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 > Your search for posts made by 'RoyJ' found 134 matches.

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  Subject Author Date Posted Forum
RE: 2023 GM HD 505hp/1085tq

There are no loads a regular license can pull that *need* 505 hp.
RoyJ 09/17/21 12:57pm Tow Vehicles
RE: Cab/chassis vs standard DRW

Do Cab&Chassis trucks weigh more than standard DRW trucks (all other things equal)? I bought a 2021 3500 Chevy DRW cab/chassis gasser, crew cab, 4x4. The stated payload on Chevy's website for an "equivalent" gasser (3500 DRW, crew cab, 4x4) is 6610 lbs, stated GVWR is 14,000lbs. Since my vehicle is "incomplete", can I assume the same payload (6610 lbs) plus whatever the weight of the "deleted" bed would be on the equivalent 8ft pickup, minus whatever flatbed I installed? In practical terms, I have a Hillsboro GII steel bed that weighs 1230lbs. If I assume that the 8ft DRW bed weighs 500lbs, can I do 6610lbs + 500 lbs - 1230 lbs = payload of 5880lbs on my cab/chassis equivalent? Thanks! So back to OP's question - I'm almost certain the pickup with bed deleted will be lighter than a CC, assuming same engine, options, wheelbase, etc. A boxed frame is stronger than a C-channel pound for pound. Their shape is also easier to optimize to squeeze out more weight to strength ratios. With a c-channel, you have to be straight and uniform in cross-section for up-fitting.
RoyJ 09/05/21 12:24am Tow Vehicles
RE: Who would of guessed

Very old video, and yeah, proves friction wins tug-o-wars, that's about it. Out a 3.5hp Briggs into a loaded Cat mining truck, gear it properly, would out pull a 4400 hp GE locomotive.
RoyJ 08/23/21 03:17am Tow Vehicles
RE: 2022 Toyota Tundra Reveal

Power wise it'll likely blow the 5.7 out of the water at ANY rpm. Big question is would it match Toyota V8s for reliability? Well, they're confident enough to put it into the new Land Cruiser, whose reputation is built on 300 - 500k mile life. Reliability is one of the few (if not only) reason why any one would buy a Tundra in 2020 / 2021. Other than that the domestics are better in almost every other way.
RoyJ 08/17/21 02:39am Tow Vehicles
RE: Towing with 2004 Lincoln Aviator

I have recently purchased a new old Gulf Aero Light 19 ft bumper pull camper. The camper weigh 4005 LBs dry and about 4500 loaded with gear but not fresh water. I have a 2004 Lincoln Aviator with a 4.6 L 281 V8 dohc with 110,000 miles. The tow rating on the TV is 7000 lbs. Can I successfully pull the camper, it seems a bit sluggish? Could sure some advice. Here's a trick to get better performance - put on the smallest tire with the highest payload that can match your factory rear GAWR. I believe it's 3400 lbs. A 225/55R16 XL tire carries 1709 lbs @ 51 psi. 25.7" diameter. OEM is 29.5". It's a 15% gear upgrade at much lower cost. If you have 3.55 gears, you now have 4.07. And 3.73 gears are now 4.28. It'll look funny, but the cheapest way to gain true towing performance. As a bonus your brakes will also feel much stronger.
RoyJ 08/17/21 02:34am Tow Vehicles
RE: Jeep Gladiator Overland Tow vehicle

I'm all for breaking GCWR rules on full size trucks, but in this case the trailer is too much for the Jeep. JT is close to 5k lbs, the trailer UVW likely doesn't include propane / batteries. At 11k GCW you have roughly 1000 lbs for batt / propane / water / clothing / food / gear. That's cutting it close. Then we have double the frontal area...
RoyJ 08/17/21 02:13am Tow Vehicles
RE: Ultimate payload monster?

Class 8’s are engineered individually on a per order basis by the factory applications engineering group working with the dealer sales person who works with the customer. As mentioned by others a large number of factors are involved in a spec. This applies more to heavy haul customers, like specialized C500s and T800s with enlarged radiators, hub reduction axles, that get used to haul transformers and power plant structures. For a run of the mill OTR Class 8, I see 2 main classes: 80 - 90k GVW line haul, where hwy fuel efficiency rules; and flatbed / "heavy haul", with mid rise sleepers and steeper 46k rear ends. This probably covers 90% of your fleet / owner op purchases. Here in BC tridems are popular, as we don't allow lift axles. They're in their own niche, not quite as heavy as real heavy haulers, but heavier than typical flat bed spec. They're usually T800s or Western stars with the largest radiator without going super wide hood.
RoyJ 08/09/21 01:13am Tow Vehicles
RE: Ultimate payload monster?

Roy, Scooby/noteven probably said it better than me. In that GCVWR is based, speed etc on the end users needs. Shiner hinted when he mentioned truck used in a mine get speed with heavier duty components, yet on the road, they can't haul that amount due to road bed design limits. This mine rigs lig garbage trucks might also have a gradubikity of 100% ie 45 degrees. A typical otr rig will be stalled out on a 15-20% grade. Pickups are only required to be a min if 12%, doesn't do me a lot of good sitting her in front of my sister's with a full load on an 18% grade. Or a past client who's driveway was 30%. I can't go up those grades unless I back track on pickup GCWR ratings, deduct for hight grades Pkud HP ratings on a truck can be deducted 30% if a given truck has a full aero PKG, plus 30% is needed if hauling a trailer like a log truck, chicken hauling rig, as wind resistance is way higher then they will use actual frontal area, not just 80 sq ft, with no deduction if your hauling a 120 sq ft trailer behind your pickup. Reality, I'm hitting the tip of the iceberg in how much different pickups vs heavy duty rigs are speed to do there jobs. I've stalled out multitudes if pickups on local steep grades, u set rated GCWR. I've seen an 18 wheeler that did 60 mpg from Louisiana to Wa st, stall out on one of our fun local 20% grades. A mile from it destination... This is why I bought the Navistar I've an equal GM it Ford. They gave me the what and how it would handle what I was doing, vs a shrug of shoulder, wave of hand, no problem! Any way, time to go cut some wall block caps finish what I'm doing here Marty Makes sense, if there's no universal industry standard, then GCWR becomes more a marketing number than engineering spec, hence less used in the commercial world. With pickups, if we allow the use of 4 Lo, their gradability is right up there with the best of vocational trucks. Assuming perfect surface with a friction coefficient of 1.0, modern diesel pickups can easily generate tractive effort = GVWR in 4Lo. So let's say a Ram 3500 with 14,500 GVW generates 14000 lbs of tractive force. With a 37k GCW, that's 38% gradability. A 5500 @ 19,500 GVW, but same GCW, would have 53%. In a b-train, my limit is often traction. 38k lbs on drives with a GCW of 140k lbs, gradability maxes out at 27% regardless of gearing / engine torque.
RoyJ 08/09/21 01:04am Tow Vehicles
RE: Ultimate payload monster?

Roy, Larger trucks do and will have GCWR ratings per say. Not like pickups in that their is a single rating. A given chassis drivetrain may have multiple ratings depending upon the end users needs. If used as a local delivery, gcw might be lower than an otr setup. Because local needs and wants say a 20-25% gradability, only 55 mph speeds on freeway. Meanwhile the otr setup wants 60mph, and only a max 15% gradeabilty. It ultimately does get down to axle gears, tire diam, HP, torque, transmission gears ratios, number of gears.... Some rigs line my Navistar, reality is it's never supposed to be going down the road beyond manufactures gvw if 18200. Alot of us push this motor local deliver to 26000. It does not do real well beyond that. Even if it's level. Marty Hmm, that's something new to me. I did some Googling, and so far only found GCWR on Volvo tractors. I went to Kenworth, on their MDs for example, it stated the transmission is rated to 58k lbs GCWR: https://www.kenworth.com/about-us/news/kenworth-launches-new-medium-duty-product-lineup/ But Googling W990 GCWR showed no such spec: https://www.google.ca/search?safe=off&sxsrf=ALeKk02EByApU8ScfnzYBwmLiAxqgah2BA%3A1596872753469&source=hp&ei=MVguX5X_GZXV9APM-J2ICA&q=kenworth+w990+gcwr&btnK=Google+Search&oq=single+bottom+plow&gs_lcp=CgZwc3ktYWIQAzIECCMQJzIECAAQQzICCAAyAggAMgcIABAUEIcCMgIIADIHCAAQFBCHAjICCAAyAggAMgIIAFDFBljFBmDVD2gAcAB4AIABSYgBSZIBATGYAQCgAQKgAQGqAQdnd3Mtd2l6&sclient=psy-ab&ved=0ahUKEwjV2-DJjovrAhWVKn0KHUx8B4EQ4dUDCAk&uact=5 The only tractor with a GCWR is their C500 heavy hauler, at 1/2 million lbs. But I guess that's a specialized tractor. My thought is most Class 8 tractor components have GCWR well beyond hwy GVW limits, so they don't bother listing. Here in BC GVW maxes out at 140k lbs, and I've hauled nearly that in a run of the mill Freightliner with 46k rears.
RoyJ 08/08/21 01:04am Tow Vehicles
RE: Ultimate payload monster?

Tractors, and class 8 trucks do in fact have GVWR/GCVWRs plus axle weight ratings. Very rare to see GVWR, as it's almost always sum of axle ratings. GCWR? I've only seen it on individual components, like a transmission, almost never on a full chassis truck. And I have moved more than a few permit loads. And when you run up on a scale, they will check the weight on each axle/axle group. But they don't look at the axle ratings. What they do look at is tire ratings. Then there are other things driver needs to know about where he can haul weight. In my area, a tri-axle dumptruck can be legal, cross a line on the map, and be $3,000.00 plus court cost overweight. A overweight permit for your 3500? In my state they would tell you to just buy the license for what you want to gross. Years back a friend sent his girl to license office to renew plates on his 7 class 8 Macks, and buy the plates for his new Dodge 3500. She came home with 8 80,000 lbs local plates You took my overweight permit on a pickup example way too literal... In case my point wasn't clear: recreational haulers treat OEM GVWR and GCWRs as laws of physics limits. Exceed by 100 lbs, all of a sudden you lose control of your truck. Actual DOT enforcement focuses a LOT more on legality, than OEM performance specs. As you said, the only thing they care about is tire ratings, which is not even an OEM spec.
RoyJ 08/07/21 03:03pm Tow Vehicles
RE: Ultimate payload monster?

Every time going over GVWR gets discussed, the scare tactic of "you can get your house sued away" shows up. I'm still waiting for one such real life case where someone under GAWRs, but over GVWR, gets sued in court. There're much easier fruits for lawyers to pick on. Personally, as an engineer I'd love to sit in such a trial as expert witness. I'd go up an entire team of OEM engineers, and ask them to show how someone under GAWRs but over GVWR could have caused the accident. But somehow if the were under GVWR the accident wouldn't have occured. Food for thought, ever wonder how commercial haulers can suddenly, legally, haul a Cat D11 once they buy an overweight permit? Suddenly, every GVW/GCWR (not that semi tractors have those to begin with) + laws of physics gets thrown out the window with a government issued piece of paper? What if I bought an overweight permit for my Ram 3500, then can I go over my GVW/GCWRs? Would accidents be magically avoided?
RoyJ 08/07/21 01:58am Tow Vehicles
RE: Ultimate payload monster?

"And no, the manufacturers GVWR rating is NOT enforced by the law. Only the registered GVWR and road axle limits are enforced by law." Probable true in the US but I "THINK" it is enforced in BC Canada. Someone can correct or confirm this. It's true, we do technically enforce GVWR on light trucks, though it's almost NEVER enforced. An officer has to have visual suspicion to go through the trouble of guiding a camper to a local scale. Basically to stop people with 4k lbs campers on F150s.
RoyJ 08/07/21 01:53am Tow Vehicles
RE: tow truck THIKS its overheating

Still don't get how the OP *knows* it's not overheating. OP, was an independent coolant temp sensor plugged in to verify? If not, this is like saying: I just know my tank is not empty, but the empty light came on, gas gauge reads E, and truck sputtered to a stop. Help, what's wrong?
RoyJ 08/07/21 01:43am Tow Vehicles
RE: Interesting tow vehicle

Bet won't be long before the tranny burns up. It might work if you put some seriously steep gears in the back, like 5.13s, and deal with the 60 mph top speed. Funny how many sweat going over GCWR on a modern truck (which is only a warranty rating to begin with). I'd MUCH rather be on a 6.4 Hemi w/ 8 spd, 10k over GCWR, than on this thing...
RoyJ 08/07/21 01:38am Tow Vehicles
RE: Truck - family of 5 and 65lb dog

If 4x4 is not required, an HDT is a very comfortable way to travel for a family + dog: https://lh3.googleusercontent.com/proxy/vc8T-HoVAubAs5sFOOH73Rkq8O86PcXkgAHdL2xh2xqvYOYkrmkUYMGe2wm83hfV8GfZJmRVpC2Gl4vKXcDY6ocuve41tKrKhPvNn3KbBB_AygjOiw
RoyJ 06/28/21 09:38pm Tow Vehicles
RE: Loss of Power after New Fan Clutch

But even newer 1/2T's have clutch fans. My neighbor has a late model F150 with HD towing pkg and it has a large clutch fan - because that's what it needs to keep temps down. Also, you do not want to add an electric fan to a system that already has a clutch unit. The electric fan will block airflow and cause performance issues. Besides, pusher fans don't work nearly as well as pullers. What year is the F150? Every model I've seen (at least the EB engine) uses twin e-fans. Fuzzy photo, but you can barely make out the fans behind the rad: https://www.f150forum.com/attachments/f38/263680d1382155360-max-tow-package-vs-standard-f150-ecoboost-cooling-fans-rad.jpg Not saying that's the solution to the OP's problem, just that there shouldn't be a perceivable power loss on a modern 1/2 ton. 1 - 2 mph loss, maybe, not 10 mph. My 2014 Ram hemi uses a shroudless e-fan in front of a mechanical fan. I've since deleted both and installed a brushless e-fan from a Pentastar. Not overheated once towing 8500 lbs, though our temp don't get that high. The modern 1/2 ton Ram has a higher GVW with only a brushless e-fan (higher wattage than mine). And we know how strict OEM cooling certification is!
RoyJ 06/21/21 06:00pm Tow Vehicles
RE: Loss of Power after New Fan Clutch

Put on an electric fan. No electric fan can move as much air as the stock clutch fan on these trucks. That's why they use them. As of 2021 all domestic 1/2 tons come with OEM e-fans. The much smaller fan to shroud clearance has a decent increase in efficiency, hence Ram gets away with 900 - 1000 watts instead of the 5 - 10 hp mechanical fan. But in the OP's case, something is not right. Even a 10 hp parasitic draw shouldn't decrease speed from 50 to 40 mph, that's closer to a 50 hp draw.
RoyJ 06/21/21 01:38pm Tow Vehicles
RE: 3.31 gears at 40,000 lbs gross.

Sheesh, this thread is longer winded than trying to tow a trailer with 3.30 gearing! Better not read trucking news then, Volvo is talking about (gasp!) 1.95 rear end ratios on their semi ;) https://www.ttnews.com/articles/rear-axle-ratios-still-moving-downward
RoyJ 05/26/21 01:26pm Tow Vehicles
RE: 3.31 gears at 40,000 lbs gross.

Hence the reason why the fact still stands that taller rear gears put more stress on the trans and driveline gear for gear than a shorter rear gear. Gear for gear, not one 8th and the other in 10th. Gear for gear. If gear-for-gear was the strict condition, then sure, I'll absolutely agree the 4.30 truck will have lower engine stress, converter stress, transmission internal stress, driveshaft stress, and equal axle torque. But that's unrealistic. Why shouldn't the 3.31 downshift twice and match rpm-for-rpm? Ford must agree with me somewhat to make the tow ratings so close. Also, I'm limiting my statement to modern HD pickups only. i.e. vehicles with power similar to a semi, and transmission ratios better than an Allison BR500. If we include Jeeps/ 4runners with barely adequate gearing for stock 32s, and then putting on 37s, that's an entirely difference story. See my post above, I made it clear my old Ram very much need a re-gear, and that's just to tow a 10k dump trailer. If I tried a 30k trailer I'll need 4Lo just to nudge it! So my statements weren't meant to be a 1 size fits all for all vehicles / situations.
RoyJ 05/26/21 01:19pm Tow Vehicles
RE: 3.31 gears at 40,000 lbs gross.

Roy, If that frod with 6.15 gears had 40" tires vs standard 32" tires. Might be a good setup. 2nd setup looks kinda normal for some OTR rigs where top rpm is 2000! Tire diam, tra s ratio's, all effect how a RA ratio should be at. A rig with 28" tires, 3.42 gears, another with 3.73 and 30" tires, or 4.10 with 32" tires, assuming same trans, engine, all have the same shift points, should accelerate and pull the same load equally. I'm positive there will be some difference's, but in reality, nothing too major. Marty Funny enough, I just recently put the smallest, highest payload tires on my old V10 Ram, because re-gearing may cost more than the old truck! I chose 235/65/16C, off of a Transit van. Compared to the 31.5", I made my 3.54 effectively into a 4.00. My point though, was folks only look at rear end ratios. The 4R100 has a 2.75:1 1st, and the 10R140 a 4.615:1. I bet if we did a random poll of what's better for towing: old 4 speed Ford with 6.10 rear end, or new 10 speed Ford with 3.31. 9 out of 10 would pick the 6.10 rear end without thinking twice.
RoyJ 05/26/21 01:01pm Tow Vehicles
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