Here is the short version of this post: When going down big hills use the tow/haul mode along with full exhaust brake if you have it. When towing normal I’m thinking I’ll leave tow/haul on and either the full or auto exhaust brake when going through towns with lots of traffic lights or stop and go traffic.
Appalachian Mountains
The rocks at the core of the Appalachian Mountains formed billions of years ago, according to the US Geological Survey. At one time all of the continents were still joined as one supercontinent surrounded by one ocean. About 540 million years ago the supercontinent began to break apart and seawater began spreading into low areas between the new individual land masses forming new oceans. God’s work for sure.
Geologists can prove the chain of mountains we call the Appalachians had been pushed up from the center of the earth roughly 480 million years ago, rising to elevations above the present-day Rocky Mountains which are still growing and much younger than the Appalachians. Over millions of years the Appalachians were eroded down to the current highest point being Mount Mitchell at 6,684 feet located north of Asheville North Carolina. Today I-26 takes you through that area and links up to I-81 in Tennessee. The Appalachians tend to be more round at the top or flatter because of wind and water erosion. One can’t see the jagged areas through the forests now growing within the lowered elevations.
I lived 56 years of my life in the heartland of glorious America on a flat area at roughly 700 feet sea level and visiting family in the Ozarks at about 1700 feet sea level. Typical vacations might include the lower elevations of the Appalachians to tourist areas near Knoxville Tennessee. And maybe we might make our way through a gorge between the mountains (I-40) heading to Florida if we decided not to head south and cut across flat Interstate 10.
I had never driven eastward far enough to experience the Appalachians and had little idea they form so many barriers to the east coast. I can speak for other flatlanders who live at lower sea levels that mountains are mountains, regardless of how tall, and make us nervous to drive through them. Thirteen miles of 6%, or especially 7%, grades driving down or up an interstate highway between two mountain peaks is a long way regardless of if we are in the Rockies, Bighorns, Appalachians or wherever. I suppose we would have built up confidence had we lived in states like West Virginia and became accustomed to mountain tunnels and hills on Interstates like I-77. We are going to be within the mountain chain for weeks (gulp).
As a side note, researching my family’s migration history during and after the colonial period in Virgina and Tennesse has been enlightening. The British outlawed settlement west of the Appalachians because they would lose control of the population and ability to tax them. After the Revolution folks started migrating over just a few ancient paths as they dealt with the same barriers we have today through the mountains. I had no idea the Cumberland Gap was created when a large meteorite struck Kentucky. I’d heard about Daniel Boone as he and his son had roots in Missouri where I’m from. He defied British law and in 1769 took off on his journey which included discovering a trail west through the Cumberland Gap while facing Indian resistance. Or course, Native Americans had forged many of those paths over thousands of years as they spread out on the continent.
My own family traveled down a migration path that is now the general area of Interstate 81 from Pennsylvania. I’m still researching how they made it to Missouri through Ohio during times that appear to be maybe 10 years after the migration routes became more widely known out east. And some got lucky to have come from Europe directly to the Midwest well after establishment of shipping lanes, improved roads and railroads. For me, all this research about my family’s migration has added a clearer understand to what Karen and I have discovered while in the areas of the Oregon Trail further west. You might want to click on this link for more about that.
This trip through mountainous areas has been front and center in my mind since last December where I talked to easterners while at winter camp in St. Augustine Florida. I’m doing my best not to let anxiety of the pending drive ruin the trip. We are currently stopped at the foothills in Rutherfordton North Carolina for two weeks. I can see the big mountains in the distance. The first week of this stop I had to tell myself that I would let concern over the route go for the week and just enjoy where we are now. I’ll worry about the drive a couple days before it happens and know I’ll build confidence in the weeks to come. Glad to have RV Trip Wizzard as a tool in planning the route which includes elevations and road grades. Even more happy with the decision to purchase Mountain Directory East (I have the West version as well).
I appreciate the advice I got from other’s months ago who have been through the same areas. But I needed more information than they offered before making my own decisions. The perceived difficulty of the route is relative to if you live or travel routinely through mountains or not. Many say just staying on interstates, which have standardized road grades, is safe enough. Wrong – some of those interstates are just improved state highways in my opinion, having been built decades ago. And some folks don’t have newer tow vehicles which I’m glad we do. One gentleman said I-26 over the mountains north of Ashville North Carolina is no big deal. Damn, I searched the IRV2 web forums and found out that would be highest point in the mountains. What the heck…. So, as we are not in a hurry, I’m traveling east to go over at Fancy Gap well north of Charlotte North Carolina on I-77. Hope the wind and well-known development of sudden fog decide to stay out of the way the day we make the climb. I’ve been in contact with a trusted local resident, and fulltime RV traveler, in Pennsylvania regarding two routes I’m thinking about once we head back west.
Using Our Ram Diesel Truck Features in the Mountains
I will put a few videos at the bottom of the page where heavy duty trucks were compared for uphill and downhill performance and more.
Eagle Scout, Over-Planner me has never routinely used the exhaust brakes on our truck in over 15,000 miles of travel. I’ve never studied the owner’s manual for that feature either. I’ve been happy enough with using tow/haul mode and occasionally pushing the exhaust brake button because it seemed to slow down the truck when going down taller hills. So, for this next section of the blog post I’m assuming some might be as stupid as I’ve admitted being regarding using truck towing features. And I’ll hopefully provide ammunition for those trying to talk their spouse into getting a new truck:)
The best advice I ever received before purchasing the truck to tow our 16,000-pound (gross weight capacity) fifth wheel camper was to forget about the difficulty of driving it on a daily basis when not towing. Get the truck you need while towing as there will be times it is not safe to drive anything less. For my fulltime traveling family, that meant a 3500 dually diesel with an upgraded transmission. I would have purchased less truck and less trailer if only using it while on vacation. Chevy/GMC/Ford/Ram truck brands are all good for heavy towing and offer the same warranties. Get the one you like. Just make sure it can handle the weight in terms of rear axle rating and combined gross weight capacity. Click here for more about weight capacity which I consider to be the most important info I ever posted about selecting a truck.
On our Ram truck dash are two buttons for towing features. The truck also has a selector to manually control the transmission gears but that’s not necessarily needed when using tow/haul or engine exhaust braking. Some say whatever gear you are in when going up a hill is the same gear you should be in when going down. Again, our truck features handle this automatically.
Tow Haul mode is available on trucks with diesel engines and as I understand on some gas engine rigs. Push the button and the truck will automatically adjust the transmission shifting to best benefit towing and coming to a stop.
Exhaust braking is available on diesel vehicles and probably a main reason folks buy a diesel. On our truck there are two settings. Push the button once and the truck exhaust is used to slow the truck full-on, meaning the truck will reduce its speed, stopping, if possible, just using the exhaust system. There is a warning to make sure no one will hit you from behind should the truck suddenly reduce speed. Hit the button again and the truck exhaust braking enters an automatic mode which will keep the truck at the same speed it was at when you last took your foot of the accelerator or brake pedal.
The tow/haul mode and exhaust brake can be used at the same time. I should write that again. I have found if I put the truck in tow/haul and automatic exhaust braking (or full when going down big hills) then it handles everything on its own and I can concentrate on watching the turns in the road as we descend. If for some reason the truck’s speed goes much above what I want, I’ve been told to push the brake pedal sharply to bring it down to speed and then let up. Never ride the brakes or they could over-heat. I should add the exhaust brake system uses the trucks engine/exhaust not the brake pads on the truck’s wheels. (Update – many have been telling me they just use the full exhaust brake, not the automatic when going down long steep hills)
Semi-trucks use air brakes although I wonder if some also have added exhaust brakes. One of the reasons you see runaway truck lanes on downhill mountain roads is just in case a semi runs out of compressed air for the long trip down and can no longer brake. That’s not an issue with an exhaust brake.
We recently had our trailer brakes inspected and wheel bearings repacked. I replaced the tires and upgraded part of the suspension which is a decision we are happy with. Our truck service is not due. We are safe to travel.
I have also started trying to understand and talking to others about anxiety when driving. I’m thinking being older and more out of shape has changed my breathing and I’m probably drinking too much caffeine the day before traveling or not getting enough rest. In my 20’s I went up Pike’s Peak and can’t remember ever feeling anxiety. More recently the five-mile bridge to Michigan’s Upper Peninsula proved to be no issue but other tall bridges have. Probably because they look scarier when approaching from the side when you can see the entire bridge versus driving straight onto a bridge without a curve before it. Tunnels are another story… Then again, I used to have anxiety at other times while towing but no longer do, presumably because experience is building confidence.
I’ll post next about our current stay here in Rutherfordton North Carolina at the countries only RV park designed from the ground up for dogs and their human companions.