[Roy]

2 days too late Jim, just came through Ocala.

[Roy]

Jon,

I know the change is major from my coach. I do do a lot of work on my Essex and have read your posts about work on the Prevost. One item for instance is a set of wrenches which I do not carry now, even though I do carry air system parts. We attended the weeklong Spartan seminar to learn more about their systems and are trying to schedule the October one at Jeff’s now.

Harmon

[Roy]

The blue wire was not connected to anything, the blue wire from camera was capped off.

[Roy]

I should add that when Ron is using all 4 AC units at once he is a part the problem. If he is using lights in the coach he is drawing power to keep the batteries charged due to light usage. If he has 4 AC units on I guarantee they are cycling and while running they are going to draw 13 amps each but when they cycle on it is likely they will draw in excess of 30 amps. I have seen mine ramp up the inrush current as high as 39 amps.

Then there are all the little loads we don’t consider, including the refrigerator, TV, water pump, etc.

I’m not giving the campground guy any slack because he made an assumption it was Ron’s fault when in fact it could have been his breaker or loose connections. I am suggesting however that power management of our coaches is important also.

[Roy]

Roy wrote: “MAC STRAPS … recommends not crossing the tie down straps. Their reasoning says the if one strap breaks, a crossed strap can pulled the car towards the remaining one.”

Errrrrrrr … “if one strap breaks”. I suppose that can happen, especially if the straps are not taken care nor stored of properly, not replaced when they are damaged or have been weathered, or never inspected.

Roy also wrote: “ I have not hit any curbs, yet.“

There are two kinds of drivers who tow trailers … those who have jumped the curb with a trailer and those who will eventually jump a curb. Its only a matter of time.

[Roy]

Thanks Tom

[Roy]

Would it be fair to say that towing a GMC Arcadia at appox 5000 lbs is no big deal ?

Towing a 28 ft stacker with contents is another conversation.

Rear end gear oil probably never wears out. What happens is over a time period is contamination from micro metal particles and some moisture.

[Roy]

2100 RRM is the limit for under power if you force the transmission to stay in gear under power. Deceleration is a different animal. Do you really think Detroit Diesel would allow the Allison transmission to overspeed the engine under braking when the engine/transmission programming was done?

[Roy]

Note in the above spec sheet the maximum allowable RPM is 2100.

Driving in the mountains should be done as follows:

Select the target speed. When approaching or cresting the top of a downhill section be below that speed. Let’s use 55 MPH as the target speed and that speed coincides with 2100 RPM in 4th gear. Begin the downhill run at 50 MPH or lower in 4th gear. The often stated rule is to go down a hill in the same gear as you would climb the hill, but that may not always work.

Select the jake or retarder setting that will hold the speed going downhill at or below the target speed. If the supplemental braking will not hold the desired speed, apply hard steady braking to reduce speed to some speed below the target speed, such as 45 or 50 MPH. Release the brakes (to allow them to cool) and continue to allow the supplemental braking to hold the coach back. If the speed builds quickly requiring more brake application when the target speed is reached, consider a new target speed and in a lower gear. Do not exceed 2100 RPM. Do not pump the brakes because that depletes air. If using a retarder monitor the transmission temperature and use braking as necessary to keep transmission temps below 300 degrees,

Steep downhill grades require careful speed management and as a driver you are going to see warnings before you reach the downhill section of road. Up to about a 6% grade it is likely you can descend the hill using a lower gear such as 4th with the application of the jake or retarder and little or no braking. Steeper grades are going to require a lower gear or brake application as speeds increase. Supplemental is more effective at higher RPM so the target speed should be near but not exceeding the 2100 RPM limit at the selected gear.

Do not allow any drivers following you to intimidate you on the downhill run. If a car or truck is not happy with your selected speed that is their problem.

[Roy]

Factory frame opening designed to accept this fitting.

Inserted in opening then twisted, slight drop and stays attached, even in road snapping force.

Large oval ring above gang chain hooks, for tie down chain or strap.

[Roy]

The slack straps/chains snapping back after a bad road dip is worse than having the suspension move around in my opinion. Hauled a lot of vehicles chained or strapped to the axles with no issues.

[Roy]

Penny, I just read about Joe. Gail and I are so sorry for your loss. We like everyone else really enjoyed meeting and visiting with you in Arkansas. If there is anything we can do please let us know.

Mark

[Roy]

Good to hear from you!

Martha

[Roy]

Years ago I owned and drove one of two 18 wheel car haulers. I have some experience in tie down, weight shift.

Vehicles carried must be secured pulling the top spring weight down. If it is not tied down correctly you will have a shifting of the vehicle on trailer bed.

Carried vehicle must be made part of the trailer and firmly tied down in all directions.

I’am not trying to offend you…But offering a free opinion as Jon did should be posted.

There is no way I would switch from towing four down to tie-down with 4 straps a 5000 LB Jeep.

Speaking of straps… which are not load attached correctly. Also missing a safety strap on the handle gear lever.

It’s what I see in your picture . Maybe you have changed this by now along with using chains …weight rated.

Correct “X” tie down will hold your jeep more secure as things change , move, vibrate, shake, when you travel. That might be in place on front but I’am unable to see.

I’am affirming Jon’s post, yes it does happen….. hope you re-think the danger we both see.

AL

[Roy]

Roy, I am not trying to offend you, and I understand you are doing what you feel is correct, however be aware of my concerns.

Trailers will never possess the quality level of the average car. The axles and rolling components are mass produced to the lowest possible cost level and rarely will any trailer, whether it is a camper or a small utility trailer or even a trailer intended to haul cars have axles, bearings or tires as good as what is on our cars.

Pay very close attention to the trailer tires and wheel bearings. If you replace the trailer tires get the best possible. Keep the wheel bearings lubricated and plan on “packing” those trailer wheel bearings often using very high quality high temperature grease.

The good news with your decision is the offset to the disadvantages of a trailer is now you can back up. When towing 4 down any backing, even a short distance can damage the tow bar, car tires or even the steering linkage, but a trailer can be backed up all day long with no damage.