It's a dual rear wheel set up. Would not tow with a single rear wheel. A flat on the rear axle will allow the pin weight push the truck to that direction if you don't catch it when it happens.

Forgot to mention, I've always heard when in the mountains, you use what ever gear you went up the mountain, to go down mountain. I really thinking about changing the rear ratio to 4:56 since 4:30 is not available from AMC.

We have a number of people towing much more than I am with similar trucks
in our Travel Club. We have one member that has a 12V 96 Dodge 3500 Standard Cab, 4:10's with a 47RFE tranny, #10 plate, that has towed his 96
38ft Carriage Fifth Wheel every mile its been. The clock on that truck is 310,000 miles. If you want to see the truck and trailer, go to plugitright.com.
The trailer is more than 22,000 lbs. Triple Axle.

Most in our club pull with a Freightliner with that much trailer.

Back to the exhaust brake. I might move the disc setting a couple threads on the throw rod. I've noticed that some of these brakes show 6-7 treads on the adjustment rod. Mine is showing between 4 and 5 threads, which to me means, mine is not moving as far in the exhaust pipe.

I'll post my axle weights as soon as I get the results from the RV Safety Association.


Dave

 

Thanks Dave. Understood about the SRW issues but given the huge number of people I see towing 5th wheels with SRW trucks, I feel confident. Plus, it seems people are more concerned about this issue when talking about larger 5th wheels but.....in reality, it wouldnt matter what size trailer was behind the truck as a rear wheel flat would be a problem with any 5th wheel, or any trailer. To take that thought logic further, no one seems to mention the fact that ALL trucks have single "front" tires, and with additional weight being placed on them from the trailer, a front tire blow out would most likely be worse. But in saying all that, I did opt to install a TPMS on my truck tires as well as my trailer just for sake of immediate notification assurance.

But in regards to the exhaust brake adjustments..... I would be cautious of messing around unless you were very attentive to where you started from. Reason being is because at one time I too wondered about my EB venturi flap settings. So I called Pacbrake first and asked them if I could change anything. They said yes, but that when the EB is factory set, it is specifically adjusted on a bench, and although adjusting is possible, getting it back to the "correct" adjustments requires removal and bench setting again. Also, if the adjustments happened to move the venturi past the point of full closure whereby it closes too far, then it would affect its ability to return due to exhaust pressure. So, if you're going to adjust the EB, just make sure you're careful.

 

Agree with the Exhaust Brake adjustments. Seems that most people are set between 4th and 7th tread on the adjustment arm that I've asked. Can't see
why they would be differant. Unless there were more than one person doing the final set up with the arm which would mean there must be a parameter.

I think we got off the subject with the weight issues, so I think it best to start another thread on the subject if we continue. As soon as I get the RV Safety Foundation Report, I'll start the thread.

Thanks for the imput.

Dave

 

Another handy spot to put the switch for the brake other than the shifter is go to napa or any parts house and buy a floor mounted dimmer switch for a 80s chevy and wire it and place it either under the carpet or on top of the carpet. My truck with 4'' exhaust can really hiss with the jake on,i can always tell when someone new at the dodge dealer ships changing my oil because I get the call on how the hell do you shut this off no one can hear any thing in the shop.

 

Once again, with your '06 auto. tranny, a simple on/off switch is all that's needed since the ECM takes over nearly all control other than using your right foot on the throttle. As I've said, I rarely ever turn the switch off, letting the ECM do it's job.

 

All 24 valve trucks have the ability to tie the exhaust brake into the ECM so the ON/OFF function while driving is all done by the ECM. The only feature I think the 3rd gen 24 valve trucks had that the 2nd gen's didnt is, the exhaust brake will shut of while driving when the speed drops below 25 mph. The 2nd gen's dont do that. Bummer.

 

I have been quite happy with my Jacobs brake. It has not given me any problems and I work it pretty good. I tow around 16,000 pounds pending loading and water on board. I have tested it on some pretty good grades in Newfoundland, Alaska and Mexico Baja, some as much as 12%. I find the same gear coming down as coming up works quite well. I do have 4.10 with 6 speed stick. Here is a pic of the switch install.



Bob