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 > Your search for posts made by 'AH_AK' found 16 matches.

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RE: DRW vs SRW safety, tire blowout

Mine is a bit older (2012) but has 2 extra leaf springs, ranchos, a bigwig bar, and bags. To be fair (1) the bits that were uncomfortable were on the alcan and other rougher backroads and (2) I am pretty green with no prior experience towing or hauling heavy. For all I know you might hop in my rig and say “what are you talking about, this feels fine”. All the “nice” roads in WA, OR, and CA felt just fine. I did notice those commercial 19.5 tires broke in during the trip and stopped following seems and ruts so aggressively…which was nice. My SRW 2020 Chevy 3500 4X4 does not sway much at all, even with a Host Cascade. 19.5 tires and wheels, Stable Loads on the main springs and overloads, airbags, and a Roadmaster 1 1/4" rear swaybar. It all works together. The huge swaybar also benefits me when driving the truck empty, keeping both rear tires planted and eliminating the annoying stock axle hop which occurred almost every I pulled out from a corner, or went up a corner around a curve. Not the first time around the block. Before we went to a class A for several years, I had a Dodge 1-ton Cummins with similar suspension carrying an Arctic Fox 990 (still in my sig pictures!). But this aftermarket suspension package does add up! For most people I'd say just get the dually.
AH_AK 07/21/22 05:05pm Truck Campers
RE: DRW vs SRW safety, tire blowout

The weakest part of a tire is the sidewall…Since you already have uber robust 19.5’s, I’m afraid I’m missing your concern??…I suppose staying home is always an alternative option?? 3 tons I am not worried about a blowout with those tires. The issue this post was attempting to address was the blowout safety aspect that is often cited by DRW drivers as an argument for DRW over SRW. While logical, my feeling was that this argument for DRW blowout safety superiority is not supported by the accident data. Most of the replies here support that conclusion. IMO, the advantage of DRW is lateral stability on uneven roads and cross winds. I just returned from a 7500 mile trip with a 12,000 lb SRW (11,000 GVWR, i.e. overloaded). Crosswinds and uneven roads were inconvenient. Not unsafe, but definitely slowed me down and made driving a lot less fun. I can't definitively say that a DRW would have been a more pleasant experience, but it seemed to me that the DRW truck campers were doing better than I was. I am curious to get the camper on a DRW to see if it is just my lack of experience, or, if the wider rear track helps substantially. Based on anecdotal reports from other drivers that went from SRW to DRW, I suspect the difference would be substantial.
AH_AK 07/21/22 01:37pm Truck Campers
RE: Why solenoid?

I had assumed they were all the magnetic latching solenoids. If I am not mistaken, permanent magnets hold the position open or closed (latching action) as opposed to a seal-in circuit. Any relay requiring continuous holding current would seem like a really bad idea for RV applications. One of the reasons I am barking up this tree is because occasionally when my batteries get super cold and low on charge they can’t switch the solenoid. This means I can’t charge the batteries either. I can bypass the solenoid in order to charge the battery but this is inconvenient. A switch on a solenoid bypass circuit is probably the best route for solving this occasional issue. Also, I probably need new coach batteries, but that is a different post. AS other have mentioned, There are 2 types. LATCHING relay(soelnoid) takes current to engage and disengage, but once either is done it requires NO current to keep closed or open. Yes, this type system is more expensive, which you usually only see it on Motorized due to access to the battery banks. The other requires continuous 12 volts to keep engaged. These types are cheap because all you need is a simple ON/OFF switch. Also these type solenoids also build up heat when you have a load and constant power to them to keep closed. COST? Well, when you factor in the cost of most Motorized and the fact that RVer's want bells and whistles, they make it standard. Now, the drawbacks to Latching type. Some OEM's do NOT run all Coach 12 volt loads thru the disconnect. Some, wire the CO and LP detectors direct to the batteries for liability reasons. So, with Batteries OFF, they can still be drained in 2 to 4 weeks. Inverter/Chargers are NEVER wired thru a Latching disconnect and are wired direct to the Coach batteries. Doug
AH_AK 04/13/22 09:16am Tech Issues
RE: Why solenoid?

As I said in my comment above, for my truck camper the distance is not an issue due to the location of the battery compartment. Maybe an extra 3 ft of 8 AWG required to install a switch. At least for me, a switch would likely be cheaper. For a large RV with extra wire runs and a higher rated current, the solenoid makes total sense. The Solenoid, basiclly a big and I mean BIG relay. can easily pass 100 amps or more. The wires that run a great distance to the switch. just a couple amps. You are asking why they use a fairly low cost remote switch with low cost 20-22 ga wires instead of oh say 50 feet of something between 4ga and 00ga. Way cheaper. and way better electrically as well. (less voltage loss in the line).
AH_AK 04/13/22 08:58am Tech Issues
RE: Why solenoid?

That makes a lot of sense. I have a truck camper and the solenoid and switch are right over the battery compartment/generator. So for me, it’d be easy to use a switch, but for larger RV’s I can see the advantage. Thanks for the info!
AH_AK 04/12/22 09:50pm Tech Issues
Why solenoid?

Why do the majority of RV manufacturers use a latching solenoid for the battery disconnect (storage) as opposed to a mechanical battery disconnect switch? Is there some other function that the solenoid is performing that an appropriately sized manual SPST switch would not? There has to be a reason for the added complexity and cost.
AH_AK 04/12/22 05:30pm Tech Issues
RE: DRW vs SRW safety, tire blowout

I wonder how overloaded he was. Did these blowouts cause a loss of control or accident? I imagine tire condition, pressure, speed, and ambient temps would all factor in as well…but yeah 2 or 3 blowouts and I would get a dually too. A friend had a SRW and didn't know it's total weight. He carried a large Big Foot camper. And had three two or three blow outs all on the right rear tire. He finally upgraded to a DRW and never had a blow out after that.
AH_AK 04/09/22 08:17pm Truck Campers
RE: DRW vs SRW safety, tire blowout

My intention was not to reignite the SRW vs DRW debate as most of it comes down to preference. I was simply trying to get first- (and second-)hand accounts of SRW blowouts to help quantify (1) the overall likelihood of the occurrence of a rear wheel blowout and (2) the consequences of such an event in SRW vs DRW. Based on the comments so far, it would appear that the probability is quite low and the consequences may not be at catastrophic as one might think. Anecdotally, I see an obscene number of overloaded SRW’s, hauling huge campers doing 75+ on Alaska’s terrible highways. I have never seen or heard about a catastrophic accident caused by a blowout. On the other hand, there are quite a few trailer blowout accidents that I have driven past or read about. Not sure who would have statistics (maybe insurance companies), but I would think first responders might have a better sense of how often blowout related accidents occur for TC’s. All suspension components being equal, there is no doubt that DRW is more stable than SRW. For SRW with suspension mods, the gap narrows (IMO). For me, my SRW with suspension mods is great in cornering and fine in cross winds and on uneven roads. A DRW might be better, but the stability of my current rig is perfectly acceptable to me…and I am a weenie about these things. Such a pointless debate. Dually are more stable than a SRW pickup. You either want one or you don't.
AH_AK 04/08/22 02:30pm Truck Campers
RE: DRW vs SRW safety, tire blowout

Interesting, but I think the loss of control dangers are different for blowouts on the hauling vehicle in trailer vs truck camper. I have over the years had at least 2 situations that I don't believe I would have survived had I not had a dually. 1-It was Friday before the 4th of July and I was towing a enclosed 32ft 3 axel bumper pull trailer with a race car and assorted junk inside traveling with traffic at about 70mph on I 40 near Burlington NC. The trailer hitch ball sheared off and I went for a ride. I think to this day what saved me was the dual wheels on the truck and the 3 axels on the trailer. Not much damage and I didn't hit anyone. 2-Coming down the hill on I-70 coming into Frederick, MD towing a trailer that was rear end heavy, it started swaying and was almost sideways, I floored it and as soon as it got straight behind me I locked up the brakes and got it stopped. Only the dual wheels stopped it from turning me around and maybe rolling the whole mess. You never have to much truck.
AH_AK 04/08/22 12:29pm Truck Campers
RE: DRW vs SRW safety, tire blowout

This is great first-hand info. Thanks for sharing it. I feel extremely confident with the lateral stability of my SRW running 19.5's, but it also has a lot of suspension upgrades. It is good to know that a rear blowout on a SRW is not likely to result in a Hollywood style rollover. When I was running my Lance 961 on a 97 Chevy 2500, I had 2 left rear blowouts. First one was with the camper going about 70, second one was with the camper and a 7000# trailer going about 65. Both times, I felt the truck shudder and start "sloshing" around. I put on the hazards, eased off the gas, and pulled over to the right. Changed the tire and back on the road with no loss of control. I also had a right front blowout on an Isuzu pickup going 80 and had no loss of control. I didn't have a cabover camper, but I did have camper shell loaded with camping gear. I was never worried about loss of control on a rear blowout, but I'm still concerned about a front blowout with a top heavy camper, in a turn. I switched to a DRW, not because I was afraid I'd lose control, but because I found my tires were running right at the limit and I wanted a better margin. I also feel like the DRW was more stable than the SRW, but that could be the springs. Also possible going to 19" wheels on the SRW would have helped.
AH_AK 04/08/22 12:26pm Truck Campers
RE: DRW vs SRW safety, tire blowout

Personally, I think it is really a matter of preference. Both can be safe and handle well, but the SRW will likely need significant mods to get there, whereas the dually may be able to do it stock. w.r.t. lateral stability, I would agree that the extra rear track width of the dually is hard to make up for with suspension mods on a SRW. If you don't mind the DRW and can get a good one for a reasonable amount...go for it. I carried my Fleetwood 11x TC on a 2007 3500 SRW for a couple years. Then I switched to carrying it on a 2005 Chevy 3500 Dually. The difference in handling, stability, and ride was immediately obvious. The dually was far superior in every way to the SRW. I got exactly the same fuel mileage with both trucks, 10 mpg on diesel. The only real difference in the trucks was the SRW was a regular cab and the dually was a crew cab. I don't care how many reasons you want to give a dually is the only way to go for a truck camper. I daily drive my dually. It goes thru bank and restaurant drive thrus a couple times each week. It fits in parking spaces just fine.
AH_AK 04/07/22 06:39pm Truck Campers
RE: DRW vs SRW safety, tire blowout

If I am in the double digits MPG with my gasser, I call it a victory. I am also super vigilant about checking tire pressures. It is funny when I roll into a rest stop with a bunch of RV's and we are all out scurrying around inspecting and checking tire pressures. Towed a 40 foot, Mobile Suites with SRW F350 for 7 years all over Canada and many trips from Canada to South Florida and never had a problem with tires. I am very particular about my air pressures and checked them constantly. Did not want the big hips of the DRW and limitation on fitting into places as a daily driver. Towing a heavy trailer or truck camper mileage does not enter the equation. You will get mileage from really bad to horrible regardless of SRW or SRW.
AH_AK 04/07/22 05:45pm Truck Campers
RE: DRW vs SRW safety, tire blowout

I agree. There are a lot of variables outside of number of rear wheels that will impact the safety. You can build out almost any SRW 1T to carry near to what a DRW will, but $$$. If you get a DRW that carries TC well in stock configuration, that is likely the most cost effective solution. I still see a lot of DRW owners doing suspension upgrades which leads me to conclude that the handling of a stock DRW with a TC may not be fantastic (albeit safe from a payload standpoint). Again, I imagine it depends on the exact truck + camper combo and the preferences of the driver. Any advantage of DRW trucks regarding blowouts can’t be discussed in a vacuum IMO. The extra cost, lower MPG, width inconvenience etc. need to be factored into the discussion. But if you need the weight carrying availability, discussion over.
AH_AK 04/07/22 02:21pm Truck Campers
RE: DRW vs SRW safety, tire blowout

For me it came down to availability of a solid used 1T pickup. I wanted a gasser as I am comfortable maintaining gas engines and didn't plan to tow at all (only haul TC). I found a sweet low mileage 3500HD SRW gasser at auction for a good price. In the end, I can confirm that considering the expense and time of the mods I had to make, the DRW (gasser or diesel) would have been cheaper and would have gotten me out camping sooner. Does you DRW get worse mileage due to the DRW, or, because of all the new emissions controls? I was under the impression that the DRW in an unto itself does not drastically decrease fuel economy. I would love to do a 1-to-1 comparison of lateral stability between a SRW and DRW. Seems like a lot of DRW owners are still doing suspension upgrades to improve this aspect of the handling. My SRW has pretty solid lateral stability, but it took a lot of mods to get it there. I am sure DRW would be better in this respect in the stock configuration. I haven't heard of or seen a wreck with a TC of any type. A few here have blown out a rear tire, and other than the resulting damage the fenderwell etc were mostly ok. I think the real danger results from a front tire blowout. I think in that case, a DRW won't help that much. If you can't get by with a DRW for other reasons, it's a moot point. Otherwise, it's far cheaper to buy a DRW on the front side compared to adding 19.5s or heavier loading tires in 18s etc. My old truck was a SRW because a DRW wouldn't work as my daily driver. It was simply too wide. After a few years, I started working somewhere with an even smaller parking lot. Then, my SRW was too long. That led to me buying a car to drive to work, and trading the SC SRW for a CC DRW. The DRW gets horrible fuel mileage compared to my old SRW, but otherwise, is a much. better platform for a TC.
AH_AK 04/07/22 02:11pm Truck Campers
RE: DRW vs SRW safety, tire blowout

The front tire blowout is scary. I would be really interested in how a SRW w/ a truck camper would handle a rear blowout. Maybe not as big of a deal in terms of loss of control as one might think. I hadn't thought of run flats. Not sure how much they would help with maintaining control at highway speed. To some extent, it seems like the only way you die is if you hit the sh*tty lottery and have an unlikely blowout at an inconvenient time (e.g. around a curve into traffic or of a drop). Back in the late '60s up to the early '80s I had truck campers (8'- 9.5'-10.5') on my 3/4 and one ton drw work trucks. So all my trucks had tires that weren't overloaded by any means. Of the 9 different trucks I had in service the only one I wrecked from a blowout was on a one ton drw Ford. Twisty winding roads in southern AR my right front tire blew out with the usual sudden lose of air pressures making a left hand 50 mph curve and a loaded 18k gvwr GN flatbed pushing me. Off the road the rig went to the right and across the old style concrete culvert with a 10" tall concrete upright taking out the Fords front suspension....shoved the engine up into the firewall and dash. Tranny bell housing broke and jammed the tranny tail shaft up through truck floor right behind the front seat...and of course the rear axle was torn loose one side. In that type of work and the miles we drove a blowout on those old bias ply 16-16.5" tires/wheels was a fact of life. Soooo... we had plenty of run flats and actual blowouts on road service LDTs rear that simply was no problem getting the rig shut down....unlike a front tire blowout. I've noticed some rv folks have some wild/funny theories about subjects like over loading....tire blowouts.....weights/etc. BTDT with srw and drw blowouts. I'm in the moot point camp.
AH_AK 04/07/22 02:03pm Truck Campers
DRW vs SRW safety, tire blowout

Every time the DRW vs SRW debate starts up, dually owners always point to the safety of having 4 rear wheels in case of a blowout while driving. What I am wondering is has anyone actually experienced (or have first hand knowledge of) a SRW blowout that ended in a catastrophic outcome (e.g. crash)? Obviously, the DRW is going to have better lateral stability in cornering/cross winds compared to the SRW, but I am only considering the blowout safety aspect. While the redundant tire safety argument is logical, I am wondering how likely such blowout situations are. To be clear, I am talking about SRW that are not exceeding the maximum tire load, are correctly inflated, and being driven within the tire speed limit. I am running 19.5’s with Firestone AT3’s so I am in this category. I realize most SRW truck camper owners are over their max tire load and yet, there is little to no documentation of blowout failures despite the obvious overloading. It makes me think the DRW blowout safety argument is essentially moot, even though it is totally logical.
AH_AK 04/07/22 10:46am Truck Campers
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