I suspect you are not getting that data rate all the way from your provider connection to whatever is your Netflix box. For the past five years, I've not have had Netflix fail to keep up with my connection (without the service totally shutting down). If it goes into "buffering" the bottleneck is someplace between you and the network server.
Bottlenecks can be anywhere, and all I can offer will be a few examples that might suggest what to look for locally.
I've done Netflix fine with a solid reliable 3Mbps cable connection, feeding through my 802.11b/g/n- n300 WiFi router/switch to a wired connection into a BluRay player, a wired connection to a computer, a WiFi connection to a computer, and a WiFi connection to a ChromeCast device. All the wired connections are running at least 10 Mbps, but not over 100 (limit of router). WiFi devices, all are at least 802.11g. NF has been running on "automatic" which means they measure my bottlenecks and don't try to send more than I can handle.
Cable co upgraded my plan to 50 Mbps, but fastest my modem can handle is in the 12-17 Mbps, but that was enough for NetFlix to run me up to full HD, and send me 480GB of data the first moth after upgrade. None of my downstream bandwidths increased, and by then all my watching moved to The ChromeCast, i.e. 802.11g or n WiFi speeds (54 Mbps max, 20 Mbps typical). FWIW, my WiFi router is within 20 feet of the devices using it, no obstacles.
OTOH, my kids have been on DSL, everything through WiFi, and they have a lot of buffering problems. One possibility, ATT is not delivering on the DSL. Another, WiFi traffic or physical obstacles are slowing the WiFi connection. A single 802.11b device will slow traffic to that standard, if the access point is single channel, so nobody runs faster than 11 Mbps, and everybody is competing for a share of that. BluRay player, one or two laptops, a tablet or two.
Another, at my late brother's house, connection was through cable rated 10 Mbps, feeding single channel 802.11b/g/n WiFi. Router/access point on 2nd floor, all users 1st floor or basement. If we had one video streaming device, a couple of smart phones tapping WiFi, one or two laptops running, there would be no problems streaming NetFlix. But get all the siblings, nieces and nephews there connecting there smart phones, tablets, PSPs et al, somewhere between 10 and 30 devices the WiFi network would get saturated and nobody could do anything. The router would even start dropping connections.
which makes me wonder. Is your ISP actually delivering the bandwidth advertised (e.g. mine is delivering about 1/5 of what I'm paying for)? Is your local network letting that bandwidth through (especially if iusing WiFi where a single device can slow it all down)? If you are using WiFi, do you have so many devices tapping your connection that not enough is left for streaming video?
A 300 HP B-series Cummins is not "typical" of DPs iit is minimal. A Freightliner 26,000 pound chassis with a B-series will usually be rated to tow 5000 pounds. That's what you'll have on a diesel Bounder or many other entry level DPs.
What is typical for diesel pushers is a powertrain rated for 50-100% more torque, a heavier Allison transmission, and a tow rating of 8,000 to 10,000 pounds, or at least that much difference between GVWR and GCWR.
Some entry model DP lines would have an engine/transmission upgrade option to get more chassis capacity (usually to a 7 liter Cat or a MBE) but Fleetwood did not do this with the diesel Bounder.
Actually, while A gassers are usually rated at 3500-5000 based on the hitch installed, the smallest motorhomes on Ford's F-53 chassis might have more than 10,000 pounds towing capacity, because all chassis from 14,700 to 22,000 GVWR shared a 26,000 GCWR.
Depending on just how you plan to use it, the choice might be "fifth wheel plus tow vehicle" vs "motorhome plus towable dinghy."
When I am just travelling and staying one place no more than a night or two, the motorhome works fine. When I am staying in one place three nights or more, I want another vehicle to get around. That has meant the purchase and maintenance of a second motor vehicle for use as towed vehicle, as my pattern of RV use has changed since my wife's death.
So if you are thinking about a fairly large RV (fiver suggests that) and staying anywhere for a while, cost comparisons should probably include a towed vehicle for the motorhome option.
I believe that one was made by Carriage RV, during a brief period they got into the motorized RV business. Knowing how well made and durable their CarriLite towables were, I would have expectations of a well constructed house.
Tour buses are made in all sizes, most as custom builds, but it is a different market from RVs. Those built in class C sizes are usually used by coach services that transport a lot of smaller groups for short tours, mostly with seating and small kitchen and or bar facilities.
Dynamax used to make some standard model touring coaches in the 22-28 foot range, which were sold through RV dealers but seldom purchased for dealer inventory. I'm not sure what they have in their current model lines, a new owner seems to be taking the brand more into conventional RVs.
What can be custom built depends on what you might be willing to pay.
Manufacturer was Dynamax, premium product lines mostly. Isata name was used for smaller models targeted for use traveling more than camping; this makes a difference about where the money gets spent.
Dynamax is now a piece of Forest River, and the products have been changing, so don't necessarily expect information about new ones to apply to old ones.
As it is a Tracfone, I suggest going to the tracfone.com web site, find "data services" and see what tracfone has for you to download.
TracFone does not do all things the way other sellers of mobile service, since they are reselling the services of an actual provider (at least one of several) and they are metering the service units with software on your phone, rather than keeping track centrally.
I think you have to be a Tracfone data services customer, for apps on a smartphone. That may now be an extra service you buy, in addition to "minutes" which are actually a measure of something else.
I know that data transfers on my non-smart TracFone are handled by converting "minutes" back to the dollars based on how I bought them, then converting the dollars into kilobytes of data service. But the only data transfers I do are pictures and videos, handled by MMS, which the major carriers formerly billed as a separate service from what they called "mobile data."
If you want pay-as-you-go with extensive data services, I recommend buying directly from a provider (ATT, Verizon, T-Mobile have pay-as-you-go data services) rather than going through Tracfone.
Since you'll likely be shopping used, it just depends on what kind of car you want to tow.
Mid-size sedan? If the Malibu works OK as a car, why not another used Malibu? My sister has gone through a couple of them, 150 mile daily commutes, a replacement Malibu every 200,000 to 300,000 miles. Or any of the Saturn/Pontiac/Oldsmobile/Buick shares of this GM mid-size platform. Used GM mid-size tend to sell really cheap, that's why my "works for GM" family in Michigan keeps buying them.
If you want to downsize to compact, then Cobalt, the Cavalier that preceded it, the Cruze that replaced it. Or HHR, the retro wagon on Cobalt platform. Saturn, Pontiac and Oldsmobile brands got platform shares.
Subcompact hatch? Honda Fit with manual or automatic, Toyota or Nissan subcompacts with manual transmission only.
Compact to Mid-sise SUV? Chevy Equinox or Saturn Vue, GMC Terrain on same (Malibu derivative) platform (though SUVs tend to be more expensive than sedans). Or else in this size the ubiquitous as towed vehicle Honda CR-V.
I lived in Orlando two years, and yes, July is ridiculously hot for anyone accustomed to northern summers. But no hotter than June or August; not much hotter than May. Rains will cool most afternoons or evenings. But in Florida, we lived much of the time out of doors despite the heat, and our car did not have air conditioning (nor did my grandfather's Central Florida house for the first 20 years after he retired there). I rode my bicycle too and from work, even in summer.
That was a "coming from Michigan" experience. Living now on the Great Plains for the 33 of the past 35 years, Florida does not seem so ridiculously hot. Now we sometimes see highs over 100 F for two to two and a half months, and often no rain for that length of time. We still go camping, sit outside in the shade and sweat.
Whether or not your U-joints have grease fittings will depend on what the RV manufacturer (or his chassis supplier) did when a new driveshaft was built up for the chassis stretch. All most all C motorhomes on E-450 get a chassis stretch because it comes OEM in only two wheelbase lengths, the longest of which is too short for most motorhomes over 24 feet long.
What dows "severe thunderstorms" mean where you are located.
Here, I lower than antenna and pull in the slideouts, because it can mean straight winds exceeding gale force, and gusts over 80 MPH. That is enough to bend an extended antenna, get under slideouts and awnings, and tumble some lighter RVs. To say nothing to having trees fall on you, been through that too.
Generally if severe thunderstorms are forecast for someplace, I will try to be someplace else, if I am in my RV. I've cancelled some campouts on forecast. Last may, tornadoes ripped through the park we would have been in, and I was happy that I had cancelled.
Other places in the country, forecasters might call lesser storms severe; here on the plains it means hunker down in the storm shelter.
2004 29B, hitch was up-rated that year to 5000 pounds but still 350 limit on tongue weight.
I now flat tow a manual transmission Honda Fit (about 2500 pounds).
Before that flat towed a manual transmission 2001 Ford Ranger (regular cab Edge trim, about 3200 pounds). The Ranger was heavy enough to push around this RV on very tight curves (e.g. marked 15-20 mph) if I tried to take them close to the marked speeds. 29B model has a very long rear overhang in proportion to the wheelbase, you have to tow gently.
Your only realistic option for towing that particular car is a dolly, unless you can upgrade the hitch. Putting a 3100 pound car on a trailer will exceed ratings for tongue weight and leverage weight off the front axle, and the 29B is already too light on the front end with normal loading.
13 pins??????????? Wow...what could you possibly need 13 when 7 is more than enough?
Different vehicle lighting codes from US DOT. Turn signals cannot share bulbs with brakes lights, rear fog lights are required on all vehicles, side markers are separately switched (on each side) to serve while parking along a street.
My SIL bought my compact truck when I moved to China, then shortly after he was moved to the UK and wanted to take the truck with him. Before the truck could pass MOT inspection it had to be converted to UK lighting standards, then on bringing it back had to convert it back to US DOT.
This has been going on for a long time. When I was in service 45 years ago, cars we bought in Europe had to be converted from German, Italian, UK or French lighting to US individual state standards. Germany was already using the rear fog lights, having that one installed and connected was illegal in almost every state. At least now they've harmonized the standards within the EU.
I live far enough south so that I don't snowbird all season, will just go somewhere warmer for a month or two (January and February). So I leave sometime after the New Year, and am usually home before the end of February, because I might have to be doing Spring cleanup on my properties that early.
Sometimes I take the RV to Texas Hill Country, the southern Texas coastal plain or the Texas Gulf Coast, but my snowbirding isn't always by RV. I might take a long tropical cruise, or fly to a warmer destination. RV snowbirds are just a fraction of the people around the world who migrate with the seasons, most do it sticks and bricks. I also go to the Mississippi Gulf Coast, but not yet with the RV, since I when I was going I had a daughter there to stay with (same for San Antonio).
My cousin snowbirds by RV. His summer home is in the northern Lower Peninsula of Michigan, more comparable to Wisconsin. He leaves for Florida at the beginning of October, takes a couple of weeks to a month to drive down, stopping in places like Destin or the Nature Coast along the way. His destination is Fort Myers, same RV park year after year, to connect with the same group of motorcyclists who spend the winter riding around South Florida. He doesn't come back north until May or June. I don't know how many other places he has tried, as he has lived and worked in Florida, Southern California and the desert Southwest. It is the personal connections that take him to Florida.
NE Oklahoma, NW Arkansas, SW Missouri is also RV snowbird country. We start getting a lot of people from the northern plains (the Prairie provinces and northern tier states like the Dakotas and Minnesota) in September, when it is still as warm here as it was in Summer where they come from.
Many stay here through October, some into early November, then move down into East Texas, southern Arkansas, northern Louisiana, and the Texas hill country, waiting until the Gulf Coast or the Rio Grande Valley cools off before moving further south. So RV snowbirding doesn't need to be one big move, you can move gradually and stay in places where the climate is what you like. That's a big advantage over the S&B snowbird who has a house in Connecticut and one in Palm Springs, or a home in Green Bay and the other in Naples. They have to choose between staying until it gets too cold or going while it is still too hot at the other place.
So if you start moving early, a good place to stop along the way is Grand Lake O' the Cherokees in NE Oklahoma. We like the community around Grove, on the east side of the reservoir, and usually go to Cedar Oaks for October and November "campouts" but there are other decent RV parks too, and at least three state parks on this reservoir.
Then maybe down to Pat Mayes Lake, Lake Texoma, or one of the other reservoirs in north central Texas. After that, if still headed toward the Rio Grande Valley, go to San Antonio (RV park we use is Traveler's World but there are more resort-like places over by Sea World) or Fredericksburg. If headed toward the Texas Gulf Coast, next stop after northern Texas could be the Houston area (if you are into big cities), Galveston for the closing of the season at the beach, or on down to Port Aransas/Rockport area which is for some their ultimate winter destination rather than the RGV.
If going to the Mississippi Gulf Coast, enroute stops could include the reservoirs in NW Arkansas (around Rogers), the Ozarks, or on the Arkansas River around Russellville to Conway. When time to move on from that, there are some nice RV parks in Arkansas Delta Country. During planting and harvest seasons these are there for seasonal workers, but after the workers leave the same parks become snowbird resorts. A particular area I'm thinking about is around Lake Village, just west of the crossing into Greenville, Mississippi. Then the next move, Greenville to Gulfport/Biloxi or on over to Gulf Shores in Alabama, is less than a day of driving.
I think I've given the idea. I can't help with details down through Illinois, Iowa, Kansas or Missouri because I am starting more to the south. Maybe about a day's driving north of Grand Lake or the Rogers Arkansas area, I would choose to stay for a while at Lake of the Ozarks, or in the Hannibal area, maybe also Mark Twain Lake. But no later than late September, early October that far north.
A final thought on this migration. Most of the people who come through this part of the country are seniors, and have the senior pass for Federal recreational properties. They stay at Corps of Engineers recreational access facilities for $8 to $10 a night with their senior discounts. Two weeks at each facility, then move on. You can do this all through the valleys and tributary areas for the Mississippi, Missouri, and Arkansas rivers, where a huge network of flood control reservoirs are managed to keep the Mississippi navigable. The places are not fancy, don't have camp stores (you'll need to go into a town to shop) and do have seasons. But as you go more to the south, the seasons are longer. You just have to do your homework to time your gradual migration to use the head and tail ends of the season. E.G. where I am, most of the Corps campgrounds open April 1st and close the last weekend of October. This is because the volunteer work-campers who staff these parks are also snowbirds and want to be moving with the climate too.
It is dry and windy, pretty big stuff can get blown into the traffic lanes.
Texas does a thing with driving on shoulders to enable overtaking, and this throw a lot of trash from the shoulder into the road.
It is not just the RGV. Houston/Harris County is just as bad for getting windshields hit, my experience.
If located in Florida and not validly tagged as a vehicle it becomes subject to Tangible Personal Property Tax (annual tax return required). You are not supposed to do this, Florida would rather have the vehicle registration fee.
In some counties an assessor might try to tag it as a mobile home (which might be less expensive than tagging it as a vehicle) but that is stretching the law to move the revenue from the state to local government.
If you put it on land you own, put it on blocks, hook up to utilities, it can become real estate. It will then be taxed as such, locally.
It might be useful to tag it in Florida, rather than Delaware, since you can handle tag renewals on-line. When my brother snow-birded sticks and bricks between Michigan and Florida he registered his Florida vehicles in Florida, his Michigan vehicles in Michigan (his domicile).
But this doesn't solve all problems. I'm still trying to work out how to get some things in Florida through probate because Florida did not accept the Michigan will rolling all property into a trust.
While you are at if, also have a custody document prepared. It can help if your are in a law enforcement contact situation and relationships need to be defined. This is no guarantee, as child services will take children from even their parents, but it helps remove relationship ambiguity as a reason for doing so.
Maybe not a B, as it probably went to the step van builder as a COE cab-chassis or nose-chassis. Not sure though, as Ford could have been building their own step van bodies, or owned a subsidiary to do it, from the pre-war era. 1950's was at the end of the era of Ford's obsession with vertical integration, when Henry II was radically changing the way the company did business after his grandfather's death.
First Ford van that got B-type conversions was the Econoline introduced in 1961 on the Falcon platform. The camper conversions came real early, were usually built on the wagon rather than the van, and were sold through Ford dealers.
This step-van conversion is commercial. The later cab-over is an interesting touch, looks a lot like the one we had on our 1960-built Corsair travel trailer. But if I were buying this for historical value, for a museum collection, I would probably prefer not to have a modification that drastic.
A lot of things about this remind me of that first travel trailer. Boxy cabinetry, metal sink, wall lamps. It is hard to tell whether one of those tall cabinets is a toilet. Ours was in a cabinet that size, right over the single waste tank, gaucho seating to double as sleeping area.
We had a LPG-only fridge rather than ice box, a LPG vented gravity wall furnace, and two LPG mantle lamps, the rest of the lighting 12V borrowing from the battery the tow vehicle. Instead of a hand pump, our fresh water tank was pressurized, with a Schrader valve in the fill cap so that we could use a bicycle pump.