noteven

A guy had a “clutch issue” - clutch was not opening to easily engage low gear from neutral. I had to shut down the engine put in gear then start to drive it into bay 12. We had a poll as to what was needing repair. “Clutch I think” said customer. “Ya it has a million miles!” said young Grasshopper apprentice. “The crankshaft is in 2 pieces” said this writer. “Harrumph!” said the people. There were no codes. Software nor a clutch fixed it. An overhaul including a rebuilt crank did. The yellow engine had hauled 63 tonnes for 4 days like that. HD diesels are tough critters.

Long long...

KW began business in 1923... 1st Cummins 1934 ,... I think...

Here’s some trivia: the first commercially available diesel powered truck available for purchase at a dealer was a Kenworth with a Cummins engine... in what year? ...

That trail a dust? That’s me headin over the horizon 🤪

Folks - find out what size chambers are on your trucks and grab a spare at any oem or fleet supply they are not expensive.

... and noteven goes down swinging at another poor taste attempt at trying to be funny... my apology is extended to you guys 😕

Parking / emergency brakes are mechanical - spring actuated - by very powerful springs inside the chambers ( aka “pots”). They love to get out if you let them. Foundation (aka “service”) brakes are air actuated.

any sisters what are single? 🤓

Folks reading this please be careful not to open the spring side of an air brake chamber.

Being as I’ve noticed I don’t bounce like I used to, and trucks are high off the hard ground, and ramps are steep, and I have (limited) experience winching and hauling some heavy what not, I like it when a winch line has a hold of a wheeled something trying to fall off a ramp/trailer/deck 5 feet in the air rather than driving it.

A the factory I saw zip ties being installed with a tensioner plier cutter offer tool that does not leave the barbed wire effect. I ask, what’s the fun in that?

rick if youse guys weren’t so far I’d drop in to offer moral support and guidance ...

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Me I wouldn’t blow up months of use of a brand new camper over a water leak. I would take a drive to Lancaster, CA and walk in the front door at Lance and ask for help. Something polite, along the lines of “We were passing through town with our Brand New Lance. Should it be pumping it’s fresh water on the ground out the back door via the interior?”

They could be wheel savers designed to isolate the wheel from the hub to slow corrosion. Little plastic gasket shim looking thingies.

Hi chief - I believe the trapezoid arrangement of the spindles in the design of an Arrow and a PP are basically the same. The PP comes with a height adjustable drawbar so it can be set for different vehicles and trailers. The PP has really nice screw jacks to set the weight distribution tension. Towing with it is really nice. Cross winds, passing big vehicles, ice and snow - everything is more stable and settled. Someone trying to “back you in” to hook up for the first time can be hilarious.

Hi chief, I have towed my 32ft 11000lbs tall TT (Roughneck) with a PP hitch/SRW 3500. The combination handles like a single vehicle. The zig zag push from trucks and buses passing was eliminated completely. I chose the PP because: 1. Available used on Craigslist, 2. Adjustable height vehicle draw bar is standard. You have to get the hang of backing in to hook up. If the drawbar is not parallel to the hitch socket the hitch does not “Line itself up” it moves more off parallel and binds. You learn to set up the right tilt and slop in the assy with the sweet screw jacks and check when you touch- it can’t be forced. The more out of plane the tow motor and trailer are the trickier it can be. Exponential trouble ensues the bigger the supervisor audience is 😀. My records: about 10 back ins get out look do overs on a flat concrete spot at Sparks Marina. 276 in the audience...well maybe not that many... and one time parked 21 miles from anyone in the desert I backs in and soft “thump” “chit!” I say practicing my Spanish, “I’ve hit the hitch and knocked the whole thing out of line, waaaa!” I walks back and it had engaged so perfectly I could close the latches by hand 😀. Why is no one around....? Anyway the other oh by the way is the hitch point cannot bend unless the tow vehicle turns first, thus the trailer cannot “sway” on it’s own. So you descend a canyon road using your retarded brake on The Big Cummins and turn into the first downhill switchback. Tow vehicle turns, trailer swings opposite a couple inches through the travel of the hitch and attempts to pass you on the outside of your turn and “bang” hits the stops. The famous “Hensley bump”. You deal with this by trailer braking into the turn or ignoring it if the roads are dry. If you have a first time passenger you can holler “we’ve lost a wheel!” or something for fun.

If the rv industry would put some brakes under their junk fussing about whether a tow vehicle can stop the whole rig .... I’ll shush now...

Well I was thinking a turbo overhaul and a set of reman injectors was on the maintenance list but it decided to break a top ring in #1 instead 😕. Bow coo amount of blow by - hadta rig a gallon jug under the hood to catch the oil slobber while pulling the 500 booshel seed trailer this spring.... oops forget I said that on a RV forum. 🤫 Our shop of choice for the last couple turbo overhauls is Alamo Turbochargers with shops in Edmonton, Calgary, and Spokane.

Oops I shouldn’tna said the “D” word ... 😁

I come from the class 8 industry and when I was setting up a camper hauler 3500 pickup same thing, the door sticker made no sense compared to “real trucks”. How can axle GAWR add up to more than the GVWR etc.? Take weight off the steer to get rear to sticker number ..Who would load a truck like that? So I contacted my OEM and was told there are/were jurisdictions that consider trucks over 10,000lbs GVW to be “commercial” (CDL, can’t park here, etc) regardless of their actual use/ownership so you will find pickup trucks with high trailer capacity and low payload on the truck itself due to the “over 10,000lbs is commercial.

Or Bridgestone R250’s q rated 99mph. The Dodge had a time getting the fiver goin that fast....

What phoenix said ^ is why Class 8 tractors often have big looong correctly dampened taper leaf front suspensions - steer axle load is nearly constant especially on set back axles. Did I mention correctly dampened? Springs love to bounce back to “normal” as quick as they can. I’m not Joe Fast in the Dirt or Best Lap Time rider by any means but if you’ve ever ridden a bike with a basic suspension vs same configuration with a sophisticated suspension understanding comes quickly. Basic dampers (“shocks”) get hot and say to hell with it, the suspension forgets to travel and tires start to do the crow hop in the vertical vector. Rider discomfort and bizziness ensues. If not brought under control biting the dust can occur... Yer dishes in the cubbard and jars of spaghetti sauce can have the same experience in a trailer... phoenix can explain...