Jump to content

Recommended Posts

Posted (edited)

We get hot where I am. I don't like the idea of a sealed 150F degree bed. Surely that can't be good for anything you might have in the bed, including a rug or mat. I'm curious to know what, if anything, you all might do to vent that heat under your Tonneau, while driving and/or parked?

 

For example, I understand Retrax can be opened to any point along the track, but what about others that don't include that option? Have any of you come up with mods to accommodate for such venting? Like, has anyone come up with a way to drive with only one panel of a Bakflip open? Do those of you with multifunction tailgates just leave your inner tailgates open? Any constructive thoughts or suggestions welcome.

 

If you think this is a stupid question/topic, please feel free to not leave a comment, and just scroll on by. 😏

Edited by MrLeadFoot
Posted

Have you actually done any measurements of temps in the bed? I'm not sure it would get anywhere near that warm.

 

I've left stuff in the bed of my truck year-round, under the hard, black-colored tonneau through all kinds of weather. I've never had any issues with anything prematurely breaking down, melting, etc. 

Posted

OMG, WHAT ABOUT THE ENGINE AND INTERIOR!!!! How will they ever survive????

Posted
1 hour ago, GETGONE said:

OMG, WHAT ABOUT THE ENGINE AND INTERIOR!!!! How will they ever survive????

You mean engines that are designed to handle 250+ degrees on a regular basis, and interiors made of materials designed to withstand extreme weather changes, and can also be vented by cracking a window? I'm thinking of all the things people might transport that aren't designed for extreme heat like musical instruments, household goods, etc. Again, feel free to not comment and scroll on by... 🙄

Posted

Or just keep everything inside the truck and always keep it running with the AC on. COMMON MAN!!!!

Posted (edited)
2 hours ago, ember1205 said:

Have you actually done any measurements of temps in the bed? I'm not sure it would get anywhere near that warm.

 

I've left stuff in the bed of my truck year-round, under the hard, black-colored tonneau through all kinds of weather. I've never had any issues with anything prematurely breaking down, melting, etc. 

I used to live in the tri-state area near you, and while it got humid, it never got anywhere near the heat we get where I am now, and it gets hot for days on end in the summer. I've not measured, because I don't have a tonneau yet, but on 110 degree days, our roads are over 120 and they are not sealed. I wouldn't be surprised if the inside of a bed covered with a black hardcover tonneau easily hits 135+, and probably higher. Sure, I would plan on not carrying ice or plants on days like those, but I was wondering what some people in hot climates like mine do, if anything, when transporting stuff under tonneau, or just to let the bed breathe in hot weather. I'm trying to decide on a tonneau that best meets my needs, hence my question.

Edited by MrLeadFoot
Posted

I live in Texas. I’ve had all kinds of bed covers. An avalanche now. I’ve had a cooler with ice and drinks in the bed. I don’t treat items in the bed any differently except I stay out direct sunlight if possible.

Posted
3 hours ago, GETGONE said:

Or just keep everything inside the truck and always keep it running with the AC on. COMMON MAN!!!!

Why do you keep replying to such a stupid topic? Stop wasting your time. 

Posted
1 hour ago, KARNUT said:

I live in Texas. I’ve had all kinds of bed covers. An avalanche now. I’ve had a cooler with ice and drinks in the bed. I don’t treat items in the bed any differently except I stay out direct sunlight if possible.

So, no issues keeping it closed in your summer heat? What kind of cover to you have? 

Posted
1 hour ago, Grumpy Bear said:

Unfortunately, I sometimes get heavy rains, too. From what I can see, opening that cover when it's wet will be like pouring water straight into the bed. I guess that would certainly cool off a hot bed, huh? Thanks for trying to help, though, I appreciate the effort. 

  • Like 1
Posted
5 hours ago, reese said:

I've never given it any thought and never had an issue.

 

What cover are you using? 

Posted

Just what are you going to keep in the bed 24/7? I lived in Florida for nearly 30 years. Always had a truck and had some sort of tonneau on them most of them. The entire state of Florida is south of you.......uv index 11+ for months. Had Bedrugs in most of them, as well. The first one of those was in my 1999 F150 Lightning that also had a tonneau. I figured you would have figured out heat isn't an issue with my replies on your other thread. 

Posted (edited)
6 hours ago, MrLeadFoot said:

So, no issues keeping it closed in your summer heat? What kind of cover to you have? 

I’ve had all kinds, even a full shell. An avalanche now. No problem. We had 30 days over 100 degrees this year.

Edited by KARNUT

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
  • Latest Articles

  • Posts

    • I hope to high heaven this is wrong. My Chevy farm trucks frame is lasting way longer than a newer Nissan Titan XD I got for a steal, and it only pulls trailers. A decade younger and it's frame is already way rustier than the waxed Chevy I drive across longs and ditches. Also, hasn't Ford been having tones of troubles with rusted frames? 
    • Batteries don’t always show signs of a few years ago my vehicle started fine in the morning and took me to work. After work the battery was completely dead and I needed a jump. No, I didn’t leave anything on and the battery was only a couple months old. It was replaced under warranty. 
    • AFM is confirmed in the Corvette engine, so I'm assuming the higher volume trucks will get it as well
    • If his battery was that bad I would think it would have been showing signs before this that were ignored. Stinks that it happened the way it did in rush hour traffic, but this seems like a pretty fringe scenario. I don't mind it that bad and never turn it off. The only slight annoyance for me is the slight delay between brake to gas, but I have gotten used to it and figure if it can save a little gas why not.
    • That is a good correction. I think “severity” was probably the wrong word for what I meant. What I really mean is closer to event priority, relevance, and actionability — not “this code is severe” or “replace this part.” I agree that a truck can have a lot of trivial or historical communication codes, and if the product starts pushing alerts for every stored or low-value event, people will ignore it very quickly. So the alert logic would need to be filtered. For example, I would not want a random old communication code to generate a push notification by itself. A useful alert would probably need to be based on things like: - new vs historical - active vs stored - repeated vs one-time - duration of the event - whether it happened near the driver-marked symptom - whether it happened together with voltage drop, reset, bus-off, misfire, oil-pressure change, etc. - whether the same pattern repeats under similar conditions So instead of saying “severity,” maybe the product should organize events by affected system and priority. For example: Misfire event: Show misfire counts / roughness first, then fuel trims, RPM/load, DFM/AFM state if available, coolant/oil temp, voltage, and related DTCs. Oil-pressure event: Show oil pressure first, but only in context — RPM, load, oil temperature, coolant temperature, DFM/AFM state if available, voltage, and baseline comparison. Communication event: Show which module/network/message dropped, whether voltage dropped, whether the recorder reset, whether it was active or historical, and whether it repeated. Voltage/reset event: Show battery voltage, crank/wake/sleep state, module reset, communication dropouts, and what came back online first. That also solves the display-order problem you mentioned. The main report should not always show the same fixed list first. It should show the system that appears abnormal first, and then the supporting values for that system. I also agree that the truck already has an oil pressure gauge and MIL. The point would not be to duplicate those. The value would be in showing what else was happening before and after the warning or symptom. For example, if the MIL comes on for a misfire, the truck already told the driver there is a problem. The useful part would be: - which cylinder or bank looked abnormal first - whether it happened after an AFM/DFM transition - whether fuel trims were already moving - whether oil pressure or voltage changed at the same time - whether the same pattern happened previously without a MIL On the OBD port point, I think you may be right for a consumer-facing version. OBD is much easier for the average owner: - easier install - easier removal - inside the cabin - easier phone connection - easier data download - easier to include a pass-through port for another scanner OBD is also the right place for DTCs, freeze frame, VIN, calibration information, Mode 6, and normal scan-tool parameters. The reason I was looking at ECM-side recording is that some events may be gone by the time someone plugs in a scanner, and some powertrain-side network evidence may not be available the same way through the DLC. But I agree that if an OBD-based version can capture enough useful evidence for most owners, that is probably the cleaner consumer product. Maybe the split is: - OBD/DLC version for most consumers - ECM-side version only if it proves it adds evidence that the OBD version cannot get - shop/pro version if deeper powertrain-side event evidence is actually useful So I would not want to force the inline approach if the OBD workflow solves most of the real-world problem. Your last point is probably the key product requirement: the report should be specific to the system showing the abnormality. Not “here are 50 parameters.” More like: “Misfire-related event detected. Here are the misfire/fuel/DFM/context values.” or “Oil-pressure-related event detected. Here is oil pressure compared with RPM/load/temp/baseline.” or “Communication event detected. Here is what dropped, when, and whether voltage/reset happened first.” That is a much better way to think about the report.
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...