One thing that the larger MDT's have vs LDT's and the smaller MDT;s, is better gearing in transmissions, along with 2 spd rear ends. These will allow one at times NOT to need 4wd to move a load backwards or forwards up hills.
MY Navistar for example, has the ability to move 30K up a 30% grade. My old dually dmax it was 20K up a 24% grade. UNLESS I was in 4 lo. This is with a 175/335 non turbo 7.3 vs a 320/660 turbo 6.6L. Gears can make a difference in little trucks too. My old 96 6.5td with a manual 5 sp, 4.10 gears and a NV4500 manual, could do 30% grade at 20K lbs. Better than the dmax! BUT, the dmax due to 300+hp, could out pull both trucks on a typical 3-4% freeway grade speed wise.
Another thing MDT's offer if you do a lot of slower steeper grade towing and moving, is 2 speed rear ends. You can have a 3.73 road drive gears, and 4.10 or 4.33 gears for low speed/steep grade maneuvering.
Since we are talking low speed maneuvering...yes, mdt's are generally speaking, setup better! or at least have the ability to do so.
As far as DW vs SW traction.....SW's do better than duals. This included in semi's super singles vs two dual tires with the same width contact patch. so a single 20" wide tire vs two 10" tires of the same/similar tread designs.
Also as noted, if you get a mdt, make sure it has a locker of some sort. I have a detroit no spin/locker. An air on/off style would be nicer, but I have hydraulic brakes. An air locker is not in my cards. The locker helps in low traction situations. As they have in my LDT trucks trucks too. I've got places in RWD with a locker that took 4wd with an open rear diff. With this in mind too....sometimes one does need a front driving axle to get thru a low traction situation....lockers alone do not help..this is a pretty small % of time.
My 02 on the subject.
Gm's NV4500 used around 20-25HP, the 4l80E used 30-35, the allison uses close to 50 hp or that amount of HP is lost going thru those transmissions.
Hence why in some cases, the rig with the least HP is faster than the one with more.
Tires also take up HP. A same otherwise but one a dually vs a SW rig will use more HP due to being heavier.
A comparison in a bicycle, if you can lose 1-2oz of weight in a moving part, that is the same as losing 2 lbs in a non moving part from a how much human power it needs to move the bike.
It can be figured out. 15% loss is general amount for a single axel drive rig, go to a tandem in a big truck, loss is closer to 20-25%.
BEST power per say for your motor is where the torque and hp curves cross in Bens Diagrams. ABout 2500-2800 as noted. "IF" this were me, I would shoot for this rpm in 5th, and then in the 3000-4000 rpm range in 4th direct.
As far as which gearing is better......neither, or as it is sometimes called, "IT DEPENDS" My navistar is a direct drive trans, I have to use direct as some use OD. I also need a much lower first gear to get me going vs if using an OD trans. One time I compared a 3.42 geared rig with a 4sp direct drive manual, and a 4.10 geared 5 sp manual. Generally speaking, both had the same overall low, same overall high ratio rpm at 60. As in old days, "gear it fast, run it slow" ie a 3.08 gear ratio in direct, or "gear it slow, run it fast" ie a 4.10 gear rig with a .75 OD is doing the same rpm at 60, 65 etc.
Chose poison. At the end of the day, the best ratio is based on tire diam, speeds you drive, and rpm that is best for YOUR engine at those speeds. This is what the gear ratio should be for, not a bogus "engine/gear ratio" tow rating.
I have tpms on my sprinter van for work.......I've had a blow out!
As I noted earlier, I'll take a single super wide over duals any day of the week. Only advantage to duals as drivers brain! Otherwise, traction, braking, mpg's etc, is better with a single!
DO NOT worry about the E-10ply or D-8ply rating. LOOK AT how much the actual tire can carry. A 265-75-16 in an 8 ply, has a 3000 lbs load rating. All of 40 lbs less than a 245-75 or 235-85-16 tire in a 10 ply. BUT, from experience, when all three tires are loaded to 3000 lbs per tire, I'll take the 265's over the 245 or 235 tires! My experience with tires thank you very much!
I seem to recall RV season was best from Dec 1 until about ap15 or so here in the NW, using RV as a ski hut at the different ski area's.....Does this mean one uses them from mid April until the latter part of November?!?!?!?! oh wow!
The wind for today, so far has been a fluster buster! Not what I thought it might be..........
I'll take a SW with the same tire loading specs as duals any day of the week! IE if duals total 5K per side, a single 5K capacity single would be prefered. If I had a semi, I'll take one of the 10,500 capacity super singles per side.
Yes I've had blow outs on singles, duals etc. ALL of them require you to go to the side per say to fix the issue. OR, as noted, you will be overloaded on the other tire for some period of time. Miles could be an issue, mile or two or three, not as much. You WILL want to slow down none the less.
No towing a trailblazer behind a Type A Motor home. THey are the pusher part.....
I guess I better give a serious answer!?!???
Not a tow vehicle question, but a dinghy towing question.
Yes, trail blazers should be/ are towable.
I tend to load er up and go. If the truck acts overloaded I take it easy. In Alberta we are supposed to be mindful of our tire ratings.....axle ratings are enforced on big trucks next but disrespecting a vehicles payload, which is derived from the GVWR doesn't have much consequence as far as I know.
4x4ord - yer correct - an AB scale officer confirmed my SRW 3500 on 265mm tires would be legal at 265 x 10kg/mm of x 2 tires = 5300kg per axle OR the maximum load rating/psi of the tires whichever is less. In addition it is an offence to operate a vehicle that is "unsafely loaded." DOT has discretion to weigh any vehicle that appears to be unsafely loaded.
Would this truck be considered "unsafely loaded" as it cruised by a DOT patrol 10 mins before this happened?
That load is about on par with here in the states. 500 lbs per inch width of tire, 265mm is about 10.5" or 5250 per tire, 10,500 per axel. THAT is the legal load I get here in Wa st, as long as I have a paid for license that is at or over this amount. If under this amount, I get the paid for amount.
My C2500 has a paid for plate of 8000 lbs, I do not get to drive legally at 8600 as my door sticker max gvwr per GM states. My old dually had an 11400 door sticker, I have a 14K paid for plate, I was legal to 14K lbs gvwr on the axels. I was good to the 10K ont he front, and 20K on the rear due to tire widths etc. My C2500 is good to 4750 per tire with 245 rubber.
My Navistar is also good to the same weights per DOT ont eh tires as the 3500, as they ea have the same max per axel. Over 30K lbs. I only have a paid for license to 26K, but manufactures rating is 18200. Been pulled over at 27K, did not get a ticket. as I was under the max load per tire widths! All of you will be the same. I was given a 10 day up the registered license to 28K lbs.....I did have to pay for the lack of paid for license. All of maybe $20!
THis video is actually on a boating site. THERE< the axles are granted WAY to the end of the trailer with fishing, water ski boats etc. The point is, once you add a heavy motor or two or three/four as I have seen on some power boats with outboards, even with the axels set back, you can get the trailer to sway. Yes some trailers like tilt bed trailers where the axels are set close to the middle are harder to balance. but they still can be.
Bed mounted hitches or bumper style hitches, ALL can sway if improperly loaded, axels are V'd, too much weight to one side or the other will cause sway. Yes a hensly hitch can stop it, BUT< one still has a trailer with the perpendicy to want to sway. If said Hensley hitch breaks, loses a bar, your screwed! Best to be able to tow your trailer at speeds of 70 with out bars if you have a bumper style hitch setup, THEN ADD the sway/WD bars for a safer towing trip.
Three 05 duallies, one had a 4300 lbs payload, another 4100, another yet, 3500 lbs! The one with 4300 lbs, was a rwd diesel, the 4100 lbs one was mine, an LS 4wd, The 3500 lbs one, was a leather full optioned 4x4. ALL were white, crew cab duallies........OPTIONS make up a BIG factor as to how much payload you will have vs the brochure number. UNLESS you have a three option rig like my 2000 C2500, you will not have anywhere near the brochure wt. My C2500 weighs in at 4800 lbs, only chargable options are the auto trans, trailer hitch etc, and trim rings. My trailer rating is at the 8500 brochure amount with one 150 lb driver, The payload is 100 lbs less than brochure due to auto, trailer hitch pkd and trim rings....
My 05 with the diesel/auto, LS pkg was closer to 1200 lbs LESS than the brochure wt payload vs a stripped gas rig!
This is a terrible demo if weight distribution is what they are trying to show. When the weight is moved to the extreme back it not only unloads the weight from the 'hitch' it also creates at large moment of inertia. This will exaggerate the swings more than any realistic trailer scenario would. The weight should gave been moved to somewhere nearer the wheels to be realistic.
The video is showing HOW a trailer that is loaded properly vs improperly will behave. Hence why the washer was shown forward initially, then to the back later. Have a trailer with too little or no hitch wt, it will sway just as the model showed! Correct amount of wt forward, trailer will correct itself is "wind" hits it from the side.
Been there did that done that a few times with improperly loaded trailers vs properly loaded.
The original poster is "BOAT" oriented. BUT, with this in mind.......I do feel it shows the how weight distribution can be a BIG factor in how bad a rig will sway. It also may be, that they made the trailer like they did to show this variable in a better way, than with a typical boat trailer where the axel is set back farther.
If I were THAT worried about filtering. I would probably find a Racor and put it inline with the factory one. Those of us with boats do this a lot. Have a Racor first in line that is 20-30 microns, then the one on the motor have it be a 2 micron to catch what the first one does not.
Using ONLY a 2 micron would clog the system more than one would want generally speaking, UNLESS, you used a BIGGER than normal for the fuel GPH useage. IE a 60 GPH filter when you used at best 1-5 GPH vs the typical spec of a 15-20 GPH filter.
Your mileage as all thing will vary on this topic too. I would agree with turtle tho, the first injectors on the Dmax's were not up to spec for what they should have been. Filtering is not the issue.
Coopers, I have yet to have an issue with them. Too many close to half the M brand tires have blown up on me.
I've had good wear/service from the Michelin LTX At2s
Ran Cooper tires for years on my Broncos back in the 1980s.
So I am going to give those Cooper Discoverer tires a go next set of tires.
Just not sure WHICH Discoverer ??
One thing I like about Cooper, is they have many different tread types to fit the driving you do. Michelin is 2 maybe three tread types. They IMHO are usually on the less aggressive side of things for what they are. IE what Michelin calls an AT, most other brands call it an all season or hwy tread. Not saying the Michelin will not work in AT conditions, ie snow, rain or some dirt/mud.....
I do like the XDE M+S on the rear of my dump truck tho. Excellent traction in most any condition I get that rig into. Along with one of the few LR H? tires in a 225-70-19.5. Most are LR G with 500 lbs per tire less load capacity.
Not sure how many do facebook, but found this earlier today. Definitely shows what too much wt on the rear will do. Also a little hard to use sway control on the vehicle in setup! :R
I'm sure the other two diesels would do the same.....but still, an interesting record.
Never worried about how fast I was up a freeway grade. Always got to the top of them.....
It was them local 20+% grades the effed me over. First with an 89 R3500, one of the one ton duallys with 4.10s BB auto...... an 81 C2500 with a 292 I6 and muncie 4 sp went up the 20% grade at 12K lbs total. R3500 sat at the bottom of the hill and blew up a TH400. First of 3 in 100K miles.....
Even my 96 6.5td could out pull my 05 Dmax dually on a steep grade by 5+%. Dmax stalled out at 20K in the low 20+ range, 6.5 did 30% at 20K. manual behind the 6.5 along with 4.10s, auto and 3.73s behind the Dmax.
Double the HP and Torque in both applications did not over power low gears in axel along with double the low gear in the trans. Even my IDI 7.3 in my Navistar can out do all the above due to a 10.08 first gear, 4.33's in the pumpkin! 30K up a 30% grade!
But, The dmax and 454 were first up the freeway grades! yep, but never made it to the job site or campground, because they stalled out before getting their! Does not do much good if you can not make the last 1.4 mile to where you are going is too steep! MY 02 on the HP torque wars.....How about some better geared rigs in both the trans and RE's!