Good thing you weighed it, most folks seem to feel it is unneeded.
By the by our TT is dual axle, and wheel under fridge is 20% heavier than other 3 when leaving on a big trip with fridge stuffed. Weighing by axle shows no problem. From what I've been told by folks who do 4-wheel weighing on TT's, there is VERY OFTEN one heavy wheel.
Chuck
Wonderful Wife
Lovely German Shepherd.
1999 Mercedes ML320 TV
2003 Wanderer 187TB Toybox (3620# UVW, 4800# loaded) Not yet camped in Hawaii, 2 Canada Provinces, & 2 Territories. I can't be lost because I don't care where this lovely road is going
I would empty the coach and weigh it. Check with the chassis manufacturer if they have specified a limit for side to side imbalance. The chassis manufacturer certifies the chassis based on limits to the weight distribution in the coach. If the box manufacturer exceeded the chassis specifications, your coach may not be DOT approved - as in violated the law by licensing the vehicle.
Sully wrote: Until that corner is so heavy that it EXCEEDS that corner's air bag's capacity to LIFT...you wont see any sag ( with air ride) I have no idea what actual capacity those air bags have..but its a bunch..you can bet on that! That doesnt address any stresses that the off balance / heavy corner might be putting on other items...but as long as you have air pressure..the coach is going to be level when aired up.
That is an excellent point, and I hadn't thought of it that way. Not like springs and shocks only, where you might see some difference. Still don't know of anything to do except keep an eye on it, and do all I can to move stuff to the other side. Thanks.
The first time we weighed our DP, we were off 410# in front and a staggering 2580# in the rear. After relocating my tools, spares and our stash of bottled water we weighed it again: 310# on the front axle and 690# on the rear axle. Much better. I made some adjustments in how I stowed things in the basement, and we went back to the scales. Practically a bullseye: 40# in the front and 20# in the rear. Happy campers.
We weigh our coach one time empty, just so we know what our empty weight is.
Otherwise we always weigh the coach loaded exactly as we drive it. We also weigh the coach on the first day of every major trip as a double-check--we are fortunate to have a state police weigh station not too far from home. The station is usually closed and is set up so we can get side-to-side weights in addition to the usual axle weights.
Steve & C. J.
"Gracie" the Rough Collie & "Bo'sun" the Bichon Frise
Just another point for the next time you weigh.
If you fill your fresh water tank, then you really don't need to fill your black and grey tanks. Rarely will you ever travel with all the tanks FULL.
I usually travel with a full fresh water tank for a better ride, but I am not goint to do that this coming season.
Happy Trails.
ITCHN2GO,Seaford,VA
02 Winnie Adventurer 35U Workhorse
1 Beautiful Wife, 2 Beautiful Dogs
TOAD 04 FWD Vue Ready to Go
"It all depends on who you talk to"
Daveinet wrote: I would empty the coach and weigh it. Check with the chassis manufacturer if they have specified a limit for side to side imbalance. The chassis manufacturer certifies the chassis based on limits to the weight distribution in the coach.If the box manufacturer exceeded the chassis specifications, your coach may not be DOT approved - as in violated the law by licensing the vehicle.
Since when?? They will specify FRONT axle max weight; REAR axle max weight and GVWR for the whole rig...period. They "auume" the box maker will spread the loads evenly ( which of course they dont..or rarely do)
I dont even think its even possible to EVENLY distribute the weights when you have a dual front slide...single rear slide model rig. SOMETHING somewhere is going to be out of balance????
2000 Country Coach Allure; Cummins ISC 330 HP; 71/2 - 8 MPG regardless
2002 Jeep Liberty
Sully wrote: Until that corner is so heavy that it EXCEEDS that corner's air bag's capacity to LIFT...you wont see any sag ( with air ride) I have no idea what actual capacity those air bags have..but its a bunch..you can bet on that! That doesnt address any stresses that the off balance / heavy corner might be putting on other items...but as long as you have air pressure..the coach is going to be level when aired up.
That is an excellent point, and I hadn't thought of it that way. Not like springs and shocks only, where you might see some difference. Still don't know of anything to do except keep an eye on it, and do all I can to move stuff to the other side. Thanks.
STeve: MANY of "us" suffer similar fates even though maybe not as extreme as your case. My own coach has a long single galley slide on the drivers side..along with my diesel genset. Opposite the genset on the passenger side is a 40 gallon LP tank. Now..what can I "move" to redistribute weights??
And even though what Im about to say flys right in the face of many who propound the concept of inflating tires to JUST CARRY THE LOAD and nothing more…here is the workaround for “our situations”.
Assume the weigh scales are dead-on accurate..no + or – whatsoever. Inflate your tires to their MAX inflation which will permit you to carry the tires maximum capacity…BUT..this will only “work” if..IF..the amount of weight you are carrying DOESN’T exceed that tire ( or set of tires) maximum carrying capacity!!!
( If at max inflation your rear duals will carry say 10,000 pounds..and..you actually have say 11,000 on them…wont work…you’ll have to dump something?? Overboard or shift ??something??)
Of course whatever inflation you have in the tires on one side you MUST have in the tires on the other side..but of course not front to back inflations. Some people swear they can tell the difference in as little as 10 PSI difference in inflations as far as rough ride goes ( on air ride now..?…yeah! sure they can!!) so be prepared to install Koni shocks if you do feel the ride has gotten harsh.
Of course when it comes to “storable loads” down in the basement..do all you can to get HEAVY stuff moved to the lighter side to help out..but you may be in a situation where there is nothing you can do to get really really close to even loading.
Sully wrote: Of course whatever inflation you have in the tires on one side you MUST have in the tires on the other side..but of course not front to back inflations. Some people swear they can tell the difference in as little as 10 PSI difference in inflations as far as rough ride goes ( on air ride now..?…yeah! sure they can!!) so be prepared to install Koni shocks if you do feel the ride has gotten harsh.
Of course when it comes to “storable loads” down in the basement..do all you can to get HEAVY stuff moved to the lighter side to help out..but you may be in a situation where there is nothing you can do to get really really close to even loading.
The batteries! Forgot they are right on the heavy tires. That has to be, what, at least 300 lb. Combine that with the Heat pump, furnace, water heater, the whonkus fridge, etc. and there ya go. Can't move any of that.
SteveR, I've put everything possible heavy to opposite and don't think I'll be as lucky as you.
Sully the slide on the right is more shallow than the other two on the left, just more heavy stuff on it I guess. Good news is I don't think I'll exceed the rear GAWR but there's still gonna be over 1K difference. Good point on the tires, I had been running 105 front and 100 rear. According to the chart the left only needs 90 front and back, and 105 f-b on right. So now I'll need 105 min. all round, and the left will be harder than necessary. 110 max on sidewall. 'Least easier to remember.
I think Wienerbagle laid a design egg, but not too bad. It still handles okay, and the layout we wanted and like so much may be worth it if I don't get any surprises later regarding the chassis or tires.
Sully, Ford does specify side to side weight distribution, front to back distribution, and center of gravity. These are specified as a percentage. I stumbled on a PDF file when researching vehicle title year vs release date and how that is specified. It is a specification that Ford publishes as part of the DOT chassis certification. The vehicle must fall within Fords specs, otherwise the final manufacturer takes full responsibility for everything including pollution requirement test. Its an all or nothing certification. I doubt the coach manufacturer is doing their own DOT certification unless they build the chassis. I'm sure all chassis manufacturers have these same specifications, its just that Ford actually publishes theirs online. I'll see if I can find it again, it was rather enlightening.
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