162
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2014 RAM 1500 EcoDIESEL has arrived!

And I think you helped a fellow traveller fix his water heater door. Thank you. Jim


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Old 04-20-2016, 06:20 AM   #163
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Good to meet you Jim Flower. As well as your Jeep GC Ecodiesel and 30' Airstream combination delivering about 17 mpg towing.

Actually it was the good tech's at Airstream Service who readily offered a hand to Jim and his water heater door to get him on his way. I just introduced him to them.
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Old 04-20-2016, 06:51 AM   #164
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I would love a newer diesel truck.l But $50,000 range is out of the question for us.
I read that the eco diesel for towing gets mileage like stated here;
"Coming back pulling 5500 lbs and running 65, i got between 11 and 12 mpg. When i slowed to 55-60 mph, i got 14-15mpg. Running over 70 mph, truck seemed to labor a little, but worked well at 65mph. Took some time to get used to all the shifting between 5th, 6th and 7th. I was very impressed with ride after spending 14 hours behind the wheel each day"

My 06 Expedition 5.4 v8 gets similar mileage towing our 4000+ Overlander. And 18mpg when not towing on the highway. Guess I will keep it for awhile.
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Old 04-20-2016, 02:29 PM   #165
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Alan

Just made trip to Fargo and back home (not towing), 65 mph, some wind, 28 mpg.

First-hand report on 8-spd transmission and 3.92 axles when towing our loaded FC 25; there was virtually no hunting for gears on highway travel, it selected the one it needed and stayed there. When a change in grade required a lower gear the difference between gears is close ratio, you hardly notice the change. Only on the steeper grades was there large change of gearing, as needed for ascending and descending the grades.
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Old 04-21-2016, 05:12 AM   #166
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truck sounds great. As a former Jeep sales manager I would love a diesel GC. IN the 90's the GC Jeep was my #1 vehicle to drive though I often took a Wrangler home.
Been a Ford guy since enjoying years of great service from an Excursion. Hope to continue to get similar experience from my Expedition. Had it a year and a few months, and its cost me some pretty strong maintenance money.
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Old 04-21-2016, 07:30 AM   #167
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Alan, I am also uneasy about future maintenance costs of these newer diesel engines. Still considering extended warranty options beyond the factory 5 year/100,000 drive train warranty. Maybe as a former sales manager you have some thoughts on these?

I like the simplicity of your Expedition V8 and wish we had its full independent suspension. We wanted a new vehicle and couldn't deal on any of the larger SUV's, dealerships had only a few in stock and over 200 pickups. We bought the truck and it's worked out really well, we love it.
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Old 05-07-2016, 02:08 PM   #168
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Quote:
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Alan, I am also uneasy about future maintenance costs of these newer diesel engines. Still considering extended warranty options beyond the factory 5 year/100,000 drive train warranty. Maybe as a former sales manager you have some thoughts on these?

I like the simplicity of your Expedition V8 and wish we had its full independent suspension. We wanted a new vehicle and couldn't deal on any of the larger SUV's, dealerships had only a few in stock and over 200 pickups. We bought the truck and it's worked out really well, we love it.

Can't say about extended warranty, but records which reflect full expense as a cents-per-mile of operation is a good idea. If there is an end period (time or miles) then all the more so.

The business approach is what you're asking, I think. Thus, an end to ownership at what number of miles (prior to trans rebuild) is what I would plan. Age won't factor in with this concern.

As an aside, it's too bad the guys on the 1500 forum aren't well versed in understanding fuel economy. Kenworth and Cummins both have white papers in pdf form. Factors are, truck spec first (not enough difference across model line), next are climate and terrain.

Tops numbers are the best in terms of analysis. Posted here, not just there.

Travel speed with cruise control use highest makes the best baseline.

From 55 to 65 know the percentage drop in mpg. Above 65 is contraindicated for braking and handling, not just aero resistance.

Think on those (climate, terrain) as percentage of operation (total miles). If one lives in northern Minnesota and travels the American and Canadian Rockies heavily, followed by desert mountains, etc, then the wear per mile is higher.

If one is essentially in mid America with vacation trips all over, I wouldn't sweat it up to hopefully 150k miles.

An Airstream just isn't much of a burden. Load the trailer, not the truck, overall.

I prefer to always use the block heater when departure time is known. Same for a winter front up to 41F. I use a grille block (less effective) up to the high fifties. One does not ever want the thermostat to open prematurely. So, the four piece grille block is reduced to the two upper pieces below A/C weather on my Cummins (huge radiator). That's on flat land.

Reduce warm up time to minimum and avoid any heat spikes, is sort of the mantra. Diesels live longest when duty is often 60% of rated load. Necessary to keep them healthy. Assume that they love to work. They do.

Establish best habits and watch for 10% change. Must have full records to note this. And then be able to factor out trailer, hitch lash, etc. The thread from a few years back with Boondockdad and finding "hitch problems?" is an excellent example of knowing of where to look. It wasn't straightforward. (Turned out to tire break in).
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