Some "overthinking" going on here. The tire manufacturer engineers have already looked at these factors and taken them into consideration when the published the Tire Inflation Charts.
Weight the coach (4 wheel position best). Use heavier wheel position on each axle to to to the chart. The chart number is the minimum PSI for that weight. Add 5 PSI to it for a safety factor. Adjust seasonally with big swings in ambient temperature. PERIOD.
Again "cold" pressure is pressure at current ambient temperature-- be it 30 degrees F or 100 degrees F. Same for all tire manufacturers.Brett, the problem is that 4 corner weighing is not available to him, so he needed some alternative confirmation that he was OK.
If its against the law ( many places) to drive down the road with a cell phone to your head....why is it "supposed to be" OK to do the same with a CB ?
CB's were exempted from many cell phone laws thanks to the trucker lobby.More than that, CBs have a legitimate use on the road, often communicating about disabled vehicles or other localized potential hazards. Cell phones do not have this function. Yes, they can call the police for an emergency, but that is specifically exempted from any cell phone laws. (at least in IL).
You know one other issue that is a consideration is if the OP needs to use a significant drop hitch. That would change the frame stress. If a drop hitch was required to get the tow dolly angle correct, that would probably cause me to be against the idea.
TPMS is probably a really good way to compensate for the lack of 4 corner weight. As long as the tire pressure rises the same on either side (assuming a cloudy day), then your side to side weight is pretty close. You should probably make a note of the weather conditions and the tire pressures, that way you have a point of reference to work with. You stated you are headed to FL, so the tire pressure will rise. Also keep in mind that your tire pressure will rise with speed. You may hit places where you find yourself driving faster as a result of higher speed limits and light traffic.
So, he shouldn't be towing even at the rating in that case right?If 700 lbs over is the difference between breaking the hitch or not, I don't want to be anywhere near that coach even if its not towing anything.
Structural limitations for towing a trailer are tensile, compression, flexural (up and down) and flexural (side to side). Tensile and compression are a non issue, as one is not going to be remotely close to those limitations. Up and Down Flexural is eliminated from the tow dolly. Side to side is reduced by the tow dolly. No doubt the towing limitation is a calculation made by GM, not the coach manufacturer. As soon as you screw a floor to the frame, you have significantly strengthened the side to side support of the frame. You can bet no one accounted for that addition, as the coach manufacturer is not going to go to that much trouble. So the only structural stress that a tow dolly will put on the coach is compensated for by the flooring. Probably the biggest concern would be drive train stress, which is the one thing the OP as complete control over. I think I would be inclined to do it. Pick travel times and routes where traffic is light. And most importantly DO NOT REPORT BACK TO RV NET that you went ahead and did it.
Sounds like a lot of folks on here know more about towing and laws of physics than any of them dumb old engineers anyway, so go for it. If you're stopped or have an accident, just tell 'em the guys on RV.net said it was ok....that should work......DennisThe difference between the "dumb" engineers and the laws of physics is that the laws of physics are not governed by marketing. In other words, no RV manufacturer is going to bother listing the 20 different ways you can tow something, and specify a different weight rating for each method, even though if one were to do a complete analysis, several different weight limitations could be legitimately published. They publish a one size fits all, to avoid confusion.
Dave, that was sarcasm. This is one of the silliest weight police holidays I have seen to date. A tow dolly with brakes and almost no tongue weight carrying 1/3 of the weight of the motorhome with a frame possibly re-enforced and a couple hundred over the hitch rating :?Oops:o
So you answer this question, which puts more stress on the frame, towing at 3500 lbs for 200,000 miles, or towing at 4200 lbs for 1500 miles?
The answer apparently is that as soon as you pull out of the driveway a couple hundred lbs over the hitch rating, you have instant and massive failure of everything. It doesn't even matter if the poor guy has a re-enforced frame or not.That thought process is silly. Metal fatigue happens over time. The extra weight is in no way close to actually bending something pulling out of a driveway, especially with no tongue weight. The load is tensile and compressive. There is a small amount of side to side stress that could be greater than the original design, however the side to side load would be prevented from excessive movement because of the coach flooring.
Really? Now we have to cite documented cases where an overweight toad contributed to an accident to justify why you shouldn't do it after knowingly being over the parameters? and BTW - I am sure there are countless accidents caused by inability to avoid or stop in time due to an overweight tow vehicle. I am sure there are hitch failures. Why would you knowingly do it? It makes little sense. I don't get it, I try and do thing sthe right way not look for "wiggle room". If something happens, you are negligable and at fault. Plain and simple. I don't like to take long trips with my fingers crossed. I'd rather know I am doing things the right way and staying with the parameters for which they are designed - and rated. The numbers are not made up, nor are they arbiitrary. OP - do what you want. I am not sure why you even posed the question. You know you are over and ask if it's ok anyway. It's not. Mistakes are one thing, knowingly doing the wrong things and putting others at risk for your convenience is really dumb and inconsiderate.Yes, Really. So you answer this question, which puts more stress on the frame, towing at 3500 lbs for 200,000 miles, or towing at 4200 lbs for 1500 miles?
Has there ever been a documented case where an over weight toad has caused an accident or even record of a damaged frame?
BTY: It would be good to see if one could find out what the limiting factor is in the tow rating. Often times the limitation is tongue weight do to the fact that excessive tongue weight will lift the front end, which dramatically changes the front end alignment, creating unsafe handling. When I first put my motorcycle on the back of my coach, I had some additional things that contributed to the extra weight on the rear. Even though everything was within spec weight wise, it was a handful to drive. I found a way to remove 75 lbs from the rear, and put it on the front. Just that 75 lbs made a world of difference. If the limiting factor is tongue weight, a tow dolly has very little.
He also mentioned, as an idea to anyone "in a bind", that there are alternatives if the alternator stops working and need to get from point A to point B. Can run the generator with jumper cables from the house batteries to the engine batteries. The generator would keep the house batteries charged, while the jumper cables would keep the engine batteries charged from the house batteries. Might work also if use solar panels.I've done that on a 500 mile trip. It was working great till the generator cut out because I was low on fuel. Oops. Panic trying to find a fuel station. Easiest way to test the alternator is turn the headlights on and confirm it maintains voltage. I fired up the RV to get ready for Easter. In the context of this thread, I hit my headlights and anything else I could turn on. The voltage blipped 1/10th of a volt and came back up to 14.2 volts. The battery was a little low from sitting for 3.5 months, as it normally sits at 14.3 volts.
If these calculations are correct, he should be able to smell that much loss by walking around his rig.
I wonder if by topping off the tank at home using his portable gas can, he may be covering the internal vent line in the tank with liquid gasoline. As the temperature changes, this raw gas escapes out the vent/charcoal canister. Unless we live next door to a gas station, most of us probably burn a gallon or two just getting back home after a fillup and therefore have a little air space in the tank.
In other words, it might not be possible to keep a gas tank completely full in an unstable environment without somehow sealing the vent lines.
That was my thought, they had a add on TV here in Vegas for a few years about not topping off your tank at the pump, when the pump clicks off that's all the fuel you need, the rest evaporates off and causes our air quality to go down during the summer, maybe his fuel lost is from filling over full with a portable gas tank every 2 weeks..That assume that you don't burn off the excess driving home from the gas station. It could be that he burns a 1/2 gallon round trip, and the other 1/4 goes into the canister. The canister is purged when you drive it, so it does not build up stink, when working properly.
I would also suggest another possibility. He could have a stuck injector. The expansion of fuel in the tank will push through a leaky injector and drip into the intake. Since it is burnt off, it goes unnoticed. I would look down the intake. Turn the key, which will turn the fuel pump on to build pressure. It also pulses the injectors. Once the pulse is done, look and see if either injector drips afterword. If it does, the injector is sticking partially open.
Why don't you come up with a better mouse trap and put the 'man' down, dude?There is. You can purchase a much heavier duty aftermarket cooling unit that takes much longer to rust out and burst. It costs more money, so most people won't bother to buy it.
The problem occurs when you end up with a pulsed DC output. The regulator has a relatively slow response time ie high frequency noise filtering. This means that it will react to an average voltage of the pulsed DC, rather than the peak voltage. The average voltage is going to be .707 of the peak, which means the peak voltage will be 1.4 X higher than 14.3 volts. That is around 20 volts peak comming out of the alternator. Depending on the output diode ratings, the output diodes may be OK with that, or that might make them a little unhappy.
When rectifying AC to DC, one uses some sort of storage device (capacitor) to store the voltage and supply current inbetween the pulsed output. That capacitor will charge up to the peak voltage, and assuming it is large enough to handle the load, will only discharge slightly. In the case of an alternator, the battery is the storage device and charges to the peak voltage. This means that the regulator is seeing the full peak voltage out of the alternator, so it regulates to 14.3 volts.
With so many fires, and product failures, how can Norcold continue to do business? Also, have you ever called their service center for assistance, talk about rude.You can say the same thing about our government. Ironically the answer is the same for both - no competition, its too hard for newcomers to break into the market. You are stuck with with what the system will provide. At least with your fridge, you have the option to replace it with a completely different type.
Not trying to start a political rant, just an observation of the limitations of the way the not so free market works.
With a meter connected to the alternator, turn the headlights on. You should see a dip in the voltage, and then see it recover for the most part. It may go down a couple of 10nths, but not much more. If it does not recover, then suspect the alternator. If you want a comparison, do the same test with the engine off. that will verify if the alternator is charging, or if it finally died. (You may have killed it from the earlier bad sense wire connection)
A Motorhome is built on a truck frame, it is a truck. How silly is your argument that you can't turn right from the left lane. Make your lane change and turn right. The traffic direction say drive in this or that lane not turn across traffic.
In my precinct your life and driving if it is a indicated would have put you and your MH in jail. I had zero tolerance for those thinking laws were for the other fellow. Drive in wrong lane, get a citation, mouth off, go to jail and have MH impounded.Wow, I have great concern for a cop that would have that kind of attitude. You have been made aware of a Supreme Court ruling, yet you have stated that your would ignore that Supreme Court ruling and choose to interpret the law in the way that you see fit. I guess I would have hoped that our law enforcement officers had better integrity than that.