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noteven

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About noteven

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    Male
  • Location
    Alberta
  • Interests
    Exploring, riding motorcycle from rv base camps.

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  1. At least I are still tolerated, looks like...🤣
  2. I’m not as stupid as I come across I don’t think ...honest I aren’t- I’m blaming it on thumb typing on an iDevice ...🤣
  3. Howdy Brian an Rick, Rick - morning- hauling other vehicles longwise is more complex- yes a toyhauler Brian - great you have your lengths calculated. Everything you want fits “ on paper” . Cheapest place to figure it out. 😀 And now start calculating point loads and where they will be along the frame. And then do the weight distribution you are asking about in the first place. So find out what your “must haves” weigh and where they apply that load to the frame. And then your “would be nice to haves”... Am I repeating myself? It sounds even to me like I am 🤣 By the way if you can get a bed with any kind of hydraulic side lift, RV hitch, paint and a toolbox engineered and installed in compliance with federal standards for $18K that should be seriously looked at rather than a self managed project. Anyway I have to travel so I am going off the air for a while.
  4. OY! Quitcher arguing and look at some design limits. Max overall length for any class of single motor vehicle over pretty much all the USA and Canada without special permits - limo, RV, bus, straight truck is 40ft - 41ft, some places are a bit more maybe. Combinations including an RV are 65ft in many places, longer in some others. There are also regs around the maximum length of body that can extend beyond the rear wheel base to limit “body swing” making turns. Weight and dimension laws apply locally where yer at. So my design criteria for a CanAm capable rig would be a max 65ft overall combination length, including up to 40ft tow vehicle (480”). So Brian you are starting with what bumper to BOC “? Write that number down. On the frame you want say a 200” 4x4, a 90” moto or 48” if you cross load it. Let’s say 200” + 48” = 248”. Add 60” to couple and swing a 5th wheel trailer. (Add 0” if bumper tow trailer.) So 308” needed back of cab for 248” of Jeep and bike plus 60” 5th wheel trailer swing. Add your truck’s bumper to back of cab inches to 308”. If this is less than 480” you meet length law everywhere. . As the truck gets shorter than 480”, those inches can be added to trailer length. Once the rig sketches out dimensions wise then you go to calculating weight distribution rickeieio - please check my math I’m partially incapacitated due to ridingitis. dont tell my therapist
  5. The world famous hummin Cummins engine does not tolerate scruffy DC voltage. They no like it one bit. They want min 12.623877438 volts and not a bit less 🤣
  6. Oops Rick you are correct I forgot to add the weight of the lever (truck) in my headlong rush to show how smart (not) I am🤣. My therapist has caught me posting Big Stories on line again and has prescribed a min two week motorcycle trip to forget about Big Clumsy RV’s 😁. ... and we’re off!
  7. Canadian kids know what to do: “CAR!”
  8. I have seen a Kenworth 🇺🇸 400” Lennox 🇨🇦 rigged bed truck with triple frame rails not counting the bed itself, tandem Sisu 🇫🇮 40 ton planet rear axles, 50 ton Chalmers 🇨🇦 rear suspension Bridgestone 🇺🇸 🇯🇵 14R24 rear moccasins on OTR 🇨🇦 wheels, twin steer axles on Bridgestone🇺🇸🇯🇵 445R22.5 front moccasins, with that sweet 20 ton Kenworth 🇺🇸slipper spring suspension, and 4 steering gears, 18spd 🇺🇸and 4 spd 🇺🇸auxiliary, C15 Cat🇺🇸 that weighs 80,000 lbs by itself sitting there full of fuel, cables on and rigging... back up and winch a drilling rig “pump shack” 🇨🇦 onto itself to “tailboard it” which is carry it on the live roll at the rear of the bed at an angle with the front held a bit up in the air connected to the winch line down a half mile muddy track to “spot it” precisely where it belongs on site. The pump “shack” weighed 120,000lbs. All I could think of was: “He must be over his door sticker - 367lbs over on the steers and 873lbs over on the rear, at least . He should have had a dually. Good thing the RV forum Weight Police 🇺🇸don’t have jurisdiction in Alberta 🇨🇦we would be done for...” 😁
  9. Yes correct I used spreadsheets for builds with “many pieces”. Or juggling wheelbase possibilities on a factory order truck. and then the second stage body manufacturers engineers for sure use design software But we would not “draw out a truck” to see if 4 things would fit but always started with knowing the front and rear available payload, then pad, pen, and tape measure and weight and dimensions regs in hand beside the victim truck and trailer whenever possible. I found it to be the best 3D view. Did I mention always start with knowing the available payload? It is the sum of the max allowable axle loading where you plan to travel or door sticker axle GAWR whichever is less, minus the tare weight of the truck before you start bolting stuff on. Hint: weight distribution math between the axles is ratio ciphering. A point load 150” from front axle on a 200” wheelbase is distributed 25% front 75% rear. past the axles is levers: a point load 100” behind the rear axle on 200” wheelbase distributes 100% to the rear axle (fulcrum) and removes 50% of the point load weight off the steer axle due to leverage.
  10. Hi Brian C - I once posted how to calculate the loads you are wanting to do not using software but tape measure, pen, paper, and calculator including the formula. I was scolded and ridiculed for suggesting such a thing could even be done to figure out a Big Truck towing a Big RV. “A disaster waiting to happen...” one poster said... So no expertise is being implied whatsoever. The math used in the following description is math than can be found in a book or on line. It was used for commercial vehicles not Big RV HDT’s. I cannot verify it would work for BRVHDT’s. I used to lay out truck mounted oilfield service units of different types, 4 axle daylighter trucks, twin steer crane trucks etc “on paper” prior to the customer ordering a truck with wheelbase and factory equipment located to meet the weight and dimensions law and equipment build requirements. Or calculate whether an existing truck on the ground is suitable to use for a proposed application - which is what you are doing. I am not implying RV expertise whatsoever because the following methods were for commercial trucks: Step 1. For building on an existing truck (not factory order) I would start by obtaining the base weight and dimensions of the truck. I might look up specs on a computer but to be accurate I would use a tape measure on the truck itself and actually weigh each axle or group (tandem) on a scale. I would not fill fuel tanks but look and measure tape fuel on board then calculate fuel not on board as a load to be added. I would note (as in write on paper) the location and dimension of anything already frame mounted - tanks, suspension mounts, cross member bolts, etc I would take images with the tape measure in the image for dimension reference if necessary. I would then obtain the weight and dimensions regulations that apply to the application to reference all calculations to throughout the process. The weight and dimensions of everything to be mounted or hauled we called point loads - the weight and centre of gravity of each piece of equipment or cargo was calculated and noted. All equipment was prioritized to must have and optional nice to have if it fits. Then if it looked like the vertical centre of gravity of all the mounted equipment and cargo as a whole was staying below 65” above the frame rail we would not involve an engineer just yet. Every truck has a design cg to meet braking standards and stability. Again I’m not sure what physics apply to BRVHDT’s - but don’t worry a class 8 truck’s vertical c of g is below the frame when it leaves the factory. You should be good with a flatbed with a Jeep on it. Depends though how top heavy the semi trailer you tow on a fifth wheel is, and where the trailer begins to apply roll force to the truck - almost right away with a solid fifth wheel, after so many degrees with an oscillating fifth wheel, or never with a single pintle (not a stacked double). At this point the truck truck between the axles is a “beam” supported by its axle centrelines with two cantilevers ahead of the front axle and behind the rear axles. I would sketch out each load to see where it fits and calculate the weight distribution to each axle or axle group based on point loads along the beam. Loads behind the rear axle group centre line or in front of the steer axle are calculated using lever math. Loads in between the axles I.e. within the wheelbase are calculated using beam math. In the truck world the formula we used always solved weight distribution to the steer axle 1st because the distance from the steer axle to back of cab (or sleeper) does not change but the wheelbase can change. Wheelbase, point load, and distance from point load to the steer axle are in the formula. Weight rear is the difference between total point load and what distributed to the steer axle. Wheelbase is the distance frame the centre of the steer axle to the centre of the rear axle or group. If you are laying out a simple build like a deck, headache rack, 4 boxes, a generator, a Jeep on the deck, bikes behind, rear bumper or skirt, and a hitch I suggest learn to do the math by sketch pad, tape measure, and calculator standing beside your truck vs going to software and a screen just yet. You will be able to visualize body swing, ground clearance, departure angles, trailer swing and dip clearance, receiver hitch angles through dips, etc etc. In cases where a “trailer hitch offset” (distance from rear axle or group centreline to the hitch point) was near regulations limit, and the truck may or may not be loaded - like an empty dump truck hauling a loader on a pintle hitched flat deck - an engineer was involved to do a braking and stability review before the torches and welders came out. These calculations were done for both loaded and unloaded truck configurations. Substantially unloading a steer axle through excessive rear hitch offset was considered bad design and would be failed by the engineer at some point. Some was allowed depending on wheelbase of trailer and truck (look at a class 8 tow truck they are long) but this involves moment of inertia calculations to make sure vehicle stability is maintained. Takes way longer to type than walk around your truck with you and lay it out on a pad of paper Again I have no expertise in Big RV HDT’s so I can’t post actual formulas I used or recommend any of the above methods are applicable to your project.
  11. In the early 2000’s politicians across Canada rushed “no cell phone device use” laws into force as crackberries and smart phones were everywhere. Even though “driving without due care and attention” is already a law for 50 or 75 years we needed another law... But anyhoo the national media would always duly report how (good ol redneck wink wink) Alberta was “behind in bringing in a law...” anyway Alberta passed a Distracted Driving law a year or so after the initial rush of mobile device specific laws (finally! bleated the media)... oh except it means any distraction- looking for the food you dropped, fixing your makeup, reaching back to touch a kid, texting, FooFoo the Fur Baby riding in your lap licking your face, looking and poking at dash, tablet, and gps screens, fumbling with a map, eating cereal on your way to work, talking on a hand held phone etc etc . oops...you mean all distractions? Have these laws on top of existing laws done much to reduce the habit? The view from my motorcycle seat across western provinces and states suggests “not really”. Except where roads are more challenging and speeds are higher- like a curvy foothills 70 mph no shoulders 2 lane in MT - people seem to be looking where they are going more. Opinion only not approved data collection methods.
  12. Can’t speak for MH’s but truck steer axles after the ABS era have a working load rating plus a braking load factor to withstand the weight transfer during hard braking. If I remember it is around 1.5x. So a 13,200 lbs axle is designed to carry 18,000 lbs under maximum braking on a modern ABS truck. Axles also have a creep load rating for low speed. A 46K tandem heavy wall axle set has a creep rating of 65 or 68000 to work in dump body, roll off, wrecker, bed truck or winch tractor where there can be low speed high load situations.
  13. Hi Brass - I’m late too. I have a SGI Canada policy as a private truck. If I want I can remove liability portion and premium $ if the truck is in storage. (I have a won ton and truck camper rig) Re-activate with an email to my broker. If I need cover for non rv personal property loads same policy. I have to advise what it is, rented trailer or owned, value of the load etc. If I hauled personal non rv loads frequently (boat, enclosed trailer full of I can’t say) that would get noted on the policy. If I wanted to re register for commercial hauling and do that same policy. Different premiums would apply for revenue generating commercial hauling of course.
  14. Gas struts have a weight rating if you are planning to trust Napa.
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