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According to Gross, research by TMC has demonstrated that fuel economy can differ by as much as 35%, depending on the skill of the driver. “The variability from driver to driver in terms of getting the best fuel economy is a big issue,” says William “Bill” Gross, product manager for Eaton's medium-duty transmissions.
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#Drive 10 speed truck drivers
Some of these changes also make it easier for drivers to operate their vehicles at optimum efficiency, leading to even greater improvements in fuel economy. Manufacturers say that advances in transmission technology have already resulted in better fuel economy numbers. The Energy Information Administration predicts that diesel prices will average $2.54, compared with $2.41 in 2004. “When truckload carriers are required to use ULSD for all of their existing trucks, preliminary estimates are the new fuel may decrease mpg by approximately 1% to 3%.”Įven without factoring in the higher costs associated with the switch to ULSD later in the year, the price of diesel is projected to rise in 2006. “We continue to experience approximately 5% lower mpg with ,” he says. Clarence Werner, chairman, president and CEO of TL carrier Werner Enterprises, cites the price spike experienced in the wake of Hurricanes Katrina and Rita, the lower fuel economy of '02 engines, and the expected higher cost and reduced energy content of ultra- low-sulfur diesel (ULSD) fuel, which should hit the market this October. “For many motor carriers, fuel represents the second-highest operating expense, accounting for as much as 25% of total operating costs,” points out Bill Graves, ATA's president and CEO.Ī number of factors have combined to amplify fleet concerns about fuel. (ATA), the industry spent $87.7 billion on fuel in 2005, a whopping $25.1 billion more than in 2004. According to the American Trucking Assns. With fuel prices going through the roof, improving fuel economy is rapidly becoming a focal point of transmission design.