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Old 06-22-2013, 07:55 AM   #141
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Note that a dual 2,000 watt generator set supports a 30 amp load. That typically means one AC and lights or other small powered stuff. A 50 amp load at 120 volts AC translates to a 6,000 watt generator set to produce that much power. Ohm's law: Power in watts = voltage X current in amps so 6000 = 120 x 50.

Due to the relatively loud noises of the compressor and wind through a small enclosure below the ceiling, many with dual AC units have suggested running the AC unit in the opposite end of the trailer from where one is sitting.

The second AC occupies the space for the Fantastic Fan in that location. The fan runs on 12VDC battery power and lets outside light into the trailer. So one is making a significant tradeoff. There are exhaust fans in the shower and bathroom which could be used to pull air from the opposite end of the trailer.
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Old 06-22-2013, 10:12 AM   #142
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Well I take consumer reports stuff with a grain of salt. It is a big heavy truck and it acts like one. They compared it to other SUV's not other large trucks. I am not saying it is the perfect tow vehicle but it is pretty dang good for the buck. It pulls my 31 footer with no problems. It will get up to 60 pretty fast pulling the trailer. On ramps are not a problem. I have the 4:30 towing rear end. The non tow package version has a 3:73 axel. I am not sure what the 4x4 axel ratio is. The Excursion handles better than an empty truck when not towing. My 2WD seems to have plenty of traction.


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consumer reports was NOT happy with the excursion to say the least lol....
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Old 06-22-2013, 10:46 AM   #143
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Sell my VW??! Man I have loved this car 45 mpg on highway - I commute to tuscaloosa so it helps - luckily I carpool with 2 others

VW is 2 payments away from being paid off
Well keep it then. Just don't get rid of the Odyssey. You know I am convinced a Tundra Crewmax will get it done. Have you started test driving? That's the only way you will know.
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Old 06-22-2013, 10:52 AM   #144
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In the process of trying to make the money happen for my Airstream I considered selling/trading my Harley. I already had the Tundra. I couldn't get rid of the Pathfinder, either. We did get rid of a junky old Ford Taurus, though. Good riddance!
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Old 06-22-2013, 12:00 PM   #145
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Yeah - I LovE that vehicle so far - I'm sticking with a truck likely

Unless I can find a van I truly like - but wife probably will not want it as daily driver - would be out TV only I assume

What of this exhaust brake stuff in diesels? How is traveling in the smokies for example in a 3/4 ton gasser + 30' flying cloud?

Thoughts from the peanut gallery?

How is braking with a late model 3/4 ton truck on steeper grades?
Hi, an exhaust brake makes up for lack of engine drag on a diesel. Anyway, you need to manually down shift your trans to slow you down on hills or you will burn up your brakes on anything short of a Kenworth.

Note: some late model trucks will automatically down shift for you at the touch of the brake peddle.
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Old 06-22-2013, 12:33 PM   #146
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what of this F150 spec?

"Maximum Payload 3,120 lbs. (Regular Cab 4x2 with 5.0L V8 and Heavy Duty Payload Pkg)"

??
regular cab? whick kid are you putting in the truck bed? ;-)
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Old 06-22-2013, 08:28 PM   #147
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Hi, an exhaust brake makes up for lack of engine drag on a diesel. Anyway, you need to manually down shift your trans to slow you down on hills or you will burn up your brakes on anything short of a Kenworth.

Note: some late model trucks will automatically down shift for you at the touch of the brake peddle.
Interesting - to e totally clear then - you are saying a late model 3/4 ton gas crew can truck pulling 30' as can be as easy as the diesel that has this "jake brake"??
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Old 06-22-2013, 08:29 PM   #148
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Would like to hear from more people about 3/4 ton suburban as a possibility - the specs work out easy.....
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Old 06-22-2013, 09:01 PM   #149
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what of this F150 spec?

"Maximum Payload 3,120 lbs. (Regular Cab 4x2 with 5.0L V8 and Heavy Duty Payload Pkg)"

??
Most Ford F150s models have a GVWR of 7700lbs. (My experience only starts in 2012 - earlier model years are possibly different.)

The HD payload package on the F150 adds an additional 500lbs to the payload.

By the time you work your way up the Supercrew, EB, 4x4, 157" WB, Lariat with HD Payload and Max Tow package, the payload is 2150lbs.
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Old 06-22-2013, 09:05 PM   #150
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Note: some late model trucks will automatically down shift for you at the touch of the brake peddle.
I'm still trying to work out how the transmission in my Ford F150 works. It appears that when I'm in cruse control, it will automatically downshift to maintain the set speed going down hills. It works very well.

When not in cruise, it's easy to down shift using the up/down switch on the side of the gear lever.

There is tow/haul mode as well which is supposed to select more optimal gearing for hauling - but I've yet to find it makes all that much difference. i.e I cannot tell the difference between when this mode is activated or not.
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Old 06-22-2013, 09:15 PM   #151
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.....snip.......

By the time you work your way up the Supercrew, EB, 4x4, 157" WB, Lariat with HD Payload and Max Tow package, the payload is 2150lbs.
But.....what is the rear axle weight rating ? And more to the point, if it matters to the person owning/setting it up, will the trailer tongue weight and the usual junk in the bed ( and other payload areas, such as the cabin ) be within, or over the rear axle rating ?
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Old 06-22-2013, 09:32 PM   #152
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Hi, an exhaust brake makes up for lack of engine drag on a diesel. Anyway, you need to manually down shift your trans to slow you down on hills or you will burn up your brakes on anything short of a Kenworth.

Note: some late model trucks will automatically down shift for you at the touch of the brake peddle.
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Interesting - to be totally clear then - you are saying a late model 3/4 ton gas crew cab truck pulling 30' Airstream can be as easy as the diesel that has this "jake brake"??
Hi, no; I'm saying that gas engines use compression, as drag, when going down hill, in a lower gear. Diesels don't have this engine compression drag, so they must use some form of a Jake brake. I'm not talking about pulling; I'm talking about saving your brakes when going down a steep grade. [this should be done whether towing or not]
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Old 06-22-2013, 09:37 PM   #153
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I wonder if the chap several posts above has driven diesel pickups or larger? Letting off the throttle on a diesel engine with twenty (or more) to one compression definitely will slow the truck down. The jake brake adds additional braking to the compression drag. Whereas a gasoline engine has sub ten to one compression usually speeds up going down hill because there is not enough drag to slow down the vehicle.
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Old 06-22-2013, 09:52 PM   #154
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There seems to be confusion on this - I received PM from someone (forget who) that suggested the jake brake diesel vs gasser is much more effortless downhill experience

Another suggested that it could be construed an important safety mechanism when traveling in mountains with family

Another PM said a late model gasser will do great and be safe for steeper grades

Between trailer brakes, 3/4 ton truck brakes and down shifting with gassed I would think this would prove perfectly safe - I ALWAYS keep my distance as well

??
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