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Old 01-12-2018, 06:54 AM   #51
flybouy
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Quote:
Originally Posted by JRTJH View Post
I do the same as flybouy and I leave the truck idling while I do my checks. I feel this is VITAL to turbo health. Cutting off a hot turbo will "cook the oil" in the bearings and lead to early turbo failure. Every Owner's Manual I've ever read warns to idle the engine after heavy use to allow the turbo to cool down prior to engine shutdown. In fact, some truck brands offer an optional "engine idle program" that allows you to remove the key and the truck will automatically shut down after a specific time elapses.

It just makes sense (to me, anyway) to let the turbo cool down, check the tires, lights and security of hitch and all accessories (awning, slides, bumper, doors, etc) at every stop.
JRTJH I omitted that part of the process but I also let it idle. At rest stops the DW goes potty while I do my walk around. Then I walk the 2 Brittney Spaniels. By that time she returns and I go to the relief station ( we use the camper's, one of the things we liked is the outside bathroom door, easy access ). Then we're back on the road, everyone refreshed!
Edit - forgot to mention but if the road was particularly rough or winding I'll open the front door and have a look see to make sure things are where they belong. Don't want a partially dislodged tv mount or can of beans to become a ping pong ball inside. Maybe it's overkill but I look at it protecting my investment .
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Old 01-13-2018, 01:55 PM   #52
CWtheMan
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About keeping the selling dealer honest about cargo weights at Pre Delivery Inspections (PDI).

My information here is dated from the major Federal Motor Vehicle Safety Standards (FMVSS) rules changes dated 2007.

There is a lot of anecdotal information about RV trailer cargo loads and how they are measured. The safety standards are quite explanatory about cargo and who is responsible for it’s accuracy up until the unit changes hands from the dealer to the consumer. References FMVSS 571.110 & 571.120 are a must read for those most interested. Placards and their locations are described in 49 CFR part 567 (certification). All of those references have brief descriptions about how the numbers are applied.

Probably the most often misquoted information is about propane and batteries. Anything that is installed at the factory is accounted for with the trailer’s Unit Vehicle Weight (UVW) when it leaves the factory. That includes propane systems and the weight of full bottles/storage tanks. All water weight is cargo. If a dealer installs a battery (s) there is no adjustment to the cargo unless the battery (s) weighs more than 100# or they are combined with other equipment (options) that together weigh more than 100#.

When a unit is on display and has had no options added since it left the factory it’s weight information (UVW) should be correct. However, if the dealer has added options, the proper term for the trailer’s weight at that time is Gross Vehicle Weight (GVW). Dry weight is a term used before 2007 and would be the same as UVW.

I strongly recommend browsing the references 110 & 120. They give specifics about placard locations and how they are to be modified by the dealers. You don’t have to read the whole document. The cargo info starts at about paragraph S10 in both documents. Just type their basic number (571.120) into your computers search engine. The law document may be easier to read but the government document is official.

So, what has all that to do with tires? Weight, excessive, causes tires to go BOOM.
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Old 01-15-2018, 09:45 AM   #53
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RV Trailer Hitch/Tongue weight:

Because the trailer manufacturer publishes a recommended hitch/tongue weight it generates questions about itís validity. Mostly from new owners.

It is a valid recommendation. With extreme care in balancing the trailerís cargo loads, the recommended hitch/tongue weight will work. If it could not be balanced out, the trailer manufacturer wouldnít be allowed to certify the trailer until it was worked-out.

So the recommendation is not hypothetical. Itís just not practical once you get the trailer home and start loading it. Only the owner knows what they are going to carry as cargo for each trip they make and they are sure not going to load to a tongue weight ever time they move the trailer. So, a ballpark figure needs to be established. It comes from experience and how the owner loads the trailer. After a few times at the scales or with your own tongue scale you can get the average tongue weight you carry.

You might ask, why does the trailer manufacturer publish a hitch/tongue weight? Itís a mandatory weight requirement they must use to ensure the GAWR axles have the necessary load capacity to support the trailerís GVWR. In simple terms it goes like this. The published hitch/tongue weight, when added to the trailerís total certified GAWR weight (s) must equal GVWR.
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