Jump to content

ekim

Validated Members
  • Content Count

    49
  • Joined

  • Last visited

About ekim

  • Rank
    Full Member

Optional Fields

  • Lifetime Member
    No

Profile Information

  • Gender
    Male
  1. If you do this make sure to compare the individual axle weights to the axle rating sticker on the door. I would also do this for a NEW unit. It seems as if some manufacturers don't realize that some people prefer to fill the fuel and water tanks and might even consider utilizing the refrigerator and supplied storage.
  2. I was giving the tires the benefit of the doubt that this was a one off. No more. I've filed a complaint with NHTSA and ordered 3 more Maxxis Load range E replacements.
  3. You also should decide if you plan on being light or heavy when planning for full timing. In general the higher end diesel pushers will have more carrying capacity vs a similar size gas coach. Also consider basement and house storage. Some coaches are lacking in house storage. At the 35-40 foot length you will find some tag axle coaches. You give up some basement storage for the tag axle. Some say the tag is more of a pleasure to drive. At a given length most DP coaches have more basement storage vs a gas coach, unless you end up with an old rear engine gas bus conversion. You can get a great value if you go for a coach without slides if you are willing to give up the space they give you. I would study up on axle ratings too and try to find a coach that has a lower probability of being overloaded when outfitted for full timing.
  4. I have TST tpms. It does monitor temp. The temp on that tire was consistently close to the other tire temps. I'm not sure how accurate the temp reading is since the sensor is external to the tire. I wish I hit the tires with an IR gun. I hit the brake drums, but not the tires. The running tire pressures were also very close, within 1 or 2 psi. The pressure difference only became clear once the the tires cooled down. It seems like keeping track of cold pressure is very helpful and a loss in one tire warrants a very careful inspection.
  5. I found a second bad tire in the same way. The TMPS showed a ~5 PSI decrease vs the other tire when cold. When warm they were close - within 1 psi. I also visually inspected the tires at the campground before we left. So this went from not visible to really bad in 2 days - under 1200 miles. I won't be getting tires from this factory ever again....
  6. The Magnum Hybrid won't work in this situation. You would need to use it ***in addition to the autoformer***. Let's say the pedestal voltage is 100 volts with a 30 amp breaker. At that low of a voltage, the magnum might not even accept the input voltage. If it did, the inverter would only add additional current. All your equipment would still see 100 volt power. You could "boost the current so your equipment can draw more than 30 amps, but you would still be at 100 volts. The more likely situation is that the inverter will declare the power as "bad" and start inverting and ignore the shore power source all together. If you were to use an autoformer you would be able to step the voltage back up to 120 volts. You would then have good voltage, but would pop the breaker at something less than 30 amps (20-25 amps?). In this case, you could use the magnum to augment the shore power current. You would need to set the magnum to jump in at less than 30 amps. I would also contact magnum to see if the response time of the inverter is fast enough to handle a load like the inrush of an A/C compressor starting up if I were going to try to use it this way.
  7. Is an autoformer use to step up a low voltage situation? If yes, the the hybrid inverter will likely not help. The hybrid inverter will allow the batteries to supply more current to your loads, but it won't "fix" a low voltage situation.
  8. If you tow a trailer with the DP then in many case you will need to unhitch the trailer, take out the car, and then use the car to park the trailer in an overflow lot of some kind. I wonder if this negates any benefit that a DP would provide in the scenario described above?
  9. ekim

    Beginning again

    I'm working on hard data on the national and state (no progress there yet) parks. I've created this web page with the info I have so far for national parks. It's not perfect, but it's a good start. At 32 feet you should fit in most places. National Park Campground Information
  10. A CAT scale weighing would still be a good hold over. Even more so if you have previous individual weights and you only changed the wheels and tires. It's unlikely that the side to side balance of things was affected. It's not a bad thing to have weights from different equipment to ensure the two are in agreement.
  11. Why not move the #4 injector to another hole and see if the problem moves with it?
  12. ekim

    Just for towing

    Why bad? Do you have 4 tires on the rear or 6? What would your overall length be towing a 40' 5th wheel.
  13. Sounds pretty interesting. How can we keep up to date with that project:-).
  14. Thanks for all the helpful info. I'm aware of most of the other issues related to 5th vs Class A, some mentioned here and some not. I feel like I'm getting some conflicting opinions on which is more maneuverable. I should have added some context to my original request. The comparison is for the Class A with no tow vehicle behind it vs the 5th wheel. It's really about which is easier to get into smaller older state/federal campgrounds. Our initial game plan will be to visit as many state and federal parks as possible. This restricts our max length (Class A or 5th wheel) to 40'. From all our searching it seems like a 40' is the best tradeoff of size vs living/basement storage. From what we have found that will eliminate some places and require more advanced planning for others. We're not interested in the approach of targeting an area and then finding a campground to accommodate us. We really want to attempt to fit into as many of these older facilities as we can while still having a rig large enough to live in and work out of. We looked at some New Horizon 5th Wheels recently and we think these compare well with higher end Class A DP offerings. It could even be argued that the interiors are more spacious and livable with higher quality construction and more internal storage. Given our initial plans to visit older/smaller campgrounds, we're trying to determine if a large 5th wheel is really practical and can compete with a similar sized class A solely on maneuverability. There are **many** other differences/tradeoffs between the two, but this maneuverability question is the hardest one for me to figure out right now. Given our game plan, it's an important one for us. Some are saying the 5th will always be more maneuverable and others make it seem like the class A is easier when considering these older facilities. What I'd REALLY like to see is some drone video of a 5th wheel and a class A getting parked into a few different types of tight spots :-). Thanks again to all for your input.
  15. We have a 35' (bumper to tongue) TT now and pull with a Ford Excursion. We are considering a 40' class A and have widened the scope to similarly sized 5th wheels with an HDT as a tow rig. 1) Can anybody give me some insight on the maneuverability of a 5th wheel/HDT (~40') combination vs a 40' diesel pusher with a 50-60 degree wheel cut? 2) Is maneuverability/size the only issue with respect to finding campgrounds, or does the need to find HDT friendly campgrounds extend beyond that? Thanks!
×
×
  • Create New...