KLZ 560 AM DENVER'S CONSERVATIVE HOME STATION
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Join the lively crew of Drive Radio on an engaging journey into the heart of automotive expertise. We kick off with a spirited discussion on the performance of flashy automobiles and transition into the practicality of dual-wheel vehicles in snowy conditions. As questions pour in from eager listeners, our hosts unpack the complexities surrounding trailer brake requirements across different states and share personal wisdom from years of hands-on experience. Discover how manufacturing can pivot to match increasing demands while employing tried-and-true methods to boost production. Through real-world examples, this episode highlights the valuable intersection of public knowledge and industry
SPEAKER 03 :
It’s a mighty fancy automobile. Oh, she’s a real road king, all right. Zero to 60 in 7.5. She’ll do a quarter mile, 13.40. 390 horsepower, 500 foot-pounds of torque. Whatever that is. Performance and image, that’s what it’s all about.
SPEAKER 19 :
There’s no such thing as a stupid question. This is Drive Radio. All of your automotive questions are just one phone call away. 303-477-5600. Drive Radio is made possible by the member shops of Colorado Select Auto Care Centers. To find one near you, go to drive-radio.com. Now, Drive Radio on KLZ 560.
SPEAKER 14 :
All right, we are back. Drive Radio KLZ 560. Appreciate y’all listening. Somebody also said that he had heard through various individuals that he knew that dualies tend to not be as good in the snow as a single-wheel vehicle, and that is very true.
SPEAKER 06 :
Yeah.
SPEAKER 14 :
Those dual wheels act more like a float than they do, believe it or not, four wheels in this case is not better than two when it comes to snow.
SPEAKER 06 :
Right.
SPEAKER 14 :
They will float on top, and they are awful in snow and ice.
SPEAKER 06 :
Yeah.
SPEAKER 14 :
So, yes, whoever told you that, that is 100% true. They definitely are not as good as two wheels or two tires in that particular application.
SPEAKER 06 :
They are kind of fun, though, because they’re so long. So you get them sideways, and it just takes so long for it, you know, to… Yep. Yep. Nope.
SPEAKER 14 :
But that is a true statement. Completely off subject. That’s right. Aaron, you’re next. Go ahead.
SPEAKER 04 :
Yeah. So on the… The trailer breaks, the requirement comes down to the GVW registered rating of the trailer.
SPEAKER 14 :
Gotcha.
SPEAKER 04 :
So if it’s, and I think it’s been a little while since I looked into it, but something around 1,800 pounds, if it’s above that, then it’s required to have brakes. If it’s below that, it’s not required to have brakes.
SPEAKER 14 :
When does the two versus four come into play? Same thing?
SPEAKER 04 :
It doesn’t matter. Well, in Colorado, if it’s over the rating where it’s required to have brakes and it has two axles, then both axles are required to have brakes in Colorado.
SPEAKER 14 :
Gotcha.
SPEAKER 04 :
Okay. And how long has that been around?
SPEAKER 14 :
Because I know there’s – I’ve seen RVs and so on throughout the years that only had one axle with brakes. How long has that law been around?
SPEAKER 04 :
I don’t know. I don’t know. And other states are different. So if the trailer was made in another state like Kansas, Kansas requirements are different than Colorado.
SPEAKER 14 :
Okay. You’re making a lot of sense. I did not know that. And I just looked it up. You are correct. There are different states with different thresholds on all of this. You are correct.
SPEAKER 04 :
Right. So, like, I’ve got a little 12-foot 7×12 open utility trailer. that I use for hauling motorcycles and ATVs and whatnot. And it’s a tandem axle trailer. And when I got it, you know, it didn’t have any brakes. It’s not required to have brakes because it’s only the 1,800-pound EGW rating.
SPEAKER 15 :
Oh, sure.
SPEAKER 04 :
But by the time you get everything loaded up on it, you know, I’m towing it with a three-quarter ton diesel truck.
SPEAKER 15 :
Yeah.
SPEAKER 04 :
But you could still, when you’re braking, you still feel the weight back there. So I just got a set of brake vacuum plates and drums.
SPEAKER 15 :
Mm-hmm.
SPEAKER 04 :
outfitted one axle with brakes not not because i’m required to have it but just you know it just helps alleviate stress on the truck brakes and sure um you know it just makes it a little safer but i didn’t do the takeaway switch or anything just i didn’t want to go through that expense i just wired up the brakes to one axle so that i would have the extra braking and
SPEAKER 14 :
And you’re right, I did look it up. It’s kind of, weirdly enough, it’s state by state, Aaron. Yep. I did not know that. I just learned something.
SPEAKER 06 :
So I wonder if in order to be sold here in Colorado, they have to have all four or whatever. Probably. Yeah, probably.
SPEAKER 04 :
Exactly.
SPEAKER 14 :
But if you bought one on your own out of state, I don’t know how that applies then, Ken and Aaron.
SPEAKER 04 :
Yeah, I would assume that if you get stopped and inspected in Colorado somehow, you could probably get ticketed for not having the trailer outfitted correctly. Or if you’re in some sort of an accident with it, you know, that could be a liability. You’re probably right. And then along with the trailer conversation, a lot of people don’t realize that trailer tires have a lot of, especially the lighter trailer tires, have a speed rating on them of only 65 miles an hour.
SPEAKER 14 :
You’re correct. But most people don’t realize that a trailer tire is much different than a regular car tire. They are not one and the same.
SPEAKER 06 :
No, no.
SPEAKER 14 :
Yep, and you are correct on that too, Aaron. And, again, all the more reason why when I see guys in the left lane doing 80-plus with trailers, I just shake my head like, what are you doing?
SPEAKER 06 :
We’re doing 80. You’re not supposed to be doing that. Right, right.
SPEAKER 14 :
Yeah. And I see it, Aaron, every single day almost, especially this time of year. Yeah.
SPEAKER 04 :
I think it’s hilarious to see the little SUV pulling a 26-foot camper trailer and can’t even see the – yeah.
SPEAKER 14 :
You can’t see the car in front of the trailer. Right, exactly. Right. You’re right, Aaron. Yeah.
SPEAKER 04 :
Well, thanks for that. I appreciate that.
SPEAKER 14 :
I now know that it’s state-by-state, and I did not know that prior, so thank you for that.
SPEAKER 04 :
Yep, yep. Okay. And driving pet peeves?
SPEAKER 14 :
Yes.
SPEAKER 04 :
Is the – very poor condition of the i-70 i just i’m pulling my enclosed trailer back from southeastern colorado on i-70 it just beats you to death yes it does oh my gosh you are correct and instead of fixing the fixing the road out there they C-DOT just puts up a sign warning you that there’s road damage.
SPEAKER 14 :
So dumb, Aaron. So dumb.
SPEAKER 06 :
Yeah, exactly. So dumb. The road’s bad, so just keep that in mind.
SPEAKER 04 :
Right. 25-mile-an-hour road, and you’ve got to dodge potholes.
SPEAKER 06 :
Right.
SPEAKER 14 :
It’s ridiculous.
SPEAKER 04 :
Yeah. Yeah. And so I got my 18-foot enclosed trailer behind my one-ton 24 Ram. It does okay, but… a little disappointed with the 11 miles a gallon um yeah yeah i hear you yep but i was i was pushing my limits at about 75 76 miles an hour so well yeah so so you you maxed out your speed rating on your on your trailer there you go yeah exactly the trailer the trailer’s got load range e tires on it oh you’re all right yeah yeah yeah just yeah i know how it is if it was If I had a bunch of weight in it, then I wouldn’t push it so hard. But being empty, it’s not going to build the heat in the tires.
SPEAKER 14 :
Right. Nice. Good stuff, Aaron. As always, appreciate you very much. Great info. Russ and Cheyenne, you’re next. Go ahead.
SPEAKER 08 :
Hey, how’s it going?
SPEAKER 14 :
Good, sir.
SPEAKER 08 :
So I have an answer for your manufacturing question. Yes, please. I have a brother-in-law that works for a brakes parts manufacturer in Michigan. And I asked him that question.
SPEAKER 14 :
Yep.
SPEAKER 08 :
And he said the first thing they’ll do is speed up their machines. Yep. Because they have them slowed down so they don’t wear as much, but they can definitely increase speed.
SPEAKER 14 :
Okay.
SPEAKER 08 :
And then after that, they add shifts.
SPEAKER 14 :
Yep, I figured that. Oh, okay. You can run 24-7 if you want to, correct, Russ? Makes sense.
SPEAKER 08 :
Yeah, he said a lot of those guys up there are only running single shifts right now.
SPEAKER 14 :
Yeah, so they could add capacity tomorrow, in other words.
SPEAKER 08 :
Yeah, yeah, he said literally they would split the workforce and go two shifts.
SPEAKER 14 :
Yep, yep.
SPEAKER 08 :
And they could increase the next day.
SPEAKER 14 :
Meaning they could probably, between the shifts and the speeding up of the machines, they could probably more than double their capacity, probably even do maybe three times their capacity right now.
SPEAKER 08 :
Yeah, absolutely.
SPEAKER 14 :
Or production, I’m trying to say.
SPEAKER 08 :
Production that they’re at right now, they could do four times. Yeah, that’s what I figured. By speeding up the machines and adding two shifts.
SPEAKER 14 :
So in other words, and by the way, Russ, these are things that, you know, not to get off on another tangent, but these are things that the regular news media and those folks will never tell you, even if they know it exists. You’ll never hear this from anybody because nobody wants to believe we have this ability.
SPEAKER 08 :
Well, yeah. Yeah, and the other thing is that in those areas where those plants are at, a lot of times that plant is the lifeblood of that whole area.
SPEAKER 06 :
Absolutely. Sure.
SPEAKER 08 :
And so as they’ve reduced shifts on those plants, they’ve impacted those areas heavily. So, I mean, this is just nothing but good for… those small areas, because a lot of those plants aren’t in large urban areas. They’re in one town.
SPEAKER 14 :
I hate to be funny here, but it’s like the movie Tommy Boy. I mean, that’s a lot of what happens, because that’s what that whole movie was about, was the Callahan Brake Company and the plant and all of that, and the big guy, Dan Aykroyd, was going to come in and buy it all up, and as it all was said and done, Tommy saved the plant. Right.
SPEAKER 08 :
Yeah, well, and that’s the thing, too, is they’ve fought because they’ve had a lot of Chinese companies try to buy those plants.
SPEAKER 14 :
That’s right.
SPEAKER 08 :
And so, yeah, it’s just a whole— It’s a whole issue.
SPEAKER 14 :
No, we have. Russ, I’m one to believe, and I was watching. It’s funny. Just a side note, not to get completely off topic, but I was watching a video this morning of Mike Rowe, and he was having an interview, and they were talking about a particular work clothing company here in America that makes really good, sturdy hoodies and jackets and things like that for the blue-collar type worker. Ken’s got a hoodie on right now because it’s always freezing cold in here, by the way. Anyway. Anyways, he was just talking about this particular product and how long this particular sweatshirt will last. And the fact of the matter is we can make it here in America. It’s actually made in the, I believe, South Carolina area. They’ve got cotton fields and plants and everything right around them to where they can literally supply the factory. They stitch it up themselves. They literally can do everything in-house. And I didn’t know this, but up until about the early 90s or so, 80% of the clothing we wore in America was made here.
SPEAKER 15 :
Right.
SPEAKER 14 :
So do we have the ability to go back to that is my point. Yes, we do. Despite what the news media and others will tell you.
SPEAKER 15 :
Yeah.
SPEAKER 14 :
This whole business of, well, we can’t do that here anymore. That’s a bunch of BS.
SPEAKER 08 :
Yeah, that’s people that live in ivory towers that don’t see how it’s done anymore. That’s exactly right, Russ.
SPEAKER 14 :
That’s exactly right.
SPEAKER 08 :
Yeah. And they say that people don’t want to work. People don’t have hope. That’s right. People hope they’ll work.
SPEAKER 14 :
That’s exactly right, Russ, 100%. Appreciate you, man. That’s a great answer, so thank you for that.
SPEAKER 08 :
I did have a couple real quick trailer tips. Sure. No, go right ahead.
SPEAKER 14 :
Absolutely. No, that’s really our theme today, so go for it.
SPEAKER 08 :
The little safety battery on your trailer. Yes. Just get one of those little 6×8 solar panels, mount that on your trailer, and just try to point it towards the sun, and that will keep that thing charged all the time.
SPEAKER 14 :
Yeah, I actually have a couple of those. They don’t work half bad. As you know, too, and this is something for everybody to remember, that particular battery and the type of battery it is, I have found that once it’s bad, it’s bad. You are not reviving that bad boy. Just put a new one in it.
SPEAKER 08 :
No, no, I 100% agree. They’re two, three years.
SPEAKER 14 :
Yep, and once it’s bad, throw it away and go get another one.
SPEAKER 08 :
But I have found that the little solar panel will get you another year or two on that battery.
SPEAKER 14 :
I’ve actually got a trailer that was made with one of those on it.
SPEAKER 06 :
A solar panel? Yeah.
SPEAKER 14 :
Made into the top of the toolbox.
SPEAKER 06 :
Wow. Crazy. Yeah.
SPEAKER 14 :
Go figure. There you go. So, anyways.
SPEAKER 08 :
Safety chains. I’ve seen on a lot of trailers, they only attach the safety chain with a grade 8 bolt in the center. It’s only got that one attachment point. And If you’ve got a trailer like that, you really want to spread out to the width of your tongue and put two great bolts on the edges to spread those chains apart so you can cross them.
SPEAKER 14 :
Makes sense. I agree.
SPEAKER 08 :
Plus, you want that extra one bolt. If your hitch hits the ground, that thing, I mean, it’s throwing a parachute out. I agree. You want as much attachment as you can get.
SPEAKER 14 :
Russ, I agree with you 100%. Yep.
SPEAKER 08 :
So, and then… The one thing is you might explain to people how to actually set their electric trailer brakes because I know people just don’t understand. Right. Yeah, we can do that. You know what?
SPEAKER 14 :
Let me make a note. We can do that.
SPEAKER 08 :
Yeah. I mean, it’s not difficult, but –
SPEAKER 06 :
No, good point. And there’s a difference between loaded and unloaded. It’s funny. I was bringing a dump trailer back from.
SPEAKER 08 :
There’s a difference with water and no water.
SPEAKER 14 :
Great example. I was bringing a dump trailer back last night back over to my place. I’m doing some stuff around the house. I dragged a dump trailer back over last night from the shop. And, you know, I get in it. I’m like, oh, these things aren’t high enough. And so, yes, I’ll go through the process of how people can know whether they’re, you know, engaged enough or not. Because, yeah, mine wasn’t. And then they were. And we were good. So off we go.
SPEAKER 08 :
well yeah and like the thing is it’s like you get compliant um um i can’t say the word compliant complacent complacent there you go complacent yes and i unloaded my trailer the other uh the other night and i forgot to turn the trailer brakes down going down the highway i go to pull off and i’m smoking all four brakes you’re right exactly because it’s unloaded i forgot to turn it down yeah right smelling rubber it’s like where’s that coming from exactly yeah but if you forget to turn it up right and uh you know, you’ve got no brakes. Great point.
SPEAKER 14 :
Great point. No, we can do that, Russ. I definitely will do that. Absolutely. All right, let’s take a quick break. We’ll come right back. John and Cheyenne, Mark as well. Hang tight. We’ll come right back. Drive Radio KLZ 560.
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SPEAKER 14 :
All right, we are back. Drive Radio KLZ 560. Mark in Strasburg, go ahead.
SPEAKER 11 :
Hey, thanks for taking my call.
SPEAKER 14 :
Sure, Mark.
SPEAKER 11 :
I’ve got a 2013 F-150, the best truck I’ve ever had. Not had a single trouble with it at all.
SPEAKER 15 :
Okay.
SPEAKER 11 :
The front, well, all the brakes are actually getting a little thin. Rotors are still in good shape. I do most of my basic maintenance, all of my basic maintenance myself. So I’m thinking it needs brakes here pretty quick. My question is, the factory brakes obviously lasted wonderful. I don’t think all parts created equal. Whether I do it myself or I take it somewhere, what would I replace the brakes with that would last and have good quality?
SPEAKER 14 :
You tow or do anything like that with it, Mark?
SPEAKER 11 :
Yeah. Well, a motorcycle trailer and a flatbed, like firewood type stuff.
SPEAKER 14 :
Okay, so nothing super, super heavy. Okay. Now, the only reason I ask is because there are different types of brake pads you can buy depending upon what you’re doing along those lines. And I’ll get Ken’s opinion on this, but if it were me, I think your longevity would be very, very comparable with NAPA’s ADO brake pads on that truck.
SPEAKER 06 :
Yeah.
SPEAKER 14 :
Their adaptive ones are called.
SPEAKER 06 :
That’s what we usually run. ADO?
SPEAKER 14 :
ADO, adaptive one.
SPEAKER 06 :
Yeah. Okay.
SPEAKER 14 :
It’s a ceramic-type pad, which is very similar to what the truck came with.
SPEAKER 06 :
They’re designed OE is what they are, and we’ve seen them last super well, and they’re designed to have less dust than the OE.
SPEAKER 14 :
Less noise, all that.
SPEAKER 06 :
Yeah, exactly. We’ve had really good luck with those.
SPEAKER 14 :
And the OE, even Ford, doesn’t make their own brake pads. Somebody is making that on a to-be-made order, and that could have even changed, probably has changed since 2013, Mark. In other words, you’re probably not even going to buy the same brake pad today from Ford that truck came with.
SPEAKER 06 :
It will not be the same. It will be a different compound, so yeah.
SPEAKER 11 :
Oh, thank you. I’m quite impressed that the stock ones, the factory ones, I mean, it just turned, I think, 70 or 71,000 miles.
SPEAKER 14 :
Yeah, you know, honestly, that’s not anymore. That is not uncommon on most trucks, whether it be Ford, GM, Chrysler. I mean, honestly, you’re about there. That’s pretty average. Yeah.
SPEAKER 11 :
Oh, that’s great news. And then one more question. I have not flushed the transmission or changed the transmission fluid. Okay. It needs it. It does, and I usually keep up a little bit better. Is that something that they hook up to a machine or is it drop the pan?
SPEAKER 06 :
Nope, it goes on a machine. Yep, it goes on a machine and, yeah, usually run a cleaner through it and then run the new fluid and then add a conditioner.
SPEAKER 14 :
And you’re closest, Mark, to Ken at Toontech. Strasburg just run down I-70 and even come in the back way. Chambers and Colfax, yeah. And you’re right there, so you can swing. As you know where you’re at, you can swing around and even come in the back way and not even run all the way down I-70 to get to Ken.
SPEAKER 06 :
Yeah.
SPEAKER 11 :
Yeah. Well, you know what? I might just do that. And I kind of want to get – I take care of this truck. It’s kind of my baby. Sure.
SPEAKER 14 :
Oh, you’ve done well. 2013, you know, it’s 12 years old now. So, yeah. Is it the EcoBoost?
SPEAKER 11 :
No, it’s the 5.0. Okay. Perfect.
SPEAKER 14 :
Yeah.
SPEAKER 06 :
Good for you. Okay. And what’s the number to tune tech? Yeah, it’s 303-364-3391.
SPEAKER 11 :
Oh, man, that’s great. Thank you guys so much. No, Mark, you’re very welcome. You bet.
SPEAKER 14 :
Go ahead and see Ken. He’ll get you all fixed up and taken care of. Go ahead, John. What’s up?
SPEAKER 10 :
Hey, I saw three of your pet peeves driving up from the airport.
SPEAKER 06 :
Let’s hear them.
SPEAKER 10 :
First one, I figured since I was heading north and the nearest Costco is Fort Collins, so I stopped in Costco. First pet peeve, and I think you did. You’re about to walk four miles through Costco, yet you have to ride around the parking lot for ten minutes to find that spot three feet closer.
SPEAKER 14 :
I know. I know.
SPEAKER 10 :
And I’m one of those guys.
SPEAKER 14 :
Because I don’t like people and door dings and all that. I park as far away as I can. I’ll walk. I don’t care.
SPEAKER 10 :
I’ll park across the street from you, too. Because it’s easier to maneuver in and out, too, if you don’t have 100 cars on top. Yeah. But the other one of that is the person that has to drive in front of the store. Why?
SPEAKER 14 :
I don’t know. Good point. John, I have no idea. That’s another one. Unless you’re picking something up, they’re helping you load.
SPEAKER 06 :
Stay away from it.
SPEAKER 10 :
Yeah, exactly. Right.
SPEAKER 14 :
That’s me, too. I don’t want to be around it.
SPEAKER 10 :
Other one. Today’s subject. Guy was towing a trailer. He was going faster than he probably should have, and he blew a trailer tire. Now he’s sitting off in the right shoulder just underneath the overpass at Wellington. What do you think that’s going to cost him to get somebody out there to change that trailer tire?
SPEAKER 14 :
Oh, that’s not going to be cheap. More than he would have spent buying a spare tire on the front side.
SPEAKER 10 :
Yeah, exactly, or a whole set.
SPEAKER 14 :
Yeah, or a whole set even. Good point.
SPEAKER 10 :
Or taking his… I bet you that’s the first time he took it out and he didn’t take it in to get it checked.
SPEAKER 14 :
Could be. What do you think? Could be. Really quick, John. You bring up a great point. Let me interrupt just for a moment. You bring up a great point. For those of you where you may be even just taking that thing out of storage, it’s been there all winter, you’re going to drag it home, you’re going to do a few things, and you’re somebody where maybe you live near the interstate or what have you, please… Don’t get on the interstate. Take the back roads. Go a little bit slower until you get it home and do all of your inspections and so on. Do not just jump right on I-25 or I-70 or whatever it is. Stay away from that until you get the thing fully dialed in.
SPEAKER 10 :
Yeah, definitely. Yeah, that’s so true. The other thing I saw, a guy with what looked like a one-ton dually throwing a horse trailer in the left lane. Shouldn’t be. And you know what? There are spots in Wyoming going up and down some of the hills on I-80 where it says no trucks, no campers, no trailer in the left lane. I mean, all you need is to have a law like that on the books. I don’t know if Colorado does. But then just on a weekend, send some troopers out to enforce it. All you have to do… And most cops will know this. You have to just get the word out that you’re going to enforce those rules and people will stop doing it. You know, so that one guy is going to get the ticket, but he’ll set an example and maybe 10 other people won’t get the ticket because they won’t block the lane.
SPEAKER 14 :
Can’t argue that.
SPEAKER 10 :
John, one more thing. Just pass me by. It’s going a little faster than I am. Stickers all over the side and back window of the car. Isn’t that one of your favorites?
SPEAKER 14 :
No, I hate those. I hate stickers, period. I hate emblems. That’s the first thing I take off a car is all the dang emblems. I don’t need to tell everyone I’m driving a Chevy or whatever.
SPEAKER 10 :
Okay. So how do you get those off?
SPEAKER 14 :
Well, several ways for those of you listening. Believe it or not, fishing line. A heat gun.
SPEAKER 06 :
Okay. Heat gun or hair dryer?
SPEAKER 14 :
I use a heat gun because you can get it hotter that way. So you heat it up with a heat gun, take a fishing line and get the initial stuff off, and then I use a plastic razor blade, which they make, and I still heat that up and get the majority of it off with a plastic razor blade, and then acetone takes the rest off.
SPEAKER 10 :
Nice. And so you have nothing on your cars that say it’s a Chevy Silverado 1500 or a Ram?
SPEAKER 06 :
No. Other than the bow tie and the grill? That’s the only thing I can’t get rid of.
SPEAKER 14 :
Other than that, nothing on it says Chevy. Nice. All right, John, you have a good weekend, guys. Appreciate you, John, very much. All right, we come back. We’ll talk about how to adjust your trailer brakes correctly. Ken and I can do that here in just a moment. Don’t go anywhere. Drive Radio KLZ 560.
SPEAKER 13 :
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SPEAKER 14 :
All right, we are back. Drive Radio, KLZ 560. We’ve got a little less than a half an hour left of the program. If you’ve got things you’d like to talk about or add in, please let us know. By the way, Happy Mother’s Day, which is tomorrow for all of you that are out there and moms and so on. Please, yes, remember mom, and most of you will. You don’t have to really. tell anybody that. But happy Mother’s Day to all of you that are out there, all of you moms and grandmas and so on. Thank you, by the way, for all you do. Moms do a lot of things that they get very little, if any, credit for and do a great job raising young people up. So you guys just keep doing it. So thank you for what you do. We appreciate it very much. And some of you have been texting in, even happy Mother’s Day. So thank you. Appreciate that very much as well. Okay, how to adjust trailer brakes. Now, this is going to get a little bit, how should I say? We’re going to do the generic overall version. It’s all feel. It is. And where it gets a little bit weird is I don’t know what your brake controller is like. That’s where the big variation can come into play. And there are surge brakes as well, which this does not apply to. So those of you that have boat trailers especially that have surge brakes, but although even some old… flatbed construction trailers, and so on, could have surge brakes. We’ll talk about surge brakes in a minute. This is not that. So these are electric brakes that are controlled electrically, and the way that works is there is a wire that’s coming from the brake controller itself through the underside of the truck, along the frame rail and everything, goes all the way back into the plug at the back of the truck, and when you plug that trailer in, as long as everything is wired correctly, that’s a whole other conversation, but as long as everything is wired correctly they are making connection and the minute there is voltage applied from the brake controller through that wire and everything is grounded correctly then that is applied to that magnet that’s inside of that brake mechanism inside of the trailer hub wheel assembly and all of that so how do you adjust this though and this is where i say as i said it gets a little bit interesting because every controller is a little different they’re not all created equal right and let me explain some of these are now integrated into the truck itself those actually work pretty well and are pretty easy to adjust and i’ll probably talk about those last a lot of the other ones though to where you’ve had to hang them on under the dash and things along those lines Some are even handheld units where there might be a cord that comes out from underneath the dash where somebody put a remote box in. And there’s all sorts of different variations of these. Here’s the key. Not all controllers are created equal. What I mean by that is some brake controllers are nothing more than a timer. Right. Whereby when you energize your brake pedal and it’s getting a signal that, oh, I know the brake switch just came on. I now am going to add juice. to that brake system, and it’s all done on a timer basis, meaning it ramps up. So it may say, okay, for a half a second, I’m going to go to this voltage. For the next half a second, I’m going to go to this voltage, and, and, and we go. And it’s all based on a timer. The nice thing about those is you can mount that controller pretty much anywhere you want to. It doesn’t have to be put underneath the dash level or anything like that because it literally is just a timer. And as soon as it knows it’s being energized by the brake switch itself out of the truck, it knows at that point in time I start my timer. Those are pretty cheap, inexpensive controllers. They work. There’s nothing wrong with them. They’re fairly foolproof. The problem is they don’t have the type of adjustments that we’re going to talk about in a moment, whereby I think the pendulum-style controllers, which work off of a pendulum-type switch that the G-Force is making that pendulum operate according to how quickly you’re stopping. I like those better because if you all of a sudden slam on the brakes, it applies more juice to the back. The timer won’t. The timer’s trying to catch up. In other words, it’s not putting as much juice back there right off the bat because it doesn’t know how fast you’re stopping. All it knows is, I’m supposed to do this much voltage in this much time. The pendulum knows, oh gosh, Ken just slammed on the brakes. I’m putting full juice back there. whatever he’s got the controller set at, by the way. This is where it gets a little bit interesting. So you can set the controllers. Most of them have, back in the day, some of them had an actual dial. They had a thumb wheel. Some of them have buttons because they’re digital. You can push the arrow up or down. And most of them will have some sort of a display. Most of your modern controllers now will have a display that tell you this is the voltage at any given time that I’m applying to the back. You plug in, and it’ll say zero. I’m not applying anything to the back. You step on the brake and it’ll say, OK, we’re sitting still. It’s a pendulum style and I’m going to give you one and a half volts.
SPEAKER 15 :
Right.
SPEAKER 14 :
Or you can set the arrow and say, I want five volts or I want whatever I need, depending upon how the trailer is loaded.
SPEAKER 06 :
Yeah. How it reacts.
SPEAKER 14 :
So let’s you talk about the feel and how you’re supposed to adjust them.
SPEAKER 06 :
Yeah, so the way I do it, and this varies loaded, unloaded. I mean, you have to adjust it as necessary anyway. So what I do is I get on a flat surface, and I actually manually apply them and make sure they’re working where they should. And I make sure that they don’t lock up when I’m fully applied. And when I do that, I’m pretty comfortable that that’s a good setting. And then from like 30 miles an hour down to a stop, and just a normal stop, if I don’t feel that, I might add just a little bit more. Or if I feel it too much, because you feel it pull the vehicle if it’s too much. So take a little bit back. Yeah, exactly.
SPEAKER 14 :
Yeah, and another way to do this kind of initially would be, especially if you’re nearby something along these lines. Some of you have the ability where you’re not far from a dirt road or a dirt parking lot or something along those lines. That makes really easy to adjust brakes because the reality is empty or even full. If you push the brakes on fairly hard, and by the way, you’re just… rolling along and you apply the brake manually that’s what i this is the other way i adjust them i’m not using the the feel so much of the of the truck itself on the initial phase i am going to let the truck roll forward and i’m going to apply manually full bore to see if it’ll stop to see if it’ll stop now ideally if i’m on a little bit of dirt i want to hear them skid a little bit yeah Because then I know I’ve got them adjusted about right. If I don’t hear any skidding, it’s not enough. If it’s skidding too much and you can really hear it, you know, really tearing up the gravel, then I know I’ve got a little bit too much. Now, the other thing you can do if you’re just on dry, you know, if you’re just on regular pavement, you can apply it and you ought to feel a little bit of tug on the truck when you’ve made that thing. Exactly. I’m with Ken, though. Once you do that initial and you start driving, you just kind of get a feel. Like I was telling you guys earlier, I pulled a dump trailer back last night from my shop, and I got not far down the hill from my shop, and I’m like, oh, these things aren’t enough. And so I’m down there hitting the arrow as I’m driving along, adding two, and as I get the right feel, I’m like, okay, they’re just about right.
SPEAKER 06 :
Yeah.
SPEAKER 14 :
You just get used to it.
SPEAKER 06 :
Because if you don’t have enough brake, you’re going to feel the trailer pushing you.
SPEAKER 14 :
Correct.
SPEAKER 06 :
If you have too much, you’re going to feel it dragging you.
SPEAKER 14 :
Now, I will give you this. This is my rule of thumb. I’d rather have a little too much than not enough.
SPEAKER 06 :
Yeah, me too. On the trailer brake side, I mean.
SPEAKER 14 :
I’d rather have it pulling me a little as opposed to pushing me a little.
SPEAKER 06 :
Yeah, definitely. Are you the same? Oh, yeah, me too. Okay. Yeah, you’re less likely to have an issue coming to a quick stop.
SPEAKER 14 :
That’s how I view it. All right, Louie, go ahead, sir. What’s up? John? Hey, what’s up, man? Louie. Louie, we lost you. All right, let me do this.
SPEAKER 07 :
I’m going to put Louie.
SPEAKER 14 :
No, are you there now?
SPEAKER 07 :
I’m here. There, now we got you.
SPEAKER 14 :
What’s up?
SPEAKER 07 :
Well, you’re talking about trailer towing and what have you. And, John, as you’re aware, I’m all over town like you in traffic and that. And I was on I-76 westbound out by Bar Lake. And there’s no traffic eastbound. And it’s like, huh, I wonder what’s going on. A little ways down the road in the eastbound lane, there’s a Mastercraft tournament ski boat, you know, $150,000 boat.
SPEAKER 15 :
Yeah.
SPEAKER 07 :
Just sitting in the middle of the highway by itself. It’s like, huh, I wonder what the heck happened. A little further down the road, there’s a four-wheel drive pickup pulling a gooseneck, like, toy hauler-type trailer. The whole back of the trailer was ripped off. So the point being, don’t put a 5,000-pound tow on a 3,000-pound hitch.
SPEAKER 14 :
Right. That’s a bad day, Louie.
SPEAKER 07 :
That was terrible. I mean, I was like, well, there goes their vacation. That is a bad day. Yeah. And then that friend of mine that used to own the mass craft dealer here in town, when I told him about it, he says, yeah, that’s not going to be covered by insurance. because they know the tow capacity of that trailer hitch on that. You know, like I said, they were pulling doubles. Oh, yeah. And they know the tow capacity of that trailer hitch and the tow weight of the boat. Wow. Yeah. Sorry about your luck.
SPEAKER 14 :
Yeah. Wow. Yeah. Yeah. You know what? I’m glad you brought that up, Louie. And I know you can do it, and I’ve seen guys do it. I have never been a fan ever in my entire life of towing two things at once.
SPEAKER 06 :
No. Mm-mm.
SPEAKER 14 :
A hitch behind a trailer, I just have never been a big one on at all, Louie. I just won’t do it. I personally would never do it.
SPEAKER 06 :
Yeah, not my thing. I agree. I agree completely. Yeah, you can.
SPEAKER 14 :
I’ve got guys out there that are probably saying, oh, yeah, you can. I’ve done it. Well, yeah, okay, maybe you have. I’m not.
SPEAKER 06 :
Right.
SPEAKER 14 :
More power to you. I’m not doing it.
SPEAKER 07 :
It’s you and me both, buddy. All right, well, you guys get back up. Have a beautiful day. You betcha, man.
SPEAKER 14 :
Appreciate you very much. Mark, hang tight. We’ll come right back. Don’t go anywhere, guys. This is Drive Radio, KLZ 560.
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SPEAKER 09 :
Hey, you guys were talking about towing and trailering and all that stuff. I brought back so many memories of my own life and experience. Yeah, you could definitely tow dual trailers, but it’s called a semi-truck trailer. and a dolly system yeah exactly designed that way and they i don’t know of any manufacturer vehicle trailer combo that is designed for that purpose with your personal vehicle i don’t think it exists maybe not in america anyway but uh So as far as brake controllers, so I’ve personally used, it’s called Red Arc.
SPEAKER 14 :
Yeah, I think you sent me the link on that. Yeah, nice controller, by the way.
SPEAKER 09 :
Yeah, they’re digital. And the nice thing about those is they make a plug-and-play harness for some vehicles. So like for our one USUV that we had, I just called them up and said, hey, I want to buy this controller. Do you make a harness, like a plug-and-play harness? They’re like, sure we do.
SPEAKER 14 :
Nice.
SPEAKER 09 :
And so all you do is you find there was actually a hardwired plug from the factory. You just got to go find the thing, and they don’t tell you in the manual, probably for a good reason, but the controller people know where it is because that’s what they do. Yeah. And so I found it, plugged this in, plugged it directly into the controller, And the hardest thing was to put the little knob in.
SPEAKER 14 :
Yeah, gotcha.
SPEAKER 09 :
You know? Gotcha. Your little control knob. And it goes, they even make a little piece, like a tab that goes in your dash.
SPEAKER 06 :
Snaps in your dash. Nice. Okay.
SPEAKER 09 :
And it’s slick. Nice. It’s a nice little dial. It doesn’t stick out. You know, nothing to bang your knees on, which is why I wanted it in the first place. A small knob and everything. Because I didn’t want something that’s going to, you know, rack my knees as I get in and out. Right, right. And then it does kind of a learning thing. So once you first hook it all up, it’s not like pre-programmed. So it’s got programming, but it has to go through a learning phase. And so as you run it, and I believe you have to have it hooked up to the trailer or some kind of trailer. Got it. With brakes. Makes sense. Not just a regular trailer. It’s got to have brakes with the trailer. Right, makes sense. It’ll go through a learning phase, and then it’ll give you some kind of like green light signal like, hey, I’m good to go. And I think it only does that. you know, one time. And so like your point before, if you go from trailer to trailer, you still got a dial. Absolutely.
SPEAKER 14 :
Absolutely. You do.
SPEAKER 09 :
So for an older vehicle, that was great. But, and I, I guess I’m so old school. I’ve never really driven a newer vehicle, but, but, uh, I went to, uh, someplace and they said, so do you have the, uh, you know, the dial up on, on your dash? And I had no clue what he was talking about. And I guess the newer vehicles that have the integrated system actually project it. They do. They do. They do. Wow, that’s high tech.
SPEAKER 14 :
My Silverado, and Ken will find this, I think, on his that he got here recently. On my Silverado, when there’s a trailer behind it, my camera system even works differently. And when I turn, it even shows me what’s alongside of the trailer and that all on the screen. It’s pretty sophisticated.
SPEAKER 09 :
Right, exactly. Oh, that’s so cool. Yeah. That is so cool. Yeah, no, they’re very slick as far as that goes.
SPEAKER 14 :
Oh, yeah.
SPEAKER 09 :
Yeah, again, I would not do a double towing with a personal vehicle.
SPEAKER 14 :
Me neither. Me neither.
SPEAKER 09 :
You can, for probably very little money, buy yourself a semi-truck and a trailer, probably for the price of your regular truck. A trailer, you just put the boat inside of it.
SPEAKER 06 :
Probably not wrong. Yeah. You know, or your wife drives one and you drive the other.
SPEAKER 14 :
There’s all sorts of ways around that. Mark, I appreciate it. I’m going to let you run. I’ve got to squeeze one more call in here before we finish things out. Bob, go ahead, sir.
SPEAKER 12 :
Hey, John, thanks for taking my call. You bet, Bob. Listening to your show, buddy, for a long time, you’ve been talking about towing vehicles and safety chains. I’ve got a funny story, but it leads to a good point for maybe some people who don’t realize. A couple years ago, we ice fish a lot. I have an 8×8 tilt trailer and two snowmobiles that I pull with a 2500 Silverado. Okay. And checked out the lights, had it hooked up to the truck, you know, several days before we was getting ready to leave. And then I had to use the truck back back in, and there’s a foot of snow on the ground, and my buddy John was helping. I said, go ahead and put the hitch on the balls, hook up the safety chains so we can get out of here. And he did it, and the first thing he did, of course, was hook the chains up wrong instead of crossing them. He had them going straight across. Okay. And I get in, turn on, start the truck, go back to check the lights, nothing. And I thought, what the heck? They just worked fine. And I’m checking bulbs, and I’ve got out a tester, and I’m pulling bulbs out, and I’m going, what in the? And now I’m starting to get aggravated. go back into my shop, I grab a bunch of wire, and I’ve wired so many trailers, I can almost do it in my sleep. I’m cutting stuff out, and I’m throwing stuff, and I’m a little aggravated, rewire the whole thing and put it back together and nothing. And I went, what in the world is wrong with this? So I reached down, undo the hitch for the ball, unfasten the chains, reach down to grab the hitch for the trailer. And when I reached inside of it, my hand slipped off of it. And I thought, what the heck? And I looked at it and I said, John, did you put grease on the ball? And he says, well, yeah, Bob, it was looking rusty.
SPEAKER 14 :
So it wasn’t grounding well.
SPEAKER 12 :
There went the ground.
SPEAKER 14 :
Yeah.
SPEAKER 12 :
And I had a separate ground, but evidently it needed it on the ball.
SPEAKER 14 :
Yeah, that’s one thing on a trailer that, as I’ve learned to your story, I’ve had similar situations where it’s like, okay, where’s the dang ground wire and what’s going on?
SPEAKER 12 :
Right. Right. And I had a separate ground wire, but, you know, and he says, well, Bob, your ball, the ball was rusty. I thought it just needed some grease. I said, John, I’m going to kill you. That’s hilarious.
SPEAKER 06 :
As soon as you get down the road a little bit, it’ll make contact. Yeah, you’ll be all right. Exactly. All right.
SPEAKER 12 :
So that’s my story.
SPEAKER 14 :
You know what? I have been in similar situations where you’re fighting. I’ll let you go, Bob, but I’ve been in similar situations, Ken, you have as well, where you’re fighting something, fighting something, fighting something. It’s like, okay, what changed here? What is different today than it was?
SPEAKER 06 :
It worked last night. All I did was shut the truck off and walk in.
SPEAKER 14 :
And it can be something as silly as that.
SPEAKER 06 :
Yeah, exactly.
SPEAKER 14 :
I’ve run into things. Now, I will say this, that… And this is one of the biggest issues, in my opinion, that a lot of trailers have. A, the wiring sucks on 90% of them. I’m sorry to say that.
SPEAKER 06 :
Probably 99, really. They’re garbage. I hate to say it.
SPEAKER 14 :
They’re in a good one made, as far as I’m concerned. And one of the first things that you have to look at when it comes to the wiring side of it is what he was just talking about a moment ago. Is the ground good, and is it going to be solid? And, by the way, the best way to check that, if you get in a situation like he was just talking about, is just go get a jumper with some alligators on it. go get a good ground somewhere on the truck, and then go grab somewhere on the trailer that you know is exposed, and if all of a sudden everything starts lighting up and working… Yeah, exactly. And I used to just have… I always had in my toolbox, still have it to this day, about a six-foot-long cable with alligators on each end that was used nothing more than what I just talked about. All it is for. I have had it in that toolbox for the past three decades, and it’s still there for that one reason, so… All right, guys, we’re going to get going. Ken Rackley, Toontech Automotive with us today. Ken, give them one more time where you’re located and your phone number.
SPEAKER 06 :
Yeah, we’re at 14-851 East Colfax, about Colfax and Chambers. And phone number is 303-364-3391.
SPEAKER 14 :
Larry Unger answering phones today. Thank you very much as well. Charlie Grimes, your engineer. You guys have a great, fabulous weekend. Enjoy the weather. This is Drive Radio, KLZ 560.
SPEAKER 19 :
Still haven’t had enough? Go to drive-radio.com, email your questions and comments, download previous programs, and find lots of useful information, including your nearest Colorado Select Auto Care Center. That’s drive-radio.com. Thanks for listening to Drive Radio, sponsored by the member shops of Colorado Select Auto Care Centers. On KLZ 560.
