Empty trailers take longer to STOP

GasHauler-20 years exp.
Rerun-22 years exp.
Stranger-34 years exp.
King Q-22 years exp.
jlKKlj777-20 years exp.
blackW900-38 * years exp.
CondoCruiser-15 years exp.
Nomoreplz-18 years exp.

Now everyone look at these drivers, and see the years of Professional Driving.
This is a very good post, especially for newbies to learn from. Stopping IS very important, and knowing how to stop your truck is very important.

Every one of you drivers above, have Great ideas, and info. on Stopping a loaded,or empty truck. Sudden stops, will happen to everyone of us, and has happen. Myself, I am at differences with which is faster to bring a vehicle to a stop, Loaded vs. Empty. Every situation IS different. By reading the drivers above, answers, not one of you, in My opinion is wrong. Stopping a fully loaded vehicle vs. an empty one is a different experience every time, not one is the exact same situation.

Discussions like this is Trucking. Newbies, share some of your experiences with us. And do not be afraid of our replies, because we are here to help you become a great driver.

 

Stopping faster wether or not you are loaded really does depend on the conditions... weather, road condition, tractor/trailer condition.

Being loaded does offer more traction and in turn "better control"

Unfortunately, the factors still mean nothing if the driver isn't schooled in the ways of proper stopping/emergency stopping.

 

Actual live real world test-

http://www.absbrakes.com/ABS%20Final Report-Revision A.pdf

Let the debate roll!!!

 

Here's a physics based explanation as well-

http://www.physicsforums.com/archive/index.php/t-120420.html

 

Books, Teachers, Physics, Ect, Is someone telling you how it can be done, and thats the only way it can be done. My opinion, bullcrap. Get out on the road and learn by experiencing it. Again, every situation is going to be different. Has anyone had hands on experience of stopping a Loaded vs Empty truck?

My self, I have for many, many years left lots of room in front of me, but then there is the one , that pulls out in front of your vehicle, or swerves into your lane.

I strongly believe, if you have to hit the Brakes and lock them up, You are not driving defensively. I can not remember how many years it has been, where I had to lock-up the brakes.

 

Last time I had to lock 'em up, it was for one of those camera'ed stop lights on a 45mph road with a two-second yellow in Podunk, MS. Yeah, I probably could have just run it and tried to fight it later, but I really didn't want to return there to squabble with the Podunk County Judge over something I'd wind up having to pay anyhow.

I had 23,500 in the wagon and it stopped very well. Without dragging any tires or leaving marks.

 

Skidding is considered Loss of Control. Loaded TT combinations 79,000 don't skid as easily as unloaded 34,000 mty TT combinations, from my experience pulling loaded and empty reefers.

 

All I know is anytime I've 'accidentally' locked them up, I was empty...And being an anti-ABS person, give me a heavy load, hot tires and gravity any day of the week!

 

I've never locked them up on dry pavement, though not for lack of trying. If I judge stopping force by the amount of random items that fly out of my sleeper and end up on the dashboard, passengers included, all the trucks I've driven stop much faster empty. On anything other than dry pavement, it's a different story, but not by much. You either can't stop from sliding or can't stop from to much mass.

Word of advice though, leave your jake on when empty. Especially when bobtail. Turn it down to 2 if you want but leave it on. Where the wheels start hopping and your brakes fail, that jake will stop you.

 

On a bobtail, the bulk of air brake stopping power is on the steers.

All of the engine braking power is transmitted through the drive train to the rear.

If your rear is "hopping" (through pure carelessness...there is no other explanation for jack-knifing a bobtail) how does the engine brake correct the "hop?"

Also, a bobtail is less stable than a tractor/trailer combination. This is even more pronounced when on ice. Yes, I have...I-96 in Michigan bettween Grand Rapids and just north of Detroit...couldn't go above 45mph without the rear wanting to lead. Wouldn't the engine brake further destabilize an already less-than-optimal situation?

Not arguing, here. These are honest questions.