Towing a boat with 2500 hd tag requirements

#TOWING A BOAT WITH 2500 HD TAG REQUIREMENTS FREE#

ThereвЂ™s no way IвЂ™d try to swerve at 60 MPH with all that weight behind me. If he didnвЂ™t get out of the road, IвЂ™d run right over him, just like a freight train. A dog! Like that freight train engineer, I knew I wouldnвЂ™t be able to stop in time. At one point, a dog ran into the freeway in front of me. Is that guy in front of me going to hit his brakes? Is the idiot next to him going to cut me off? Is that traffic light up ahead going to turn yellow before I get to it? Is that school bus up ahead going to stop?Д®ven when I was on straight, flat freeway with no other vehicles around me, I couldnвЂ™t relax. So I looked at every other vehicle around me - as well as traffic lights and stop signs when I wasnвЂ™t on the freeway - with a critical eye. I needed to know that I had to stop or slow down before I had to stop or slow down. The entire time I was driving, I was on alert. The difficulty in slowing down or stopping is where all the stress comes in. And with engine braking, the poor engine is working hard even when youвЂ™re slowing down. That means youвЂ™re wearing them down more. You have to press harder on the brakes to get a reaction out of them. Using the brakes wears down the brakes and works the engine.May as well punch a hole in the fuel tank and let it drain out. If you hit the brakes, not only are you throwing away all the stored energy in your weight and speed, but the engine is going to downshift again and use more fuel at high RPMs to slow you back down. Look at it this way: you pump a lot of fuel through the engine at high RPMs in a lower gear to get the damn thing moving. The less often you need to stop or slow down, the better off you are. It takes a long time to stop - or even to slow down.Why? Because of the inertia of all that weight moving at cruise speed.ДЄs I gained experience at the helm of my own personal freight train, I quickly learned that my main goal should be to drive in such a way that I minimized the use of the brakes. It could take over a mile for a freight train moving at cruising speed to come to a complete stop. Why? Because they wonвЂ™t be able to stop in time anyway. He told me that if thereвЂ™s something on the tracks, they donвЂ™t even bother trying to stop. I once spoke to a train engineer for Conrail in New Jersey. HeвЂ™d better get his ass out of the car and hope his insurance is up-to-date. Now imagine some idiot stalled at a crossing on the tracks. Imagine a freight train barreling along at 50 miles an hour. Add an uphill climb and I might not even get it up to 60.ДЄdd a downhill coast and IвЂ™ll have trouble keeping it below 60. But add 15,000 pounds and itвЂ™s working hard. ThatвЂ™s one of the things I like about it. Normally, the truck is remarkably peppy for a diesel. It takes a while for the truck to get up to highway speed. It stays in a lower gear so I can get it up to highway speed and then shifts back down into a lower gear when I brake for engine braking.

I push a button on the gear shift lever to turn on the towing package feature and the Duramax diesel and Allison transmission do the rest. Weigh the truck alone, then weigh the truck with the trailer and do the math.) I donвЂ™t think itвЂ™s fully loaded, but I bet it still close enough to 15,000 pounds to make the weight debate moot. (ThereвЂ™s a scale at the local dump in Wickenburg, so it wouldnвЂ™t have been so tough. I didnвЂ™t weigh it before this trip - I wanted to, but didnвЂ™t get around to it. The trailer is 15,000 pounds max gross weight.

#TOWING A BOAT WITH 2500 HD TAG REQUIREMENTS FREE#

It makes it a bit tricky to hook up - still not sure how IвЂ™m going to line it up when I need to hitch it alone - but it does keep the pickupвЂ™s bed free of a bunch of extra hardware.

Because our 2001 Chevy Silverado 3/4 ton pickup already had a gooseneck hitch receptor on it, I converted the RVвЂ™s hitch to a gooseneck. My RV is a 36-foot long Montana Mountaineer fifth wheel. Instead, IвЂ™ll tell you why IвЂ™m exhausted and why IвЂ™m glad I donвЂ™t have to drive again tomorrow. I wrote that two days ago when I was still relatively fresh. If youвЂ™re at all interested, you can read about the first two days of the drive here. No one really wants to read stuff like that. No, IвЂ™m not going to give you turn-by-turn driving instructions and list the sights I saw along the way. Difficult enough for me to blog about it. The drive was a lot more difficult than I imagined. I just completed a 3-1/2 day drive from Arizona to Washington State and am parked alongside a very large garage adjacent to a private heliport at a friendвЂ™s house in Auburn. IвЂ™m writing this from the relative comfort of the desk in my RV. Or why IвЂ™ll never be a long-haul trucker.

Towing a boat with 2500 hd tag requirements