Apr-20-2019 07:01 PM
May-03-2019 06:59 AM
totaldla wrote:
Does the 10spd give you a lower 1st gear and reverse? If not then a lower geared rear end is nice to have.
May-02-2019 08:11 AM
Apr-30-2019 07:01 AM
Slowmover wrote:
Today’s trucks are also far heavier. On better tires, but not much increase in ultimate traction (contact patch). Given they are also TALLER, they’re not more stable than a mid-90s pickup.
The change to the good is 4-whl disc. And some stability/braking programming.
Trailer brakes are what matter.
The less weight per wheel for a given swept area and contact patch is what wins brand discussions. And allied to a low COG.
A pickup is a handicapped vehicle.
Apr-30-2019 07:00 AM
Slowmover wrote:
Pickup truck INHERENT instability is the problem. Not drivetrain (that’s like arguing paint color).
How well it handles, steers & brakes is key to risk reduction. As solo duty is the SINGLE important consideration for tow vehicle spec.
Choose starting here:
1). Lowest COG
2). Independent Front Suspension
3). Rack & Pinion Steering
Most of all, an actual need. Is a pickup used for business? Farmer, rancher, contractor? Otherwise:
A). What is the weight, size & shape of gear which CANNOT be carried in passenger compartment or trailer?
B). Given solo daily-driver configuration, what is the FF/RR weight bias? (Driving around with an empty bed? Wrong vehicle choice).
Pickups increase the chance of a loss-of-control accident. Towing makes that worse. . Pickup rollover is via “trip hazard”: pothole, curb, soft shoulder. Towing Loss-of-Control is via over-correction. . Road hazard & adverse winds: a pair of top-heavy vehicles on inadequate suspension with incorrect hitch rigging (means you don’t much care about your family) is the highest risk configuration.
Today’s conventional travel trailers are worse by design than years before. Slide-outs for fat people have raised floors to 4’ and more. And they’re still on UNACCEPTABLE leaf spring suspensions.
There is no worse towing combination than a pickup & one of these trailers.
Put the money where it’s needed:
a). Antilock disc brakes on the TT
b). Torsion Axle
c). Hensley-patent hitch
Pickups need so many bandaids it’s ridiculous. And still cannot overcome design deficiencies (“Hi, the 1940s want their farm vehicle back”).
As each of you is also unable to correctly set a WDH (saying 92% is too polite) THAT is the topic which should dominate these pages.
That it doesn’t, shows the value of advice on RV forums.
Road-going stability is the game. Pickups don’t have that.
Start with a clean sheet.
(And, no, no ones impressed by you new guys with your ten or twenty years. Quite the opposite)
.
Apr-29-2019 07:38 AM
Apr-29-2019 06:40 AM
Apr-28-2019 05:27 PM
myredracer wrote:jerem0621 wrote:How do things like the frames & brakes on the 3/4 & 1 tons compare to the newer 1/2 tons?
These truck today are light years better than even 3/4 and 1 Ton trucks of 25 years ago.
Jeremiah
Apr-28-2019 04:17 PM
jerem0621 wrote:How do things like the frames & brakes on the 3/4 & 1 tons compare to the newer 1/2 tons?
These truck today are light years better than even 3/4 and 1 Ton trucks of 25 years ago.
Jeremiah
Apr-28-2019 02:15 PM
Apr-28-2019 06:17 AM
Apr-25-2019 03:46 AM
Apr-25-2019 03:03 AM
Apr-25-2019 01:23 AM
Terryallan wrote:
But that is not what you said to start. You very clearly said. Rear gears don't mean anything any more "I wouldn't get too hung up on rear-end ratios...with the newer 10speed transmissions, the truck can select an appropriate gear to convert HP to torque at the wheels".
I maintain it does. In fact in this post you agree in a sort of sideways way. "a lower gear is an option to solve that".
BTW. If a person is going to tow a 7000lb + TT with a 150. It better have a lower gear than a 3.05.
Apr-24-2019 06:53 PM
360 wrote:
Only reason you might need a deeper rear-end is to boost the ultimate towing capability but the discussion presumes he isn't over the tow rating and it is about drive-ability.
Apr-24-2019 02:34 PM
valhalla360 wrote:Terryallan wrote:valhalla360 wrote:Terryallan wrote:
so you are saying. They should only make ONE rear gear ratio? Wonder why they still make lower gears, and rate them to tow so much more? It's a puzzle.
Not sure how you came up with that?
The 10speed means you have a gear ratio available that matches what the rig needs to what the engine produces.
With the old 3 speed transmissions, you often wound up having to drop down to a gear that was too deep, so the engine would be lightly loaded but screaming at high RPM when towing. A deeper rear-end could allow you to run in the higher gear and keep the engine better loaded at lower RPM. (This assumes you are within ratings with either rear-end...no one is suggesting towing beyond the ratings). Of course when not towing, the truck winds up running higher RPM and less efficient. And even with the deeper rear-end, it still didn't always match up well to power needs.
With the 10speed, those issues largely go away. For a given situation, the truck may pick a different gear if the rear-end is changed out but the overall gear ratio will be nearly identical.
Only reason you might need a deeper rear-end is to boost the ultimate towing capability but the discussion presumes he isn't over the tow rating and it is about drive-ability.
I just go by the rating for the different gears. and YES they make a huge difference, Especially up, and down mountains, and starting from a stop. that is one of the reason for the lower gears. Another is keeping the engine in it's power band. Still a puzzle.
If you had ever seen the difference in gear ratios as they run. you would better understand the difference, between a 3.73, and a 3.05. I see it every day. It is what I do.
Nope, I'm familiar...and in the old days of 3 speed transmissions (even the 4 speed to a lesser extent) it made a world of difference for driveability...with 10 speed, just not a big deal.
Again, the ratings are about maxing out the capability...if you exceed the rating for the 3.05...of course it will have issues and going to a lower gear is an option to solve that...but if the trailer is within the 3.05's ratings, no you won't gain much with a modern transmission by swapping out the rear-end.