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Old 03-01-2021, 03:26 PM   #21
SR71 Jet Mech
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Just want to thank EVERYONE for the comments! I have some reading to do.
I will be posting pics after I pick up the beast on Friday.

Scott
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Old 03-01-2021, 03:37 PM   #22
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 Do not tow a trailer at all during the first 500 miles (805 km) the new vehicle is driven. The engine, axle or other parts could be damaged.
 Then, during the first 500 miles (805 km) that a trailer is towed, do not drive over 50 mph (80 km/h) and do not make starts at full throttle. This helps the engine and other parts of the vehicle wear in at the heavier loads.

Found it in the manual.

Gonna be some sloooow going that second 500 miles not to mention a road hazard to others!! LOL.....
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Old 03-01-2021, 03:56 PM   #23
SR71 Jet Mech
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TRAILER HITCH TYPE AND MAXIMUM
TRAILER WEIGHT
The following chart provides the maximum trailer weight a given factory equipped trailer hitch type can tow and should be used to assist you in selecting
the correct trailer hitch for your intended towing condition.
Trailer Hitch Type and Maximum Trailer Weight
Hitch Type
Max. Trailer Weight / Max. Tongue Weight
Class V - 2500 Models
20,000 lb (9,071 kg) / 2,000 lb (907 kg)
Class V - 3500 Models
23,000 lb (10,432 kg) / 2,300 lb (1,043 kg)
Fifth Wheel - 2500 Models
25,000 lb (11,339 kg) / 3,750 lb (1,700 kg)
Fifth Wheel - 3500 Models
30,000 lb (13,607 kg) / 4,500 lb (2,041 kg)
Gooseneck - 2500 Models
20,000 lb (9,071 kg) / 3,000 lb (1,360 kg)
Gooseneck - 3500 Models
35,250 lb (15,989 kg) / 5,287 lb (2,398 kg)
Refer to the “Trailer Towing Weights (Maximum Trailer Weight Ratings)” for the Maximum Gross Trailer Weight (GTW) towable for your given drivetrain.

This also may interest some of you. Notice the “hitch” maximum weights for fifth wheel or gooseneck. Maximum weight for fifth wheel is way under actual maximum payload as well as maximum trailer weight. Interesting to me anyway. It does not specify SRW/DRW, gas or diesel.

Maybe that’s the last sentence to refer to your specific drive train.

Scott
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Old 03-01-2021, 04:03 PM   #24
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Quote:
Originally Posted by jasin1 View Post
Yeah it definitely says that about the 50 miles an hour....I took it easy on my first leg of the trip to Florida ....your gonna love how the drw feels towing..it’s night an day difference from my 2012 2500
Yeah I’ve got a partner up here that made the same switch and he said the same thing....gonna love towing with the DRW.

I can’t wait!!

It’s really gonna be tough with that 50 mph on the second 500. I really am concerned about being a road hazard. Lots of two lane here and speed limits are 65 on most. I don’t normally drive or tow over 65 anyway but wow. Lots of farmers here, they seem to drive pretty slow. I don’t know, gonna be tough.

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Old 03-01-2021, 06:13 PM   #25
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I've seen discussion on a RAM forum about the Cummins coming factory filled with Valvoline full synthetic. Nothing more than a discussion. Maybe, maybe not.
The manual likely mentions this but it's not best to get out on the freeway and put it cruise control for 500 miles. City driving, stop and go, accelerate and de-accelerate.
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Old 03-02-2021, 01:03 AM   #26
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In my experience diesel engines have never needed a break in period, whether it be in farm equipment, pick up trucks or class 8 trucks. As for the drive train break in, I'm skeptical.

I'm friends with a Ford transmission engineer (he's retired now) that provided a bit of insight to the 6 speed transmissions that came on the 2011 and up trucks such as mine. He told me that this transmission was tested at full load for 250K miles using the Ford factory maintenance schedule of changing the fluid at 150K miles. The fluid runs cooler than it's predecessors due to having a separate cooling system that it shares with the turbo and is quite heavy duty.

Another friend who is a transmission tech at a Ford dealer stated if Ford built all their transmissions like this one, he probably wouldn't have a job. He said the only failures he's seen with it is in low fluid conditions. I changed mine at 150K and he told me that the fluid was dirty but not burnt. I'm towing heavier these days so I may change it out every 50K miles now. I weighed my rig back in December and the trailer is right at 18K with the total weight being 26,080.

Yes, much information is available with the technology built into these newer trucks. The 2021 Peterbilt we got in January can be monitored remotely and performance adjustments can also be made remotely. These class 8 trucks are designed for economical gains while still being able to haul it's max GVW of 80K pounds across all roads and conditions found across the nation (and Canada) and are approaching 11 mpg averages, depending on weight carried obviously. Ours averages anywhere from 7 to 11 mpg at 70+ mph. On these heavy duty trucks there is no break in period whatsoever. Here in the US I can put 34K pounds on the rear axles and 13200 on the front axle from day one. We already have 27K miles on it. And yes, synthetic oil is all we use, changed every 30K miles. So usually a month and a half to two month intervals.

So again, with all the performance upgrades and knowing how improved these 3/4 and one ton trucks are these days it surprises me that there would be a break in period. I'm sure all these Hot Shot carriers that we see hauling multiple cars on their trailers didn't waste any time with that.
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Old 03-02-2021, 04:42 PM   #27
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Quote:
Originally Posted by gearhead View Post
I've seen discussion on a RAM forum about the Cummins coming factory filled with Valvoline full synthetic. Nothing more than a discussion. Maybe, maybe not.
The manual likely mentions this but it's not best to get out on the freeway and put it cruise control for 500 miles. City driving, stop and go, accelerate and de-accelerate.
Yep I will park my car and this will be my daily driver for awhile. However it will get some highway time as well.

And I’m a fan of the premium blue full syn 5w/40. I will do all of my own services so I’ll have a decision to make.

Thanks, Scott
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Old 03-02-2021, 04:51 PM   #28
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Quote:
Originally Posted by Badbart56 View Post
In my experience diesel engines have never needed a break in period, whether it be in farm equipment, pick up trucks or class 8 trucks. As for the drive train break in, I'm skeptical.

I'm friends with a Ford transmission engineer (he's retired now) that provided a bit of insight to the 6 speed transmissions that came on the 2011 and up trucks such as mine. He told me that this transmission was tested at full load for 250K miles using the Ford factory maintenance schedule of changing the fluid at 150K miles. The fluid runs cooler than it's predecessors due to having a separate cooling system that it shares with the turbo and is quite heavy duty.

Another friend who is a transmission tech at a Ford dealer stated if Ford built all their transmissions like this one, he probably wouldn't have a job. He said the only failures he's seen with it is in low fluid conditions. I changed mine at 150K and he told me that the fluid was dirty but not burnt. I'm towing heavier these days so I may change it out every 50K miles now. I weighed my rig back in December and the trailer is right at 18K with the total weight being 26,080.

Yes, much information is available with the technology built into these newer trucks. The 2021 Peterbilt we got in January can be monitored remotely and performance adjustments can also be made remotely. These class 8 trucks are designed for economical gains while still being able to haul it's max GVW of 80K pounds across all roads and conditions found across the nation (and Canada) and are approaching 11 mpg averages, depending on weight carried obviously. Ours averages anywhere from 7 to 11 mpg at 70+ mph. On these heavy duty trucks there is no break in period whatsoever. Here in the US I can put 34K pounds on the rear axles and 13200 on the front axle from day one. We already have 27K miles on it. And yes, synthetic oil is all we use, changed every 30K miles. So usually a month and a half to two month intervals.

So again, with all the performance upgrades and knowing how improved these 3/4 and one ton trucks are these days it surprises me that there would be a break in period. I'm sure all these Hot Shot carriers that we see hauling multiple cars on their trailers didn't waste any time with that.
Thanks for the insight. I agree. I think it’s more of a CYA for the companies.

My thing is....if there is a problem prior to warranty running out and the happens to be an issue (diff or trans or engine) and the break in procedure wasn’t followed to a tee it may well be an expense I’d rather not have. I feel the same that the “break in” may or may not impact.
I’m a firm believer in after initial warm up drive it like your going to use it.
I will however do the 500 initial. We’ll see what the dealer says Friday.
I still feel like 50 mph towing for 500 miles is unsafe for everyone on the road.

Thanks, Scott
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Old 03-02-2021, 05:53 PM   #29
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I would definitely follow the 500 miles till you hook up, the manual specifically says this. Havent looked at the 2021 manual but my 2014 (which seems like dinosaur now too) said 500 miles and then the cummins actually wants you to tow something in the first 10000 for "proper break in". For me, my truck just turned 40,000 miles on the trip im on right now. on my trailer trip meter, 28,000 of the 40,000 miles are towing a fiver or my UTV trailer. I bet i have another 3,000 miles not registered on the trailer trip meter from a our 23lsv's that have surge brakes that dont register on the trip meter. I have had no issues on my ram other than a leaking tranny pan gasket and one CEL for sensor that went bad. I don't drive my truck a ton(obviously only 40k/7 years) but it tows all the time. I'm yarding around 15,500 now with my Montana and it is doing the Job. Good luck with the new truck!

Side note: for me the thing I always struggled with was the oil change interval. 6 mo/15,000 miles. I have totally ignored that at my dealers recommendation and just changed once a year no matter how many miles i have driven. It has worked for me. 2 months left on my extended warranty...crossing fingers and knocking on wood!
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Old 03-02-2021, 06:07 PM   #30
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Quote:
Originally Posted by nellie1289 View Post

Side note: for me the thing I always struggled with was the oil change interval. 6 mo/15,000 miles. I have totally ignored that at my dealers recommendation and just changed once a year no matter how many miles i have driven. It has worked for me. 2 months left on my extended warranty...crossing fingers and knocking on wood!
Oil change preferences are all over the board. I know I'm old school and have always changed it every 3000 miles. These newer trucks (diesels anyway) have really extended the mileage though. In my personal truck (F350 6.7) I change it every 5000, which is under what the manufacturer recommends, but it's just easier to keep track of. I just change it whenever the odometer rolls over 5000 miles. The company I drive for now has the oil changes done every 30K miles but another company I worked for was at 50K miles and they had Freightliner do an oil analysis and got the green light to extend it to 75K miles. That's crazy to me but that came down from the manufacturer and they're the ones that have to stand behind the warranty for 500K miles.
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Old 03-03-2021, 02:22 AM   #31
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This video has been around, but it does show what, well, I'm not sure what it shows. But it will put a smile on your face. And change your oil!

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Old 03-03-2021, 02:28 AM   #32
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This video has been around, but it does show what, well, I'm not sure what it shows. But it will put a smile on your face. And change your oil!

Yep I have seen this video.....crazy
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Old 03-03-2021, 02:33 AM   #33
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Originally Posted by Badbart56 View Post
Oil change preferences are all over the board. I know I'm old school and have always changed it every 3000 miles. These newer trucks (diesels anyway) have really extended the mileage though. In my personal truck (F350 6.7) I change it every 5000, which is under what the manufacturer recommends, but it's just easier to keep track of. I just change it whenever the odometer rolls over 5000 miles. The company I drive for now has the oil changes done every 30K miles but another company I worked for was at 50K miles and they had Freightliner do an oil analysis and got the green light to extend it to 75K miles. That's crazy to me but that came down from the manufacturer and they're the ones that have to stand behind the warranty for 500K miles.
Yep same with the old school 3k service intervals, however with the synthetic I would take my 2500 5.9l Ram to 10k, however I only put 6-7k on it a year so once a year oil, filter and fuel filter. Our cars are both recommended 10k intervals. Seems crazy but the synthetic takes it. Those 50k and 75k services really seem out there.
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Old 03-03-2021, 05:57 AM   #34
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That ol' Bart, he's sharp, sharp!
From Cummins website:
Cummins Inc. is providing our Cummins OilGuard program free of charge for X15™ Efficiency Series and X15 Performance Series engines to fleet customers and owner-operators that will use the combination of engine performance data and engine oil analysis to safely optimize oil drain intervals up to 80,000 miles (128,000 km). This program has the potential to reduce maintenance costs and increase vehicle uptime significantly, for a lower total cost of ownership.

I never would have believed it if it didn't happen to have come up in our forum.
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Old 03-03-2021, 06:03 AM   #35
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I must have missed something here. Someone please tell me how the factory break in and oil change parameters of a "light duty" pick up are related to that of a class 8 truck?
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Old 03-03-2021, 09:58 AM   #36
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I must have missed something here. Someone please tell me how the factory break in and oil change parameters of a "light duty" pick up are related to that of a class 8 truck?
I'd have to say that the conversation evolved from the gradual increase in manufacturer's oil change recommendations on the light duty trucks mentioned herein. With my input from my knowledge of what's going on in the class 8 world I thought I would shed light as to what will likely result in even longer intervals on the light duty trucks based on the strides made with the class 8's.

I can refrain from doing so in the future if you like, just say so. Most forums I participate in have no qualms with steering a bit off course but if that's a problem here I will understand.
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Old 03-03-2021, 10:12 AM   #37
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You can find a trail of breadcrumbs in most posts.
Keep up the good work
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Old 03-03-2021, 10:24 AM   #38
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Quote:
Originally Posted by Badbart56 View Post
I'd have to say that the conversation evolved from the gradual increase in manufacturer's oil change recommendations on the light duty trucks mentioned herein. With my input from my knowledge of what's going on in the class 8 world I thought I would shed light as to what will likely result in even longer intervals on the light duty trucks based on the strides made with the class 8's.

I can refrain from doing so in the future if you like, just say so. Most forums I participate in have no qualms with steering a bit off course but if that's a problem here I will understand.
For me, as an individual (not speaking with any "official site team capacity") see no issues with comparing or contrasting "little trucks with their big brothers"... Many of the innovations we enjoy in light duty trucks started in commercial vehicles and moved to "help us as well"...

One difference that I can think of that would keep our oil change interval shorter than in "big trucks" is the heat/cool cycle we have that's different in big trucks. We use ours for a couple hours (sometimes even 8 or 10 hours) then let it sit and completely cool, often for 3 or 4 days, before we crank it up again, often only to run it long enough to "almost get warm" before we shut it off again.... The amount of condensation that "creeps into the oil" has to be tremendous when compared to the operating conditions of "the big boys" where they may not shut off for a week or longer, and then, they are almost never "warmed up and shut off again"... That kind of truck operation provides for a stable operating environment for the engine, significantly different from our "cold to hot to cold to warm to cold" operating environment. I'd suspect that the "even operating conditions" in commercial vehicles is much better for the engine than what we subject our private vehicles to and would provide for much longer oil change intervals than we'll see with our operating environment...

JMHO, but I enjoy reading (in short bursts) about the parallels between commercial trucks and our trucks. It's the "small bites in short bursts" that makes it enjoyable (to me) and probably why I'm not "immersed in full time trucking forums"... But, I see no issues with hearing about innovations in big trucks that might affect my diesel pickup.....
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Old 03-03-2021, 11:42 AM   #39
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Quote:
Originally Posted by Badbart56 View Post
I'd have to say that the conversation evolved from the gradual increase in manufacturer's oil change recommendations on the light duty trucks mentioned herein. With my input from my knowledge of what's going on in the class 8 world I thought I would shed light as to what will likely result in even longer intervals on the light duty trucks based on the strides made with the class 8's.

I can refrain from doing so in the future if you like, just say so. Most forums I participate in have no qualms with steering a bit off course but if that's a problem here I will understand.
No problem with steering out of the lane a bit,. I do it frequently. I just don't want someone thinking that if they buy a new PU then they can go 80K between oil changes.
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Old 03-03-2021, 11:48 AM   #40
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For me, as an individual (not speaking with any "official site team capacity") see no issues with comparing or contrasting "little trucks with their big brothers"... Many of the innovations we enjoy in light duty trucks started in commercial vehicles and moved to "help us as well"...

One difference that I can think of that would keep our oil change interval shorter than in "big trucks" is the heat/cool cycle we have that's different in big trucks. We use ours for a couple hours (sometimes even 8 or 10 hours) then let it sit and completely cool, often for 3 or 4 days, before we crank it up again, often only to run it long enough to "almost get warm" before we shut it off again.... The amount of condensation that "creeps into the oil" has to be tremendous when compared to the operating conditions of "the big boys" where they may not shut off for a week or longer, and then, they are almost never "warmed up and shut off again"... That kind of truck operation provides for a stable operating environment for the engine, significantly different from our "cold to hot to cold to warm to cold" operating environment. I'd suspect that the "even operating conditions" in commercial vehicles is much better for the engine than what we subject our private vehicles to and would provide for much longer oil change intervals than we'll see with our operating environment...

JMHO, but I enjoy reading (in short bursts) about the parallels between commercial trucks and our trucks. It's the "small bites in short bursts" that makes it enjoyable (to me) and probably why I'm not "immersed in full time trucking forums"... But, I see no issues with hearing about innovations in big trucks that might affect my diesel pickup.....
Agree, many other differences as well if you look at the volume of oil in a big rigs crankcase and the capacity and filtering medium of the oil filters. It's apples to oranges but many first time diesel owners THINK they are driving a big rig and likely have never seen one under the hood. Most don't realize that the "trash can" strapped to the side is actually a huge air filter.
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