Some good comments here and reflecting some of my experiences. It is not fun studying the graphics on the side of your fiver looking out your window while trying to stop in a straight line. Such are a couple of my experiences with the Prodigy. As previously stated, I've had some odd circumstances in very hilly country also.<br><br>To &quot;thecatsfan&quot; - - you will find there are a lot of us that have had the Prodigy but prefer the Jordan - - we also thought Prodigy was fantastic - - until we tried the Jordan. The whole concept of operation is different and gives you a different feeling - - you are in control. Prodigy is a great controller, no argument - - much better than anything out there I have tried, except the Jordan. I guess the old saying about the proof of the puddin' is in the eating might hold true here. :P (hmmmm, especially chocolate puddin')

 

Any big rig truck drivers who have experienced a jacknife should comment on this subject. Experiencing one changes forever how you try to drive and brake. If the front axle slides, the truck will plow or attempt to stay going straight. Back off the brakes, or add some trailer brake and they grab hold again and all is well. If the trailer axles slide the trailer will move generally down the crown of the road. Back off the brakes, maybe add a little power and it will straighten out if it has not already found the ditch. But this will not jacknife you. If the pull axle or the truck back axle starts to slide you will not be able to discribe the jacknife. It happens too quick. There is a loud bang as the back of the cab hits the trailer and you are almost backwards hitting whatever is in the path, usually curving towards the side of the jacknife. You have no control at all, it is all over when the truck stops.<br><br>Federal law mandates that all brakes on the truck/trailer combination will apply at the same pressure. This is impossible with electric brakes so is not something that can be enforced. A full five axle tractor trailer has 50% of the weight on the truck tandems and 50% on the trailer. A single axle tractor trailer which is what we are dealing with has 25% on the truck axle and 75% on the trailer. Single axle semi's are known for jacknifing because of the light drive axle. The last thing that you ever want in slippery conditions is more braking on the truck than the trailer.<br><br>If you do not believe this at least think about one change in proceedure, shut off the boost when in slippery conditions. This surge is what will break the trailer wheels loose, gentle is the answer for slippery braking. Unless you have a very light trailer, the trailer is the heavy weight that has to be stopped, braking heavier with the truck than the trailer is begging for a jacknife. In a perfect world, even braking is the answer, this cannot be done with electric brakes so a little trailer lead on the braking is the best you can do to avoid a jacknife. Something every one pulling should do is to practice stopping in regular driving using no brakes except for the final few feet. This becoming the normal way of driving sets you up to safely handle slippery conditions. Saves a lot of brake expense also. For this reason I am getting 100,000 miles out of linings on front and rear axles of my truck. I am getting that on the trailer axles also, four of the wheels have 120,000 on them. I am very easy on both clutch and brakes.

 

[quote author=BigBlackDodge link=board=11;threadid=17088;start=30#162245 date=1058795144]<br>Skidding tires always lead. <br>[/quote]<br><br>I guess this is kind of the premise that I grew up on, and was always convinced that if you get the trailer sliding while the truck has traction that the trailer will be in front of you before you know it. Sounds like that's not so true - not in this case at least.<br><br>Haulin in Dixie,<br><br>You're explanation was extremely educational and I understand the scenario a little better now. I have witnessed more truck jacknifes than I can remember, but have never experienced it myself. Hope I never do. And watching a jacknife happen doesn't help you to understand what went wrong.<br><br>It sounds like I probably have some good habits that might have helped if I get in that situation. I drive pretty slow in anything but optimal towing conditions. I have always been in the habit of slowing my vehicles with minimal brake use, particularly in bad weather. That's just smart snow driving. Probably 80% of the countless vehicles I've watched lose control in snow or ice had their brake lights on when it happened.<br><br>If I do ever have to tow in snow, I will definitely look at how I set up my trailer brakes. I was planning to turn off the boost anyway, but I will not turn the trailer brakes down as much as I thought I should. Will try to aim for an even, or slight trailer heavy braking scenario.<br><br>I think the bottom line will come down to speed for me. You'd all probably get PO'd at me if you were behind me, but towing in snow, I'll be the guy going really slow.<br><br>Thanks again for the advice! ;D That's the reason I come here.

 

Haulin Man, <br><br>As usual, great and informative reply. You are right about the jack knife - - been there once and don't ever want it again. 42'er with a 28' buddy coming down the grapevine in Cal. None of us should have been on the road that day, but a couple of us idiots were. You know, when you are 18 years old, you know everything and you cannot get hurt. Luckily no big damage and no injuries. <br><br>Cat Fan - - your premise is correct. The sliding wheel will end up first unless you still have traction with the truck sufficient (and are lucky) to pull it back out with gentle power. That is exactly what happened to me with the fiver. That first shot of juice to the trailer broke it loose - - luckily I saved it before hitting the ditch - - empty road, lots of room and I used every bit of it. : :<br><br>

 

Bigblackdodge,<br><br>Okay. Now that makes sense. And that's the way I learned it. <br><br>Most of the jacknifed rigs I have seen were a trailer jacknife as you put it. That's why I was always more concerned about the trailer losing traction than the truck. <br><br>Many years and miles of snow driving (not towing) have given me a false sense of security. I guess I assumed it would be easier to keep the truck under control as long as the trailer didn't start sliding. That would seem like an easy assumption to make. Most of us are much more comfortable with the tow vehicle handling than the trailer.<br><br>I gotta tell you guys, that's why I leave the towing in the snow to the pros. If I ever do get caught in a situation where I have to, you guys have given me plenty to worry about though. Thanks!

 

Really we are all in agreement on the important stuff, if anything is sliding you are in trouble, we could discuss all day which is worse, but an accident is an accident, my only point was that a driver slide is usually fatal to the truck and an accident is happening, it happens so fast. Drive slow, brake and power gentle. And to the one post, no I will be happy to be behind you and get there in one piece. Snow and ice is not where your driving skills and performance is proper. I can give you one tip though from many years of driving the stuff, if you have to stop fast get off the hard packed stuff and ease over on the sholder and the soft snow, helps a lot. Just be sure there is a sholder there :

 

[quote author=Haulin in Dixie link=board=11;threadid=17088;start=30#162492 date=1058833083]<br>if you have to stop fast get off the hard packed stuff and ease over on the sholder and the soft snow, helps a lot. :<br>[/quote]<br><br>Good advice. Saved myself an unwanted joyride down a 40 foot embankment off Trail Ridge Road in February once with that exact trick. Took longer to get my cheeks to let go of the seat than it did for the tow truck to pull me out of the snow bank I used to stop the van.