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Old 03-10-2012, 10:49 AM   #57
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Quote:
Originally Posted by phbarnhart View Post
Update:

If I'm going to spend that kind of $$$ I might as well buy a new TV.
By jove, I think you've got it!
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Old 03-26-2012, 11:17 PM   #58
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ProPride hitch ordered and I've asked for a quote to install disc brakes on the AS. I figure no matter what else happens with my TV choice I'll want those two things.
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Old 03-27-2012, 10:44 AM   #59
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ProPride hitch ordered and I've asked for a quote to install disc brakes on the AS. I figure no matter what else happens with my TV choice I'll want those two things.
Couldn't agree more that the TT is the permanent possession by comparison to TV's that can come and go.

And, as it is an A/S the literal range of TV's thus makes bettering the TT -- and, by extension, the TV -- a more capable vehicle in pairing. It's a two way street that both are improved by a VPP hitch and TT disc brakes.

Good news.

.
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Old 04-13-2012, 01:11 AM   #60
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Update: I caved. I'm picking up the 3/4 ton Suburban on Saturday.
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Old 04-13-2012, 06:17 AM   #61
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Update: I caved. I'm picking up the 3/4 ton Suburban on Saturday.
Congrat's...What? Were you able to find a good used?

Burb+AS...they do go well together.

Bob
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Old 04-13-2012, 06:26 AM   #62
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Scale numbers are great to have for the reasons we've gone over here and elsewhere. And payload capacity is hard to trump for another variety of reasons. A few years down the line (if the TT isn't changed which is another possibility) the TV can be changed again. How the pair work together (via numbers) makes all those choices clear. Extra elbow room makes it all easier.

If it is the 6.0L motor that has a good reputation. An oilfield welder I ran across recently has one in a 2003 truck that has nearly 250k miles on it with near-perfect reliability even though it has towed a 5'er probably a little big for the truck a great number of those miles.

And the latest transmissions make life a lot easier on the road.

Pro-Pride, disc brakes . . . now just need the DIRECLINK brake controller for that new 'Burb (see Mexray thread).

.
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Old 04-13-2012, 06:49 AM   #63
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Old 04-13-2012, 09:26 AM   #64
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It's a 2012 (new) so it's got the 6.0 liter, 6 speed transmission and 3.73 gearing. I'm actually pretty shocked at how well my 2010 suburban held its value in the interval.

I'm going to have to find someplace to drive it to put the requisite 500 miles on it before towing though.
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Old 04-13-2012, 09:51 AM   #65
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PH, I took my 24 ft. AS on three trips totaling 900 miles, and on the third trip trashed the back end.

One of those trips was in the Tennessee hills.

Cost me $1,500.00 to replace the back end. I also learned that 1/2 works darn hard to get up the small hills, running up 6000 RPM in the shift. She sure had to work hard.

I am shopping now.
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Old 04-13-2012, 10:02 AM   #66
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Quote:
Originally Posted by Eaglemate
PH, I took my 24 ft. AS on three trips totaling 900 miles, and on the third trip trashed the back end.

One of those trips was in the Tennessee hills.

Cost me $1,500.00 to replace the back end. I also learned that 1/2 works darn hard to get up the small hills, running up 6000 RPM in the shift. She sure had to work hard.

I am shopping now.
Yeah, I live in Oregon and the mountains are killer with the 1/2 ton. I've had it down in 2nd gear @ 4000rpm just to maintain forward momentum.

If I traveled more often I would have been all over the diesel.
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Old 04-13-2012, 10:37 AM   #67
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Originally Posted by phbarnhart View Post
It's a 2012 (new) so it's got the 6.0 liter, 6 speed transmission and 3.73 gearing. I'm actually pretty shocked at how well my 2010 suburban held its value in the interval.

I'm going to have to find someplace to drive it to put the requisite 500 miles on it before towing though.

Brand spank'n...can't do better than that.

Have some fun now and good luck.

Bob
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Old 04-13-2012, 06:42 PM   #68
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Running an engine near redline for hours doesn't in any way hurt it, and buying too much truck to avoid going slowly up the hills makes no sense at all. It is the smallest factor of importance once past a certain threshold of TV capability. The initial cost and fuel mileage penalty otherwise mitigate against it. Payload is the place it makes sense . . not an engine or transmission working within design parameters. When one is on the edge of capabilities it may be nice . . so long as one can deal with the penalties for 99.7% of actual miles traveled.

Easy for a fulltimer, harder for the "vacationer".

6.0 and 3.73 will sure pull. Fuel mileage is another story! I'm looking forward to how this rig scales and adjusts. I'm already sending people who ask about these things to all phbarnhart threads to see how it can be done.

.
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Old 04-13-2012, 07:18 PM   #69
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Quote:
Originally Posted by REDNAX
Running an engine near redline for hours doesn't in any way hurt it, and buying too much truck to avoid going slowly up the hills makes no sense at all. It is the smallest factor of importance once past a certain threshold of TV capability. The initial cost and fuel mileage penalty otherwise mitigate against it. Payload is the place it makes sense . . not an engine or transmission working within design parameters. When one is on the edge of capabilities it may be nice . . so long as one can deal with the penalties for 99.7% of actual miles traveled.

Easy for a fulltimer, harder for the "vacationer".

6.0 and 3.73 will sure pull. Fuel mileage is another story! I'm looking forward to how this rig scales and adjusts. I'm already sending people who ask about these things to all phbarnhart threads to see how it can be done.

.
Truth be told that's what finally made me cave. I realized that we were right on the payload capacities of our 1/2 ton all along and I was constantly worried about every little thing we packed. I guess that I came to the conclusion that, if I'm worrying about the weight, I'm not having fun; if I'm not having fun, why bother at all?

So, I'm going to get the new rig, break it in, install the ProPride and go get the weight distribution dialed in at the scales.

Disc brakes are a likely next step, although the service manager at Sutton RV tells me that Airstream has stopped using discs entirely in their new trailers so he's not sure which kit to use.
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Old 04-13-2012, 07:29 PM   #70
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About the brakes: talk to Andy/Inland RV as he is on top of this. Then, to DIRECLINK to see if they have their ABS trailer brake actuator up and running. The combo would be state-of-the-art. And give you an outer-edge idea of what all might be involved. Easier decision then.

As to weights: the public scale is our friend. A stack of scale tickets covering a variety of loads tells me what tire pressure and what WDH adjustments are needed. The range between min and max isn't big, but knowing where to start and end is confidence made palpable.
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