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Old 11-18-2021, 05:53 PM   #161
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I checked out a 2018 RAM 2500 6.7L Cummins diesel last weekend. Payload a tad over 2000 lbs and the previous owner had put an auxiliary fuel tank in the bed and was set up to tow a fifth wheel. No, he wasn't over payload at all...

Most RAM gassers I've checked out lately are around 3000 lbs.

Verified by scales?
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Old 11-18-2021, 06:10 PM   #162
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Verified by scales?
Door sticker. Those diesel engines are heavy! Not being a diesel guy I had no idea.
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Old 11-18-2021, 06:34 PM   #163
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X2 with today's disc brake set up. I do recall an occasion while in high school when I was driving home from work and my brake pedal went to the floor when the master cylinder failed on my 62 Chevy Impala. I had to drive about 5 miles holding the hand release for the emergency brake while depressing the emergency brake pedal to slow down and stop. It wasn't a fun ride, but it got me home.
Today's setups are different. Your 62, like my 1971 which I own today (with manual brakes and manual steering) used large rear drums that were hydraulic (ergo the master cylinder). The emergency brake is simply a cable run to activate the same drum brake should the hydraulics fail. It's also used when parking, when there is no hydraulic power to the brakes as the engine is not running and providing vacuum to the master cylinder.

Many of today's rear breaks (especially on Light Trucks and SUVs) have a rotor and a drum. The rotor (hydraulicly controlled disc brake) is used when driving, the internal drum, which is run either by cable or electric solenoid/motor (which is why you now need a scan tool to back-out some the brakes for service/removal) is used for emergency and parking. This internal drum is very small in diameter and width. The brake shoes are tiny, and therefor offer very little stopping power. In my opinion, they are tits on a bull....... useless.
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Old 11-18-2021, 06:35 PM   #164
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Door sticker. Those diesel engines are heavy! Not being a diesel guy I had no idea.

If he didnít scale it. He does not know.
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Old 11-18-2021, 07:08 PM   #165
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Originally Posted by SetauketJeff View Post
Today's setups are different.

Many of today's rear breaks (especially on Light Trucks and SUVs) have a rotor and a drum. The rotor (hydraulicly controlled disc brake) is used when driving, the internal drum, which is run either by cable or electric solenoid/motor (which is why you now need a scan tool to back-out some the brakes for service/removal) is used for emergency and parking. This internal drum is very small in diameter and width. The brake shoes are tiny, and therefor offer very little stopping power. In my opinion, they are tits on a bull....... useless.
No drums anymore. An electric motor also operates the disc caliper on my F150 which is why you need to put the brakes into service mode. Even my wife's '14 Ford Escape uses a cable that squeezes the rear calipers.
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Old 11-23-2021, 03:36 PM   #166
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NHP released some still photos from the intersection traffic cam.
Pre-impact photo clearly shows smoke coming from the brakes of the F350.
Impact images are brutal but it does confirm it was a Rivarama 44 sitting on a 5 axle trailer.
Official cause is brake failure and the driver remains in custody.
News story indicates the boat and trailer weighed 37,000 and the tow rating on the F350 was 21,000, mistakenly reported as payload in the story.
So very sad for the dead and injured.
https://www.ktvn.com/story/45154083/...in-carson-city
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Old 11-23-2021, 03:48 PM   #167
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I think they still have the weights wrong. 2015 Rivarama Super 44 weighs in at 28,881 lbs:

https://specs.boatguideweb.com/speci...super_44/2015/

Does anyone really think that trailer weighs 10K lbs?

Previous news story indicates total weight of boat, trailer, and truck at ~38K lbs.

Also, looks like those skid marks reported upthread were already there when the ill-fated rig approached the intersection.
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Old 11-23-2021, 03:56 PM   #168
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I think they still have the weights wrong. 2015 Rivarama Super 44 weighs in at 28,881 lbs:

https://specs.boatguideweb.com/speci...super_44/2015/

Does anyone really think that trailer weighs 10K lbs?

Previous news story indicates total weight of boat, trailer, and truck at ~38K lbs.

Also, looks like those skid marks reported upthread were already there when the ill-fated rig approached the intersection.
Here's a photo of the trailer..it looks like it could weigh 10,000 unloaded.
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Old 11-23-2021, 04:03 PM   #169
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Here's a photo of the trailer..it looks like it could weigh 10,000 unloaded.
Maybe so. That's a pretty beefy trailer.
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Old 11-23-2021, 04:43 PM   #170
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It's an aluminum trailer, so not as heavy as you think, probably 4K or less. https://allmarinetrailers.net/traile...rd-and-custom/

Regardless, that is a CDL rated trailer, and should not have been behind that truck since it is only rated at 21,000 conventional, and that had to be at least 32K. In fact I am surprised that trailer was even used since it should be a gooseneck for that much weight.
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Old 11-23-2021, 07:30 PM   #171
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I guess the answer to the OP is yes it can tow 38k down hill but it canít stop!
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Old 11-23-2021, 08:12 PM   #172
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Originally Posted by PodGeek View Post
I think they still have the weights wrong. 2015 Rivarama Super 44 weighs in at 28,881 lbs:

https://specs.boatguideweb.com/speci...super_44/2015/

Does anyone really think that trailer weighs 10K lbs?

Previous news story indicates total weight of boat, trailer, and truck at ~38K lbs.

Also, looks like those skid marks reported upthread were already there when the ill-fated rig approached the intersection.
Which would suggest that there have similar problems at this intersection but without tragic consequences.

If the warning signs are on the hill and people still go too fast then more enforcement would be in order. Even those flashing speed signs that tell drivers to slow.
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Old 11-23-2021, 08:43 PM   #173
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Also, looks like those skid marks reported upthread were already there when the ill-fated rig approached the intersection.
The armchair wizards got it wrong? You could knock me over with a feather...
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Old 11-24-2021, 02:17 AM   #174
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The idiot driver also bypassed the emergency runaway truck ramp that is about 300' from the stoplights.
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Old 11-24-2021, 07:16 AM   #175
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The idiot driver also bypassed the emergency runaway truck ramp that is about 300' from the stoplights.
Did they move the run away ramp?

Google maps measures the ramp to be 2,500ft away....nearly a half mile!
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Old 11-24-2021, 08:29 AM   #176
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Did they move the run away ramp?



Google maps measures the ramp to be 2,500ft away....nearly a half mile!
If you're going fast enough that 2500ft may just seem like only 300ft.
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Old 11-24-2021, 10:43 AM   #177
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The idiot driver also bypassed the emergency runaway truck ramp that is about 300' from the stoplights.
I dont know about anyone else that tows often, I tow all the time for work plus the camper. I have a plan in my head incase brakes fail. Even if everything is in great working order, not over loaded, etc failures still happen. Even if I missed that run away ramp there is plenty of space to run off the road and not crash through an intersection. I would try and get stopped by crashing in a "better" place before running through an intersection.
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Old 11-24-2021, 12:29 PM   #178
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Regarding the actual weight of the boat and trailer, the 28,800 lbs that has been previously referenced is the ďdryĒ weight of the boat. It appears that a fully loaded boat can weight much more, in this case ~34,178 lbs.

https://www.powerandmotoryacht.com/b...iva-rivarama-1
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Old 11-24-2021, 01:13 PM   #179
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weíre still on the weight of the boat and trailer?

The guy didnít have a license!!!!
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Old 11-24-2021, 01:21 PM   #180
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What you said PLUS the fact that most steep downgrades have a "Brake Check" area just before the grade begins. The idea is to stop, make sure all connections that make your brakes work are connected (electrical or air) and even go so far as activating the trailer brakes, trying to move trailer with them activated, and if all is well THEN start down the hill.

Too much trouble you say? Take the time and trouble at the top and the likelihood you'll have a BIG problem at the bottom of the hill is greatly reduced.

On the long steep grades I like to just stay behind a big truck that's slowly descending the hill. Not only easier on MY brakes going that slow, but if they do heat and fade I can use the rear of the big truck to slow/stop me rather than gaining speed and have a much bigger accident farther down the hill.
Those areas also serve as a good place to get into a reduced gear for the decent. In PA many have requirements for vehicles over a certain weight to observe a lower speed limit on the decent.
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