If you have been following the adventures of Len and Faith Todd as they trek across the US into Alaska, you already know about the challenges they faced with transportation in the Rockies. In this article, we talked with Len about what to do when you fear your truck may not make it over the mountain. If you are planning a similar trip into some elevation, and you intend on pulling a toy hauler, read this story first!

We headed out on our trip driving a 2004 Chevy Silverado 1500 4x4. It was the extended cab Z-71 with the 5.3-liter engine and automatic transmission. Initially, we had no issues and no complaints. The ’04 Gasser was trustworthy and well broken-in with over 150,000 miles on it. It handled great in the “flatlands,” even towing a fully loaded toy hauler. In fact, if it was new, it may have lasted the entire trip. As it turned out, we’ll never know.

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Heading west on I-90 into the mountains with the ’04 Gasser we were fighting steady headwinds up to 40 MPH and a constant low grade, around two percent. We were running in tow-haul mode and manual fourth gear, and the Gasser just could not keep up. It kept downshifting every half mile or so, dropping into third and sometimes second. At times we could not hold 45 MPH. I began to have doubts about the transmission holding out.

We reached Buffalo, Wyoming, safe but apprehensive. Just how challenging had the drive been? When we could have been focused on all the natural wonder around us, we were actually contemplating turning around and heading home. The next leg of our trip would take us up and over the Rockies on the way to Pinedale, Wyoming. In addition to stunning beauty, the Rockies also offered a steeper grade—over 6%—and stronger headwinds. When you are facing that with a struggling truck, a full trailer, and nowhere to pull off the road, you start asking all kinds of questions.  Chief among them: “what will I do if the transmission goes?” We dared not voice our ultimate concern—being stranded in the Rockies, stuck in the middle of the road, no less—but both of us were thinking about it. While Faith reflected on the possible early end to our trip of a lifetime, I was formulating a plan to either react to a mechanical failure or, better yet, preclude it.

We left Buffalo heading south on I-25 and traveled some state roads, eventually taking WY191 north to Pinedale. This route took us up the “South Pass.” We went up the Pass in second and third shift, revving high RPMs all the way. Once over the pass we were greeted, once again, by high headwinds. Back to that constant pattern of downshifting/upshifting/ downshifting/upshifting…repeat. Once the road turned north, we were out of the headwinds and back on the flatlands—but the engine had noticeably less power. The bottom line: the Gasser was underpowered and over-geared for hauling trailers at any elevation or grade for an extended period of time.  Throw in stiff headwinds and your drive is a real treat. Not a pleasant circumstance when you are heading for the Canadian Rockies and, later, Alaska.

As I saw it, we had two choices. Get another vehicle or go home. So, when we got to Pinedale we started looking at options. Fremont Chevrolet in Lander gave us the best one. We dropped the hauler at the campsite and made the two-hour drive to Lander. The folks at Fremont were very nice and easy to deal with, going the extra mile to swap out our now-too-short topper. Why was it too short? Well, we drove into Lander in the ’04 Silverado Gasser and left in a 2009 Silverado 2500 Duramax Diesel. Extended cab Z-71, 4x4, 6.6 liter, Allison automatic transmission. (Anyone else hear Tim Allen?) The 8-foot box might have been a deal breaker for me, but we decided to go with it in the event we ever got a Fifth Wheel. You may be thinking, “deal breaker?” Really? Yep. Our topper is not just for looks. Not only do we stow some of our gear in it, the rack for our canoes mounts on the topper. You don’t just drive down the block in Lander and pick up a new topper. The dealer helped us find one that fit, but it did have a bit of a Beverly Hillbillies feel to it. First thing we bought when we got back home? You guessed it: new topper.

The ride back to Pinedale (without the trailer) was like flying. We intended to put at least 500 miles on the D-max before hooking it up to the hauler, but as they are wont to do on an adventure—plans changed. You can read more about that in Chapter 4 of our trip, so I won’t get into it here.

The D-max made its share of the trip fairly well. One piece of advice, make sure you get the remote start option. The oil burners take about ten minutes longer to warm up and get the defrost going compared to the gassers, which, of course, effects when you can get going on down the road. Without the remote start option, you will spend more time sitting in a cold truck. Speaking of cold, if you plan on driving in the snow, get a winter grill cover. The transmission will run 40 degrees warmer, melting any snow that gets into the air box.

All in all, we loved the new truck, with two “small” electrical exceptions. In Denali, during 30+ MPH winds and driving rain at night, the trailer’s running lights went out. Popped open the fuse box looking for “Trailer Running Lights.” At this point—again, in the driving rain—both distinction and geography became issues. Some of the brake light fuses are in the cab fuse box and the running lights fuse is in the under-hood fuse box. In addition, the fuse markings offered were, at best, cryptic.  We went up the road a bit and found a place to pull off.  

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That’s when we experienced an interesting phenomenon that happens from time to time up there on the “open road.” Once the hood goes up, people start asking if you need some help. If they know it is out of their league, they tell you and move on. This is vastly different from what I have experienced before. One of my “helpers” found the blown fuse in the under-hood fuse box. I replaced it, and away we went. Quick note here: Chevy provides you with one spare fuse that will work for this application. After that, you are on your own. P.S. If you are replacing this fuse, get the new fuse type that illuminates when it blows. Trust me.

Our second little electrical snafu came courtesy of the trailer’s aux power hookup, the circuit that charges the trailer batteries as you drive down the road. The batteries simply would not charge.

On the old Gasser, you hooked the Orange wire to Stud One and installed a 40 amp fuse and you were done. On the D-Max, you are dealing with three red/black wires, two studs and two fuses. Also, the red/black wires are taped to different harnesses and positioned out of sight. Some of the involved wires are labeled. The correct one is not labeled. Anyway, after it became clear to me that the truck was not charging the trailer batteries, I started investigating the cause. This troubleshooting effort lasted hours, stretched out over weeks on the road. Without going into the details, here is what I learned after I solved the problem: On the 09 D-Max, there are three red/black wires associated with the trailer harness:
 
     Number One powers the trailer brakes and apparently the Integrated Brake Controller, according to a forum user who later disconnected it and then the IBC no longer worked. It goes to Stud One of the under-hood fuse box

     Number Two powers the Aux Power to the Towed Trailer via the rear bumper wiring harness connector. It goes to Stud Two.

     Number Three powers the Aux Power to a Camper/Fifth Wheeler via an optional harness that plugs into the trailer harness at the front of the cargo box. It also goes to Stud Two.

One last quick word about the difference between Diesels and Gassers: maintenance cost. It is much higher on the diesel. Of course, if you plan on hauling a trailer in the mountains, it is the only way to go. Besides, I love this truck. It rips!

Looking back, I can say that I did not expect the story of our trip through Wyoming to be the Tale of Two Trucks; but, with any adventure, you have to be prepared for anything—and I mean ANYthing.

Click here to read Chapter 4 of RVing with Faith Todd.
 
*The contents of this article are not meant as an endorsement of any kind.  They are in fact and in total, the opinion of the source and not that of Lazydays RV, RV Living, Better RVing or any other individual, group or organization.