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Old 01-02-2015, 03:33 PM   #113
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What route do you all like out of RR? Angle up towards US-287 at?

If I run up to Childress at US-287 then Texline on the NM border is 791 miles.



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Old 01-02-2015, 04:41 PM   #114
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RR? Not sure what you mean, but when we go to Colorado, we've been almost every way imaginable, but the shortest and fastest is to go to Raton and then up to Walsenburg, and then cut across to South Fork on 160 I believe it is.

To get there we go to Junction and take 83 North to Winters, then cut across on 70 to Sweetwater, then 84 all the way to Littlefield, and then 385 North. Minimum traffic, minimum towns, and good road all the way.

Last year coming back from Idaho we came down 287 to IH27, but that was because we were running with no trailer brakes, and I didn't want to go thru Denver. Anyway, not taking IH27 any more because it's concrete and has gotten very rough.
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Old 01-02-2015, 06:18 PM   #115
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Got the snow moved, waiting for more of it..You guys are making me tired, driving 700 miles in 10 hours, getting to the campground by3, whew!! Last spring right after the tornado's hit Omaha, a friend and I drove to Johnson City Tennessee ,to pick up my new trailer, right at 76 hours driving, stopped twice on the way back for 6 hours or so,I remember leaving Omaha early and it was midnight when I pulled in the driveway at home, and it was pouring rain from Sheridan ,no more, until next time???
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Old 01-02-2015, 10:10 PM   #116
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For me to get to Texline would be during day two and near the end of it


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Hensley Arrow. 9-cpm solo, 15-cpm towing
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Old 01-02-2015, 10:16 PM   #117
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Quote:
Originally Posted by slowmover View Post
For me to get to Texline would be during day two and near the end of it


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Well yes, you have 150+ miles farther to go than do I. Again, what's RR?
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Old 01-02-2015, 10:23 PM   #118
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Round Rock
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Old 01-02-2015, 10:26 PM   #119
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We're closer to San Antonio....about 20 miles North.
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Old 01-03-2015, 12:29 AM   #120
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My mistake. There are a good number of AIR contributors along IH35. NB or San Marcos is 170-180 from here.
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Hensley Arrow. 9-cpm solo, 15-cpm towing
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Old 01-03-2015, 06:13 AM   #121
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No mistake, I don't really advertise it, but thought you knew.
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Old 01-03-2015, 11:19 AM   #122
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I was helping keep you off radar.
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1990 35' Silver Streak Sterling; 9k GVWR.
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Hensley Arrow. 9-cpm solo, 15-cpm towing
Sold: Silver Streak Model 3411
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Old 01-03-2015, 11:45 AM   #123
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I'm not ashamed of where I live, or even trying to hide it. The location I list is just my little "statement" of how I feel about some things, if you know what I mean.
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Old 01-03-2015, 12:22 PM   #124
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I spent some time researching the brakes on the 3/4 ton RAMS compared to the 1/2 tons.

I would like to clear some misconceptions up and lay to rest this forum myth that 3/4 tons somehow stop better than a 1/2 ton.

The 3/4 ton's 'heavy duty' brakes vary only slightly in comparison to the 1/2 tons. You get a hydroboost in placement of the vaccum boost and 3 piston calipers upfront.

The half ton features standard vacuum boost and 2 piston front calipers.

The 1/2 ton has an 13.230 in rotor and the 3/4 ton has a 13.855 in rotor.

The rotor thickness difference between both of them is very slight.

The reality being, that both vehicles actually have similar stopping power and stopping distance. The hydroboost just provides better equal line pressure to the brakes.

If you're load is appropriate to your vehicle, both should perform well. There is no 'heavy duty' braking. It's more marketing. Yes I am claiming it's marketing, because the reality is it's engineered properly for the task. Take it how you will. Greater mass, needs more rotor. But they're equal for the jobs being done. It's literally scaled up. But know I talking about proper application. (Not will my Jeep Cherokee stop 11,500lbs as effectively as a 3/4 ton, because the math says NO)

I'm saying they are about equal. And that when a half ton is towing an appropriate load, it will stop shorter of the 3/4 ton with equal load because of less mass.

That being said, let's explain some physics to you guys.

Assuming proper operation of the brakes, the minimum stopping distance for an automobile is determined by the effective coefficient of friction between the tires and the road. The friction force of the road must do enough work on the car to reduce its kinetic energy to zero.

he bracking force is

Fb=ksFn


the normal force is the weight which is proportional to the mass.

Fn=mg


where g is the acceleration of gravity. so the braking force is

Fb=ksmg


and that braking force is proportional to the deceleration a of the vehicle

Fb=ksmg=ma


so the deceleration due to braking is

a=ksg


independent of the mass of the vehicle. the increased mass increases the braking force, but it also increases the momentum by the same factor. if the vehicle was on a slippery surface, ks would be less and the vehicle would decelerate more slowly. if the vehicle was on the moon, g would be less and the vehicle would decelerate more slowly. also if the vehicle is pulling a trailer which does not have braking on its wheels, that increased mass from the trailer and load contributes to the momentum, but not to the braking force because only the pulling vehicle weight is pushing down on its wheels (that have brakes), so it decelerates more slowly.

if you know the velocity when the brakes are applied, the braking distance is:

d=vt−12at2


and since the final velocity is zero

0=v−at


then you can calculate the braking time

t=v/a


and

d=v(v/a)−12a(v/a)2=v22a=v22ksg


In laymen terms, it's simple. Proper vehicle application. But please don't go around claiming a 3/4 ton stops better than a half ton because of 'heavy duty' braking.

End of rant.

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Old 01-03-2015, 12:32 PM   #125
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Look to tire tread area. Stopping my solo 9,000-lb truck is no easy task. A 5500-lb half ton with tires better for handling/braking is a Corvette by comparison.
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Old 01-03-2015, 12:42 PM   #126
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you guys should go to the post about the better brakes on the BMW , crossover SUV ,they are capable of going 130 mph and therefor need better braking....
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