Mar-12-2023 08:43 AM
Apr-06-2023 03:17 PM
Apr-05-2023 06:49 PM
fj12ryder wrote:
FWIW, the difference between the front end under my 2001 Dodge Cummins and my 2018 Ram Cummins is amazing. The 2001 looks like it was put together with tinker toys compared to the 2018. Those parts are massive. I rebuilt the front end on the 2001 at about 70,000 miles.
Apr-05-2023 06:48 PM
FishOnOne wrote:
We have two 3500 Dodge trucks with 5.9 Cummins (The good engine)and one is 05 SRW and the other is a 07 DRW. The 07 pretty much has a gooseneck cattle trailer hooked up to it at all times and that thing is always needing some kind of front end work.
Apr-03-2023 08:59 AM
ksss wrote:
The dry weight was steering 5300, drivers 6840, trailer 6700, total weight 18840.
So only about hundred pounds transferred to the front axle with a 13,600 pound payload (above the weight of the trailer). I imagine I could influence that somewhat by where on the trailer I put the machine. I placed the back of the tracks over the front axle on the trailer.
Apr-02-2023 07:17 PM
Apr-02-2023 04:49 PM
Apr-02-2023 03:07 PM
blt2ski wrote:i am pretty sure there can be no hard and fastfst formula on this.most tvs have leaf springs in the rear which are naturally progressive, and some have overload springs which make them even more so.
Even the formula spouted by one person for ball mounts, was like a clock, but only correct once in a range of 1-1500 lbs of HW.
Reason, a pickup starts tail high! so you pull less weight off of the front initially. BUT, as you go with more weight, the tail drops, and you pull more weight off the front as your hitch weight increases! To a point you might be pulling 1-2 lbs off the front, for every lb or 100 lbs of weight you add.
My Navistar for instance, only has 60-100 lbs off the front, with 1500 lbs added to the rear. His formula said some 300-400 lbs. 1500 on a 16500 RA that takes some 5-6000 lbs before the springs even think about compressing.
Meanwhile my 96 CC, when I had the stock 6400 lbs springs, I took about 400 lbs off the front. When I installed 8400 lbs springs, it dropped to 250-300 lbs. Same as my 8500 lb rear spring 05 DW CC GM.
The percentage amount 12V is talking about, or the formula used for ball mounts, works to a point. BUT< one needs to remember that many other factors need to be included as to what is or may be the final number if you are going to depend on math alone!
But, either formula, you need to take into account, spring capacity, softness, wheel base, where the pin/hitch weight is centered vs RA. When you can add a factor to the formula for these issues, you can come closer with math.
Marty
Apr-02-2023 02:26 PM
Apr-02-2023 11:35 AM
Apr-02-2023 11:32 AM
Apr-02-2023 08:34 AM
Apr-02-2023 07:45 AM
fj12ryder wrote:Grit dog wrote:Such erudition, and done in a manner that manages to offend almost everyone. You have to admire such talent. 🙂
Y’all have to remember as well that a basic moment diagram assuming fully moment resistant or completely free frictionless connections or pivot points will only get you close on weights.
Minor nuances that would require dynamics and even finite element analysis to get an “exact” answer may or will change the numbers…..a little bit.
So y’all can continue to worry about or argue about where “the extra 50lbs” or whatever went. But the principles are sound and now the discussion has gone into the weeds due to those who are proud they know where the decimal place should be and have weighed their rigs a time ‘er 2 and have some theories bouncing around in their beans that are of little real world significance.
Or to put it in layman’s terms. Dually trucks were designed primarily to carry heavy loads. That was and still is the primary goal of having training wheels.
Do ya think that every dually pickup ever made, with the skinny little front tires and axles/springs that don’t have much reserve capacity, would still be the norm if loads in the truck bed (pin weights or cow poops) put a significant load on the front axles?
The answer is a resounding NO.
A Texas front bumper likely puts as much or more weight on the front of any truck than the vast majority of stinger steered trailers out there.
Or, again, in a quick sentence, 12V is speaking the truth here whether y’all want to argue about nomenclatures or wheelbases or not.
Apr-02-2023 07:44 AM
Apr-02-2023 07:41 AM
Apr-02-2023 05:19 AM
Grit dog wrote:Such erudition, and done in a manner that manages to offend almost everyone. You have to admire such talent. 🙂
Y’all have to remember as well that a basic moment diagram assuming fully moment resistant or completely free frictionless connections or pivot points will only get you close on weights.
Minor nuances that would require dynamics and even finite element analysis to get an “exact” answer may or will change the numbers…..a little bit.
So y’all can continue to worry about or argue about where “the extra 50lbs” or whatever went. But the principles are sound and now the discussion has gone into the weeds due to those who are proud they know where the decimal place should be and have weighed their rigs a time ‘er 2 and have some theories bouncing around in their beans that are of little real world significance.
Or to put it in layman’s terms. Dually trucks were designed primarily to carry heavy loads. That was and still is the primary goal of having training wheels.
Do ya think that every dually pickup ever made, with the skinny little front tires and axles/springs that don’t have much reserve capacity, would still be the norm if loads in the truck bed (pin weights or cow poops) put a significant load on the front axles?
The answer is a resounding NO.
A Texas front bumper likely puts as much or more weight on the front of any truck than the vast majority of stinger steered trailers out there.
Or, again, in a quick sentence, 12V is speaking the truth here whether y’all want to argue about nomenclatures or wheelbases or not.