RV.Net Open Roads Forum: Search

RV Blog

  |  

RV Sales

  |  

Campgrounds

  |  

RV Parks

  |  

RV Club

  |  

RV Buyers Guide

  |  

Roadside Assistance

  |  

Extended Service Plan

  |  

RV Travel Assistance

  |  

RV Credit Card

  |  

RV Loans

Open Roads Forum Already a member? Login here.   If not, Register Today!  |  Help

Newest  |  Active  |  Popular  |  RVing FAQ Forum Rules  |  Forum Posting Help and Support  |  Contact  



Open Roads Forum  >  Search the Forums

 > Your search for posts made by 'BenK' found 197 matches.

Sort by:    Search within results:
Page of 10  
Next
  Subject Author Date Posted Forum
RE: How to avoid getting blown all over the road

Depends on how many square inches are removed from the total sail area Analogy is punching holes in Marty's sail to reduce the amount of heeling... :B Plus the vacuuming up of all that dust and debris... :) I heard a rumor opening a window on each side of the trailer even just a little bit helps reduce the sway from cross winds or big rigs bow wave. This is an interesting theory that kinda makes sense. I'm going to try to remember to try it.
BenK 05/08/21 12:51pm Towing
RE: Onboard Tongue weight

Limp mode has several possible levels and can only guess what each OEM did, can do, etc. Since today’s vehicles are highly integrated and computers & sensors the basis…along with software provides a huge matrix of of things it can do Shift points (anyone know if today’s auto tranny’s can have ATF PSI adjusted?), fueling, RPM, etc, etc are all now controlled by computer. The driver no longer has any direct connection…all “Fly by wire”… Burbman…that rental has all the metrics to have the OS refuse to move, or go into any level of limp mode. Neighbor has a similar Lance that stuck out back a few feet, but no slides that he used to tow with a RAM 2500HD CTD Crew. Used to…’cuz he passed a few months ago from a heart attack.
BenK 04/30/21 02:14pm Tow Vehicles
RE: Onboard Tongue weight

There is no policing on these freebie forums...just opinions and those with a cautionary point...labeled with the derogatory "weight police" Can see both benefits of not having to go to a weigh station and a recording for warranty purposes for the OEM Agree, killing the engine would be unsafe...but going into the various limp modes a very real option for the OEM's to take Posted this on another thread about this...wonder how they designed in high hysteresis and high enough set points to manage dynamic & shock loads. Betcha tons of interactive communications with the other computer's and sensors...AKA "highly integrated"...which IMHO, becomes a nightmare to fix
BenK 04/30/21 10:53am Tow Vehicles
RE: New Ford Pickup weighs payload and tongue weight

OBTW...these idiot light things does NOT make drivers dumber...just proves that they ARE dumber...
BenK 04/29/21 11:21am Tow Vehicles
RE: New Ford Pickup weighs payload and tongue weight

That would be great and another endless discussion on these forums of weight police... If it disables the truck until the load is lightened then by all means a good idea. It would need lots and lots of both smarts and hysteresis to avoid false tripping. As the dynamic and shock loads would need to be nulled...but at what point would that be set at ?
BenK 04/29/21 11:16am Tow Vehicles
RE: New Ford Pickup weighs payload and tongue weight

Grit...great post ! Agree and will wait for the automatic wipe'n flush option...
BenK 04/29/21 08:14am Tow Vehicles
RE: F 250 vs Ram 2500

Ha!!! The old switheroo in these projections ! Before diesel became popular for non-working trucks...diesel was often half to even 1/3rd the cost of gasoline... EV’s will still need asphalt, which has a crude component. Plastic is now being considered as a filler for asphalt and hope it comes. As ground up tires has been GREAT filler for asphalt
BenK 04/19/21 04:28pm Tow Vehicles
RE: Question on changing legal GCWR

The charts from GM has the GCWR change with only diff ratio...also their MTWR also increase with higher numeric diff ratios Here is a RAM 2017 half ton ratings chart...all OEM's used to have these that shows or compares the GCCWR & MTWR vs diff ratio https://i.imgur.com/FafUr4cl.jpg width=700 For some,depending on the diff carrier, going from 3.73 to 4.55/4.88 might require a carrier change. The diff pumpkin remains the same. That would also mean changing the G80 locker, if you have one. I'd go with a Detroit locker with no clutches. Agree with Burbman about going to a GearVendors OD. It replaces the tranny tail housing and no driveshaft changes needed. Ditto if 4x4. GV has a 'splitter' option that will automatically shift in between each 4L80/4L80E gear. Turning a 4 speed automatic into an 8 speed automatic. Still noodling whether a GV 0.5 or 0.75 OD. Think an 0.5 is too close to the HP required to cruise at 65MPH and it might hunt...so leaning towards 0.75 Also, check your wheels to make sure they are +3,000 lb rated. Mine are 16x10 (bead to bead) rated 3,200 lbs. Get concentric if you can, otherwise they will be lug-centric. Both okay...just that concentric is better of the two. That is in my list of things to do to my GMT400, 1996 K3500 Suburban. Yes, still an older 'truck', but that is a personal choice thing.
BenK 04/19/21 11:37am Tow Vehicles
RE: WD Hitch or not?

FYI...didn't know that there is a 3" receiver !!! Tow Hitch Receiver Sizes – Learn About the Different Classes Regardless of what receiver you think you have on your vehicle, please measure! Owner’s manuals can be misleading and even dealerships can give you the wrong information so always measure your receiver to confirm you have the correct measurement/size. Always remember that no matter what size receiver you have on your vehicle, your towing capacity is always limited to the lowest-rated component in your application. Whether that be your tow vehicle, the hitch, the ball mount, your trailer or any other component of your towing application. Here is a guide to show you what our ball mounts are rated at in relation to receiver sizes.
BenK 04/17/21 11:00am Towing
RE: Cummins/Tula dDSF (diesel Dynamic Skip Fire)

RoyJ....ditto...that chart is almost exactly what PWM looks like from experience in Industrial Motor Controls Add that today's computer systems & injector systems are fast enough to keep the combustion chamber at the diesel stoichiometric air-fuel ratio 14.5:1 and even leaner in other parts of the CC Am guessing so much leaner to get as complete a burn as can...that NoX might become an even higher issue(s) Both real exciting technologies in the diesel front. The Skip Fire is almost like PWM for electric motors, and may be the big step we're waiting for in in-cylinder emissions control vs relying solely on after-treatment. Hopefully 1 day we can look back at the past 15 years as a "interim" emissions phase, much like gas engines of the 70s and 80s. I've been saying for years we should look at series hybrids used on trains (GE's AC-AC drives can hit 90+% efficiency). It's much easier to optimize your prime mover for a few set-points, than a 3-D map of rpm vs throttle position. With a battery, we can't use pure AC-AC of course. But a battery is also necessary because unlike a locomotive, we need more than 8 throttle settings, and also need instant response. The extra reserve capacity of the battery should make up for the rectification / inversion losses of AC-DC-AC.
BenK 04/17/21 10:35am Tow Vehicles
RE: WD Hitch or not?

Am ignorant in regard to the 2.5" receiver, and it's components & systems. To me, like comparing a grade 8 1/2" bolt to a grade 8 3/8" bolt...the bigger cross-section would be of higher strength... Glad you've decided on what to do and I'll continue to read up and educate myself some more
BenK 04/16/21 10:30am Towing
RE: WD Hitch or not?

Ford derates their 2.5” receiver when a 2” sleeve is used...maybe RAM doesn’t Also, Ford has both a WD and weight carry (dead weight) ratings their 2.5” receiver...maybe RAM doesn’t Not arguing, just trying to help the OP figure it out and now wondering why the OP hasn’t posted an image of their receiver’s ratings label... This area won’t break instantly when over the limits...but will develop micro stress fractures over time. Mainly when the dynamic & shock loads approach the transition from plastic to deformation line... Found time to do a quick search, but the OP has the truck and receiver, which should have the receiver rating label on it. Here is a Ford 2.5 inch receiver label rating, which is a max 1900 lb tongue with a WD Hitch and a max 850 lb tongue without a WD Hitch (dead weight, or carry weight)...am assuming a RAM’s would be similar, as they would both have a 2.5 inch receiver So, it depends what the OP’s trailer tongue weight is. Since they typically range from 10% to 15%...at 10% = 700 lbs...below the max and if at 15% 1,050 lbs...over the 850 lb rating https://i.imgur.com/qgQg7zHl.jpg width=680 Bottom line: the OP needs to decide if they believe in the ratings system or not. If not, then do whatever IF yes, research the ratings for ‘your’ truck and then follow them, but need to actually weigh it Greetings, I am towing a 26' 7000 pound gross travel trailer with my 2018 Ram 3500 CC SB truck. Do I need a weight distributing hitch with this combo? The Ram manual states the max tongue weight for 2500/3500 trucks is 1800 pounds but does not say if that is with/without WD. There is no mention of WD in the manual except for the section about how to adjust spring bar tension. Thoughts? -Drew
BenK 04/15/21 06:25pm Towing
RE: Tire went flat in the driveay. Damage?

Missing the 'over center' moment of the safety bead and that RMA and all tire/wheel OEMs say to NOT EXCEED 40 PSI during the tire seating process...AND...do NOT stand over the tire/wheel assembly during the seating process. Wetting the tire & wheel bead area with soap isn't just to help the tire bead go over the rim, but to grease the sliding of the tire bead over the wheel safety bead. Also, there is an instant acceleration and abrupt stop when the tire bead goes over the safety bead...to then hit the wheel rim. If the rim isn't in good shape, it can come apart as the tire bead hits it. Working my way through college had one part-time job as a tire monkey to pay for time at track sessions & to purchase tires wholesale. Owner hired a full time tire monkey after one of the senior guys retired. That new guy worked VERY fast but got fired after an explosion that almost blew out the showroom windows. It knocked that guy down and the 2 guys on both sides of his workstation. The manager went over to check and first thing he checked was the tire machine's bead setting air line. That new guy had reset it to 90PSI...over twice the recommended max PSI of 40. Using an explosive gas to seat the bead is VERY dangerous. Especially with an alloy wheel. Betcha that explosive gas PSI against the wheel rim is many times more than the recommended 40 PSI...
BenK 04/15/21 12:09pm Towing
RE: WD Hitch or not?

BackOfThePack...Welcome to the forum ! Agree with your comments and add that these ratings are to measure/record during a static loading condition. Dynamically, these force vectors will be many times higher than the static vectors. Then shock vectors... Also agree that it is the TV's steering the main reason for WD Hitches...to get the front suspension back to a better setup...which includes the tires as the main component to manage the moments against the TV. Lost to so many is that a tires slip angle is way larger when unloaded too much. Was hoping the OP would post a picture of their receiver rating label...and if they are using a 2" reducer sleeve...which also reduces the receiver rating at 2.5".
BenK 04/15/21 12:01pm Towing
RE: WD Hitch or not?

Found time to do a quick search, but the OP has the truck and receiver, which should have the receiver rating label on it. Here is a Ford 2.5 inch receiver label rating, which is a max 1900 lb tongue with a WD Hitch and a max 850 lb tongue without a WD Hitch (dead weight, or carry weight)...am assuming a RAM’s would be similar, as they would both have a 2.5 inch receiver So, it depends what the OP’s trailer tongue weight is. Since they typically range from 10% to 15%...at 10% = 700 lbs...below the max and if at 15% 1,050 lbs...over the 850 lb rating https://i.imgur.com/qgQg7zHl.jpg width=680 Bottom line: the OP needs to decide if they believe in the ratings system or not. If not, then do whatever IF yes, research the ratings for ‘your’ truck and then follow them, but need to actually weigh it Greetings, I am towing a 26' 7000 pound gross travel trailer with my 2018 Ram 3500 CC SB truck. Do I need a weight distributing hitch with this combo? The Ram manual states the max tongue weight for 2500/3500 trucks is 1800 pounds but does not say if that is with/without WD. There is no mention of WD in the manual except for the section about how to adjust spring bar tension. Thoughts? -Drew
BenK 04/14/21 06:19pm Towing
RE: WD Hitch or not?

There should be a ratings label on the reciever that will have a 'dead weight rating' and a 'WD weight rating' Found this image below on rv.net https://cimg9.ibsrv.net/gimg/www.f150online.com-vbulletin/800x600/picture_php_pictureid_170612_0b9519f96dbcc8ab7b91097ac3425226252ba856.jpg Dead weight or weight carrying = no WD system
BenK 04/14/21 06:28am Towing
RE: Towing capacity vs max cargo weight rating

The OP asks a technical question that requires a deep technical & engineering process answer, then dismisses it as too technical...only wanting an answer that fits what they want to hear...to which think they don’t truly know what they want to hear... Done with trying to help and blocking this one...bye...
BenK 04/12/21 04:56pm Tow Vehicles
RE: Towing capacity vs max cargo weight rating

I don’t understand the OP either... If the rating is too low by whatever amount...bugs him, then he has two choices #1...hire a PE/ME to redesign & certify the ratings the OP wants. Then pay a certification lab approved by DOT to re-certify & label the truck. That will most likely cost close to buying a truck with higher ratings. #2...by a truck with higher ratings and think would cost less than #1 Then the metrics of a Product Design team for a multi-billion corporation. Most are matrix management. Meaning the Project or Program manager chairing that design team has few on their direct staff, but assigned representatives from all over the corporation to become direct members of the team. Each will then have either direct or dotted lined folks working for that Design team representative. For each discipline (service, mechanical, electrical, electronic, system, drive train, suspension, etc, etc) can have total of thousands working on that Product Design Team...most not directly working for the PM...nor directly on the team. From all over the corporation meaning representatives from : Service, legal, marketing, production, central engineering, agency compliance, packaging (shipping), and a BIG ETC... Each has a weighted vote in the design. Largest percentage is in their area of responsibility, but a good PM will allow kibitzing on others area of responsibility. Most weighted for the topic on this thread will...or should be legal and service. They can stop the whole thing, which then goes to everyone’s executive. As first ship date is always on their bonus formula. The super computer simulations will spit out a bottom line number, based on the algorithms dialed in for the simulation. Some corporations still have actual and real world testing (the old oval track where they run millions of miles on test mules) Then the negotiations with team members begins (should have been an on going if a good PM...poor PM’s will wait till the last when it would be costly to fix anything). The larger the team...the wackier these numbers can become. This goes back to the above #1...few PE/ME’s would do this re-certification. As their insurance and lively hood would be on the line for a trivial change (trivial in the why, but major in actual doing it). Service & legal were always the overly conservative members of my design teams. Marketing/sales were always demanding the most far out numbers because they have to be “King of the mountain”... For us outside of the OEM Product Design Team...never going to know what’ these numbers are based on...how much margin...what type of margin and another big ETC...as their algorithm(s) are part of their secret sauce... Edit...forgot that production has their own Product Team and their ME’s (manufacturing engineers)...where they change ratings. Normally they are supposed to run that through the original product design team, but that is something often dropping through the system and never reviewed Also, if the corporation is self certifying...the internal regulatory department will NOT allow much fudging, as if that corporation loses their self certification...that goes all the way up to the CEO...similar to a ‘line down’ situation... Always worried some bean counter who doesn’t know how things work will kibosh that reporting system...to edict “ship it”...whereby those in the process will madly email CYA’s to everyone that they were told to ship it... Part of what these bean counter exec’s don’t understand is that some countries actually enforce safety and will put that exec on their ‘arrest at the border list’
BenK 04/12/21 01:50pm Tow Vehicles
RE: Towing capacity vs max cargo weight rating

snip... I already have a set of super springs on it. I was more concerned with the actual numbers. Thanks! Yes, that will level and not squat as much...but the 'numbers' AKA ratings has embedded things for performance of that 'number' Mainly braking of the load up to that rating..."numbers" things like larger dia disc/drum, thicker disc, thicker friction material (therefore wider calipers and most likely larger dia caliper pistons) and even an more hidden component...the front/rear brake line bias valve (if yours has one). Here is one for my GMT400 Suburban,and assume later models with 4 wheel disc has similar hidden differences http://img.photobucket.com/albums/v77/bentoy/Brake/02030008_rdcd.jpg width=680 https://i.imgur.com/2Oohfjcl.jpg width=680 Tahoe/Yukon, Suburban/Yukon XL are all J or B 5 though 7. Once into HD's, changes to JB8 and JF9 Most 3/4 ton Suburban's come with JD7's, but if the snow plow option ordered, it begets JB8's and the attendant components. Like larger bore MC, larger bore wheel cylinders and different front/rear brake line bias valve body. All to stop the rated load to min DOT requirement for that load.
BenK 04/09/21 03:23pm Tow Vehicles
RE: Chevy Tahoe 5.3L as tow vehicle

Ditto a large external ATF cooler. If you have the tow package, there already is one and add a 2nd in series to that OEM If no OEM external ATF cooler, install it on the hot line from the tranny...DO NOT use a saw to cut the tubing...use a plumber's wheeled cutoff tool. Stacked plate is best, but tube-fin also good. Just bigger vs same cooling from a stacked plate Suggest while at it...change the ATF fluid to synthetic
BenK 04/09/21 08:50am Tow Vehicles
Sort by:    Search within results:
Page of 10  
Next


New posts No new posts
Closed, new posts Closed, no new posts
Moved, new posts Moved, no new posts

Adjust text size:




© 2021 CWI, Inc. © 2021 Good Sam Enterprises, LLC. All Rights Reserved.