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 > Your search for posts made by 'BenK' found 506 matches.

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RE: Gm Trucks

Will add 'Frame Beaming' to the automotive marketing verbiage...AKA harmonic All things...or most all things has a natural harmonic (first, secondary, tertiary, etc) When other components/systems secondary/tertiary/etc sync with anothers first harmonic frequency...things amplify and think that is what is happening Then the dampening fixes and note that the stiffer a thing is, generally, the higher its natural harmonic normally will be...so putting in something of a lower harmonic most times nulls...like softer body doughnuts, etc Frame Beaming...guess that is much niftier and comforting than harmonic...
BenK 08/24/16 11:08am Tow Vehicles
RE: Ram integrated brake control

This is called hysteresis, or the rate the voltage will build (ramp up) and drop off (fall ramp). It takes voltage to build a magnetic field (flux field) and the higher the impedance the longer it will take building up and fall off Since poor trailer wiring will NOT deliver all the available voltage...it will take more time Since the brake magnets are highly inductive by nature, it will take even longer to build the magnetic field (flux field). Ditto when the PWM cycles off/on and will become the average factored by that hysteresis of building/collapsing flux fields Again, it depends on what kind of PWM. The really good ones ($$$) can modulate the frequency along with amplitude. Lesser are set frequency and only modulate amplitude and these can NOT deliver full voltage just by the nature of the set frequency and the max available voltage This is also where some confuse the PWM frequency with ABS...they are different
BenK 08/23/16 10:35am Tow Vehicles
RE: Strange tire wear

Looks like cupping to me and have experienced both feathering and cupping on my trucks. Mostly AT/Mud/etc tread. Highway tread does not have this happen often Feathering is from mis-alignment and/or hard driving. Where the tread squirms to scrub off the leading edge...leaving behind the trailing edge Cupping has the leading edge with a tail and cuts down the trailing edge Suggest first getting an alignment and note that there are differences for the type of tire. Second rotate your tires and a criss cross pattern best for managing cupping. I rotate mine every 5K-7K miles, including the spare Third get higher rated ($$$) shocks. Any of the HD ($$$) or higher This shows both in one image http://brownsalignment.com/wp-content/uploads/2013/12/tire-feathering-Cupping.jpg width=640 This is extreme cupping...left un-rotated for a long time http://pop.h-cdn.co/assets/cm/15/05/54cae5ffa75c4_-_tire-wear-03-0312-de.jpg width=640 This is how/why it cups http://www.southbayriders.com/forums/attachments/149091/ width=640 Cupping http://themustangsource.com/wp-content/uploads/2014/10/heelandtoewear1.jpg width=640
BenK 08/23/16 10:26am Tow Vehicles
RE: Gm Trucks

Have you driven on pavement with it in 4x4 mode ? Was it a two peice drive shaft and now converted to a single drive shaft? There is a weakness in the transfer case...there was a TSB, IIRC...and an aftermarket kit to fix that, but only know for sure on older models Hope you figure it out
BenK 08/22/16 06:21pm Tow Vehicles
RE: Towing with a company truck?

What Turtle said...and insurance might not cover any accident...your personal and/or the company's insurance...
BenK 08/22/16 04:08pm Tow Vehicles
RE: Ram integrated brake control

Turtle...you've got me...again :S...and is exactly what am talking about... As an engineering manager, red lined superfluous stuff all the time back that day...but as a designer on this topic...of course went to the 'best' thought of the moment... :B So, yes two will suffice...and the other computers highly integrated will include the MPH, ICE Rev's, etc...via their look up tables...and the tire size (rev's per mile) must be either OEM or reflashed to another rev's per mile on it's look up tables... Back on topic...the comments of 'that is the way of trailers...many/most can NOT skid their brakes' and I say bologna...try saying that about any TV or car...some just can NOT skid or go into ABS with their stock brakes...BOLOGNA Trailer OEM's have such a rich history of "El Cheapo" in just about every aspect of their products. Am sure there are a small number of OWM's who do provide high quality (not just in materials, but design and production)... Continue to say any trailer should be able to skid their tires when the lanyard and/or the controller lever is at max...ditto when the TV's brake pedal is nailed... Of course...after the trailer brakes have been properly bedded in... {edit}...it does not...or should not depend any specific power being sent to the trailer brakes...the trailer brakes should be able to skid the tires, IMHO, otherwise not good for the trailer OEM's GVWR for that trailer...
BenK 08/22/16 04:02pm Tow Vehicles
RE: Ram integrated brake control

how exactly does the truck know the weight of the trailer? Not for now...but pretty soon...the OEMs will be forced to include some sort of strain gauge(s) to both tell tongue weight and how much inertia that trailer imparts...and the look up tables to tell 'about' what range it weighs on 'level pavement'...but it might get pretty complicated when issues arise on inclines...so they will then include some sort of level/plumb sensor... Can also see that since these are now 'highly integrated' into the TV's computer(s) network(s)...they can add to IBC knowledge of the deceleration rate of the trailer to then tailor the amount of power sent to the trailer's brakes... :S:S But wait...been there...why not not include yaw sensors and then 'highly integrate' yaw control into the IBC via the ABS/traction control/etc system to brake individual wheels to manage yaw too !!!!! :S:S:S:S yaw as in sway...
BenK 08/22/16 11:12am Tow Vehicles
RE: Break Away Cable

Forgot to touch on this while cut n pasting the above pic's... Most tow balls have a rating and a torque specification for the nut...that few know about...nor try to attain... To torque that nut properly...a torque wrench is needed...and the length is key to the highest torque that wrench is rated for... To tighten my tow ball nut to the specified 450 ft/lbs, a 3/4" torque wrench is needed. Mine was over 3.5 feet long, till a buddy who borrowed it...he dropped it and that left a dent in the head. Finally got him to pay for after getting his wife involved... Well...most trailers discussed here are in the +24 FEET to over 30 FEET long and the lever arm is about 10 times longer than my old 3/4" torque wrench... Hope some folks get that message...tighten the tow ball nut to spec...
BenK 08/22/16 11:08am Towing
RE: Factory Installed Brake Controllers

All IBC's are 'highly integrated' into the TV's computer network and all of the computers onboard...including after market stuff that is likewise tied into the TV's network... The temptation to 'highly integrate' is way to high for the designers to ignore...used to have to red-line lots of stuff out of their proposed designs...just because they could...they will use EVERYTHING... snip With the case of GM, the fact that it is connected to the trucks computer is a problem. But not only GM...ALL OEM's do this...highly integrate IBC's to the rest of the computers on the TV's network One little glitch and no trailer brakes. Check out my post about GM Factory Controller problem. 2011 Suburban Brake controller But can be any OEM, just one of my first comments on "highly integrated IBC's " Posted: 04/15/11 10:34am This is one reason I don't like too many embedded systems in my vehicles Vehicle OEMs are experts in vehicles, not trailer brake controllers. Sure they most often these days out source it, but then they 'highly' integrate it into the vehicle system GREAT when it works in concert, but horrible when they don't I speak with lots of experience in this area...systems/process controls/ automation/computing and general interest in anything automotive...and while at SunLabs worked with my scientists on the EV's that GM had requested diagnostics help with their JAVA applications. Note that very large organizations, even once very creative and forward looking lose their ability to invent well and quickly. Committee metrics become the norm and is both stifling and staid. Why 'labs' and 'skunk works' came to be The temptation to 'highly integrate' is something all engineers fall prey to and know this well as have been there done that often both as a designer and as a manager of design teams. Have not delved into the specifics of the GM trailer brake controller other than what I've read here. It is a brake hydraulic sensed controller. Meaning it the thing that initiates the controller to start the trailer braking session is the TV's brake system's hydraulic pressure. Then that the engineers have highly integrated that controller into the rest of the TV's braking & handling features (systems). Why your ABS and stability system lights came on. There needs to be a clear hierarchy (master and then the slaves, where there are then levels of slaves) all in concert. That is where GM messed up with their JAVAized EV (electric vehicle). Once that was ID'd as the culprit and the whole vehicle turned into a network with a clear master with subordinate levels, all was good. By removing the fuses, it cleared the 'flag' that was set in the ECU or whatever controller thought it was master. Think going back to an independent controller would be a wise thing and the issue will then be HOW2 turn off the integrated controller, as the vehicle controller will still think it is active and in control of the trailer brakes.
BenK 08/22/16 10:57am Towing
RE: Break Away Cable

Most folks have never worked on any design team, nor in an industry where that if your product failed...people potential died or were maimed... I have a few decades in such an industry...Industrial controls. Robotics, Factory automation, motion control, people movers, shipboard main propulsion, Etc Taught to me by one of me mentors while a part time designer working my way through college: "design for the idiot and gorilla, as if they mis-use it...they will" and "you are designing it for that worst day...when Mr Murphy crosses the path" Management authorized a budget to design, test, re-design, re-test and the big $$$ certification test for regulatory agency sign-off... So...the designer can only take care of a 'few' of the potential failure scenario's and the majority of the other potential failure scenario's are taken care of via warning labels, ratings, recommendations, etc that are *ALL* written by liability lawyers...as court case history has shown that if you followed all the applicable codes/etc of 'that time' and CYA'd with labels, ratings, specifications, etc, etc...your are 'less' blameless in a court case... So on the majority of the good days out there...you can have that breakaway clipped onto the receiver with a clothes pin and it will be okay...but on that day Mr Murphy crosses your path...either it is connected properly, or not...not time to go back and re-connect it... Not a common thing to have the receiver, hitch, coupler, etc break...but since there is a DOT requirement for safety chains and a break-a-way lanyard...there were cases that caused our regulatory agency investigate and then legislate the requirement for safety chains and break-a-way lanyards... Quickie search found these images and not to say a common thing, but common enough for a simple search to find thousands of images of broken receiver/coupler/hitch/etc...or if they were over their rating or not This shows the break-a-way lanyard connected to the vehicle, not the receiver http://www.carid.com/images/curt/info/towing-101-chapter2-29.jpg width=640 http://img.photobucket.com/albums/v77/bentoy/Towing/1GMrecieverPulledOutAtWelds1.jpg width=640 http://www.airforums.com/forums/attachment.php?attachmentid=163061&stc=1&thumb=1&d=1342216393 width=640 https://somanymountains.files.wordpress.com/2015/10/20151017-img_3762.jpg width=640 http://i50.photobucket.com/albums/f307/TDInewguy/Aluma%20Trailer/IMG_1492.jpg width=640 http://www.irv2.com/photopost/data/854/medium/Broken_drop_hitch_1.JPG width=640 http://whitetrashrepairs.com/wp-content/uploads/2011/02/2013.jpg width=640 http://i4.photobucket.com/albums/y134/Burbman/Suburban%20Hitch/306d.jpg width=640 This one shows how a back yard welder cause a stress raiser by welding that gusset onto the shank, which seems a bit on the thin side...which might have been designed within there ratings/specifications/etc... http://edenprairieweblogs.org/policedepartment/wp-content/uploads/2009/10/broken-hitch-3.png width=640 http://i1.wp.com/maze.airstreamlife.com/wp-content/uploads/2011/03/broken-receiver.jpg?resize=612%2C354 width=640 http://www.landroversonly.com/forums/attachments/f41/31836d1343256491-towing-lr3-prado-broken-tow-receiver.jpg width=640 This one had this small utility trailer break a way and smash another car http://www.grumpysperformance.com/smash1.jpg width=640 http://www.landroversonly.com/forums/attachments/f41/31835d1343256491-towing-lr3-d3-hitch-broken-img_0208.jpg width=640
BenK 08/22/16 10:44am Towing
RE: brake controller output

ops...those links no longer work...these do... LAdams article on rewiring his trailer brakes LAdamstrailerbrake trailerbrakeharness trailerbrakewiring rewiring Jbarca's write-up http://www.rv.net/forum/index.cfm/fuseaction/thread/tid/23458294/gotomsg/23459585.cfm#23459585
BenK 08/19/16 01:52pm Towing
RE: brake controller output

Better to replace the whole trailer brake wiring and here is a link to the best article on this portal and reminds me how much missing Les Adams... You most likely will end up with a Hodge-pog wiring system that will cost more both in time and money and still not have as good a harness vs replacing the whole thing in the first place Wiring Electric brakes Ladamstrailerbrake trailerbrakeharness trailerbrakewiring
BenK 08/19/16 01:44pm Towing
RE: Ram 1500 rear coil spring upgrade?

All the OEM ratings (GVWR, F/R GAWR, GCWR) all remain the same...these things only help level the tongue/PIN weight on the TV Handling will only be slightly helped, as the rest of the TV suspension, Frame, Drive Train, etc are still the lower class in TV ratings
BenK 08/19/16 12:26pm Tow Vehicles
RE: Tips on installing Back-up trailer assist on 16' F150?

Getting more and more so...have to log off, click on the "reply to topic" button. Log in, write and then "post message" Have learned to copy all the text before clicking "post message", as many times it barfs...and have to log out again and repeat that cycle This is just one of many on the portal. Woodalls used to be my main...until it too started to hang just like rv.net/forums...and now rv.net/forums is better...for now... On topic...IMHO...this talent to back up a trailer will be lost just like parallel parking...
BenK 08/17/16 01:43pm Towing
RE: brake controller output

BenK, i think they are talking about voltage, not ABS. From what I surmise, the on and off pattern of the brake controller is not for ABS, I was not thinking that, but for voltage. Sounds like the brake controller puts out the full 12 volts, but when it cycles on and off quickly it roughly equates to a lower voltage. Am I correct here? The PWM will simulate a constant voltage (RMS) and the inductance of the magnet will smooth it some more (hysteresis) So, 50% on 50% off time-wise yields a kind of dirty 6 volts (is what I assume). This happens too fast for the mechanical brakes to respond to, so the effect happens at the brake (the spring, pad and magnet). See below comments and is the inertia/RMS voltage If I understand… The brakes are powered by the movement of the wheel. The brake drum rotates around the stationary brake pad. The magnet pushes the pad into the drum and friction pulls the pad, or wedges it almost, into the braking action. Compared to the electronics on the other end, this is a slow process. Someone add to this as is all I understand so far… Yup, the inertia in comments below Sorry, am also answering a PM thinking PWM'ing the signal to the trailer is a form of ABS ABS...Anti-Lock Braking System and is to keep the tires from skidding by NOT holding their rotation at the point to skid Not stopping rotation, just slow the rotation down enough to keep the tires from skidding. This is part of what is meant by modulation of the braking Today's ABS will reduce the MC Hydraulic PSI sent to the calipers many times per second...buzz them with reduced PSI and then back to high PSI Pulses per second and as for how many per second you'll have to look that up There is a rotation sensor on each wheel and is basically a gear toothed ring, but many call it the tone ring NOTE: this is why when changing tire rev's per mile...you must or should tell the computer(s) of that change, as they do NOT really sense skid but look up on their tables for 'that' tire's rev's per mile vs the MPH you are going...AKA changing tire size/type/class/etc...gotta tell (reprogram) the computer(s) to use a different look up table and why some can NOT be reprogrammed...their DB does NOT have that tire's rev's per mile listed... Drum/shoe braking systems do NOT have the ability to set and release the shoes from the drums that quickly, as it has to travel much farther than a disc/pad system (actually, the pad just kisses the rotor at all times) So the pulsation frequency for drum/shoe setups are much lower in frequency Since most drum/shoe braking systems has one shoe self wedging, ABS does not work well, as since they are self wedging...they will NOT release quick enough for true ABS to work well Maybe with a magnetic based shoe, it can be pulsated to simulate a rudimentary ABS of sorts...but then the impedance of the magnets would then become a factor on how fast they can be pulsated. The raising and falling flux field would have too much inertia (impedance) to be an effective ABS braking system Then add in the known for most trailer OEM's NOT using the best practices for their brake wiring, there are those impedance's from too small a wire gauge, poor connectors and poor routing If the tire continues to skid or approach skidding, the ABS computer will continue to increase the pulse cycles to reduce the amount of braking Why I don't really like ABS for 'me', as I can modulate my brake system better than any of the ABS system on my vehicles The PWM (Pulse With Modulation) of the IBC signal to the trailer is just a form of controlling the signal. Instead of a steady voltage signal. Simplistic explanation, but won't go into that technology here Think that is the confusion thinking IBC's will ABS the trailer brakes True ABS system for the trailer will require a tone ring (that ABS sensor) on each trailer brake wheel/tire. There should be mention of a 5th ABS channel (along with a disable or feature where it senses whether there is a ABS equipped trailer) Otherwise, it just buzz's (PWM) the signal. Think the frequency is set and the amplitude (voltage) is variable, but am not sure and maybe they do have the ability to change the PWM frequency
BenK 08/16/16 12:25pm Towing
RE: brake controller output

Controllers normally manage volts and amps comes along via Ohms law...there are some current controllers, but they are more expensive (both parts and design) As for using the TV's ABS to ABS the trailer brakes...as long as there is inertia on the trailer braking system...they CAN NOT be ABS'd well... Modulation of the friction on cast iron needs to be crisp (fast and short times between voltage spike). DrumShoe setups CAN NOT be modulated fast enough for any kind of effective ABS. Trailers with disc setups has the inertia of the on-board trailer controller between the feed from the TV and the trailer disc brakes
BenK 08/15/16 12:50pm Towing
RE: 2007 Suburban Z71 towing question

Hey guys I'm new to towing a camper. We have a 24' tt dry weight 4500#. I just found out we have the gt4 (3.73) gear ratio on our tv. Going to a higher numeric diff ratio (two if 4x4) will increase the power (torque) to the pavement...therefore higher MTWR (Max Tow Weight Rating) of the TV With the new platform and the close ratio automatic has 0.6:1 double OD We have put a transmission cooler on the vehicle to cool it down but it still runs over 250 on the interstate. On our last trip I got a little more comfortable with towing the camper and I got up to 70 mph. After about 15 miles the transmission warning came on. Says either or both you are at or over the ratings of your TV...or that the heat management system is marginal or going south... I was wondering if anyone might know of anything else I might try. We have looked at 3/4 ton trucks but we cannot find one that fits our needs and budget. Lol Yup...next higher class TV would help or solve I thought about replacing the rear gears with the 4.10 but didn't know if that would create a whole new set of problems. Any suggestions would be greatly appreciated. Yes, re-engineering anything needs to have the engineering reviewed for the new thing(s) Note that the various "highly integrated' computerized vehicles will need to be potentially re-programed...
BenK 08/15/16 12:42pm Towing
RE: Hitch binding up trouble

Maybe a visual of how a coupler and latch works... Here is an old thread with diagrams showing how a coupler works... Boiled down...a coupler has a dome with a 'return' on the leading edge's bottom edge That leading lower edge 'holds' the ball inside the coupler and the latch holds the ball forward...in side of the dome with the lower edge (below the equator of the hemisphere) so the opening at that point is SMALLER than the diameter of the ball... To have the ball come out...the latch must be loosened to allow the ball to move backwards If it does not come out, it is either still stuck via suction and/or it is still in the front of the dome...that the latch is not moving backwards far enough (worn or improperly adjusted latch assembly) To allow the ball to move back out of that captive dome section, the ball has a flat spot milled on top. So it will clear the top portion of the dome that comes 'down' to help capture the ball Why backing up does the trick on most situations...it moves the ball out from the front of the coupler dome... rv.net/forum WDH Hitch Ball Angle Issue Most common coupler latches http://img.photobucket.com/albums/v77/bentoy/couplercrosssectionwildaknet.gif width=640 Another type of coupler latch http://img.photobucket.com/albums/v77/bentoy/Couplerpawlnitroowners.gif width=640 {edit}...Note that if you have an Anderson WD Hitch system...it wears out the coupler latch assembly. That Anderson warns a certain type of latch assembly for use with their WD Hitch system
BenK 08/15/16 12:18pm Towing
RE: Truck Theft - on the news last night

Doug...search : USB RF receiver transmitter You will find tons of RF products
BenK 08/13/16 03:14pm Tow Vehicles
RE: Trailer Brakes - How hot is TOO hot?

Do a search on brake pad MAXIMUM temperature or working temperature....that is the temperature before it transitions to 'fade'...really getting so hot the friction material out-gasses (smokes) to float the material off the cast iron Below are the working temperatures for the friction material itself and the cast iron temps will be a 'bit' less...but not much less and dependent on how well they reject the heat OEM/stock/mud-hen friction material's maximum WORKING temperature is around 280*C (536*F) HD friction material's maximum WORKING temperature is around 400*C (752*F) Performance friction material's maximum WORKING temperature is around 500*C (932*F) For reference...to fry a T-Bone to medium-rare, the internal temp should be 125*F Also note that there is a minimum working temperature...below that and the braking will NOT be very good So any of the above maximum working temperature will fry your fingers or even have flesh stick to the cast iron brake material... Careful of internet forum info...not all are accurate...suspect mine too and do your own research. I've had mine actually bellow visible smoke...my 2 seater on a track day, my Silverado and even my Suburban... Here is a picture of a test run and note that the rotor is glowing... http://carrosinfoco.com.br/wp-content/uploads/2016/03/disc18.png width=640 Do a search here and other internet forums/sites...RAM IBC has an issue reported and filed with The NHSTA Trailer brakes 'should' have the ability to skid the tires...but also well known/documented is that the trailer OEMs 'mostly' do NOT put in the highest rated braking systems out there...and many disagree with me on that based on their experience...but experience with OEM trailer brakes... :R
BenK 08/12/16 08:54am Towing
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