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RE: New to forums, new truck, hopefully first travel trailer
My experience with TTs when it comes to weight and sway is this. If the truck squats when you hook-up (no matter what your ratings are) beef up the suspension, a little can go a long way. Do you own weight distribution. When loading your rig with trip necessities do your best to keep the majority of the weight over the TT axle/axles and just slightly forward. Keeping all the weight in the rear of the TT will remove some suspension tension but can give you a wild ride if you touch the brakes in a highway bend.
One sway can lead to another. If the trailer sways a bit and the truck gives, the truck will then make the trailer sway. Feeding off of each other the only solution to this is hold on and hit the gas to straighten it out. Very scary stuff. I've had it happen to me and I've seen it a dozen times.
Congrats, Good Luck, & Happy Trails.
And if this happens to you. Something is NOT right. Sway = disaster waiting to happen. Period. IMHO.;)
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peirek
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04/16/12 08:28pm |
Travel Trailers
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RE: New to forums, new truck, hopefully first travel trailer
Nickse360,
You jacking my thread? :)
librty02,
we looked at the coachmen, didnt really like the way it looked in person.
So the shop continues. I think we are going back out to a dealership about 45 minutes from us to go look at some 2011 Salem's that are for sale next weekend.
Will keep all updated.
Do NOT be afraid to start the offer at 30% under asking price. The dealers have a lot of room to work.
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peirek
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04/02/12 06:02pm |
Travel Trailers
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RE: New to forums, new truck, hopefully first travel trailer
---What should be my weight limit for the trailer?---If you are asking what weight of TT can be towed without exceeding the TV's ratings,
there are different ways of arriving at an answer.
Given that your TV has relatively high "towing capacity" and relatively low "payload capacity",
it is likely that payload will determine the maximum allowable TT weight.
Since you already have the TV, the best approach is to
1. Load the truck approximately as it would be loaded for camping.
2. Then weigh the truck and add 100# for a WDH.
3. Find the truck's GVWR
4. Subtract the result from Step 2 from the GVWR. The remainder is the maximum allowable trailer-induced vertical load.
5. When using a WDH, the maximum allowable tongue weight will be approximately equal to 1.3 times the result from Step 4.
6. The maximum allowable TT weight is approximately equal to 7.7 times the result from Step 5.
For example:
2. Assume the loaded truck plus 100# weighs 6400#.
3. Assume the truck's GVWR is 7200#.
4. The maximum allowable vertical load is 7200-6400 = 800#.
5. The maximum allowable tongue weight will be approximately 1.3x800 = about 1000#.
6. The maximum allowable TT weight is approximately 7.7x1000 = 7700#.
Then, it's up to you to decide how much load you are likely to add to the TT's dry weight.
If you think you can get by with 1000# of cargo, the TT's dry weight could be as high as 6700#.
If you think you will need 1500# of cargo, the TT's dry weight could be as high as 6200#.
You'll have to supply the actual numbers and run them through the above procedure.
Ron
Listen to and use this math. It is correct! Thanks Ron. I almost had a heart attack when the first response to this newbie's question was your truck could easily tow 10,500#
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peirek
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03/30/12 04:36pm |
Travel Trailers
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RE: Best Self Applied Protectant for New Trailer
I have used 303 on the decals, but car wax on the rest. Never thought of using 303 on everything. That would simplify the effort greatly. Thanks for the tip.
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peirek
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03/30/12 04:21pm |
Travel Trailers
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RE: Roll Call/What's Your Trailer & Tow Vehicle
See sig
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peirek
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07/28/11 06:25pm |
Travel Trailers
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RE: Integrated Brake Controller
The integrated brake controller along with tow/haul mode is the best thing for towing since........... well since trucks were invented :B
As was said already, read the manual and get it set up correctly. Then you can forget about it.
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peirek
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07/28/11 06:15pm |
Travel Trailers
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RE: Transmission temperature
Great thread and I like that everyone is staying rather civil. I also have a Silverado 5.3, 3.73 and pull a KZ Spree 26" light weight which gets me too close to limits. I almost always pull in 3rd with tow on. It will pull fine on flat ground but downshifts more. It will also pull in OD but I don't like how it downshifts on every grade, including overpasses!!! AND, it revs up way higher than I like before shifting back up. On our recent trip to Utah and nearby thru 12 nat'l parks, I had temps at about 217-220 on several grades and was often down to 2nd on upgrades and downgrades. As soon as it levels out more, they return to 150-175. Thats when I think about the diesel or 6.0 with max towing option!!!
Get the 6.2L. You will not be disappointed :B
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peirek
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07/26/11 06:27pm |
Travel Trailers
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RE: Transmission temperature
Just returned from a trip to Colorado. Raton pass, Wolf creek pass and traveling across NM/TX at 100+ ambient. When under load I had tranny temps of 220+ for brief periods. Even saw the truck temp creep up above 210 a couple of times. When towing the tranny temp is what is displayed at all times in the DIC.
Generally when pulling on flat ground I experience +~100 degree delta from the ambient.
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peirek
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07/19/11 04:40pm |
Travel Trailers
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RE: Another Hensley post, has this one ever happened to you?
So it wasn't just me that failed to realize that lube is good for the stinger.......... How stupid I felt when I had this happen to me in a CG in SD. And yes now I lube the stinger and hitch every other trip.
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peirek
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07/19/11 04:25pm |
Travel Trailers
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RE: Electrical drain in TT
And here I thought, by the subject title, he was looking for a way to drain the excessive electrons from his trailer :W
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peirek
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07/19/11 08:57am |
Travel Trailers
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RE: INSTALLATION UPDATE: Expedition owners with...Hensley input?
Driving around at low speed and jabbing hard at my brakes in various downhill turns, sharp angles, and other situations, and everything felt VERY stable. No evidence of 'bump' or upsetting of the truck in the least.
This means the trailer brakes are applying slightly ahead of the TV and that is good!
I also noticed a curious effect...not bad, just curious. Ever notice in the Hensley marketing video how they have various cars making "emergency maneuvers" and they only make a sharp turn to left, then straight a bit, then a sharp turn to right, then straight again? I actually wondered that before I bought the hitch.
There's a reason they DON'T do that at speed.
If you make a swing from right to left (for example) with the trailer swinging PAST center, there is a point where the Hensley mechanism itself forces the tongue of the trailer to swing a great distance SIDEWAYS...9 inches or so...in a very short degree differential between TV and Trailer. So there is a very short 'transitional period' when you can feel the trailer 'tug' sideways on the truck as the hitch is forcing the tongue of the trailer through this swing.
It is because of this very tight and scripted relationship between truck and trailer that gives the Hensley its power in straight running. And when at speed, there is really no way you could 'overcook' this movement without being in a VERY dramatic situation already. I think there is a very, very, very small chance that in a very, very, very specific maneuver that includes this wild swing in direction over the "midway" position of the hitch that the hitch itself could actually slow the 'rotation' of the tow vehicle for an immensely brief moment...don't know what that means, but there are enough "very"s and "if"s in the statement to put it out of my mind.
Never thought of this or experienced it. But I could see how this could pull your truck a little. Like pulling a skier in a boat.
Driving at speed is AMAZING. Simply amazing. Didn't even have to get passed by a truck to tell. Amazing.
Now go find you a few trucks..... !!
The Hensley makes the whole thing feel like I'm driving JUST my truck, just with a really big anchor.
Great description "with a big anchor" :)
A word on the hitch drop: I have the 2" drop hitch and the front of the trailer rides a smidge higher than it did before. I don't mind it, though. If I could lower it an inch, I guess I would...but 2 inches would be to much. My real opinion is about axle loading...if running leaf springs, you have the equalizer 'triangle' between the axles. This equalizes the load between the axles no matter what the angle. The only time this "non-equalized" axle load would be more critical is with a torsion-style suspension where the axles aren't interconnected. Then the height of the tongue would be more critical. As long as the tongue isn't down and things are generally flat and healthy, I'm good.
This makes good sense and eases my mind. Thanks!!
Keith I am glad you can feel the improvement but the real test is when you get on the highway at speed and have a few 18-wheelers pass you by. Then find a two lane and pass an 18-wheeler...... You will really smile after these events. Oh and go find a good cross wind.
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peirek
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07/18/11 11:57am |
Travel Trailers
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RE: INSTALLATION UPDATE: Expedition owners with...Hensley input?
1) The HA does not allow the granularity in height adjustments that I would like to have. They only offer the stinger in 2" increments. I ended up going back and forth with a straight and a 2" rise before settling on the best height with truck loaded and bars adjusted. I would like to see Hensley at least offer the stinger in 1" increments. It would be a great improvement. This is something the PP offers and has a distinct advantage on.---I think the hole spacing on the PP adjustable drawbar is more than 1". This would get you closer than the HA's 2" increments, but still would not give the precise adjustment I think an engineer would want (and, I can say that because I are one).
If you want to precisely control the TT's coupler height, you could add air lifts on the TV's rear axle. Use the stinger which places you below the desired height, and then use the air lifts, in combination with small WD adjustments, to raise the rear of the TV the necessary amount while maintaining the proper amount of WD.
Ron
Exactly what I have done Ron. Great minds think alike eh?
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peirek
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07/18/11 07:19am |
Travel Trailers
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RE: INSTALLATION UPDATE: Expedition owners with...Hensley input?
Glad to hear your impressions of the HA when you actually put your hands on it. A couple of things that I did not see mentioned that are somewhat negative and you should know (I know a little late).
1) The HA does not allow the granularity in height adjustments that I would like to have. They only offer the stinger in 2" increments. I ended up going back and forth with a straight and a 2" rise before settling on the best height with truck loaded and bars adjusted. I would like to see Hensley at least offer the stinger in 1" increments. It would be a great improvement. This is something the PP offers and has a distinct advantage on. The Hensley rep said it didn't matter if the nose was up an 1" or so as the HA would keep you on track. I disagree as this changes the loading on the individual axles.
2) The HA moves the trailer back around 12". I had to purchase an extension for the 7-way plug to the trailer. The one I had was not quite long enough. I really do not like having this additional connector in the path. I have tie wrapped it together but have intentions to replace the entire cord some day.
Good luck this weekend and be prepared for a little frustration on your first hookup. It will get easier as you do it. Take my advice and buy a backup camera. They can be had for less than a $100 and will aid greatly in the connection endeavor.
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peirek
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07/15/11 06:42pm |
Travel Trailers
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RE: INSTALLATION UPDATE: Expedition owners with...Hensley input?
Wow another Hensley topic with varying opinions. Imagine that. So while everyone is giving their opinion I cannot not weigh in. :R
I am running the HA and would never ever consider a friction sway control of any type ever again, period. $40K for the truck, $20K for the trailer and $2K (3.2%) for the refurbished HA. Heck the sales tax on the truck and trailer exceed the hitch cost by a big margin.
Keith, I did not read the entire thread to know what your final decision was. I sure hope you went with the HA or PP. With two engineers in the house, the money cannot be an issue :) Yea I too am an engineer and spending money is just not in our genes is it. :B
I too created a normal engineering research project prior to purchasing the HA. The video they sent is so stupid and is geared to scare you into buying it. My conclusion rested on the fact that no single HA/PP owner ever said it was not worth the money. The naysayers were all of the people without them.
I smile every time a person with a equalizer dual friction sway control hitch identifies the pull or push of a passing 18-wheeler as a natural phenomenon and is to be expected. A slight wheel correction with every passing truck is a natural event. I too thought that before I installed the HA. It really is NOT a natural event. At least to the extent I had experienced before the HA. I feel comfortable at all times and in all weather conditions with one hand on the wheel. White knuckle? Not with my setup.
Of course, I will admit that a well set up rig will always handle pretty good and with little to know issue. I ran a Reese setup on my last 26' Nomad with mostly no issues. I did feel the trucks passing much more than I do now. And you can bet the hitch was setup to the precision you would expect from an engineer. 12.00% hitch weight, .500" drop on TT front to back, TV level etc etc.
I cannot explain it but I believe I feel (yes seat of the pants feel) less of the 18-wheelers (and cross winds) with the trailer connected to the TV than without. I am concluding the way the hitch "locks" the trailer to the TV it creates an overall longer vehicle with a much longer wheel base (front of TV to rear TT axle). This aids in the ability to hold the road during these wind events. Not sure of my theory but I really cannot explain it any other way. (Maybe I am just so happy with the HA purchase I am willing this seat of the pants feeling).
We have pulled from Dallas to Glacier, Dallas to Yellowstone, Dallas to Durango and many local trips. Never ever think about sway or 18-wheelers, wind storms on my trip planning.
I just returned from a trip to Colorado. Coming across the Texas panhandle with 30+MPH thunderstorm outflow cross winds. Yes I felt the winds but never had to over correct or fight it. Certainly no white knuckle feelings.
More importantly, putting DW behind the wheel is no concern or issue under any situation.
BTW - Get a rear camera (my new truck has it) for hooking up the HA/PP. I believe it may save my marriage...... It makes poking that steel bar into the square hole pretty darn easy. Almost as easy as well......
Good luck with your decision and for those without the HA/PP hitch, have at it..... ;)
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peirek
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07/14/11 05:43pm |
Travel Trailers
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RE: TN to CO - first time trip
Sounds like a great trip. You will enjoy the Rocky Mountains. Just returned from Durango area. Are you targeting anywhere other than Denver? i.e. Rocky Mountain National Park? Highly recommend staying at Estes Park and exploring.
Anywhere across the mid west you have some probability of high winds. You will see lots of windmill farms across the area to fortify this point. I only pull a lower profile TT but have never had any issues with high cross winds across Kansas, Texas, OK etc.
I70 is a beautifully smooth road across Kansas. Certainly no grade issues on this road. I cannot speak for I80 as I have never been on it but the midwest is the midwest I suspect.
If you do not have time constraints, you may want to ask the population on the forum for interesting things along the way. This might sway your route preference more than the winds.
Good luck and enjoy the ride and the Rockys! And if you can do NOT miss Yellowstone and the Grand Tetons!
See the USA in a Chevrolet.... oops you drive a Ford. Ah close enough.
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peirek
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07/14/11 04:26pm |
Roads and Routes
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RE: how is raton pass? We are pulling a 5th wheel.
Use your gears on the way down! Or else :E
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peirek
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06/27/11 06:32am |
Roads and Routes
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RE: North Texas to Pagosa Springs
We take this route every year on one leg of our westward excursions. This year we're returning through Raton, then across the NE corner of New Mexico on US 87 through Dalhart and Dumas TX, then a straight shot down US 87 to Amarillo. The Texas panhandle does get monotonous in places, but the road is wide, flat, and straight. If staying in Amarillo, I recommend you treat yourself to an overnight at Palo Duro Canyon State Park---a truly gorgeous place. If you just want quick and easy, there are any number of parking lot RV parks right off IH-40.
We will be blowing through Amarillo (probably around noon) on our way to Santa Fe our first day. 650 miles total for the day.
The past few years we have gone to Yellowstone and Glacier and have taken the route you mention through Dumas, Dalhart, Raton, etc. The pan handle is a wonderful place to see freight trains full of coal and that is about it. Unless slow moving oil wells does something for you.
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peirek
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06/21/11 12:51pm |
Roads and Routes
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RE: North Texas to Pagosa Springs
We live here in Pagosa Springs and you are correct that the most beautiful route is through Wolf Creek pass. The easier route is I 40 to Clines Corner and then through Santa Fe to Chama. Should you go that route when you get on I 25 just stay on it through Santa Fe and then take NM 599 which is a truck route located just west of Santa Fe. This will avoid driving through downtown Santa Fe. Hope you have a wonderful time here in Pagosa Springs and bring lots of cash for the economy.
Hello Jim and Barbara,
Thanks for the trip directions. We are heading from Dallas to Durango (Lake Vallecito) in a couple of weeks. Was doing my due diligence and searching for best (fastest) route. Using your directions, here is what I came up with. Please throw stones if I am missing something. Traveling with a bumper pull (see sig) and my kids are pulling a pop-up with 4Runner. We only have a week so getting to Lake Vallecito in shortest order is our intention.
I see one fire burning north of Santa Fe so will keep my eyes on this and any others that might start between now and when we leave. The one in Raton is definitely keeping us away from that route.
From Dallas 287N to Amarillo, I40W to Clines Corners, 285N to I25W into Santa Fe. It is interesting that google maps is wanting me to go I40 to 84N to I25. It is calculating this to be 11 miles longer but 6 minutes shorter than I40/285N. Must be due to more time on interstate. That doesn't always calculate to faster times when pulling.
Staying overnight at Santa Fe KOA. 285/84N out of Durango (will be leaving early on a Sunday so traffic should not be a problem?) and into Pagoso Springs. 160W to Bayfield and then Co Rd 501 N to Lake Vallecito.
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peirek
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06/21/11 07:46am |
Roads and Routes
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RE: TV Antennae Boot Loose
I had the same issue. Kept getting a small puddle of water on the floor. Figured out it was the boot that had rode up the cable. Little dicor and slipped it back on. No problems since.
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peirek
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06/08/11 08:25pm |
Travel Trailers
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