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RE: Tire inflation by weight
This brings to mind an interesting question - do you run your truck tires at the max or what it says on the door panel. We go by the door panel not the max. :C
Unloaded I go by the door panel recommendation. Carrying a heavy load (ie; towing the TT) I set them to sidewall max. The door panel recommendation is a compromise between handling, traction, ride comfort and efficiency. I've never seen a tire set to the sidewall max that showed overinflation wear (ie; center of tread). And, find it hard to believe having the tires pumped up to the higher pressure would result in things moving around more in the TT. That's more a function of the type of road and the way you drive. Even softer tires can only absorb so much. I would rather pump them up to max sidewall, and put shocks on the trailer if necessary.
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When I haul max axle loads I use max sidewall pressures.
A trailer tires max psi should match the wheels max psi for best performance and reliability.
Goodyear RV web says it best; Goodyear
Special Considerations
RV TRAILER TIRES
"Unless trying to resolve poor ride quality problems with an RV trailer, it is recommended that trailer tires be inflated to the pressure indicated on the sidewall of the tire. Trailer tires experience significant lateral (side-to-side) loads due to vehicle sway from uneven roads or passing vehicles. Using the inflation pressure engraved on the sidewall will provide optimum load carrying capacity and minimize heat build-up."
A conventional trailer has the wheels in the center of a big heavy box vs a truck with its tires at the cornors. Tire used in a trailer position have lots of side scrubbing issues/strong side winds can really heat up the downwind side tires/and sit with max loads 24/7.
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JIMNLIN
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12/05/09 08:48am |
Travel Trailers
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RE: tires
Available data from actual users speaks for its self on Carlisle ST tires. Some folks may get by with Carlisle on lite weight trailers. In many circumstances a good P rated 44 psi tire actually works better on a lite weight trailer.
I doubt Carlisle sells more ST tires than other brands now or ever. Even if they did data would show they have a very high failure rate as those NHTSA complaints or just complaints from this web/or other RV webs/or horsehaulers webs/or boat haulers webs/or any web that members have a trailer and haul their tractor or ATVs or PWCs or ...........etc. Most folks never report a trailer tire failure.
The Marathons along with BFG ST or Firestone ST or Delta ST and a couple of others that faded from history long time ago, were the rage 20-30 years ago. Carlisle made small 8" and 10" tires which were used on many boat trailers and small pop ups and lots of wheelbarrow tires. Carlisle ST became popular with the cheap utlity and the RV industry when most ST makers got out of the ST business and Goodyear moved their ST tire manufacturing overseas according to a couple of area implement/utility trailer manufactures. They both dropped Carlisle ST tires even on their cheap utility trailers.
Allexperts.com has lots of good advise/information on ST tires from tire engineers/tire experts that has been posted before. Yeah, I know it won't be logical data to a couple of posters as to them ST tire failure can only be the result of speeding/overloading/curbing/etc.
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JIMNLIN
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12/05/09 08:26am |
Fifth-Wheels
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RE: Diesel 3/4 ton comparisons
(snip)
.....our 5th wheel is small so I'm more interested in fuel economy, durability. I want ext. cab, short box and 4-wheel drive but low step-up height. I'm favoring Duramax, 1st, Dodge 2nd and Ford 3rd choice but not sure I have real good reasons for that order. Comments?
'02 to '05. Your passing up the best of the best. The 3rd gen '03/04 Dodge/Cummins 305/555 HO with the NV5600 6 speed manual can't be beat on the better mpgs.
My '03 in sig has 165000+ miles. I replaced the lift pump at 145k miles. Injector #6 was replaced at 3400 miles under warranty. Thats been all thats ever been doen to the Cummins. Oh yeah, I did the valve adjustment required at 150000 miles. No adjustment was necessary as the were still in the middle of the nominal tolarance. The Dodge part has had nothing done to it.
The big problem for some folks is a 4x4 Dodge is 4" taller than the 2wd version.
The DMAX of the years your looking at are getting some good mpgs according to folks that live out here. A 2500 DMAX or the Cummins will get in the low 20s. A 4x4 knocks off a couple mpg because of the weight.
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JIMNLIN
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12/04/09 01:11pm |
Tow Vehicles
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RE: Tire inflation by weight
D load range tire on a 4000-5000 lb trailer is serious overkill. Finding the best psi to run them for best performance/cooler running will without exceeding the wheels psi rating may take some dialing in.
The 32 psi recommendation on the trailer means more than likely it came with P tires which many small trailer do. Its recommended trailer tires run max sidewall pressures for several reasons.
A D tire is rated 65 psi and I doubt the trailer wheels are rated that high. Look for a pressure rating on the wheel. Wheels need to match the tires max psi numbers for best tire performance.
I would run 50-55 psi in them BUT watch the tire for heating as a D tire is a heavy tire and can carry more heat than max psi at highway speeds. I use the old chalk line method on my cars/trucks/trailers for best PSI. Simply make a chalk line across the tread in several places and drive forward till a wear pattern shows on the chalk line. Make adjustments from there.
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JIMNLIN
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12/04/09 06:59am |
Travel Trailers
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RE: Can I tow it Please respond
I pull 8500-8700 lb trailer with the wifes '06 chevy 1500 5.3 crew cab Z71 3.73 axles. No it won't stay close to the Dodge/Cummins in sig pulling the same trailer but why should it. Its just a smallblock. I never use OD and it pulls about as expected on the flats or in the hills.
My first pull to the Rockies was with a '79 195 hp 350 chevy truck pulling a new 9200 gvwr '84 5er. It was slowed down in the hills/mountains but still wasn't as slow as a semi going up or down.
Our '06 5.3 engine has 295 hp. Lot more hp than the '60s/'70s and early '80s 2500/3500 trucks we had back then pulling heavier RVs.
You will be under the trucks rating so go for it but don't expect to keep up with the big blocks or the diesels.
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JIMNLIN
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12/03/09 07:55pm |
Travel Trailers
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RE: Convert 5th wheel in flat bed utility trailer?
The trailers sidewall/both ends are fastend to the main frame outriggers either by direct bolts or a fish plate type design.
Crawl under a 26' utility/implemnt trailer and notice how many more cross members and outriggers/size of main frame beams these type trailers have compared to a RV trailer. Also drop by a RV manufacture that has a visitors tour and see how flimsey the main frame is before the sides/ends/roof are added on a RV for unit ridigity compared to a utility type trailer.
Agree with Charlie on beefing the frame before it will make a utility trailer.
Do some looking first
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JIMNLIN
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12/03/09 07:20pm |
Fifth-Wheels
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RE: exhaust brake necessary?
I have a '03 2500 Dodge/Cummins with the NV5600 and it needs a exhaust brake. This combo is simular to using neutral comming down a hill. I had the Jacobs EB installed as part of the deal when the truck was purchased. This truck has 165k miles and still has the orig brake pads. I'm looking for 200k before needing a brake job.
I had a exhaust brake on a '00 Dodge/Cummins with the 47RE auto tranny. Zero issues when I traded for the '03 in sig.
Exhaust brakes should come with the proper electronics to interface with the PCM for locking or unlocking the TC clutch. Work with the EB maker on all the needs for your particular truck.
Grade braking hp for a brand X auto tranny is approx 115-125 hp vs 180 hp for braking with a exhaust brake. As JC says the OP has a Dodge/Cummins.
The 6.7 Cummins has 230 hp for braking that is performed by the Holset varible geometry turbo with its sliding nozzel.
Auto tranny or manual get the EB.
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JIMNLIN
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12/03/09 06:29am |
Tow Vehicles
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RE: Rear Lockers instead of 4WD
Beware the Trac Rite that is in our 3rd gen Dodges ('03 and up). Their a big tough helical geared unit for laying down two long black marks on dry pavement. BUT, if your sitting at a stop sign with one wheel on ice and the other wheel on dry pavement your stuck. If your lucky and can get the truck to roll forward a bit both tires hook up and go. The owners manual suggest that the emergency brake be lightly applied to get the unit to send power to both wheels. It works..... sometimes.
The Trac Lok that was used on the 1st and 2nd gen Dodge were a clutch pack design and worked great for any condition.
I've owned more GM trucks than Dodge trucks. I always made sure they had the G80 option which are quiet/well mannered/tough at any speed.
My 4x4 and 2wd trucks have alway had the factory locking diffs. Great option
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JIMNLIN
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12/02/09 07:27pm |
Tow Vehicles
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RE: Inexperience, 4WD, driving + icy roads
my buddy has a big roll back on a International truck. He is on call 24/7 with the state/counties on call rotation in this area working wrecks. He says of the single vehicle accidents that lost control on icy roads and wind up farther out in someones field from the road are 4x4 trucks and 4x4 SUVs. He likes them.
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JIMNLIN
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12/02/09 06:57pm |
Tow Vehicles
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RE: Best Hitch fifth wheel
(snip)
A more popular example is the style that has a clamshell device to hold the pin. Towing loads on the clamshell device constantly push against the device trying to open it. The best designs are inherently fail-safe and this isn't one of them.
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The clam shell as you call it is simular two the two piece Reese 16k which is very popular. However the design of the jaws is such that the harder the truck is pulling against the jaws the tighter the jaws are forced together due to its cam over design simular to semi truck designs (SAF-Holland/etc).
I would say that most 20k hitch brands the OP is asking about are comparable in performance.
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JIMNLIN
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12/02/09 06:29pm |
Fifth-Wheels
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RE: Trailer tires
There is nothing wrong with using P tires on a trailer. The biggest downside is air pressure. As was mentioned a P tire that is only rated to 32 psi max can actually roll off the rim on sharp turns under max or over max loads. The newer 44 psi P metric make a excellent upgrade from a ST tire on lighter tandam axle trailers.
Your 5000 lb trailer has four tires. Each tire carries 1250 lbs. Thats well under the 1900 lb tire capacity. If it was my choice I would use the P tires on that small trailer and keep them pumped to 32-35 psi.
I use P tires on a 12' 5500 GVWR tandam axle utility trailer. My main reason is I don't/will not use ST tires on any of my trailers.
The best upgrade if you need new trailer tires is a LT235/75-15 C load range. A few tire makers still carry that size.
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JIMNLIN
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12/02/09 12:57pm |
Towing
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RE: What do you haul in your 3/4 Ton?
The newer gen 2wd F250/2500 trucks have a 6000-6084 RAWR/tire capacity. Rear unladin weight form the GM weighs approx 2600 lbs. My Dodge rear unladin weight is 2800 lbs and Ford is probably about the same.
That leaves approx 3200 to 3400 lbs for a payload. Thats hauling max axle/tire loads.
The new 2010 2500 Dodge 2500 and 3500 and GM 3500 SRW has a 6500 RAWR so they have approx 3600-3700 lbs for its max axle payloads.
The Ford F350 SRW has a 7000 RAWR/tire capacities. Its a heavy truck and I haven't seen any unladin rear axle weights for it. It should be within a hundred lbs or so, of the F250 rear unladin weight. That will give you approx 3800-4000 lbs for its max axle payloads.
Many 2500 folks go with air bags/Supersprings/etc and higher rated tires with 3000+ loads. And some folks go with the 3500 SRW or DRW for 3000-3500 lb loads.
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JIMNLIN
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12/02/09 12:27pm |
Truck Campers
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RE: Does Michelin Make 17.5" Trailer Tire?
Question; ...........Does Michelin Make 17.5" Trailer Tire?
I don't think Michelin makes a trailer tire in the 17.5" or smaller tires. They do make 17.5" LT tires in a G and J load ranges that can be used on trailers. Check the Michelin truck tire web for your size requirements.
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JIMNLIN
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12/02/09 08:05am |
Fifth-Wheels
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RE: MAX TRAILER WEIGHT TO PULL WITH A DODGE 2500
(snip)
So what you are saying is, that a truck can legally haul more than its GVWR as long as its GAWR are not exceeded, correct?
And, the GAWR numbers are indeed a legal limit, correct? And if so, is this a Federal limit or state by state?
I was referring to the GVWR on the sticker having no legal ramifications in my earlier post. The GAWR are a different matter.
According to what was posted from CHIP, I'd say your correct.
In Oklahoma the door tag GVWR is used for registering a LTL size commercial truck for combined purposes. BUT if the operator meets certain fed or state tax guidelins a higher GVWR may be purchased for combined purposes. GVWR of the truck and GVWR of the trailer = GCW registration/plates/tags. Oklahoma also uses the door tag GAWRs for axle loads.
GVWR is popular with RV folks as its loading a truck to approx 80 percent of its rated axle capacities which is fine as its well under the trucks axle/tire cap numbers.
But to say the door tag GVWR isn't legal would be incorrect. As it can used on the commercial side in Oklahoma for a GCW registration.
NOW if OK DOT weighed me pulling my RV or my 32' implement trailer with my not for hire wheeled equipment or 75 bags of Portland cement for a home project on the trucks rear axles, the trucks GVWR is not used in computing weight on the truck or payload. They simpley place a pair of portables under the rear axles and then the front axle for not being over its FAWR and RAWR/tire capacities. GVWR has no roll in those circunstances.
My advise to the OP is stay under your 2500 truck GAWRs especially RAWR as it carries most if not all of the 5ers pin weight.
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JIMNLIN
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12/02/09 06:16am |
Tow Vehicles
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RE: GVCWR and a Freightliner FL60
A FL60 I saw had a 7000-8000 lb FAWR and a 16000 RAWR. Man thats serious overkill for just a 13k dry/16k GVWR trailer. Any of the 3500 DRW trucks with 8500 RAWR for the GM or 9000 RAWR for the PSD or 9750 RAWR for the new Dodge Mega Cab would be plenty of excess hauling capacity.
Some of the FL60 had 2 doors and some had 6 doors. That would make some difference in GVW.
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JIMNLIN
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12/01/09 09:38pm |
Tow Vehicles
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RE: MAX TRAILER WEIGHT TO PULL WITH A DODGE 2500
Door tags are a fed requirement for a reason. Makes it simple for weights enforcement for all the differnt vehicles on the road.
I've also been a owner and operator "legally" combined commercially at 26k to 32k+ with LTL trucks and equipment trailers. My first new interent audit was over 30 years ago.
Most Rvers have a problem of understanding how or even if GVWR is used and how GAWR come to play for carrying payloads, especialy a GN or 5th wheel that sets over the trucks rear axle.
Found this on a tractor (ag tractors) forum when a poster wanted to know what CHIP or CA DOT enforced for his 3500 DRW pulling his tractor on a GN trailer. The answer from CHIP was:
" 3. Q - Can I declare an operating weight higher than my vehicle's Gross Vehicle Weight Rating (GVWR)?
A- Yes, but only if you are declaring the weight of your vehicle in combination with a towed vehicle and its load (the Combined Gross Weight). NOTE: A declared Combined Gross Weight does not authorize a truck without another vehicle in tow to exceed the truck's authorized axle weight limits."
According to CA poster CHIP says the authorized axle weight limits comes from the door tag.
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JIMNLIN
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12/01/09 09:18pm |
Tow Vehicles
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RE: Anyone ever use a Flexpoint tractor hitch?
I have about 8-9 implements for the tractor and found that type product didn't work for me. Some cat I implemts have a 26" average spread and cat II has 28"-34" spread so it didn't work in my situation.
My neighbor bout one for his 70 hp JD tractor and bought a simular brand product. It works great with his mower and box blade.
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JIMNLIN
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12/01/09 12:09pm |
Towing
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RE: Protecting roof structure while on roof
just walk on it.
Our older flat roof RVs required watching where one steps. Later models (the last twenty years) have gone to trussed roof ribs which are much stronger and have a higher load roof ratings.
I weigh 220 and walk anywhere on the last two 5ers with truss ribs, I had. The first was a '84 old flat roof which required moving around closer to the side walls or where there were full interior partitions.
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JIMNLIN
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12/01/09 07:58am |
General RVing Issues
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RE: Changing a flat tire question
Yes, the flat would be off the ground but the tire on the ramp would be severely overloaded. Much better to carry a jack that can lift the affected axle the small amount needed to change the tire.
What type of suspension? Leaf spring or torsion bar? It won't work with a torsion bar suspension.
How the good tire going be any more overloaded? The flat tire isn't giving any support.
That being said I would still use a jack.
The flat tire is still supporting weight because of the equilizer bar on a multi axle trailer.
I've split a tires internal belt on a loaded equipment trailer using a block under the good tire. I heard the belt let go when mounting the spare. Expensive lesson.
Tires can take more load as that roll along but its not a constant load such as sitting on a block while changing a flat/doing repairs/etc.
Changing a flat tire on a standard leaf spring trailer is as simple, and safer, as jacking the axle from the U bolt or next to the U bolt and raising that end of the axle instead of the whole side of the trailer.
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JIMNLIN
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12/01/09 07:18am |
Travel Trailers
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RE: Best Hitch fifth wheel
Hello.
What would be the best 20k hitch to pull a 29-30fiver.
I have a Dodge 3500 4x4 long box.
Brent.
I see in your sig you have a Dodge 3500 DRW long bed truck which is capable for a 20k hitch. However any of the 15k-16k hitches out here will work with a 29'-30' 5er you mention.
Just a point, as harryWM mentioned, that a 20k hitch wasn't necessary for that size 5er.
Asking which is best will only get you what other folks own. Their is no best as they all work as advertized. I've owned three different brand of 5th wheel hitches. None were better/best than the others.
I would recommend any hitch brand you like with the 4 way pivot for ease of hooking/unhooking on unlevel surfaces.
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JIMNLIN
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12/01/09 06:32am |
Fifth-Wheels
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