Electric Trailer Brake Question
I am new to RVs and recently took possession of a new Montana 3790RD fifth wheel RV. The 3790RD is rated at 13K pounds dry and the CAT scales gave me a trailer axle weight of just under 11,000 pounds....
Forum Discussion
I already filed a complaint with the NHTSB and they responded with a request for more information. So I wrote a paper with my findings and provided the paper to them.
I have the same axles as searching_ut, Dexter 7,200 pound X 2. Using a Fluke DC clamp meter I measured 12.6 amps in to the fivers brakes using my 2013 RAM with the ITBM. All my testes were done with the engine running. I needed to prove it wasn't my trailer even after having the dealer test them three times. It isn't your trailer axles that are not working.
I had my RV dealer document the fiver's brake test because the Chrysler dealer was blaming the trailer wiring.
Here is what the dealer's work order stated;
For those with tech knowledge it is amazing a Chrysler dealership would publish something as outrageous as this. For those not quit up on how this works it is rather simple. The pulse width (PWM) supplied to the trailer has an off time and an on time. The more trailer braking action required the more on time the PWM signal has. This provides an increasing equivalent voltage to the trailer brakes. You just can't take a motor and say because in spins the ITBM works.
I did talk to the dealership service folks but any conversation about voltage levels and PWM signal went right over their head. The DC motor test came from Chrysler's STAR tech support lines available to the dealers. This is really sad and says a lot about Chrysler engineering.
I have the same axles as searching_ut, Dexter 7,200 pound X 2. Using a Fluke DC clamp meter I measured 12.6 amps in to the fivers brakes using my 2013 RAM with the ITBM. All my testes were done with the engine running. I needed to prove it wasn't my trailer even after having the dealer test them three times. It isn't your trailer axles that are not working.
I had my RV dealer document the fiver's brake test because the Chrysler dealer was blaming the trailer wiring.
Here is what the dealer's work order stated;
For those with tech knowledge it is amazing a Chrysler dealership would publish something as outrageous as this. For those not quit up on how this works it is rather simple. The pulse width (PWM) supplied to the trailer has an off time and an on time. The more trailer braking action required the more on time the PWM signal has. This provides an increasing equivalent voltage to the trailer brakes. You just can't take a motor and say because in spins the ITBM works.
I did talk to the dealership service folks but any conversation about voltage levels and PWM signal went right over their head. The DC motor test came from Chrysler's STAR tech support lines available to the dealers. This is really sad and says a lot about Chrysler engineering.
