7.3 twin turbo Godzilla
This could be interesting. 7.3 Godzilla
Forum Discussion
300-HP/400-HP under EFI with 6 or 8 speed tranny is about all any TT family vehicle TV “needs”. SOLO MILES have dominance over towing miles. ALWAYS.
That’s what drives vehicle spec.
We’d have killed for REAL numbers like that in the 1960s and 70s.
Dodge Magnum 440 was about 280-HP RWHL on Sunoco Super.
Trailer design & construction is the other part. Ignored.
But where the gains are greatest
GIGO applies to tow rigs as much as anything else.
How fast up the hill is for maroons. It’s the downslope that counts. (Trailer anti-lock disc.)
Never exceed 80% engine load. Test speed & rpm against oil temps inside that.
After careful scale weigh & tire pressure is perfected. Done. Predictability is the only thing.
But if you ALSO want FE, its time to start clean-sheet.
300-workdays per year AND FAMILY duty first drives vehicle spec (15k miles is average). 5k miles RVng is annual average. Not important spec. Secondary.
Do it right (vehicle operation) and vacation fuel can be almost free (against discarded bad habits at wheel).
My pickup pulls the same trailer as my grandad had with that Monaco hiding a Police Pursuit underneath. He averaged 10. I average 15. But each fillup only nets me a $10/tank savings. IOW, at ten years of vacation travel Im not $5k in fuel costs saved “ahead” with the higher MPG 280-RWHP turbodiesel About $400 annually. Does that pay for the upgrade?
Why, then, 400, 500 or 600-HP? Zero benefit. Just penalties.
Guys, I can run bobtail (13’5” clearance; what’s your pickup? 6’2”?) in my 20,400-lb Peterbilt (2X as heavy) with an engine 2X as big (12-Autoshift) at 14-MPG with no headwind. See up to 10-MPG with nearly 30K in the box. Average over 8-MPG, ALL miles governed at 65. Up to 79,500-lbs nationwide.
You really think Detroit gives a **** about your “economy” of long-distance travel as RV’ers? Because your climbing the grade faster than me has ZERO significance only penalties for driving too fast for conditions (you, not I are the least capable vehicle on the road).
But given how UNSTEADY is a combined rig RV I could kill RV’ers all day by doing nothing more than passing too closely on the downslope at a high rate of speed. (Includes you; skill won’t matter).
Given “some” knowledge of vehicle mechanics (physics) around here — though not really in evidence the 17-years I’ve posted here — ain’t it about time to pay attention where it belongs? ON THE LOUSY RV TRAILER brakes & suspension.
Hell, how many of you have even found WHICH wheel of EACH axle has the highest loading. And seriously tested what the trailer brakes can do (drums; time/distance to failure)? At 30-mph, how many feet to stop the combined rig WITH TT BRAKES ONLY. How is the braking load distributed among the wheels? WHY?
300-Hp? (Subject closed)
TV 4-whl disc brakes? (Subject closed)
Non-obsolete design WDH actually correct in function? (Subject closed)
Trailer suspension? (leaf spring unacceptable)
Trailer brakes? (drums unacceptable)
Having corrected all of these, what is the highest speed at which you can execute violent lane-change emergency maneuvers? From on-shoulder across two Interstate lanes to outer median and back, continually. (Why haven’t you tested?). From a given travel speed under ideal conditions, what is the MAXIMUM time/distance DOWN to that maneuver speed?
Give this HP **** a break. Hasn’t mattered in 20-years.
That’s what drives vehicle spec.
We’d have killed for REAL numbers like that in the 1960s and 70s.
Dodge Magnum 440 was about 280-HP RWHL on Sunoco Super.
Trailer design & construction is the other part. Ignored.
But where the gains are greatest
GIGO applies to tow rigs as much as anything else.
How fast up the hill is for maroons. It’s the downslope that counts. (Trailer anti-lock disc.)
Never exceed 80% engine load. Test speed & rpm against oil temps inside that.
After careful scale weigh & tire pressure is perfected. Done. Predictability is the only thing.
But if you ALSO want FE, its time to start clean-sheet.
300-workdays per year AND FAMILY duty first drives vehicle spec (15k miles is average). 5k miles RVng is annual average. Not important spec. Secondary.
Do it right (vehicle operation) and vacation fuel can be almost free (against discarded bad habits at wheel).
My pickup pulls the same trailer as my grandad had with that Monaco hiding a Police Pursuit underneath. He averaged 10. I average 15. But each fillup only nets me a $10/tank savings. IOW, at ten years of vacation travel Im not $5k in fuel costs saved “ahead” with the higher MPG 280-RWHP turbodiesel About $400 annually. Does that pay for the upgrade?
Why, then, 400, 500 or 600-HP? Zero benefit. Just penalties.
Guys, I can run bobtail (13’5” clearance; what’s your pickup? 6’2”?) in my 20,400-lb Peterbilt (2X as heavy) with an engine 2X as big (12-Autoshift) at 14-MPG with no headwind. See up to 10-MPG with nearly 30K in the box. Average over 8-MPG, ALL miles governed at 65. Up to 79,500-lbs nationwide.
You really think Detroit gives a **** about your “economy” of long-distance travel as RV’ers? Because your climbing the grade faster than me has ZERO significance only penalties for driving too fast for conditions (you, not I are the least capable vehicle on the road).
But given how UNSTEADY is a combined rig RV I could kill RV’ers all day by doing nothing more than passing too closely on the downslope at a high rate of speed. (Includes you; skill won’t matter).
Given “some” knowledge of vehicle mechanics (physics) around here — though not really in evidence the 17-years I’ve posted here — ain’t it about time to pay attention where it belongs? ON THE LOUSY RV TRAILER brakes & suspension.
Hell, how many of you have even found WHICH wheel of EACH axle has the highest loading. And seriously tested what the trailer brakes can do (drums; time/distance to failure)? At 30-mph, how many feet to stop the combined rig WITH TT BRAKES ONLY. How is the braking load distributed among the wheels? WHY?
300-Hp? (Subject closed)
TV 4-whl disc brakes? (Subject closed)
Non-obsolete design WDH actually correct in function? (Subject closed)
Trailer suspension? (leaf spring unacceptable)
Trailer brakes? (drums unacceptable)
Having corrected all of these, what is the highest speed at which you can execute violent lane-change emergency maneuvers? From on-shoulder across two Interstate lanes to outer median and back, continually. (Why haven’t you tested?). From a given travel speed under ideal conditions, what is the MAXIMUM time/distance DOWN to that maneuver speed?
Give this HP **** a break. Hasn’t mattered in 20-years.
