Originally Posted by CrawfordGene
Absolutely. Investigating never stops. Answers can be elusive.
I am tired of these discussions, but quite literally a lot is riding on it. I make decisions, think about them, do not worry, move on down the road, read more.
Rednax comforts me because he keeps looking and maybe someday he will convince me to add more air to my tires.
I'm as tired of them as anyone. Thus grateful for expert opinion.
elusive once the questions have been given a range of possibilities to work within. Definitions matter. What will work
has been narrowed significantly if one wishes to reduce tire failure.
Gene, when we get that Japanese truck and the A/S on the scale and adjust your Equal-I-Zer according to numbers then use those same numbers to determine TV tire pressure, solo/laden or laden/towing
you'll feel the difference in the TT following the TV as both conditions -- solo and towing -- will be nearer optimal and one running condition will inform the other. (Solo/unladen is the base for all other TV tire pressure numbers.
Smith provides the method for determining best TV pressures. One can also read his contibutions on other forums going back more than a decade).
Now . . being able to see it
in the mirrors. (If
one maintains that lower-than-sidewall is still best on the TT). There's a lag in the TT response to RR axle steering input. Bringing that down to near-zero is the goal, IMO. It
-- incipient sway -- is real. Keeping the trailer upright isn't always easy to predict or to control as we all know. So keeping the TT away from those moments is critical. A heat-degraded tire is unacceptable at the moment of truth any more than is a sloppy sidewall. The tire engineers are adamant on TT tire pressure. (Question answered, move on . . . .)
Further, to take the slack out of the rig and remove "extraneous noise" keeps us from mistaking one thing for another. Where is the weak link?
Transient response. One will better be able to isolate the weak points in the responses of the combined vehicle with set parameters. IOW, they'll stand out where now they are somewhat buried. Both vehicles need this individually, and then when the rig is connected. Time
Not for nothing does AndrewT recommend tire/wheel changes for some TVs.
When I've tracked down some of these same issues in tractor-trailers (and corrected them or had them corrected) the change is palpable. One may have greater sensitivity when one drives for a living -- both in hyperalertness at times, and in sheer miles experience on the other -- yet the bulk of the rig and the slightness of the changes would, one would think, make the changes "felt" more imaginary than not. Yet they aren't. Insurance data backs it up, and other drivers (especially O/O's) make good suggestions in these lines of inquiry. One has only to try it (these things) to prove it to ones self.
Establishing a baseline for performance is always numbers driven. Afterwards the tweaks are fun since they arise from a known value set. One can always return, re-set, to zero. Finally, there is a range of possible adjustments which limits speculation once and for all. Our esteemed colleague RobertCross
has done such with his WDH adjustments (TV tire pressures as well if he's tried the advice Smith relays to us as it is beyond temp checks and tread wear). Or in FinalCutJoe
's thread on reduced Hensley performance . . is it the hitch, is it the hitch receiver, is it the tires, etc?
(And a VPP hitch is the best example of eliminating slack: the TT just flat doesn't move unless the RR axle of the TV tells it to. Winds, trucks, etc, effectively don't matter any more. But the TV can itself be the weak link in accident avoidance.
The TT can be more capable of "roadworthiness" than the TV. So it isn't just a matter of keeping the TT upright, but of the TV as well).
This work all done -- a known base line -- emotions are given the containment they need
. And the mind (however one want to consider it) has more room to make itself known. Maintaining cool under fire, if you will. On this I will agree that investigating is not ever done: the overall rig responses are to be respected at all times. It's details we'd want to chase. A far more fruitful method than to buy an even larger TV.
There is, for a road vehicle, a best condition. Settings derived from known values. If it varies from that I want to know why. And take action. It's all a tightrope walk otherwise and that sets up an energy drain, a lack of confidence not conducive to rested alertness. Even if alertness yields no more than a bird call noticed at an opportune moment
I'd rather not miss it. Rather the point of vacation road travel are the small asides at unexpected times.
There are better things to do while on vacation than to entertain nagging open-ended questions. It is whistling ones way past the graveyard with an eight-ton sixty-five foot combination at 60-mph.