Pulling a trailer

[dbartos]

I am wanting to rent a trailer to pull some equipment and I was wondering if there is anything I need to know before I do. I know a lot of people pull trailers frequently, I also have heard a lot of transmission problems associated with towing. How can I avoid these problems. Are there weight limits other than the limit of the trailer itself? Some of the miles I plan to travel will involve crossing the Rocky mountains. My truck came equiped with a brake hookup for a trailer and I think it is probaly functional. The red light comes on anytime the brake pedal is pressed. Any advise will be appreaciated. I've only owned this truck since August and I'm still not fully knowlegable about it.

 

[Dennis Garrett]

Don't worry too much about it. If the trailer is heavy, start out in 1st, and manually shift up, when the RPM is higher. You'll get firmer shifts & less slippage with the higher RPM. (Higher line pressure comes with higher RPM, and higher line pressure is what prevents slippage) If you don't have a lockup switch, learn to back off the go pedal when lockup occurs, then re-apply power to avoid TC lockup clutch slippage. If you have a lockup switch, manually shift from 1st, 2nd, drive, then turn OD "on". Then when things are rolling, speed is up, and you can back down of the power a little, lock it up. With a lightly loaded trailer, drive it normally, just like you would if you had a little weight in the bed. The main thing to remember is not to fry the fluid by pouring in more HP than the transmission can absorb. With the power turned up just a little, the engine can out run the load behind it. Tow in OD, you just can't keep up with traffic otherwise. If you're in slower traffic conditions, tow in locked up 3rd. The fluid stays cool in lockup, as long as the TC clutch is not slipping. Learn to listen for TC clutch slippage & back off if you feel it or hear it.

 

[dbartos]

Originally posted by Dennis Garrett

Don't worry too much about it. If the trailer is heavy, start out in 1st, and manually shift up, when the RPM is higher. You'll get firmer shifts & less slippage with the higher RPM. (Higher line pressure comes with higher RPM, and higher line pressure is what prevents slippage) If you don't have a lockup switch, learn to back off the go pedal when lockup occurs, then re-apply power to avoid TC lockup clutch slippage. If you have a lockup switch, manually shift from 1st, 2nd, drive, then turn OD "on". Then when things are rolling, speed is up, and you can back down of the power a little, lock it up. With a lightly loaded trailer, drive it normally, just like you would if you had a little weight in the bed. The main thing to remember is not to fry the fluid by pouring in more HP than the transmission can absorb. With the power turned up just a little, the engine can out run the load behind it. Tow in OD, you just can't keep up with traffic otherwise. If you're in slower traffic conditions, tow in locked up 3rd. The fluid stays cool in lockup, as long as the TC clutch is not slipping. Learn to listen for TC clutch slippage & back off if you feel it or hear it.

I don't understand what you mean by TC lockup. Could you explain please?

 

[ronco]

DBartos,



I will try to explain TC lockup. If I do not do a good job, hit the links button on the top of the page and go to a transmission site and see if that helps you. Ok, our autos have a "lockup torque convertor" in them for fuel efficiency. The TC has clutches built in that, when activated, make the TC more efficient by reducing "slippage" associated with auto transmissions. Now, our trucks, stock, will only "lock the convertor" at preset speeds and under certain load conditions. If you allow the TC to "lock up" with a heavy load under heavy throttle, it is possible for the TC to slip and contaminate the trans. fluid and cause other problems. Also, if the TC does not "lock up" under heavy load and heavy throttle, the TC will develop alot of heat and potentially hurt the life of the trans fluid, and therefore, the life of the transmission. I realize that might be alot of information to absorb. Try searching for auto transmission threads using the search feature. That should provide you with a good deal of information. I hope I have helped you and not discouraged you.



Ronco

 

[Prairie Dog]

Take her out of O. D. as soon as you hit a hill, this will keep your transmission temps down considerable.

 

[dbartos]

Ronco, Thanks for the info, I think I kinda understand. I have a lot to learn.



P. S. I was raised In Northern Ala. I live in Kansas now

 

[Dennis Garrett]

Lockup is the last "shift" event you feel, when you're finally up to speed. A lot of people assume this is overdrive, but in fact, you can hardly feel the OD shift. Lockup happens after you are already in OD. (unless OD is turned off then lockup happens after 3rd). You normally feel/hear a big RPM drop when lockup occurs. With a lockup switch, you can manually control when & if lockup occurs. Lockup eleminates fluid slippage, and in effect, "welds" the crankshaft to the driveshaft. Where in Kansas? I'm near Lawrence, and layover several times a week in Wellington. (railroad engineer)

 

[dvaughan]

You mention that you have just bought the truck, have you ever pulled a trailer before on the hwy. If you are going to travel mountain passes, do you know how to handle the trailer on corners, down steep grades? When you are approaching a corner slow down in advance and when you are about half way through the corner put power to it and pull your self through the corner, never let the trailer push you through the corner. Always use caution when going down steep grades( look way ahead), if you are asleep at the wheel and have to do a panic stop you could end up off the road or into the back of some truck. If you find long lines of traffic behind you, pull over and let them by when save to do so. Good luck and have a safe trip.