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Old 01-01-2015, 09:39 PM   #99
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The newer 1/2 tons with six, and even eight speed transmissions do a surprisingly better job at towing than the same truck did with the four speed transmissions.

That said, I'd place bets your truck won't hold 70 on some of the hills on IH10 West of San Antonio while pulling the trailer, assuming you start at the bottom of the hill at 70.

Do I see a "contest" in the near future?

(I tried but couldn't think of a better way to "liven up" this thread)

SteveH, were you using a VPP hitch back then? Doesn't take much movement to increase HP demand.

One of the unsung benefits of the hitch type is the extra margin in re mpg thus mph. Might not be a deciding factor but between two otherwise identical rigs it is telling over a long day. Only takes a couple of mph to get out ahead as the day goes on.

Add to that what JMorgan notes about two trucks bring different right off the assembly line and we have a rig that more easily climbs those grades faster.


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Old 01-01-2015, 10:01 PM   #100
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SteveH, were you using a VPP hitch back then? Doesn't take much movement to increase HP demand.

One of the unsung benefits of the hitch type is the extra margin in re mpg thus mph. Might not be a deciding factor but between two otherwise identical rigs it is telling over a long day. Only takes a couple of mph to get out ahead as the day goes on.

Add to that what JMorgan notes about two trucks bring different right off the assembly line and we have a rig that more easily climbs those grades faster.


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To be totally honest, I can't remember when I got the ProPride in the time I had the 1/2 ton and the 25', but I got it during that time. I don't remember either it having any noticeable impact on towing power. Before I got the ProPride, I used a Reese DC with that rig. I did have the Reese on the trip in Utah.

Of course there could be differences in the two trucks, but it seems to me the added weight would have more effect, and the fact that my trailer was a wide body, more wind drag.

One other thing comes to mind, you may have read that I had lots of sway problems with that trailer, and later determined it was due to misaligned axles that actually caused accelerated tire wear. It's conceivable that the trailer was just harder to pull because of tire scuffing.

After I had the axles aligned, I traded to the 3/4 ton GMC Duramax, and we went on a trip that summer to Alaska, and on the trip I had to rotate the tires, and replace one tire because they were wearing so quickly.
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Old 01-01-2015, 10:39 PM   #101
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Yeah, the little things add up. It isn't that one hitch type will produce more power so much that reduced steering wheel corrections translates to lower HP demand over a given distance. When the constant average demand drops.

And the other problems as you note are easily more significant. Bearing preset, brake drag, alignment, and tire pressure are the real culprits. Reduction of steering inputs -- number, degree and duration -- is cited by Cummins, Kenworth and others as measurable.

Topping the grade at 70 is a feat. But starting at 70 is difficult. I'd be inclined to allow 75 at the base of the grade.

We could change each of the things mentioned and measure the HP demand change. We won't but I think we can agree that a problem of these types will drag the rig down faster than if optimal.


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Old 01-02-2015, 08:01 AM   #102
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I try to drive at 62 , as I 'm not on the clock and no log book, some days we only travel 200 miles as we do a lot of look- seeing, so you guys better hope there is a passing lane going up that hill.........
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Old 01-02-2015, 08:06 AM   #103
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I try to drive at 62 , as I 'm not on the clock and no log book, some days we only travel 200 miles as we do a lot of look- seeing, so you guys better hope there is a passing lane going up that hill.........
Yea, well, I drive 65, so I'll be blow'in your doors off at 3MPH.
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Old 01-02-2015, 08:10 AM   #104
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Is all I can say is that you won't be passing a virgin! Some days I get passed 4 times by the same fellow....
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Old 01-02-2015, 08:15 AM   #105
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Is all I can say is that you won't be passing a virgin! Some days I get passed 4 times by the same fellow....
I know that's right, and you pass him four times when he's at the gas pump.
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Old 01-02-2015, 09:18 AM   #106
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In my older age I stop every 200 miles or so and as a rule I will tow no more than about 700 miles in one stretch.

I wont post here what I did when I was young and in a big hurry.




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Old 01-02-2015, 09:24 AM   #107
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In my older age I stop every 200 miles or so and as a rule I will tow no more than about 700 miles in one stretch.

I wont post here what I did when I was young and in a big hurry.




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Yes, I understand, J. I wish I could drive 200 miles in one setting, but cannot today. More like 150 (really 3 hours) is max for me.

And, we like to go no more than 400 miles a day now, but have in the past put in some 750-800 mile days with the trailer. Retired now, so no need to do that any more.

I won't talk about what all I did when I was young, because either no one would believe me, or I would be put on some "list".
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Old 01-02-2015, 10:29 AM   #108
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Yea ! No body will admit to why, one drove so far when younger, when older you realize it ain't going to spoil!! I better go plow some snow, we got more cold and snow coming our way...
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Old 01-02-2015, 10:53 AM   #109
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Safety training is to stop every two hours or about 100 miles for a fifteen minute break. Every four hours or at about the 200 mile mark for about an hour.

The daily refueling at that four hour point with lunch at that place or nearby is what works well.

300 miles or three o'clock with the above and the daily trip plan writes itself.


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Old 01-02-2015, 10:56 AM   #110
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That's about what we do when traveling. A break in the morning, then a lunch break, and then another brake in the afternoon, but we probably don't take an hour at lunch when we are actually on the road going somewhere.

As you know, it's a long way in miles to almost anywhere from where we live.
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Old 01-02-2015, 11:08 AM   #111
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Yup, it's a thousand miles to anywhere it seems. So while the trip plan is vital it needs to accommodate a longer first pair of days. My rule is then to be parked before dark and not to have exceeded 10 hours at the wheel.

I do 11 or 12 at work depending on what rule set we're under and it gets old. Anything over 600 mikes is like hitting a wall.

So, for personal travel I'd like to see no more than 450 miles and under 10 hours of drive time, not total time. I can usually look over the route with alternatives and come up with an acceptable compromise on miles/hours with breaks and refuel.

I play with miles as a goal but it really depends on whether I'll be in metro area traffic. Construction, etc can be known in advance on big roads so it takes more work.

It generally is not worth it to push hard one day and be tired the next three days. Hopefully none of us has to travel that far to get to a nice area.


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Old 01-02-2015, 11:16 AM   #112
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Yes, people in other parts of the country don't understand why we drive what they consider to be fast, and why so far. Even where I am, unless I go to Mexico, which isn't happening these days, it's 500 or more miles just about any direction I go just to get out of the state. And, once you get out of the state, you feel more like your on a trip.

Where we go in Colorado a lot, it's a very hard two day drive, and an easy three, so we do it in two and a half, the first day concentrating on getting out of Texas, or close. It's 615 miles for us to the state line up thru the Panhandle.
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