I've been debating actually mounting my gen to the tongue (on the gen box that is already there), and routing a cable to plug in just for this reason.
Yes you can do it. Just be well aware of your cable routing and attaching to the trailer so that it does not drag.
My 2000 GM C2500 is a semi floater. Granted a C14 10.5" R&P. The BB got a full floater. I have 8 lugs, 10 ply tires, 8600 gvwr etc etc.
Never seen one... Learn something new every day. I thought all got the FF and only the LD2500 (or heavy half, the 6-lug was still the SF axle). I never have seen an 8 lug SF.
Usually bigger brakes, heavier springs, full floating rear axle possibly a few other minor details....
Those Chevy 3/4 trucks didn't have a full floating axle. Also add in heavier frame.
You must be thinking of the LD2500 6-lug... They had the 14B SF axle (I had a '97 K15 with the Semi Floater 14). But a true 8-lug 2500 series does have the full floater.
I would wait for the big block. I drove a late 90's 1-ton (crew/dually) with the 350 and it flat out sucked, and I ran a '97 K1500 to 244k before I sold it. Sorry, the L31 350 just doesn't have the torque. If you could find one that was 4.10 gears AND was a 5spd manual AND was an absolute cream puff, then I might go for it. The extra gear and ability to hold a gear will help a bunch.
I pulled my sig trailer (6000lbs empty) with my K15 350/60E/3.73 and it was less than satisfying. I was right at my 12k GCWR. I was continually watching my throttle application in an effort to keep the torque convertor locked in 3rd in an effort to keep the transmission temperature at an acceptable level. The 80E wont make a difference here. I actually added a lock-up switch to force the TC to lock just to control transmission temps, and that was with the factory aux cooler plus a cooler that I added. The engine still had a little power available, but trans tuning and capacity was sub-par.
A 5spd stick running in 3rd and 4th, and a Blackbear tune on the engine, and it could work, as long as you don't try to go cross country with it.
If you pass through the Salt Lake City area...
Travel your way down to Huntington or Castle Dale Utah. You are going to want to go to the Wedge Overlook (Google Maps: Rd 332 from Huntington, or Rd 401 from Castle Dale). Both roads are the same condition, with 401 being a tiny bit wider but both allowing 2 vehicles to pass each other. These are maintained dirt and you can get going a good clip across there.
After the Wedge Overlook, continue East to the Buckhorn Draw road (rd 332), and go south. This will take you past a few petroglyph walls, and continue on through a canyon till you cross the Green River (there is a bridge). Then continue on to the I-70 interstate where you can head east toward Moab. There is camping at the Wedge Overlook and in many pullouts along the Buckhorn Draw Rd. Many spots, just find one and pull in. We pitched a tent inside the cave on Buckhorn Draw last fall.
You can also continue on via dirt road (Temple Mtn Rd after you cross I-70) to the Goblin Valley State Park (also accessible via paved road from I-70). From here, you can choose to go south to Hanksville/Blanding then back north to Moab (longer route, but way way more scenic!!!), or go back to I-70 and go south in to Moab (shorter route). If you've got the time, go the long way!
Are you going to be passing through Missoula Montana? I did this route in my truck last fall (slept under the tonneau cover on my way to Canada).
Go south out of Missoula to Grantsdale, take the 38 East; the 38 is maintained dirt with a paved section at each end. Good views, some minor switchbacks, passes you by a waterfall right next to the road. You could get a 20-something foot trailer over that road no problem. Continue on to Anaconda then go south on the 569 (paved) on the East side of Anaconda and go to Wise River. At Wise River, go south on the Pioneer Mountains Scenic Byway (paved), and will take to past the Coolidge Mine (accessible via good dirt road, plenty of boondock camp opportunities, but the mine is a little bit of a walk from the parking area. You can ride dirtbike, 4 wheeler, SxS, or bicycle to the site though, just no Jeeps/trucks). Then continue on south and get on the I-15. This route keeps you in the mountains in the cooler temperatures for the summer months. I drove this September last year, and camped just south of the Coolidge Mine, was in the upper 40's in the morning if I remember correctly, and didn't sweat at all during the walk around the mine.
Just curious. Side lights would already be on after dark with headlights on. What benefit comes from turning the side lights on steady during the day time? Apparently I am missing something.
Think side/turn flood lights for illumination.
Be patient with me, it has been awhile since I've worked with SS relays. I remember the 'coil' having next to no load.
Would/could you parallel the coil with a resistor to pull down the voltage (bleed the capacitor) to de-energize the relay? If so, you could run a smaller cap and a higher ohm resistor, and adjust the resistor size to control the delay time until the light is shut off. Do you have any components now (a known capacitor size and a few resistors) to establish a baseline for what the SS relay load is?
The 88 ohm coil is confusing me; I looked at it as an 88 ohm load on the cap and my cap size was determined based on that...
At what voltage does the coil release the contact?
At 88 Ohms, 1 second discharge time, from 14.4V to 8V, you would need a 20000uF.
30000uF gets you 1.5 sec to 8V
I'm lazy, didn't remember the RC formula from college, looked it up online and said "nope", and found an online calculator.
Install a shorter tire (watch tire load ratings and actual trailer load).
Install longer shackles.
Are your springs over the rear axles? Weld on new perches and do a spring under (check for tire clearance and axle-to-frame issues).
Each have their benefits and drawbacks.
I have an '05 Cummins with the 48RE (Auto).
A friend of mine has an '07 LBZ.
Working on my Cummins is a whole lot easier than the Duramax (in general). GM using those stupid side-post batteries is a good example. Do you want to get access to the turbo? Are you sure you don't want to pull the cab instead (I know, approaching Ford there). I've had the head off of a 5.9L before. I wouldn't do it on any of the 'V's.
He got a compound turbo kit to install on his Duramax. I told him no, I'm not touching it.
I can't hate on it too much though. I did the glow plugs for him and was surprised on how easy they were to access. He has over 200k, and just dynoed 607/1263 in 5th on 35" with the stock turbo. Maybe we'll find the weak link after the compounds are installed and the fuel is increased.
My '97 K1500 truck was pre-wired. I'd assume the burb to be the same.
In the wire loom on the driver's frame rail, cut/dig back a few inches from the end (near the bumper), and locate the red and blue wires. If they are installed, that is where they will be.
The other end of those wires are in the loom underneath the brake booster. It will take a little digging to get to them, then pull them out. If I remember correctly, there isn't quite enough wire for the red to reach the aux stud (oh wait, the pre-96 doesn't have this, does it?).
Add an inline fuse or circuit breaker on the red wire and attach to the pos battery terminal, after the wire is made up on the plug.
Connect the blue wire to the output from the brake controller.
There is not a pre-wired harness and plug for the brake controller. You will need to source a 12V source, ground, and the brake pedal signal.
I had a '97 GMC K1500 truck (350/60E/3.73). Too much trailer weight. My TH in my sig is about 6k before toys, and can exceed 7k on occasion.
I brought my trailer home with the GMC. Then added a 2nd transmission cooler to deal with temperatures (which it helped), but would be put in a bind if I had a head wind.
If my truck was a 5spd man I probably would have kept it longer. The torque convertor unlocks as you apply more throttle, and that generates more heat. I added a lock-up switch to deal with that, but was still at (slightly above) my truck capacity at 12500 gross.
I got a screaming deal on my trailer as it was the last 2010 on the lot when it was new, and we got it knowing that the trailer was probably too big for the truck.
You are looking at a trailer even heavier than what I have. The burb will get it home, or move it in a pinch, but it will not do well as the primary tow vehicle.
I crossed into BC 3 times last year (twice on my motorcycle, and once in my truck not towing). Basic questions (where am I going and for how long). I had a work visa, and was never questioned about firearms and was never searched, and do have a CWP.
I did mine the same way as boogie cept I mounted the solenoid valve and pump on the inside of the bed adjacent to the tank. mine is permanent so I wanted the valve and pump to have the cleaner environment.
Works slick as snot since i have installed a fuel gauge for the aux also.
Heck yeah. I guess anybody who knocks the 'amount of work' involved to install this route (easily done in a Saturday) just doesn't get it :@ You're pulling one wire from the engine bay to the fuel filler area, and dealing with a few feet of fuel line.
I've flipped the switch countless times to transfer fuel on the fly. It doesn't limit you to requiring to stop if you don't need to, and you aren't stuck transferring fuel at a stop after a rest break when you could be pounding out some more miles. Maybe I don't need the rest breaks as often?
Earlier this year on a trip to Arkansas I saw a guy stopped near a fuel station who had to;
Pop his hood
Connect the pump power leads to the battery
Transfer fuel to the main tank
Roll everything back up
During this whole thing, the rest of his family had gone inside to grab snacks and do their thing, then after all of that he went inside for his turn. During this I was able to refill a 55g aux and stuff another 15+g in to the main tank.