Most all things designed/engineered are NOT for the good days when even a riding lawn mower "can do it"....but the worst day when Mr Murphy crosses your path
Either you have the right sized and/or setup correctly...or not....no time to go back to the store for bigger...better components or systems, etc
Too many think it only happens to the other guy...tell that to that other guy...
The design team tells you where the ratings lines are...along with fine print. That is their contract (warranty) to you, the buyer
Note that marketing and lawyers are part of the design team...
You know Roy the one point that keeps getting brought up is "emergency maneuver" or some other such safety term. I maintain the point I made a couple of pages back that most of us in an emergency are not going to be experienced enough to come out of it in a satisfactory manner. It's just the way it is.
And you're absolutely right, not disputing that at all.
So why do we do it? Because in a non-emergency situation, I can safely tow 25,000 lbs with an F150 in 4Lo. But not if I encounter an "emergency", especially at speed.
17's...19's...20's...were laughable on TV's back around 2007 when I
took these pictures...they are now standard OEM TV faire and driven by the
fashion statement crowd.
Cruising the local boulevard running errands when came across these
guys parked in a handicap spot. Is this a H1 or H2...I'm not into these
Stopped and asked and all they could do was exclaim how wonderful he
is able to afford the VERY expensive VR tires (P class)...asked about
lowering their ground clearance with that step and they looked at me
like I was crazy...they would NEVER take this off pavement
I saw a H2 Hummer with 24" low profile wheels towing a triple axle enclosed trailer along the Oregon coast over Labor Day. No idea how far he was towing or how heavy.
The Hummer owner could be the new poster person for the old saying, you can't fix stupid. Those drug dealer wheels and low profile tires have considerably less load carrying ratings than the stock wheels and tires. :E
If you have seen those thin spoke wheels that expose the rotor and caliper in almost full view, that was the style wheel. No WDH, just a bling hitch:
He did have air bags pumped up to keep it level.
Many times it boils down to what an OP *wants* to hear
Then they call advisors a derogatory: "The Weight Police", in order to put down
what they didn't want to hear
Many don't understand the difference between 'can do' vs 'should do'
The 'half ton' of today used to be the 3/4 or 1 ton of bygone eras. What has NOT
changed are their GVWR's
Betcha the percentages between 'half ton' vs the higher class TV's is something
like 80/20, or even higher
So the OEM demographicers are smack on target with their marketing of 'half ton'
as the main pickup/SUV offerings
Ditto the OEM marketing numbers to the public. They know that most all will NOT
read the fine print, and if do, won't understand the ramifications...so they
will normally take the MTWR as an absolute....we read that here most all the time
Rare, but it can happen....depends on lots of conditions
Worked as a tire monkey through college
Owner wouldn't let me work on split rim...too dangerous and his shop did have guy go to the hospital from a split rim letting go
I was in the show room showing a customer another set of tires after finding out his truck required LT's and the sales Guy sold him P's
One of the other guys was working on another customers about five bays away...setting a bead had that P class tire blow up...the front bay window almost blew out...the guy on the tire stand was knocked out...
Weights vs ratings is your responsibility, not the 'weight police'
Tire PSI gauge and an IR heat gun. Check *ALL* the tires at each stop and just
before taking off
This includes the spare(s)
As noted, and just a reminder since you say you've experience in
Manual hand pump...I carry a 12VDC pump with a loooooooooong hose to reach everything
Engine oil...enough for one complete change (I carry 10 quarts)....do change
that unless you've just done that
Ditto diff & tranny...flush it if you haven't recently
Ditto power steering/brake pump fluid
Coolant, pre-mixed. I carry 2 gallons
Check/change the serpentine belt
Oh heck, check out this thread on what is in your toolbox...
What's in your toolbox
But you can load that airplane within it's maximum specs (takeoff weight) and safely get it in the air and flying.
If conditions are correct. I wouldn't want to try it say at Tenzing-Hillary Airport/LUA
There's always those pesky asterisks and fine print at the bottom...
But the pilot (driver) does take note of the weights...knowing that
the plane may fall out of the sky if over loaded...especially in adverse
I've been on puddle jumpers for business to remote towns (acquiring
IP and/or the company) where the pilot would get up while the engines
were warming up...he's move folks around 'that fat' guy...without saying
doing so due to 'that fat guy'...leveling the load (left to right and
front to back)
Been skiing since the mid 60's...mainly Tahoe area. Some times S Cal and Boise.
Ranges from powder, ice, slush, mixture of them all (that is the worst) and all
had sections of pavement sprinkled in between them
Have used regular links, re-enforced (bar to V-Bar), cables, cables with hardened
tubes, plastic straps (worst of them all for a truck)
From my 2 seater (Datsun 240Z), to sedan, to station wagon, to 4x4 SUV, to 2WD
pickup, to my 4x4 Suburban
My setup is a 5 gallon plastic bucket (before they were around, a 5 gallon
steel paint bucket) that has the chains, repair kit, gloves, roll of plastic
runner to kneel/lay on, baggie of tie-wraps & wire, misc stuff. The bucket has
a plastic lid that I sit on.
No longer use rubber bands (tossed them around 1969) and use truckers steel
springs. With my own mod's reducing the chain connection. So they are under more
tension than normally designed for. For the cars use steel springs of smaller
dia and also reduce the connective chain to increase their tension.
This keeps the road salt and snow/ice/etc from melting into the vehicle floor.
Cleanup back home is to dump the whole thing on the driveway and hose them off
Hang everything on hook in the patio to dry...after spraying them down with WD40
At one time, had around 5-6 buckets for the various vehicles I took up there.
Now down to one bucket for the Suburban
This AutoSock would not last in my usage. As the sections of pavement between
the snow/ice/etc sections would destroy it, IMHO.
Also understand, I think, how it works and in slush/ice it would not work for me
PS...whatever you folks use, do NOT let them spin. Have seen FWD guys
having fun spinning them at the chain stations...then BANG...when they
dig down to pavement.
At that instant when the chains contact pavement (good traction),
something breaks. Usually the axle...
Manual, pencil PSI gauge has been working well for me since about 1962...when I
started taking care of the family cars...think I still have that one somewhere...
This is only good for me between stops on a trip, as I manually check them at
most stops. 'Most', as I now have an IR heat gun, which I take out and check at
If I should pick up a nail/etc between stops...this would have a chance of telling me
How much are these TPS setups?
Play the lotto, you have a better chance of hitting than seeing a C-clip axle break under normal use
A VERY good analogy !!!! :B :B :B :B :B :B
You are so right...there are folks who do win the Lottery.... :C
It's about the same chances is my guess...so agree with your analogy :C
In 30 years as a Ford tech I've never seen a C clip axle break in normal use, drag racing, yes. Most who drag race use C clip eliminators.
Just because you haven't does it mean it doesn't happen...
Opposite, is if I say since I've seen several since I started driving
in 1963, does it mean everyone will have it happen...
Mud hen vehicles NOT boulevard dragging. None that I've seen were
towing either. Most were 'cars' and one a pickup
Just take your position and the links...if that kind of usage is known
to break them...how close to that kind of loading is on semi's towing
Another analogy is folks saying it does well and lives in racing...therefore
should hold up towing heavy...
Do take that track vehicle and then hook up several tons to it's tail
and then see how long it will last tugging that out on the street
Bruce....yes, interesting and love this stuff too
NOx is going to be managed with bigger CATs and there are new sensors
that will come along with that evolution
Particulate, for now, looks like diesel like exhaust filters and the
onerous cleaning/purging cycle(s), but the latest in this embryonic
technology looks like the shape of the piston top.
It is looking more and more like a bowl than a flat top. DEEP bow with
a flatter head CC area. Controversy over flat or protruding into the
piston bowl cavity or ???
The torque curves looks much like a big block gasser and diesel
Top RPM won't reach small block gassers at this point, but who knows
what these kids in their labs will come up with
No throttle...just like diesel. Forced fed is amazingly doable.
Back on this topic's IP...direct injection of gasoline...
Now that the injectors are 'FAST ENOUGH', multiple squirts of varying
duration (control the burn from very rich...to extremely lean)
Much work is being done with the nozzles. Ruby is the leading material
BUT...with pressures above the diesel common rail...Bosch CP4 pump
issues are going to come up...but they are now aware of the stupidity
in design from those Bosch engineering teams...a better pump will
come and betcha a CP4 for diesel will morph from this work
So similar to the GDICI work and are now married. We will see it in
the next gen DI gassers...ruby orifices...IMHO
Finally, pre-chambers are also coming from GDICI into current DI
to most likely become next gen DI
Yes, fun stuff...
Yes, on the newer rear axles with disc brakes...the disc will then
be held in place by the caliper...which it is *NOT* designed to do.
Nor would it be convenient to experience during a trip...
This is where ALL of those forces from the inside radius pavement/tire/wheel/axle
Think about this during a high speed turn...all that is keeping the
inside radius tire/wheel on is the C-Clip
Think about how much area is in contact to hold all that force from
cornering...all that force is on the grove to C-Clip in these pic's
That is about 1/16" or maybe 1/8" on the C-Clip. Not full circle either,
as the C-Clip has an open area to allow it to slide onto the axle
Lucky that it does NOT have differential RPMs between those mating
Just the traction pulling the tire/wheel...therefore the axle against
How much force do you think there is?
Rhetorical, know the answer...why did they 'need' to tack weld the C-Clip?
Because it is a weak link of any Semi that has a C-Clip design
Hot Rodding around back in my teens...was sitting in the back seat cruising the
local boulevard....dragging from stop light to stop light...
GTO was buddies who I helped build...
Beating up other buddies rides that I also helped build...
My ride was the family's second station wagon...a pink 1954 Ford...not
'my' car, but the families and dad won't let me hop it up...you guys
should understand trying to get a date with my pink Ford vs the other
guys and their Mustangs (no Camaro's yet), GTO's and Vettes...so rode
with them most of the time...
Noticed a wheel poking out on my side (passengers) and it had a rod connected to
it...that seems to be part of the GTO I was in...
Lucky, as the other guys honked and pulled over...
Busted C-Clip and very common among rodders. I've changed out many in my teens
and they were mangled and/or worn thin so that they either busted or mangled
enough to come out without taking out the axle keeper rod
Side loading that tapered bearings solve. Have to understand by Timken invented
tapered roller bearings...thrust loads that a straight roller bearing does not
Just this year...have come across two vehicles (cars) on the side of the road
with their wheel/axle out about 3 feet. Freeway exit ramps, so no time to take
my cell phone out for a pic...other was on the side of the freeway so
again no time to take out the cell...
Didn't know there are tapered bearings for a semi floater, but now
that I've seen it myself know the why a C-Clip won't work there
Tapered bearings require a pre-load. Lots of pre-load that would
wear out a C-Clip in a hurry. That is the main failure mechanism of
C-Clips...wearing out to allow it to move out of the captive counter
sink in the carrier
So for a tapered bearing semi-floater, it has to be much more solid
tan a C-Clip
With the higher pre-load...make sure to flush your diff fluid on
schedule. Use the severe duty schedule when towing heavy
So many consume their OEM's design margins and never understand...because today
many/most do NOT keep their vehicles long enough to suffer the consequences of
their actions...consuming the OEM's designed in margins
Why then do most understand buying used has the risk of getting one from someone
who either consumed most to all of the design margins and/or did not maintain
Or that many don't consider braking a performance item... :? :S
It all boils down to just a few things and the stuff most folks talk
about are not them..except for buddy
#1 is PSI on the piston tops times the area of that piston top
#2 is the amount of energy in the fuel
#3 are all of the characteristics of the laws of physics that play
with #1 & #2
Boy Racers & gear heads have known that since the advent of a hot rodding
The small displacement EcoBoost is forced fed enough air to fill a NA
big block, so it behaves similar to a big block. That is #3 stuff, as
are most of the stuff below
Getting the fuel/air mixture to burn (not explode like most think)
has rapidly expanding gases inside a container...AKA the cylinder/
The hotter you can get it, the more expansion potential there will be.
Meaning more PSI 'potential'
Ignite it before TDC and now you have it expanding in a reducing
volume container. That further increases PSI. This is where one of the
biggest ills comes into play...pre-ignition, or ping, or detonation
That PSI's affect is factored by the piston top area, the crank offset
Must add right now, that the piston/rod/crank offset are traveling
at about the speed of sound (IIRC 752 MPH at sea level and normalized
humidity and temp). That, that mass is REVERSED in an instant to
accelerate back to approx the speed of sound. Repeated XX to
over XXX times a second. This is part of what is known as pumping losses
There is a HUGE friction potential and the why of using the best engine
oil you can....plus how it is broken in (the hills and valleys of the
cylinder wall for oil filming)
Ford chose small displacement for MPG and power via forced feeding.
This is what ib516 means managed by the right foot...the ECU's sensors,
sense rate of change, ultimate stroke, etc
GM chose large displacement for power and variable displacement for MPG.
The ECU manages the variable displacement based on feedback from the
other computers on board...all keyed or taking their master input from
the right foot.
Now to 8iron's....yes all ICE's work the same and the modifiers (variables)
makes the difference
On this, know that ICE's most efficient architecture is a 2 cycle diesel
At about 40% efficiency. The rest of the energy is lost in pumping
losses and rejected HEAT
The high MPG of hybrids are due to two things. Two sources of power,
the liquid fuel (gasoline or diesel....toss in propane and the other
forms of liquefied gaseous fuel) and the battery...which has a higher
power density than either gasoline or diesel
False MPG, as the day of reckoning is the day you have to replace the
worn out Li-Ion battery. Tens of thousands of bucks at todays current
The same can be said for 100% electric too. Plus using the grid
to recharge skirts the various road taxes...for now
This thread is about the Ford architecture. I'm not a fan of small
displacement ICE's for towing. Especially heavy.
Prefer a larger displacement ICE (why I have a big block GMT400) for
towing heavy. My 2 seater is 2.4L OEM and have a 'built' ICE on
the engine stand. Hogged out block, stroked via diesel crank and
a worked head to be about 3.1L inline 6. The 2 seater before this one
had a 1.8L inline 4. So I also understand small displacement.
Plus I'm a GM fan, but an NOT blindly loyal
The next gen ICE after the above Ford and GM offerings will be GDICI,
which will have even better efficienies