 Tattle-Trail
wireless Portable Towing Monitor
System
Early Detection for your trailer emergency.
Using an accelerometer to detect movement, vibration or
shock, early detection of trailer tire tread separation,
broken suspensions, wheel bearing problems, loose...More.... |
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TruckAnswers.com
"Your Pickup Truck, SUV & Trailer Library." |
 My 300,000 mile "77" Chevy truck
with wool bags loaded on my 16 foot triple axle flatbed before I stretched it to
33'. "It's been lengthened a few too many times," flatbed with triple axle
trailer house axles. Only 2 engines, 2 transmissions, 2 differentials, 50
alternators and starters. Farm trucks haul everything and and have to to pay for
themselves.
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FREE Diesel &
Gas Truck and Trailer Reports Below
The right truck depends on several factors.
How much and what are your hauling? How big is the trailer? Are you pulling in the mountains?
The Right Truck can last Decades, So can the
Wrong Truck!
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Do you need a diesel?
The right diesel can dramatically out pull a gas engine. Ever see a gas
powered semi-truck? Diesels will generally last longer and get better fuel
economy. At the present they have better resale. It's easy to become
addicted to the power of a diesel. Diesels have more torque at lower RPM's
than gas engines.
The down side. Diesels can cost over $4000 more. If you keep them a long time, or
pull trailers constantly, the cost of the diesel option will be minimized.
You know diesels are louder than gas engines. If you buy a diesel with a
manual transmission, it will require more skill to shift. In very cold
conditions you will need to plug in block heaters and be sure you are
using blended fuel, #2 and #1. And the ever popular if you get diesel on
your hands while filling your tank you will smell it for a few days
option. Oil changes will cost twice as much or more than gas
trucks, and in area's where you are required to have an emission test on
trucks, the diesel costs more. |
 
Trailer Electronic Technology for Safer, Easier Connection.
EZ
is a magnetic connection, powerful magnets. Just get the male end near
the female plug and "pop" it sucks together. A tab slot align the socket
and plug to match the right connections. The male end has two silicone
o-rings, the cables have sealant injected inside, all to make the system
water proof. If you can keep the water out, you can keep the mud and all
the corrosive chemicals used to dissolve ice on the highway out. Spent my share of nights with a flashlight in
my mouth in the rain as I work on trailer lights.
See the review.... |
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 is
the best known name in trailers.
Featherlite is the first aluminum trailer I can remember seeing. Back in the
seventies, gooseneck trailers were the new thing. And since 1973,
Featherlite is still ahead of it's time. They stood out then because of the
exceptional quality and uniqueness just as they do today. We are very proud
to have
Featherlite
Trailers
join us. You'll be surprised at how many types of trailers Featherlite
builds. From the famous horse and stock trailers to car, cargo, dump and
motorcycle trailers.
Click for loads more.
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Diesels are Different
Diesels have
generally twice the compression of a gas engine and require compression and
heat to explode diesel fuel. This requires diesel engines to be built
heavier than gas engines that use spark to ignite gasoline. The exploding
diesel is one of the reasons diesel engines are louder. High compression in
a diesel creates the heat needed for combustion but for fast starting truck
manufactures heat the fuel and air going into the engine. Ford Power Stroke
uses glow plugs in each cylinder;
GM Duramax
diesel has glow plugs and an intake manifold heater. Dodge Cummins diesel
has an intake manifold heater to help start the engine.
Glow
plugs warm up the cylinders before the fuel gets there and a manifold
heater warms the air going into the engine.
The rest of the story, Click...
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Diesels need the water
drained from fuel filters monthly in the winter. Click on picture to
enlarge. |
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GM Duramax diesel fuel
filter. Primer pump on top water drain on bottom which you twist like a
wing nut for LB7 engine. LLY and LBZ are auto prime. |
Dodge Cummins fuel
filter. Yellow valve at the bottom of the fuel filter is the water drain. |
Ford 7.3L Power Stroke
fuel filter has the yellow water drain on the right. |
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Ford 6.0L Power Stroke
oil and fuel filter on top the engine. Second fuel filter in
frame rail by tranny on drivers side. Both filters need changed at the
same time. The water drain is on the lower filter inside the frame rail.
On 7.3L Power Stoke, the fuel filter on top of the engine has a drain
lever on the side or back depending on year to drain. |
Fuel filter # 2 on the
Ford 6.0L Power Stroke. This one's on the drivers side inside frame
across from the transmission. With a hex water drain plug. From what
I've heard both filters need changed together. Ford is considering a
valve on the lower fuel filter which it had on the old Power Stroke
filter on top. Fuel filters need changed often, especially in winter.
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How would you like a safer, better handling truck on rutted dirt roads
and pothole pavement? And have no risk to try it out? I tried it and
loved the improvement, see my report. More... |
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How
would you like 25 to 50% longer tire life automatically? And have a better
steering truck. More... |
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Which transmission?
Transmissions have come a long way since the
80's. With the invention of the lock up torque converter, the better made
transmissions today can stand up to the torque put out by diesel engines.
Practically all of the buses and more big trucks are going to automatic
transmissions. Folks who drive mostly in the mountains like the engine
braking they get with manual transmissions. Manufactures generally will
give you around 3000 pounds more towing warranty on the automatic tranny
in 1/2 tons.
This is because of the lock up torque converter, which locks up
mechanically like a clutch and pressure plate, the absence of asbestos
from clutch plates, the torque converter doubling the torque coming from
the engine, and the manufacture having more faith in the computer knowing
when to shift verses us.
You Work Hard for Your Money! Don't give up 1/2 of it for a Smile and a
Handshake.
I've worked in dealerships for 10 years
after leaving the farm. I saw people work so hard to get the right price
on their truck, just to give it all back by buying an over inflated bogus
warranty. The Right Warranty on your pickup can save you a lot of money.
But don't fall for the high pressure tactics to buy a warranty at the same
time you buy your truck. You did your research on which truck you need.,
why would you buy a warranty from a stranger without a comparison and
money back guarantee.
Here
is the Best Warranty for you to Test Drive! Click Here
1/2 ton, 3/4 ton or 1 ton?
Rear Axles
Explained
The size of the truck you need depends
of course on your needs. ½ tons and light duty ¾ tons are for light duty work,
loaded part-time. Heavy-duty ¾ tons, 1 tons and above are designed to be loaded
all of the time. They have twice as many tapered bearings in the rear axle. It’s
called a full floating axle, similar to semi-truck eighteen-wheelers. While ½
ton pickups have a semi-floating axle similar to a car, with just 2 bearings. ½
tons and light duty ¾ tons will have a flush axle housing matching the wheel.
With the heavy duty ¾ ton, 1 ton trucks and larger, the rear axle housing will
actually stick out past the wheel and have an additional 8 bolts on the end of
the hub holding the axle into the wheel hub with the axle "floating" between
between the wheel hub and differential. Rolls Royce invented the "full floating"
axle before WWII.
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 The "Semi-floating axle" has the wheel studs
attached to it, carrying the trucks weight directly on the axle shaft and
bearings. Differently on a "full floating axle" where the axle shafts only
provide power to the wheel hub from the differential. The wheel hub is attached
to the axle housing with two tapered bearings on each side. On a full floating
axle you can pull the axle out and the wheels are steel attached to differential
axle tubes. This puts the load carrying capacity on the axle housing not on the
axle shaft as with a semi-floating axle. |
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 This
Full floating axle provides a more even weight distribution over the
axle than a semi-floating axle. By removing a rear axle hubcap, you can
determine if the truck is a ½ ton, light duty, ¾ ton or a heavy-duty ¾ ton, 1
ton or bigger.
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Long box or short box?
If you are pulling a fifth wheel trailer I
recommend a long bed. Sometime in RV parks or corrals you will need to
"jack knife" your trailer. (Your truck and trailer at 90 degrees.) Your
trailer is generally attached to your truck 5 inches in front of your rear
axle. This gives you steering weight and a level trailer. If you have a
short box and you "jack knife" your trailer may kiss your cab!. Full
pieces of plywood or sheet rock fit into a long box with the tailgate
closed. Short boxes are popular today with the mini- garages and those
famous drive-up windows. You can buy a sliding fifth-wheel hitch for a
short bed to allow you to move the hitch back for those tight maneuvers.
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Duals or Single Rear Wheels?
 I eventually went to
duals, mostly because
I pulled my trailers on dirt roads. Dirt roads are hard on the magnets on
the trailer brakes. I soon discovered not to count on the trailer brakes.
And duals on the truck will surprise you on their ability to stop you. On
a factory dually the inside tire matches the front tire. When the snow got
deep I would take off the outside duals and they would track fine. On a
factory cab and chassis the rear duals splits the front track. With duals
you also need to carry your hammer or bat just like the big boys to check
the air pressure more often. You won't be able to look a duals to see if
they are low unless you're loaded. So get in a habit of tapping the tires
before you roll. If you have a flat on one of the duals they can loosen up
the lug nuts. |
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The Best Tranny Pans, Differential, and Valve Covers. |
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PML knows how to keep
you covered! You hear me complaining about oil
capacity on this website constantly. Now I found a way to add 2 or 3 more
quarts of oil to your tranny and differential. The more oil, the more
cooling ability, the longer your truck will stay out of the shop and on the
road! Pulling trailers builds extra heat in your engine, transmission and
axles. You need extra oil capacity and a cover designed for cooling, not the
stamped flat pans and covers truck manufactures buy 100,000 at a time from
the cheapest bidder. It's up to you to give your truck the longest life.
Click for more.
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 Cushion
Glide Coupler.
Want to stop the chain
reaction from the rough ride transferring from the truck to your trailer or
from your trailer to your truck?
Cushion Glide Coupler has a solution
for eliminating the metal to metal impact from your gooseneck trailer.
Reduce the stress and strain that have your truck and trailer working
against each other by 59%. It's easy to install, adjust and
70% less cost than the air bag hitches. And who wants that big
air hitch in your bed along with an air compressor. The three Timbren
Rubber Cushions have a lifetime warranty on this tested performance
gooseneck coupler.
More.... |
 Stop
tire cupping, vibration and premature wear on those expensive
truck, RV & trailer tires.
Centramatic
automatic wheel balancers have been saving money on tires for
semi-trucks for over twenty years. Now you can automatically
balance your tires, wheels, hub and rotors or drums while you
drive. A balanced tire doesn't cub, vibrates less & lowers the
tire sidewall temperature from less flexing, giving you longer
tire life. 5 year warranty, made in the USA.
More |
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Limited slip differentials.
Generally in a limited slip rear
end a clutch engages when the right wheel, which is the driver, spin's,
allowing both wheels to give you traction. It's usually beneficial to have
it unless you are pulling heavy loads most of the time and on dirt or mud
wearing the clutch in the differential.
 Always read your owners manual about your particular
trucks weight limits, pulling limits, and gross vehicle weight rating!
Will it fit my garage?
I get asked that a lot. It seems the new
homes are copying the large mall's with sizing their parking spaces to the
smallest car made. So I considered it my duty to tell you how big a hole
you need. After all it's probably your largest payment after your house!
And I include the bumpers.
These measurements are on new trucks. To see truck
dimensions, total length, box length and wheelbase,
click |
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Your Online
Pickup
Truck,
SUV &
Trailer
Resource Magazine. |
The Truth about Auto Loans.
Good credit or not so Good credit, learn the
inside secrets that make auto dealers their biggest profit! Don't go
unarmed and at their mercy. Bring your own loan with you! Know your rate
and payment first. Now you can deal like you are buying with Cash!
Being a Farmer/Rancher for Decades gave me a Natural
Distrust of Banks. I Love
Giving them Competition,
Click Here! 
After you spent the $40,000 on the Truck, Do You know if it will pull your
Trailer in the Mountains?
One stop truck shopping, comparing, buying, and
selling, new or used. I highly
recommend this great service.
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Should I buy New or Used?
|
We have all heard that when you buy
new,
you loose money as soon as you drive
it off
the lot. I don't agree. Especially
when it
comes to trucks. I've wore out trucks
for
over 2 decades and sold them for 1
decade.
Used vehicles drop in value just as
fast
as new. You are going in both cases
from
retail to wholesale as soon as you
take it
home.
For a detailed report go to the bottom of page 3. |
Pickup Truck Health Insurance, The Truth about Warranties!
We keep our trucks longer than cars. So the
miles had up over the years. To keep your
overall costs or cost per mile low, your
Truck needs it's own health insurance. 4x4's
have twice the drive train, the expensive
stuff, to repair. Have the peace of mind
that a Warranty gives you! But don't buy
it from the dealer unless they give you time
to read all the fine print and Compare our
Prices. Click here to find out how auto dealers make
their highest profit margins from warranties.
Then take ours for a test drive and save
money! Lots of money!
|
Bragging rights, I say Competition created
American Free Enterprise. |
For 3 of the 10 years I've sold trucks, I was
an auto broker. Most of the time working
for AAA Auto Club, buying vehicles for the
membership, I've sold all the major makes
and models. Most people become loyal to one
brand. But it's good to compare. Competition
is what improves things. The Japanese taught
us valuable lessons in the 80's on how to
build cars. We as humans are such emotional
buyers. We seldom do what's best for us.
And of course marketing rules the earth.
That's why the best diet in the world is
shutting off the TV! I know how much I've
gained watching pizza commercials. Back to
trucks, competition helps us in so many ways.
The top brands usually alternate leadership
with each new model. But there is a difference
in areas like diesels and transmissions.
I remember my dad having a Massey Ferguson
model 92 combine. He thought that was the
greatest thing since sliced bread, and of
course so did I. Then one summer I ran my
uncle's model 95 John Deere. I couldn't believe
it. The engine wasn't buried in the middle
of the combine, it was on top where you could
actually check the oil and change spark plugs.
And another thing, the main belts weren't
buried in the middle either; they were on
the outside of the combine, so you could
actually change them without learning the
latest cuss words! I saw combines evolve
for the better and I've seen trucks evolve.
Driving an empty 4x4 three-quarter ton in
the 70's meant seeing the local chiropractor
and dentist after being bounced like a basketball!
And now they drive like cars.
My first driving experience was in dad's
"53" Ford F-250. I became very
good at jackrabbit starts. That lesson came
in handy later when I drove our "47"
two ton Chevy hauling hay. The jackrabbit
starts gave my brother Steve, a few tumbles
off the hay truck. I finally mastered "easing
the clutch." I'm certainly glad that
I learned to drive in the country. I would
hate to learn on I-25 in Denver!
My dad's only new pickup was a 1972 ¾ ton
GMC. "72" was the last year Ford
or GM made a bed that was thick enough for
me. Back then you didn't need a bed liner.
As my mind wanders back in time I will update
this article from fond memories of the trucks
in my life.
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The Best
Quick-Attach Mudflaps! |
|
 I've
used and abused a lot of mud flaps over the years, Drilled a lot of holes in
bumpers and fenders and welded my share of angle iron on trucks, just to get
my mud flaps were they would do me some good. It's a shame to have a nice
trailer and then let your truck tires sandblast it and the wiring harness.
These folks can solve that problem. And save fuel.
for more info
These are cool mud flaps!
[rock tamers]
Protect your Trailer! |
My Truck and Trailer
Resource Page.
| Diesel Ramblings:
What upsets me
is when engineers and developers have a great product and then the
corporation accountants get a hold of it and slash part of the component of
the engine system to save money.
What has happened to
the Ford/Navistar 6.0L is a crime. I've driven and pulled with ones that are
great and ones with problems, but when Sturman Industries designed the G2
injector for the 6.0L Power Stroke and the International VT365, it was
great. It had a pre-shot (pilot injection) 2 compression shots and post shot
like the Dodge "600" has now. And then the accountants started deleting
components to lower the cost.
The Ford 6.0L has EVRT
turbo (variable vane) acting like a small spool turbo and large turbo,
worked great. I interviewed the chief engineer for Ford about this EVRT
hydraulic activated turbo, 2 years ago and guess what? Now he's the chief
engineer at GM and the Duramax has the EVRT hydraulic activated turbo in
January on 2004.5 for more power. And this year (04) the accountants took
the pilot injection clear out of the 6.0L Power Stroke. And it's still a
good truck, but it could have really been phenomenal.
I like competition
in diesel trucks and it's closer than it has ever been, with GM and Ford
improving their diesels and Dodge improving it's body and transmission. So
they are all three very close. Dodge is ahead in the power race, if they
would get a 5-speed auto and a real crew cab instead of the Quadcab, they
would sell as many as Ford. (They listened in 2006 Mega-Cab) Dodge just passed GM in numbers on diesels
after GM passed Dodge a couple of years ago with the Duramax. But Ford,
which has out sold Dodge and GM diesels combined for over a decade is still
#1 in sells by a wide margin.
Now hang on to your hats, Nissan and Toyota
are working on 3/4-ton trucks with diesels. The 2005 VW Touareg SUV will
have a V-10 diesel. So if you think you need the best truck every year, then
get a 1 or 2-year lease and keep switching brands. Freightliner's M2 has a
class 5 truck like a Ford F550 or GM C5500 and Peterbilt may have a class 5
version of the 330. GM's C4500/5500 will offer 4x4 this summer and probably
2006 will see Dodge with a cab and chassis again. (Scheduled for 2007) And that's all I have to say about that.
From what I'm seeing,
the new policy for Ford,
"the loudest wheel gets the grease." When the 6.0L PS first started having
problems, Ford was being good, buying back some trucks, fixing some and
handing out thousands of free oil changes. They had Blue Diamond pull a
trailer around the country from dealer to dealer with engine cutouts and
video display's and tech folks onboard trying to explain the problems and
the fixes. I've got a lot of contacts at Ford and have been handing out
those ph #'s to my Insider Club members with problems. Some have gotten help
and some are now suing Ford. Lately, the only thing working is suing Ford.
The good news is
warranty problems have slowed down dramatically for the 2004 model PS,
though Ford has taken out the pilot injection and they are louder. 2003 has
turned out to be a dramatic example of "first year blues." The Ford 6.0L PS
trucks I drove 2 years were great and thought 03 would be a great year for
Ford, but that's the underlying risk of the first year of dramatic change.
On the other hand, Dodge in 03 changed the diesel, transmission, frame,
axles, transfer case, suspension, steering etc. and that many changes meant
real danger in the first year blues, but they came out a champion with few
problems. 03 was a surprising year. But as Kay says, just when you think you
know something, someone will show you how stupid you are. Sometime I'm going
to get real stupid and list my top picks for each truck class for 2004 and
see how they did next year. (04 Ford Power Stroke recall to be issued in
July 06)
Low sulfur diesel
fuel will be coming soon for the tighter emission standards. 2007 is when it
gets strict. The Ford Power Stroke and GM Duramax have Exhaust Gas
Recirculated (EGR) and catalytic converters to meet the 2004 new emission
standard and Dodge added catalytic converters and no EGR to meet the 2004
emissions. By the end of this decade we'll probably see the same emission
standards for gas and diesel engines.
I've updated the time
it takes to pay for a diesel engine option with fuel savings from 80,000
miles to 100,000 miles. It's easy to get addicted to the power of a diesel.
And the competition with diesel trucks has dramatically improved since 2001.
VW's SUV the Touareg will have a V-10 diesel again. The new
Dodge/Freightliner Sprinter vans with Mercedes have 5-cylinder diesels and
5-speed automatics that are getting over 20 mpg in a full size van. I'm
going to review one of them this spring.
So diesel development
is getting faster and faster. Also this spring I'll be driving a "camless
diesel" in an International semi truck DT466 from Sturman Industries. Bosch
is also working on a camless diesel. So maybe this decade, Navistar and
Cummins will have diesel engines with no, cams, push rods, timing chains,
lifters and have engine brakes in pickup truck diesels. Start saving money,
you'll want to buy a new truck every year just to have the latest
technology. George Jetson would be proud
A
used diesel not maintained properly and over pulled beyond it's factory
weight ratings can be an expensive time bomb. Diesel mechanics charge more
that gas engine mechanics per hour, engines, radiators, alternators,
starters, batteries etc. all cost more in relation to diesel engines. If a
diesel truck wasn't serviced properly with the more expensive than
gas, filters, and cooling fluid additives etc. and if the truck pulled
trailers way beyond the GCWR limits, which is common, then buying a 100,000
mile diesel truck may cost you a fortune or could last another 100,000
miles. But a used diesel truck with a pedigree from a one owner pulling
moderate trailer weights and service receipts is worth a premium. Some
people use the high setting on chips and micro turners which works them hard
to have most of the goody used up. That's how most of my trucks were when I
was done, I stripped them down to the frame and sold them by the pound.
So when I
relate to it taking around 100,000 miles for a diesel engine to pay for
itself with fuel savings, I'm calculating how long it takes to pay for the
extra $4000 for the diesel option and the extra cost of servicing, since I
can't predict accurately future resale value, I can't add that back in. Five
years from now Arnold could have the EPA ban all new diesels in California,
or hydrogen cell technology could make the hybrids, take over the market. Or
maybe I could go back to decaf. I love diesels too buy I also look at "the
bigger picture." That's the name of my column in the Turbo Diesel Register
magazine out in February were you can learn about camless diesels that idle
on 3 cylinders and can go from a 2-stroke to a 8-stroke with almost 0
emissions.
My point is diesels
don't save you dramatically over a gas engine as they once did. The
underlying reason folks buy diesels is power. The diesel side of the debate
gets championed more than the gas side. I like to show more than one
viewpoint. If you tow heavy trailers the majority of the time, the diesel
makes sense as with over-the-road semi-trucks. But the majority of truck
owners now use their trucks as a car and pull trailers less then 25% of it's
life. Sometimes I get email from folks telling me how shocked they were at
their first oil change cost of $75 to $100 for their diesel. Back when our
choices in the late eighties where the new Dodge Cummins diesel in 89 or a
just fuel injected Ford 460 or GM 454, then diesels could get twice the fuel
mileage of a gas engine. Now we have gas engines that without a load can get
14-16 mpg verses a diesel 17-19 mpg highway miles and loaded pulling a
trailer at 10-11 verses a diesel at 14-16 mpg. Bottom line, not everyone who
pulls a trailer would save money with the diesel option. My mission is
showing the strengths of the minority view.
Yes indeed, diesels
use very little fuel at idle allowing truckers to keep the truck running
while they nap. And the carbon buildup in a idling gas engine is not
conducive to long life. But the soot in a diesel engine will also build up
harmfully if you shut of a diesel that has idled long only. In Europe diesel
passenger cars make up over 40% of the vehicles verses our less than 1%. In
Spain you can buy a Ford Focus diesel. In this country with VW offering an
economical diesel car for a couple of years now but not in all states, as
well as in 2005 they will have a 5.0L V-10 diesel avail bile in the SUV
Touareg. Mercedes will start offering diesel 05' C class this fall again.
Europe is on the path that diesels are the future to economy and lowered air
pollution, while politics in this country are toward, alternative fuel, and
hydrogen cells. Actually the engineers I interview think it's impossible to
make the hydrogen cell save enough. VW has a major project underway with
biodiesel, biomass called SunFuel, which will complete the circle with only
C02 emissions going back to the plants that to produce more boimass. I not
against diesels, I just don’t think they fit every scenario nor do I think
everyone needs a dually to pull a horse trailer. |
This is One Interesting and Informative
All-Around Website! P.S. Thanks for Posting my Truck. Scott H, Henderson, NV
USA
I nteresting, informative stuff good job,
Peter A, USA
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©
Copyright 1999-2009 by H. Kent Sundling
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Roadside Assistance for Equestrians.
This
is an ideal electrical
connection for your trailer.
