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Car Forum / Driving, Maintenance, Tuning / RVs / April 2006req: info towing 5th wheel basics
We traded in a light hybrid travel trailer for a 11,000 lb (loaded) 5th wheel. Towing with Chevy 2500HD Duramax diesel crewcab. We could tow hybrid in overdrive, no problem in mountains with towing or stopping. Will be going to Rockies this summer (no mountains to practice on in our area.). Need best advice on tow-haul mode on both flat and mountains and how to handle steep grades while descending/ stopping. all advice appreciated. If there are tricks or problems you have encountered please let us know so we can avoid possible danger to both truck and bodies. Thanks in advance Bill and Debbie 2006 28Frls Outback 5th wheel. 2003 Chevy 2500HD duramax/allison crewcab > We traded in a light hybrid travel trailer for a 11,000 lb (loaded) 5th > wheel. Towing with Chevy 2500HD Duramax diesel crewcab. We could tow [quoted text clipped - 7 lines] > 5th wheel. 2003 Chevy 2500HD duramax/allison crewcab > First thing to read is the owners manual. My Chevy truck manual has about 3 pgs on it. Tow-Haul just moves up the shift points, esp when accelerating. If your tranny shifts a lot when cruising, use a lower gear so it doesn't. Marv I drive tractor trailer, so I would like to offer help on descending any hill. Make sure you have calibrated the trailer brakes per the brake controller and trailers instructions. If you have any questions, stop at your favorite local RV/camper shop. Once you know a steep grade is coming up, slow down before you crest the hill and let the engine do some of the braking for you. Downshift to a gear where the truck slowly gains speed. Once you get toward the top end of that gear, near the speed limit, or if you are not comfortable, gently apply the brakes to slow you down. (I usually use a 10 MPH range) Release the brakes, and repeat until you are off that hill. This speads the load of braking so you won't overheat your brakes. Don't be too worried if you are traveling slower than traffic, just turn on your 4-ways. You will probably be at a similar speed of some trucks anyway. Don't be afraid to get behind or in between them- they are pro's and do it all day every day. If you are going to continually haul heavy loads (especially on hills) , this is where an exhaust brake can come in handy. As far as braking goes, leave more than enough room to allow you to stop AKA do not tailgate. Using the above method will allow you to make those stops much quicker. Jason > > We traded in a light hybrid travel trailer for a 11,000 lb (loaded) 5th > > wheel. Towing with Chevy 2500HD Duramax diesel crewcab. We could tow [quoted text clipped - 12 lines] > > Marv I believe Tow/Haul does more. It changes shift points and locks torque converter tighter in each gear. You still have use of all gears. Anyway that's how Ford works. I use Tow/Haul whenever I'm pulling my 5,000 pound boat or 11,000 pound trailer. >> We traded in a light hybrid travel trailer for a 11,000 lb (loaded) 5th >> wheel. Towing with Chevy 2500HD Duramax diesel crewcab. We could tow [quoted text clipped - 13 lines] > > Marv Marv, if your Chevy has the Allison transmission and Duramax Diesel and all you think the tow/haul mode does is "moves up the shift points," you need to read the manual again. Ron >>>We traded in a light hybrid travel trailer for a 11,000 lb (loaded) 5th >>>wheel. Towing with Chevy 2500HD Duramax diesel crewcab. We could tow [quoted text clipped - 19 lines] > > Ron That's what it did in my van. Now I have the 8.1 & HD Chevy trans. in my '04 Avalanche 2500. The manual says to use just when the combined wgt is at least 75% of GCWR. In my case I'm at about 90% but don't use the Tow/Haul much. Just drive in 3rd unless it's a nice level stretch when it will stay in OD w/o any "searching." I'll check again on the OD next time I tow; maybe I should just use it all the time? Marv >>>>We traded in a light hybrid travel trailer for a 11,000 lb (loaded) 5th >>>>wheel. Towing with Chevy 2500HD Duramax diesel crewcab. We could tow [quoted text clipped - 30 lines] > >Marv Yes, you should be using the tow/haul mode. It makes the shifts firmer, changes the shift points to a more optimal setting for towing, makes the Torque converter stay locked up longer. What you are calling "hunting" is probably the torque converter locking and unlocking. If you use tow/haul it will decrease that considerably. If you are still having problems with "hunt" then try slowing down. Also you say you are at 90% of your towing capacity, have you actually weighed the rig to see just how heavy you really are?  SignatureFrank Tabor >>>>We traded in a light hybrid travel trailer for a 11,000 lb (loaded) 5th >>>>wheel. Towing with Chevy 2500HD Duramax diesel crewcab. We could tow [quoted text clipped - 29 lines] > > Marv I don't know about your van, but with the Duramax Diesel and Allison 5 or 6 speed automatic transmission (which was what the original question was about), tow/haul mode also provides grade braking using down shifts made automatically by the transmission after you brake briefly, release the brake and the vehicle gains speed. With the 6 speed you also get automatic down shifts for grade braking when using cruise control without ever having to use the brake pedal. Ron > maybe I should just use [Tow/Haul] all the time? Yes, whenever hitched-up and rolling. Doing so can only HELP reduce transmission slippage (heat) and possibly even increase fuel economy, albeit minimal if even noticeable. It certainly can't HURT anything. Signature:) JR 2000 Skamper Ultra 249 TT 2002 Chevrolet Silverado 2500HD Vortec 8100 - Allison 1000 > We traded in a light hybrid travel trailer for a 11,000 lb (loaded) 5th > wheel. Towing with Chevy 2500HD Duramax diesel crewcab. We could tow [quoted text clipped - 7 lines] > 5th wheel. 2003 Chevy 2500HD duramax/allison crewcab > I have seen a lot of the crew cabs out there and many have the short bed. This does not have any thing to do with your tow/haul selection on the Allison, you are receiving adequate information there. But if you have the short bed 6.6', your hitch should be a slider. http://www.go-rv.com/coast/do/catalog/page?index=A&pageNext=TRUE&dealerId=7&page Num=521 This chart will give you an idea about what is and what is not recommended for your truck. You don't want to be sticking the corner of your 5er through the back window. SignatureBILL P. 2004, 2500 SLT Quad Cab, Dodge Ram, SLT, SWB, 2WD,Short Bed 5.9 HO Turbo Diesel, 48RE Auto Trans, Anti-Spin 3.73 Dif.Rhino Liner, Husky 16K,Slider. Voyager Controller 2005, 27RL Wildcat, DT/PC Wi-Fi. two 6volt AGM Trojan Batteries, 600watt Inverter Dual EU2000i Hondas Just Me and Dog > 11,000 lb (loaded) 5th wheel. Towing with Chevy 2500HD Duramax > best advice on tow-haul mode Tow/Haul Mode: ON - whenever towing or hauling. (Duh!) More important that increasing the RPM shift points, T/H Mode forces the torque converter to "stay" locked. If you haven't installed the 5th-gear lockout, you probably should. I was going to have it installed on my '02 8.1 Big Block but, with my little trailer, it's not necessary. Later model Allison-equipped pickups have this lockout function already installed. It was an extra-cost retrofit that was available after my truck was a couple years old. In the 5-speed Allison, 4 & 5 are both overdrives. Locking-out 5 would help in your case. You might also look into an exhaust brake. Good luck and have fun! Signature:) JR 2000 Skamper Ultra 249 TT 2002 Chevrolet Silverado 2500HD Vortec 8100 - Allison 1000 Thanks to all who have replied so far. We do have the long bed crew cab so no worries about the window/cab breakage, and our truck is an '03 so we do have the fifth gear lock out if that is what the overdrive lock out means. We have pulled the fiver once and used the tow haul mode 'cause we were scared not to! LOL. Would an exhaust brake negate our warranty? Thanks for tips on slowing down on steep grades. I have always admired the "knights of the road". I did notice that when tow haul mode is on, the truck automatically down shifts and slows down. I have had to accelerate in order to move downhill (without trailer). I have never before had a vehicle that would actually slow down on a hill!!! I think it will be different with a big load behind us. ~[8-) When towing up hill should I just keep it in tow haul or take out of tow haul and go to third gear? Or what? Thanks again. I feel the need for all the information I can get.-Debbie >Thanks to all who have replied so far. We do have the long bed crew cab so >no worries about the window/cab breakage, and our truck is an '03 so we do [quoted text clipped - 9 lines] >in tow haul or take out of tow haul and go to third gear? Or what? Thanks >again. I feel the need for all the information I can get.-Debbie Yes, an exhaust brake would void your warranty if it was deemed it was what caused a problem. But you don't need one. You say above that the transmission already does a good job. Let well enough alone. SignatureFrank Tabor >Thanks to all who have replied so far. We do have the long bed crew cab so >no worries about the window/cab breakage, and our truck is an '03 so we do [quoted text clipped - 9 lines] >in tow haul or take out of tow haul and go to third gear? Or what? Thanks >again. I feel the need for all the information I can get.-Debbie Oh, leave the gear shift selector alone. Leave it in tow/haul and let the transmission do it's job. Going uphill it will downshift when it needs to. SignatureFrank Tabor >>>"When towing up hill should I just keep it in tow haul or take out of tow >>>haul and go to third gear? Or what?<<< Leave it in tow/haul. The tranmission will know what to do better than you do. SignatureJerryD(upstateNY) > Thanks to all who have replied so far. You're welcome, Debbie! Congratulations on your new rig. You're gonna LOVE it. Since you've had The Monster Truck<tm> for a while, you are by now USED to the expen$e of operating it. The upgrade from hybrid(?) to the fifthwheel won't be THAT bad of a "hit". For one season after my mom died, my stepdad allowed me to USE their fulltiming fiver during that local camping season if, during that time, I made a good effort to SELL the FW. I did. It didn't. ('nuther story) They had, and I used, their Ford F250. It was equipped with the 351cid (5.7L) V8 gasser with 4:10 gears. It was so seriously overloaded by their last rig that it wasn't even CLOSE to "funny". ('nuther story) > We do have the long bed crew cab so > no worries about the window/cab breakage A true four-door cab with the LONG box - and a dually and Duramax. It doesn't get any better than that. Your fifthwheel selection criteria was probably unrestricted. When I first purchased my Silverado I considered it likely that, during the life of the pickup, I would upgrade my trailer. Now I'm not so sure: We have our little entry-level TT *just* the way we like it. ...and it's paid for, finally. Given that, I have WAAAAY more truck than I need. Oh, well. It's nice to have too much rather than not enough. > our truck is an '03 so we do have the fifth gear lock out > if that is what the overdrive lock out means. That would be it. If I DO upgrade MY camper, I'll have to have that installed on my Allison. They quoted me >$300 a year ago to do it. As it is, I usually tow in "Drive" as recommended in the owner's manual. My only selection for overdrive lockout is to pull the selector lever into "3" which is direct drive, locking-out the next (preferable)lower, 4th-gear overdrive. Fortuantely, I haven't had to do that more than a couple of times as the already dismal MPG (~8) takes a big hit. > We have pulled the fiver once and used the tow haul > mode 'cause we were scared not to! LOL. Hehehe! <grin> A little <ahem> RESPECT (fear) for driving conditions is NOT a bad thing. Tow/Haul is a good thing that was WAAAAAY overdue on the towing scene. The latest incarnation of the world's second-ugliest truck has a FACTORY trailer braking system! Wotta concept! What will they think of next? More cup holders? I'm waiting for a factory dock for my iPod. (no joke) > Would an exhaust brake negate our warranty? Probably not. According to the experts at Trailer Life that I've read over the years, unless the aftermarket device or system can be proven to be the CAUSE of the failure of the covered device or system, the latter is STILL covered by the warranty. With the Allison tranny, unless you LIVE in a mountainous area or plan to tow frequently in that environment, I'd wait to have done my first (or third) Thompson canyon descent from Estes Park/Rocky Mtn NP to see if an exhaust braking system would be worth the cost. They're expensive. (Well over $kUS?) > I did notice that when tow haul mode is on, > the truck automatically down shifts and slows down. The Allison alone would be enough to make me a Chevy man. If I were to ever downside to a small block engine, I'd be inclined to SPECIAL ORDER the pickup with the Allison. Unless things have changed, the killer tranny is a "required option" (huh?) on Silverados equipped with the diesel engine or, like my pickup, the Big Block<tm> Vortec 8100. That's a whopping 496cid, ladies and germs. :) Allison only became a "household" word after Chevy began putting them into the Silverado. The Allison division of General Motors has been around for YEARS making transmissions for transit buses, big rigs and military tanks! > I have had to accelerate in > order to move downhill (without trailer). In that case, turn OFF Tow/Haul or slip the tranny into the next higher "gear" if it's not there already. A slight "tap" in the gas pedal will tell the computer that it can tell the Allison to let you go faster without using more fuel. (It releases the locked torque converter if NOT in Tow/Haul, etc.) Did you know that there is NO throttle cable running from the gas pedal to the engine? It's all computer! "Fly by wire"! That's how the Allison and the engine work so well together. It's also why a stupid, $5 blown fuse may some day have me on the side of the road. What price progress? <sigh> > I have never before had a vehicle > that would actually slow down on a hill!!! You paid - and are PAYING - for it, my dear. Enjoy it! :) > I think it will be different with a big load behind us. ~[8-) Isn't it always? <g> > When towing up hill should I just keep it in tow haul > or take out of tow haul and go to third gear? Or what? Tow/Haul ALWAYS when hitched-up. The only time you'd consider turning it OFF would be if descending a hill and would otherwise have to actually accelerate to maintain a desired speed. The would cause the torque converter to unlock (slip) which uses less engine braking - it "coasts" better. It would not hurt the truck (or "use up" anything) to keep it in Tow/Haul even when driving solo, but I believe fuel economy and drivability might be diminished in that case. Also, if you discover that you've inadvertently left Tow/Haul OFF after refueling (for example) and immediately traversed rolling terrain where the transmission would "hunt" ('nuther topic), before there was any harm, you would have noticed that the tranny was hunting with the help of the tachometer and your hearing - and would then turn Tow/Haul ON and maybe even lock-out fifth gear. > I feel the need for all the information I can get.-Debbie If you haven't RTFM (read the manual) by now, you should. You should also subscribe to Trailer Life magazine and read it. Have fun with your new rig. What are you going to do with ALL THAT SPACE?!?? Signature:) JR 2000 Skamper Ultra 249 TT 2002 Chevrolet Silverado 2500HD Vortec 8100 - Allison 1000 Jim Redelfs wrote:<snip> Had to get it shorter so it would fit, I only have the short bed truck! ;-) A story about the crew cab long bed Silverado. Camping in the NW corner of MS. At a family reunion, several of us stole our brotherinlaw's truck. Driving it in the SP winding roads, could not keep it on the road because it was so long. I cannot understand why any one would want a truck that takes that much room to turn around and try to tow a camper with. ;-( SignatureBILL P. 2004, 2500 SLT Quad Cab, Dodge Ram, SLT, SWB, 2WD,Short Bed 5.9 HO Turbo Diesel, 48RE Auto Trans, Anti-Spin 3.73 Dif.Rhino Liner, Husky 16K,Slider. Voyager Controller 2005, 27RL Wildcat, DT/PC Wi-Fi. two 6volt AGM Trojan Batteries, 600watt Inverter Dual EU2000i Hondas Just Me and Dog > Jim Redelfs wrote:<snip> Had to get it shorter so it would > fit, I only have the short bed truck! ;-) Those aren't my words. I bought an extended-cab with the LONG box off the dealer's lot. Had I special-ordered the pickup, as had been planned, I would probably have ordered the 6-1/2-foot (short) box. I am GLAD I have the LONG box and would order/buy it again. The 8-foot box is just enough more room, and the ride is just enough improved, that the comparatively SMALL length increase to an already-ridiculously-LONG vehicle is certainly worth it, if not negligible. That I have the option to remove the cab-high fiberglass topper and haul many fifthwheel trailers - without having to worry about a sliding hitch - is an added value of the long box. I have a back seat for grandkids. Since I would rarely if ever ride back there, I got the extended cab but NOT the "true" four-door "crew cab". The little rugrats and occasional old lady can WAIT for me to open a door to let them out. :) > I cannot understand why any one would want a truck that > takes that much room to turn around and try to tow a camper > with. ;-( Because a LONGER wheel-based tow vehicle offers the most control and comfort. There is a price for everything. Needing a small parking lot in which to turn around in one of these LONG pickups is the "price" we pay for the improved driving/towing manners. A LONGER wheelbase is BETTER for towing and probably less bumpy when solo. A SHORTER wheelbase is BETTER for driving in an urban environment and when jockeying-around a trailer in a small campground. Since I can't have BOTH, I'll take the LONGER wheelbase. As for urban driving, I take it regularly into an urban environment with no problem, for whatever that's worth. It's just as hard to find a parking spot for a Corolla as with my pickup, though. I learned something special about my pickup when it was almost new when pulling our little Skampercamper *UP* a National Forest access road to the end of the road: A ridiculously HIGH ground clearance disappears QUICKLY when going off road. Before I accidentally tore out the Allison, I went back to camp. We spent a fabulous, star-filled, QUIET night all by ourselves. The next morning we carefully towed everything back down the mountain. No damage. My pickup is 20-inches longer overall than a Ford Expedition (the now-discontinued, short-lived version of the Suburban on the SuperDuty chassis) and a full two-FEET longer than a Suburban. I back it into my UNCHANGED garage - in a common, spec-grade split entry home with the two-car garage underneath - with a nice jackpost in the middle. I originally cussed the jackpost but now use it as a guide when berthing the SS GhettoCruiser II. The darned thing "stickered" >$2k more than my first, new house! I love it. Signature:) JR 2000 Skamper Ultra 249 TT 2002 Chevrolet Silverado 2500HD Vortec 8100 - Allison 1000 >Because a LONGER wheel-based tow vehicle offers the most control and comfort. >There is a price for everything. Needing a small parking lot in which to turn [quoted text clipped - 6 lines] >jockeying-around a trailer in a small campground. Since I can't have BOTH, >I'll take the LONGER wheelbase. Other than those who drive exclusively in a crowded metro area, I cannot understand why anyone would buy a short bed. You pay X dollars for a truck, but only get a half of one. My son recently bought a Dodge Dakota PU with 5 ft bed. ??? What the hell good is that? Tom, who wouldn't buy anything short of a full pickup. I see where altar@nospam.net contributed: >Other than those who drive exclusively in a crowded metro area, I >cannot understand why anyone would buy a short bed. You pay X dollars >for a truck, but only get a half of one. My son recently bought a >Dodge Dakota PU with 5 ft bed. ??? What the hell good is that? > >Tom, who wouldn't buy anything short of a full pickup. Let me help you with that: For several years we used a short-bed truck, mostly for towing utility trailers, skidding logs and maneuvering in the woods. Seldom carried much stuff in the bed other than tools. In fact, for several years we drove Jeep Cherokees, and used them for the same work. Last year I bought a 4wd tractor for log skidding, unloaded the last Jeep, and now have a full-size "1/2-ton" 4wd p/u, standard cab w/8' box. W/B is about the same as extended-cab short-box, so towing stability is about the same and of course way better than the Cherokees. Will Sill The Curmudgeon of Sill Hill > "Other than those who drive exclusively in a crowded metro area, I >cannot understand why anyone would buy a short bed. You pay X dollars >for a truck, but only get a half of one. My son recently bought a >Dodge Dakota PU with 5 ft bed. ??? What the hell good is that? >Tom, who wouldn't buy anything short of a full pickup. " Right On! I keep seeing guys with boards ,pipes etc. hanging out the back of their short beds all tied up and lashed down,or extending way up on their roofs and I always think " Why didn't you just buy a real truck?" I often buy 10 ft. sections of pipe and they fit diagonally IN my bed.-Brian , who is damn glad I have a full size ( in my case-8 1/2') bed ! >>Because a LONGER wheel-based tow vehicle offers the most control and >>comfort. [quoted text clipped - 16 lines] > > Tom, who wouldn't buy anything short of a full pickup. For me the problem came with a full, four door crew cab with an eight foot bed. (Dodge Ram 2500) To make a U-Turn, it took two full lanes plus half a sidewalk. I got tired of having to 3 point park every time I visited the Home Depot ending up with the rear bumper and trailer hitch halfway out in the middle of the parking row. The new truck (F-350 Crew Cab) has the 6 and a half foot bed, yielding the same wheelbase as a regular cab with the big bed. Although still a large truck, at least you can park it and make a U-Turn without running off the road and comfortably seat four passengers (buckets, front and rear). With the tailgate down, I can still haul 4x8 sheets or long boards without a problem. For the fifth wheel, we used a sliding hitch although rarely had to use it once I learned the turn limitations (which were pretty extreme). RCE > For me the problem came with a full, four door crew cab with an eight foot > bed. (Dodge Ram 2500) > To make a U-Turn, it took two full lanes plus half a sidewalk. I got tired > of having to 3 point park every time I visited the Home Depot ending up with > the rear bumper and trailer hitch halfway out in the middle of the parking > row. Brings back some memories. Just a D150 tho, four door, 8 foot bed, custom front end. Me and a partner sectioned a Mack RM nose to fit including narrowing a Chrome 18 wheeler front bumper (the bumper was almost 14 inches tall) Yeah parking was a bear, but it rode nice (them old dodges had soft suspension to begin with) and for some reason people just tended to get out of the way on the interstate. Ahh my wasted youth.. As to the hitch sticking out, how many times did you nail your shins on it? (I finally got smart and started pulling the hitch out of the receiver and stashing it in the bed) Whitelightning >> Tom, who wouldn't buy anything short of a full pickup. > [quoted text clipped - 14 lines] > >RCE Well, I see the problem right away! People who want a car *and* a pickup in the same body really don't have an option for a long bed if they park in town. It never occurred to me to have a combo pickup/car in the same vehicle, plus a longbed. That's exactly what a four door crew cab is. I saw a few of those around in the 60's, and thought they were an abomination then. I still think so. My comments regarding longbeds wouldn't apply to such a vehicle. They're just too long. And I wouldn't own one of those either. Tom >>> Tom, who wouldn't buy anything short of a full pickup. >> [quoted text clipped - 27 lines] > > Tom That is why they make all of them! Ron '06 Chevy 3500 Crew Cab Long Bed Dually and wouldn't want any other kind <g> > Well, I see the problem right away! People who want a car *and* a > pickup in the same body really don't have an option for a long bed if [quoted text clipped - 6 lines] > > Tom Gee maybe they figure the whole family should be able go camping? I worked construction when I owned mine; everyone on the crew got to ride in safe, air-conditioned comfort to and from the job site from the shop, and carry all our gear and duct supplies. *Any full size pickup with a short bed is a tonka toy for a grown up kid. What good is a truck that I cant put a 4x8 sheet of plywood in the bed and get the tail gate up so it stays put. For a while in the late 60's early 70's GMC had one with a 10'6" bed, a sheet rock hangers delight. Real problem is too many people today just cant drive. At least you recognize your limitations and stay with-in them. The family hauler used to be a General Motors full size wagon, or a Ford Country Squire, or Chrysler Town and Country/Plymouth Suburban/Dodge Belvedere. . Them old wagons, moms tooled around town like nothing in, and if you put the back seat down, well I'll be darned, you could get full sized sheets of plywood in with some room to spare, and close the gate. Things were every bit as long as a full size standard cab pick up with an 8 foot bed. Whitelightning *I was being some what sarcastic here. If you don't need the long bed, why buy it, but for someone to condemn long beds and crew cab long beds as an abomination just plain stupid. Probably scared of big rigs on the road too. >> Well, I see the problem right away! People who want a car *and* a >> pickup in the same body really don't have an option for a long bed if [quoted text clipped - 35 lines] >buy it, but for someone to condemn long beds and crew cab long beds as an >abomination just plain stupid. Probably scared of big rigs on the road too. You missed the first part of the thread, huh. I originally posted my disdain for short bed pickups, saying much the same as you. Then somebody mentioned that the crew cab with a long bed wasn't reasonable in town. I then expressed my disdain for crew cabs in general, long bed or short. I would never have a short bed, nor a crew cab. I just want, and own, two real trucks. No crew cab, no short beds. Tom > No crew cab, no short beds. My style, too. I sometimes wish the backseat of my extended cab was a little more utilitarian and "tough". Ya know... So I wouldn't have to worry about throwing a wet dog back there. It's used to haul my stuff MOST of the time and haul BUTTS almost rarely. Signature:) JR 2000 Skamper Ultra 249 TT 2002 Chevrolet Silverado 2500HD Vortec 8100 - Allison 1000 >>No crew cab, no short beds. > [quoted text clipped - 4 lines] > back there. It's used to haul my stuff MOST of the time and haul BUTTS almost > rarely. I have not seen the new Dodge mega cab but it would have to be as big as the crew cab or maybe bigger. If one could pick the things they liked about all of the trucks, I would choose the Allison transmission the GM puts in their trucks. You would like the way the back seats fold up and a cargo platform folds out in the rear section of my Dodge. I was told that the 4X4 does not have the same turning radius as the standard, if that is so then I have two points on your steering. The Dodge turns sharper than all the rest in the TWD category. Cant think of any thing that Ford has that I would like. SignatureBILL P. 2004, 2500 SLT Quad Cab, Dodge Ram, SLT, SWB, 2WD,Short Bed 5.9 HO Turbo Diesel, 48RE Auto Trans, Anti-Spin 3.73 Dif.Rhino Liner, Husky 16K,Slider. Voyager Controller 2005, 27RL Wildcat, DT/PC Wi-Fi. two 6volt AGM Trojan Batteries, 600watt Inverter Dual EU2000i Hondas Just Me and Dog >>>No crew cab, no short beds. >> [quoted text clipped - 16 lines] >in the TWD category. Cant think of any thing that Ford has >that I would like. Tow command. >>>No crew cab, no short beds. >> [quoted text clipped - 16 lines] >in the TWD category. Cant think of any thing that Ford has >that I would like. > I have not seen the new Dodge mega cab but it would have to > be as big as the crew cab or maybe bigger. With apologies to the Chevy group to which this topic was originally crossposted, and while I do my best to ignore the Ram pickup, I understand that the REAR passengers can recline in the Mega Cab. That's fine and dandy except, for me, it's TOO MUCH rear room. Unless I would be REGULARLY hauling adults back there, if I'm gonna have THAT much space, I would prefer some of it to be in the BOX out back. A Mega Cab with an 8-ft box would be long, indeed. Does it come with the "full-size" box? > The Dodge turns sharper than all the rest in the TWD category. > Cant think of any thing that Ford has that I would like. Most folks don't know or don't remember that I graduated to this monster truck from a 3-cylinder, 1000cc (1.0L) Geo Metro. (no joke) The wife's ride, the special-ordered '97 S10, was two-wheel drive. It would get stuck on a sheet of paper in July. <sigh> Signature:) JR 2000 Skamper Ultra 249 TT 2002 Chevrolet Silverado 2500HD Vortec 8100 - Allison 1000 >>I have not seen the new Dodge mega cab but it would have to >>be as big as the crew cab or maybe bigger. > > With apologies to the Chevy group to which this topic was originally > crossposted, and while I do my best to ignore the Ram pickup, I understand > that the REAR passengers can recline in the Mega Cab. Well no apologies to the chevy group, I have a 94 GMC 1500 with the 5.7 EFI and just can't stand to get rid of it. ;-) I took up with the Ram at the fault of GM, their inability to produce enough diesel engines for the Humbes and at least one for a 2500 for me. After driving and comparing the two I am afraid the Ram has it, but not hands down. If I were able to order the Allison along with a Cumins I would be satisfied. But I do not know that I would put it in a GM frame, I have to do more comparing. I don't know about the 4X4 of any of them. Except, the ford, I do not really think those are springs under there, they ride so rough. > That's fine and dandy except, for me, it's TOO MUCH rear room. > > Unless I would be REGULARLY hauling adults back there, if I'm gonna have THAT > much space, I would prefer some of it to be in the BOX out back. A Mega Cab > with an 8-ft box would be long, indeed. Does it come with the "full-size" box? I agree, what I have is quite enough. I will not be able to go with a shorter frame. I am accustom to the interior but I think what GM had with the first extra two doors, I could also live with. That might get me closer to a longer bed. I do not want to give up the turning radius but then I am un familiar with the turning ability of the front drive system. I must have a four wheel drive to move the heavy diesel engine when off road. I have already been stuck on flat grass with an empty flat bed trailer connected. :-( >>The Dodge turns sharper than all the rest in the TWD category. >>Cant think of any thing that Ford has that I would like. [quoted text clipped - 3 lines] > special-ordered '97 S10, was two-wheel drive. It would get stuck on a sheet > of paper in July. <sigh> Well I had a two cylinder and enjoyed it emmencely until a lady down in El Paso, made a turn right in front of me. Of course not only did it have only two cylinders, it also only had two wheels, so much for that stunt. (Yep u guessed it, it also was no joke) ;-( SignatureBILL P. Just Me & DOG >>> No crew cab, no short beds. >> [quoted text clipped - 16 lines] > in the TWD category. Cant think of any thing that Ford has > that I would like. What's the deal on the 4-wheel steering? Anyone had a vehicle with that option? SignatureI am 3 of 10. Prepare to be assimilated. >>>>No crew cab, no short beds. >>> [quoted text clipped - 19 lines] > What's the deal on the 4-wheel steering? Anyone had a vehicle with that > option? GMC Yukon XL Denali http://www.acarplace.com/brands/gm/reviews/denali.html I have looked under them and they are well constructed. SignatureBILL P. Just Me & DOG >>>>> No crew cab, no short beds. >>>> [quoted text clipped - 25 lines] > > I have looked under them and they are well constructed. Yes, but that's a reviewer. Not the same as being a daily driver or workhorse for a RL person. Have you driven one? How do they handle? SignatureI am 3 of 10. Prepare to be assimilated. >> I have looked under them and they are well constructed. > Yes, but that's a reviewer. Not the same as being a > daily driver or workhorse for a RL person. > > Have you driven one? No. However, Trailer Life did extensive testing and gave it a good review. That's good enough for me. 4-wheel steering was a "flash in the pan" option as it was discontinued after being available through perhaps only 4-5 model years and only on the Silverado by Chevy. > How do they handle? I got the impression that every trailerist should RUN and buy one for its SUPERIOR trailer towing capabilities. Someone else will have to provide firsthand feedback. Finding that person here might be a long shot given the scarcity of the option on the road. Delphi, a division of General Motors, is the maker of the rear steering assembly. Delphi, as is its "parent", is going through some hard times. If you get something with 4-wheel steering, it will be USED and, with Delphi's "hard times" in mind, an officially discontinued product. Your only hope is for continued support and that it isn't "orphaned" too quickly. Recycle parts will be scarce if not nonexistent. Good luck. Signature:) JR 2000 Skamper Ultra 249 TT 2002 Chevrolet Silverado 2500HD Vortec 8100 - Allison 1000 >> No crew cab, no short beds. > [quoted text clipped - 4 lines] >back there. It's used to haul my stuff MOST of the time and haul BUTTS almost >rarely. The backseat in my 1997 F-250 folds down, leaving me with a flat and hard plastic "floor" behind the front seats, ~15 square feet. Since I can seat 3 on the front bucket/bench I've never needed to put butts in the back. I keep a lot of stuff behind the seats. With the tinted windows it's almost as good as a "trunk". If I have to leave anything particularly valuable back there I just toss a coat or blanket over it. The rest of my stuff just looks like random stuff and the radio is the default am/fm/tape player (XM is out of view), so there's no temptation to bust into my vehicle versus something nicer/newer in the next space over. jc Signature"The nice thing about a mare is you get to ride a lot of different horses without having to own that many." ~ Eileen Morgan of The Mare's Nest, PA > The backseat in my 1997 F-250 folds down, leaving me with a flat and > hard plastic "floor" behind the front seats, ~15 square feet. Since I [quoted text clipped - 8 lines] > > jc The rear seats of my '05 F-350 consists of two buckets with a center console. Since I have never had more than one passenger in the truck, I removed the rear seats and console (four bolts and they all come out as one unit) and cut a piece of 3/4 inch plywood that fits across the rear floor with blocks to hold it level. A piano hinge and a couple of more smaller sections of plywood made a hinged cover for the storage bin that was behind the seats. I then got some matching black auto carpet from Auto Zone to cover all the plywood, first installing some 1/2 inch rubber pads. A cargo net was installed vertically across the back of the front bucket seats. Makes an excellent riding area for my 100 lb black lab, "Sam Adams", and for carrying items that you don't want to get wet when raining. On a recent trip to Denver, Co. and back from MA, I added an extra mattress pad, blankets and a couple of pillows. Made a great emergency sleeping space in the event I needed it. Turns out I didn't, but thought of taking a snooze a couple of times in the rest areas. RCE > *Any full size pickup with a short bed is a tonka toy for a grown up kid. > *I was being some what sarcastic here. My first pickup, my wife's S10, had the "extended" cab and, as such, came ONLY with the short box. This was special-ordered to tow our large Starcraft popup camper. It did it VERY well. When we upgraded RVs, I bought what we have now, a 24-1/2-foot-long, entry-level travel trailer with NO slideout rooms. I bought it because it's certified scale weight put it (just) within the low rating of the S10 pickup - a GREAT, little pickup, BTW. We were going to special-order a 2500 Silverado when I found a suitable lot vehicle locally. The compromise this presented was basically the box length. The lot truck was (and is) an extended cab with the LONG box - and the 8.L gas engine. Perfect! Had I ordered my first Silverado, I would probably have ordered the SHORT box. I'm sure it would be OK but, now that I have experience with the LONG box, I'd NEVER go back to a short box pickup. The added space and capabilities FAR outweigh any disadvantage the additional 1-1/2-feet might present. This Silverado is my first four-wheel drive pickup. I'm sold: I will NEVER be without a pickup for as long as I am driving and it will always have 4x4 unless I move out of the snowbelt. So far, it ain't gonna happen. That's JUST FINE with me. ...and I work outdoors for my job. Signature:) JR 2000 Skamper Ultra 249 TT 2002 Chevrolet Silverado 2500HD Vortec 8100 - Allison 1000 >> *Any full size pickup with a short bed is a tonka toy for a grown up kid. >> *I was being some what sarcastic here. [quoted text clipped - 22 lines] >unless I move out of the snowbelt. So far, it ain't gonna happen. That's >JUST FINE with me. ...and I work outdoors for my job. You have pretty much the identical truck as mine. I love it. I just don't get to drive it much since we got a MH. It isn't my daily driver, either. But it's mine, and paid for, so I can use it occasionally and just be happy having it. Tom >> *Any full size pickup with a short bed is a tonka toy for a grown up kid. >>*I was being some what sarcastic here. [quoted text clipped - 22 lines] > unless I move out of the snowbelt. So far, it ain't gonna happen. That's > JUST FINE with me. ...and I work outdoors for my job. I do disagree with the long truck POV of your's but the 4X4 is a mistake I made by not getting it. And, yes the S-10 is a formidable little truck. I had one of the first editions, 1982 model with V-6 and 4 speed manual transmission. Later they came out with the 5 speed which was much better. But I pulled some loads with that little feller that I will not admit to on this NG. SignatureBILL P. 2004, 2500 SLT Quad Cab, Dodge Ram, SLT, SWB, 2WD,Short Bed 5.9 HO Turbo Diesel, 48RE Auto Trans, Anti-Spin 3.73 Dif.Rhino Liner, Husky 16K,Slider. Voyager Controller 2005, 27RL Wildcat, DT/PC Wi-Fi. two 6volt AGM Trojan Batteries, 600watt Inverter Dual EU2000i Hondas Just Me and Dog > I do disagree with the long truck POV of your's but the 4X4 > is a mistake I made by not getting it. And, yes the S-10 is [quoted text clipped - 3 lines] > pulled some loads with that little feller that I will not > admit to on this NG. S-10's are great little trucks. If any one is familiar with Florida, back in the 80's my partner and I used to pull his stock car on a trailer from Largo Florida to Desoto Speedway in Bradenton Florida, across the Sunshine Skyway Bridge at least 3 times a month with an '85 standard cab long bed S-10, 2.5 iron duke and a five speed. 2 Fridays a month we towed my '76 Vega Wagon to Bradenton Motorsports for drag racing.. I pulled it behind my 87 S-10 Blazer, and now behind my 91 S-10 Blazer, Must say each step up in engine has been an improvement in towing, but all three got the job done handily. The only S-10 set up that was a hurtin puppy was the 2.0 liter powered ones the first three years. Whitelightning > S-10's are great little trucks. If any one is familiar with Florida, > back in the 80's my partner and I used to pull his stock car on a trailer [quoted text clipped - 15 lines] > > Whitelightning I had a '83 S-10 with the 2.8L V6. It sucked. I had to drive it like an 18 wheeler with a 80,000 lb gross. Rev to the red line in every gear. Now I have a '02 Blazer with the 4.3L and it's just adequate. Max >>>Because a LONGER wheel-based tow vehicle offers the most control and >>>comfort. [quoted text clipped - 28 lines] >truck, at least you can park it and make a U-Turn without running off the >road and comfortably seat four passengers (buckets, front and rear). In 2005, Ford redesigned the front end of the F250/350 using a new monobeam coil spring front suspension which replaces the formerly used leaf springs on four-wheel-drive pickups. Now the front wheels turn 18 percent further improving maneuverability and reducing the average turning radius by almost 6 feet. If you have a newer Ford, that is what affected your turning circle more than length. With >the tailgate down, I can still haul 4x8 sheets or long boards without a >problem. For the fifth wheel, we used a sliding hitch although rarely had to >use it once I learned the turn limitations (which were pretty extreme). > >RCE I have really enjoyed all the comments about trucks being too big or just right. It all depends on your needs and wants. When we first got our big truck (which my son instantly named The Mother Ship) I felt almost ashamed to be seen alone in it. I felt that I should have at least 5 other people riding in it as it will carry 6 comfortably. Since then I have gotten over that feeling. People seem more polite to big trucks; I can see over all the dinky little cars to avoid problems up the road quite a ways; I have the 34 gallon fuel tank instead of the 24 or 26 (?) gallon tank; I have no trouble driving or parking it in town, state parks, national parks, picnic areas, campgrounds with twisty little roads, parking lots at Wal-Mart, etc. My fuel economy is 18 to almost 21 mpg depending on how much in-town driving I do and if I stay below 72 mph on the highway. The time we pulled our fiver we got 13mph at that was going slow over hills in the dark on back country roads. It doesn't do too well at slower speeds of 45 mph. I love my truck. It has amazed some men to see me driving, pulling and parking the little 25 foot bumber pull hybrid camper we used to have. I have had strange men come up to me in campgrounds to say so. I plan on being as good with our fiver. Thanks for all the information sent our way. I copied and pasted all the great info and ideas into a Word document so I can keep it for future reference. Debbie > I love my truck. No doubt. What's not to love? (There's a 34-gallon fuel tank under the LONG box. 26/short) > It has amazed some men to see me driving, pulling and parking the little 25 > foot bumber pull hybrid camper we used to have. HA! [laughing] :) I can just see a little, hybrid camper hitched to this huge, honkin', crewcab dually diesel Silverado. Not much overkill there, nooooooo... :) That's too funny. Signature:) JR 2000 Skamper Ultra 249 TT 2002 Chevrolet Silverado 2500HD Vortec 8100 - Allison 1000 We took pictures of our set up and it really didn't look bad. The bumper pull hybrid was just a little longer than the truck. We never had any trouble of any kind anywhere. Once we had a bearing burn out on the hybrid and pulled it for about 50 miles. We never knew it; the mother ship just kept on going and going. More praise for my truck: Bill and I have had it all over the place--dinky little dirt roads going into and through canyons, down twisty little dirt roads from the top of Big Mesa outside of Grand Junction, Colorado (among other similar places) that looked like you would fall off the top of the mountain before you got onto the road. We have forded good size creeks-which mountain folk would call rivers because we didn't trust the home-made bridge, gone up mountain trails that would frighten a jeep wrangler. We have read signs that said "Not suitable for over sized vehicles", gave each other a questioning look, shrugged and went anyway! Some turns were so sharp that we did have to back and fill to get around and prayed we didn't have another vehicle coming towards us. My truck is not 4 wheel drive, but it has gotten us into some absolutely gorgeous places. Call us nuts, but we do have fun. PS: I drove up Pike's Peak and Bill had the outside seat. ~( ;-) Debbie All I need now is a REALLY LOUD horn Bill got me a good horn for Christmas, but then I heard a ferry horn on another truck and I WANT ONE TOO!!!! Are you reading this, Hon? >> I love my truck. > [quoted text clipped - 13 lines] > > That's too funny. >>Jim Redelfs wrote:<snip> Had to get it shorter so it would >>fit, I only have the short bed truck! ;-) [quoted text clipped - 51 lines] > > The darned thing "stickered" >$2k more than my first, new house! I love it. OK! That will fly. I was under the belief that some one bought a crew cab, the true four door truck with the long bed. That is limo length, so long that you have to backup to see if you have stopped yet. :-( I also found out that the grandkids grow up so fast that they never have time to go camping any more. They are to busy with taking care of their kids. And I hate getting beat on those hand held electronic games by those little piss ants great grand kids. ;-) SignatureBILL P. 2004, 2500 SLT Quad Cab, Dodge Ram, SLT, SWB, 2WD,Short Bed 5.9 HO Turbo Diesel, 48RE Auto Trans, Anti-Spin 3.73 Dif.Rhino Liner, Husky 16K,Slider. Voyager Controller 2005, 27RL Wildcat, DT/PC Wi-Fi. two 6volt AGM Trojan Batteries, 600watt Inverter Dual EU2000i Hondas Just Me and Dog > OK! That will fly. I was under the belief that some one bough > a crew cab, the true four door truck with the long bed. Uh, they did, Bill. They just replaced their hybrid camping trailer with a nice fifthwheel. They pulled the hybrid with the killer pickup for a while, IIRC, before getting the fiver. That's the right way to go, for sure. > That is limo length, so long that you have to > backup to see if you have stopped yet. :-( I just LOVE a vehicle that occupies TWO time zones! <grin> > I also found out that the grandkids grow up so fast that > they never have time to go camping any more. They are to > busy with taking care of their kids. I'm not quite there and, considering only ONE of my three daughters lives locally, I may never host a lot of campouts with GKs. I'm not sure that's so bad. Either way, my finally-paid-for Silverado's Vortec 8100 has now developed a serious problem where the engine just DIES and won't restart for several minutes. Trailer Life thinks changing-out the EGR valve would be worthwhile, also the fuel filter. My local mechanic suspects the fuel pump or crankshaft position sensor. The problem occurs always when the engine is warm and usually after a stop - once while coasting to a stop. Plenty of cranking but no (zip, zero, nada) fire. Weird... > And I hate getting beat on those hand held electronic games > by those little piss ants great grand kids. ;-) [to attentive, roomful of compatriots] Hello. My name is Jim. I am a SAPPY GRANDFATHER. [crowd replies in unison] Hello, Jim. Gotta LUV dem rugrats! Signature:) JR 2000 Skamper Ultra 249 TT 2002 Chevrolet Silverado 2500HD Vortec 8100 - Allison 1000 >>OK! That will fly. I was under the belief that some one bough >>a crew cab, the true four door truck with the long bed. [quoted text clipped - 36 lines] > > Gotta LUV dem rugrats! Go over to this news group they might be able to help. alt.autos.gm SignatureBILL P. 2004, 2500 SLT Quad Cab, Dodge Ram, SLT, SWB, 2WD,Short Bed 5.9 HO Turbo Diesel, 48RE Auto Trans, Anti-Spin 3.73 Dif.Rhino Liner, Husky 16K,Slider. Voyager Controller 2005, 27RL Wildcat, DT/PC Wi-Fi. two 6volt AGM Trojan Batteries, 600watt Inverter Dual EU2000i Hondas Just Me and Dog > Either way, my finally-paid-for Silverado's Vortec 8100 has now developed > a [quoted text clipped - 7 lines] > but > no (zip, zero, nada) fire. Weird... I would think that the computer error codes would tell you the difference between a fuel pump problem and a crankshaft position sensor problem. Ron > I would think that the computer error codes would tell you the difference > between a fuel pump problem and a crankshaft position sensor problem. Does that assume being able to replicate the problem and to test at that moment? >> I would think that the computer error codes would tell you the difference >> between a fuel pump problem and a crankshaft position sensor problem. > >Does that assume being able to replicate the problem and to test at that >moment? It depends. If there is a sensor problem it should be recorded in the computer memory. One clue - if the "check engine" light stays on longer than normal when you finally get it started, then there may be an entry in the computer memory. If you want to check it for yourself, see this gizmo: <http://www.kk.org/cooltools/archives/000999.php> Note that at the bottom there's also a list of stores that will check your car/truck's computer readout for free. jc Signature"The nice thing about a mare is you get to ride a lot of different horses without having to own that many." ~ Eileen Morgan of The Mare's Nest, PA >>> I would think that the computer error codes would tell you the >>> difference [quoted text clipped - 16 lines] > > jc If you have Onstar you can have them check it for free as you drive down the road. Ron The Excursion was discontinued. The Expedition is still around and in fact they are lengthening it. > a Ford Expedition (the now-discontinued, short-lived version of the > Suburban on the SuperDuty > chassis) and a full two-FEET longer than a Suburban. > :) I'm going to pipe in here on the exhaust brake subject. I think as a former long haul driver who has been over just about every major pass some more than I would like to remember, both with and with out engine brakes, I am qualified to comment lol. Exhaust brakes are sweet, they take a lot of the white knuckle out of driving a diesel down a steep grade. Because diesels do not have a "throttle" they produce very little vacuum, and vacuum is what allows a gasoline engine to produce braking action. The best engine brake is a Jacobs, Jake for short. When you hear a big rig "blowing raspberries" thats a jake brake in action, it disables the intake valve so a vacumm is created in the cylinder on the intake stroke. The next style is an "exhaust" brake, this places a restriction in the exhaust when the "foot feed pedal" or in laymans terms, the gas pedal is released. Because it restricts the exhaust the engine has to work harder to push the exhaust out of the cylinder, providing braking action for the vehicle. Isuzu and Chevy Tiltmasters with the Isuzu Diesel use exhaust brakes, they work great, that and the fuel mileage is why when I need to rent a truck thats all I rent. Why o why hasn't chevy/gmc put them on the light duty is beyond me. But there is a caveat emptor to engine brakes. People tend to put to much blind faith in them. Anything man can manufacture can fail so one needs to still take it slow and easy down a grade, other wise if it were to fail, you might very likely toast the brakes before getting stopped. DOT puts runaway ramps on most all major grades, but they really get upset if they find the reason you had to use it was anything other than a mechanical failure. Also if you forget to turn the exhaust brake off, it can cause the engine to overheat idling.. In medium to heavy traffic they take a lot of strain off the brake system. Also every truck stop, and most RV shops carry two books, Mountain Directory East and Mountain Directory West these two books along with ether a truckstop guide or exit guide should be in every one rig. Whitelightning >I'm going to pipe in here on the exhaust brake subject. I think as a former >long haul driver who has been over just about every major pass some more [quoted text clipped - 32 lines] > >Whitelightning You have to remember that a Jake brake type of exhaust brake has to be installed at the time of the engine manufacture. Dodge now offers it on the Cummins on their pickup. For Ford and Chevy the only way is the "warm up Flap" on the back of the turbo. With the new Allison and the Ford transmission being able to downshift the transmission and bring even the diesel with a full load down to safe speeds going downhill, they have made an exhaust brake on them a rather expensive extra, since they don't function as well as a real Jake brake. SignatureFrank Tabor > You have to remember that a Jake brake type of exhaust brake has to be > installed at the time of the engine manufacture. Dodge now offers it on [quoted text clipped - 5 lines] > speeds going downhill, they have made an exhaust brake on them a rather > expensive extra, since they don't function as well as a real Jake brake. Uhhh, Frank, a couple of points: Jacobs makes *2* kinds of brakes: Engine [modifies valve timing] and Exhaust [damper in the exhaust pipe]. Engine Brakes are not available for any of the Pickup Diesel engines but Exhaust Brakes are. The problem is one with Semantics since it's normal to refer to a Jacobs-branded brake as a "Jake". [Even Jacobs does it. <G>] BTW, Dodge finally managed to get their programming set up to do the downshifting for their 48RE automatic for the 2006 model year. Previously, manual downshifting was required when using an exhaust brake, even with the auto. FWIW, the 48RE does a fairly good job of maintaining downhill speeds all by itself. <G> > I'm going to pipe in here on the exhaust brake subject. I think as a > former [quoted text clipped - 21 lines] > them > on the light duty is beyond me. Your right, the Duramax with the Allison in 2500 and 3500 doesn't have an exhaust brake. The have have an intake restriction that does in effect the same thing. In the '06 models it is activated in two different ways. If your not using crusie control, you press on the brake pedal and slow down, if you subsequently speed up with out using the accelerator the transmission will down shift. You can continue this process down to 2nd gear. If you are using cruise control, the transmission will downs shift if your speed exceeds the set speed by 6-8 mph and will continue down shifting until you reach the set speed. During down shifts for braking the rpm will at times exceed 4,500 rpm and make a heck of a noise, but that is all well within spec as decelleration red line is 4,800 rpm. > But there is a caveat emptor to engine brakes. People tend to put to much > blind faith in them. Anything man can manufacture can fail so one needs [quoted text clipped - 15 lines] > ether > a truckstop guide or exit guide should be in every one rig. The company that produces the Mountain directories also has a computer version that contains the same information. I find it quite useful when planning trips through the mountains. Ron '06 Chevy 3500 Duramax HO Diesel, Allison 6 Speed Automatic Transmission, Crew Cab, Long Bed, Dually '01 Alfa 35' Triple Side 5th Wheel >DOT puts runaway >ramps on most all major grades, but they really get upset if they find the >reason you had to use it was anything other than a mechanical failure. LOL. Anybody who would use an emergency runaway ramp for anything OTHER than a mechanical failure ought to get reamed, and good. The ones in NC have "No Parking" signs along both sides of the ramp. I crack up every time I see them. Who would need to be told this? GB in NC >> 11,000 lb (loaded) 5th wheel. Towing with Chevy 2500HD Duramax >> best advice on tow-haul mode [quoted text clipped - 16 lines] > help > in your case. It is my understanding that the Allison 5 speed automatic transmission only had one overdrive and that was 5th gear. Fourth gear was 1:1 in my '01 Duramax as well as in my new '06 Duramax 6 speed Allison which does have two overdrives (5th & 6th). Ron > You might also look into an exhaust brake. > > Good luck and have fun! > "Jim Redelfs" <jim.redelfs@NOSPAMredelfs.com> wrote in message >> In the 5-speed Allison, 4 & 5 are both overdrives. Locking-out 5 would >> help [quoted text clipped - 6 lines] > > Ron You are correct, Ron. > We traded in a light hybrid travel trailer for a 11,000 lb (loaded) 5th > wheel. Towing with Chevy 2500HD Duramax diesel crewcab. We [quoted text clipped - 7 lines] > Debbie 2006 28Frls Outback 5th wheel. 2003 Chevy 2500HD > duramax/allison crewcab I can tell you what my experience has been towing a 35' triple slide 5th wheel with a dry weight of 12,500 pounds using an '01 Chevy 3500 Crew Cab long bed Duramax Diesel with a 5 speed Allison automatic transmission. We spent three of the last four summers in WY and MT, the other summer we went to OR and traveled down the coast from Astoria, OR to Crescent City, CA and them back home to OK I use the tow/haul mode, overdrive and most of the time I also use cruise control. In the '01 you could NOT lock out OD and I found there was no need to anyway. On up hill grades of 6% and 7% the transmission would downshift when it needed to, sometimes to 3rd gear, and truck right on up the road. I never saw the transmission temperature rise much above the normal operating temp. The engine temperature rose above normal on two occassions, both times was on hot days (95+) and long grades (12 miles or more), turning off the a/c cured the problem both times (turn a/c off and put it on re-circulate and you won't notice the difference for a while). In the mountains I pay attention to the speed limit signs for trucks. If they tell trucks to slow down to 45 before cresting a pass, that is what I do. On the downhill I use the transmission's tow/haul magic to keep my speed down. That is I brake briefly, if I gain speed after braking without applying accelerator the Allison will downshift. I have had the transmission down shift one gear at a time as far down as 2nd gear and the rpm go up over 4,500. Makes a lot of noise, but is well within spec (red line is 4,800 rpm for deceleration). The transmission seems to do a good job down to 30-35 mph, but I need to brake for curves with recommended speeds slower than that. On occasions I have also used the brakes briefly from time to time on long down hill runs to assist the transmission. In early January I traded in the '01 on an '06 Duramax HO with 6 speed Allison automatic. It has a a few features that the '01 didn't have and I am not sure when some of the changes were made. One of the differences is that when towing using the tow/haul mode and cruise control, the transmission will downshift on down hill grades if you gain to much speed. I have only experienced this once so far. When the speed increased to 6-7 mph above where I had it set, the transmission downshifted twice within a short time to slow me back down to the set speed. It was really kind of neat for the truck to handle the whole thing and I never had to touch the brakes. Also. on the '06 I can select the highest gear to be used (from 1 to 6), but I have not used that feature yet. With your 5th wheel weighing only 11,000 pounds loaded, you won't have any problems at all in the mountains. Just remember to take your time going down hill and let the transmission do most/all of the breaking. Ron > '06 Duramax HO with 6 speed Allison automatic. > when towing using the tow/haul mode and cruise control, the [quoted text clipped - 3 lines] > short time to slow me back down to the set speed. It was really kind of > neat for the truck to handle the whole thing That, too, is missing in my '02. That would be nice. > I never had to touch the brakes. Which, of course, disengages the Cruise Control. :( I suspect that lowering the speed setting of the Cruise Control does NOT make that happen on my truck. Does it do so on your new one? > Also. on the '06 I can select the highest gear to be used (from 1 > to 6), but I have not used that feature yet. Does the shift lever indicator display ALL positions/"gears"? I'm gonna have to head off to the Silverado site. http://www.chevrolet.com/silverado/ Signature:) JR 2000 Skamper Ultra 249 TT 2002 Chevrolet Silverado 2500HD Vortec 8100 - Allison 1000 >> '06 Duramax HO with 6 speed Allison automatic. >> when towing using the tow/haul mode and cruise control, the [quoted text clipped - 15 lines] > make > that happen on my truck. Does it do so on your new one? I haven't been able to check that out. I got the '06 in January and have only towed about 900 miles with it. During the first 500 mile towing break-in I had the cruise control grade braking engage once. Southeast of Bastrop, TX we were move along with the cruise control set at about 51 mph. We were towing in 5th gear (1st OD) and started down a pretty good hill. Our speed climbed to about 57-58 and the transmission downshifted to 4th gear (drive) and then quickly downshifted again to 3rd gear. Once we reach the bottom of the hill the transmission began up shifting back to 4th and then 5th gears. We will be leaving for CA in a few days and I'll get a lot more towing miles to check it out. >> Also. on the '06 I can select the highest gear to be used (from 1 >> to 6), but I have not used that feature yet. > > Does the shift lever indicator display ALL positions/"gears"? I'm gonna > have > to head off to the Silverado site. The shift lever shows P R N D M 1. When you place the shift lever in the "M" position the LCD driver display shows "(6) 5 4 3 2 1". The ( ) indicates the highest gear to be used. You change that with a +/- button on the side of the shift lever. Seems like some of the tow/haul features don't work in "M", but I can't remember off hand which ones. I haven't seen a need for "M" yet as I have towed in 6th gear (second OD) even with a head wind. It would shift back to 5th gear (1st OD) on some hills, but never hunted for a gear. The engine and transmission computers discuss shifts and only make them after they determine the new gear will be acceptable to the engine under current grade/load conditions. It will let you steer the vehicle though! <vbg> Ron '06 Chevy 3500, Crew Cab, Long Bed, Dually, Duramax HO, Allison 6 speed automatic '01 Alfa 35' triple slide 5th wheel > The shift lever shows P R N D M 1. When you place the shift lever in the > "M" position the LCD driver display shows "(6) 5 4 3 2 1". The ( ) > indicates the highest gear to be used. You change that with a +/- button on > the side of the shift lever. Oh, man! Just when the "old" pickup is paid for and starting to misbehave do I learn of some of the cooler feature of the newest one. Such is life. <sigh> Signature:) JR >> The shift lever shows P R N D M 1. When you place the shift lever in the >> "M" position the LCD driver display shows "(6) 5 4 3 2 1". The ( ) [quoted text clipped - 6 lines] > I learn of some of the cooler feature of the newest one. > Such is life. <sigh> It does a few other things that my '01 didn't do. For instance, when first started and the pickup detects that it is cold outside it will up the shift points to increase engine rpm until the engine has warmed up enough to use the heater, then shifting returns to normal. Did I mention that the seat heater also has a switch that only turns on the heat in the seat back, so you can use it like a heating pad if your back bothers you on long drives. And then there is the ....... Well you better just run on down to your local dealer and find out about all the new goodies! <vbg> Ron Thanks for all the information sent our way. I copied and pasted all the great info and ideas into a Word document so I can keep it for future reference. Debbie who drives "The Mother Ship" 21 1/2 foot long Chevy duramax non-dually. PS: the only thing I need now is a REALLY LOUD horn. I have really enjoyed all the comments about trucks being too big or just right. It all depends on your needs and wants. When we first got our big truck (which my son instantly named The Mother Ship) I felt almost ashamed to be seen alone in it. I felt that I should have at least 5 other people riding in it as it will carry 6 comfortably. Since then I have gotten over that feeling. People seem more polite to big trucks; I can see over all the dinky little cars to avoid problems up the road quite a ways; I have the 34 gallon fuel tank instead of the 24 or 26 (?) gallon tank; I have no trouble driving or parking it in town, state parks, national parks, picnic areas, campgrounds with twisty little roads, parking lots at Wal-Mart, etc. My fuel economy is 18 to almost 21 mpg depending on how much in-town driving I do and if I stay below 72 mph on the highway. The time we pulled our fiver we got 13mph at that was going slow over hills in the dark on back country roads. It doesn't do too well at slower speeds of 45 mph. I love my truck. It has amazed some men to see me driving, pulling and parking the little 25 foot bumber pull hybrid camper we used to have. I have had strange men come up to me in campgrounds to say so. I plan on being as good with our fiver. Thanks for all the information sent our way. I copied and pasted all the great info and ideas into a Word document so I can keep it for future reference. > Debbie who drives "The Mother Ship" > 21 1/2 foot long Chevy duramax non-dually. > PS: the only thing I need now is a REALLY LOUD horn. > I love my truck. >It has amazed some men to see me driving, pulling and parking the little 25 >foot bumber pull hybrid camper we used to have. I have had strange men come >up to me in campgrounds to say so. How strange?<g> Tom > Debbie who drives "The Mother Ship" Some day, perhaps the SS GhettoCruiser II and The Mother Ship may dock in the same parsec. > 21 1/2 foot long Chevy duramax non-dually. OK. It's a SINGLE-wheel. (SW vs DW) > PS: the only thing I need now is a REALLY LOUD horn. Camping World, my dear. Camping World. There are ~$350 (installed) serious AIR HORNS available "out there". I enjoyed TWO sets on motorcycles, years ago. They WILL get the campground's attention if the ultra-quiet Isuzu Duramax diesel engine doesn't. I'm going camping... Signature:) JR 2000 Skamper Ultra 249 TT 2002 Chevrolet Silverado 2500HD Vortec 8100 - Allison 1000 |
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