The Age Old Question, How Many Pounds Of Air Shall I Put In My Tires?

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Well sir, I have never been accused of being terribly smart and politicaly astue, so here I go jumping from the frying pan into the fire on a subject that some have said in the forums is a dead horse and beaten to death. But there is more to the tire pressure story than just when will it fail or blow up. Or how much pressure to ad and when.

We all know that a tire that is under inflated will use more power to make it roll than a properly inflated tire. That is because of these factors:

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Practical Motor Home Inverter Applications

Two weeks ago week we looked at the type of inverters commonly used in motor homes.  This week we will touch on applications of inverters in our home on wheels.   We will deal with integrated types only, generally these are 2,000 watt output and larger.  We will also focus only at the inverter operation, not the charger function. 

 

The inverter basically takes 12 volt direct current from the batteries and inverts it to 120 volts alternating current, similar to that in your house. 

 

 In doing this, it produces either a M.S.W. (Modified Sine Wave) or a T.S.W. (True Sine Wave) depending on the make and model.  Modified types are the cheaper of the two to produce, and are the ones found currently on the majority of motor homes today.  True sine types are becoming far more popular recently.  This is due to lower prices recently and more sine wave affected electronics that are being introduced into today’s modern coaches.

 

The inverter in a standard configured propane equipped motor home is generally wired to power the following.

• TV’s, receivers and entertainment centers
• Most duplex 120 outlets
• Microwave
• Awnings, if 120 VAC (Such as Gerard)
• Refrigerator (If 120 volt AC)
• Ice maker (If 120 volt AC)

The balance of AC powered loads such as air conditioners, hot water tank, electric stoves and of course, battery chargers only operate on shore power. 

Some microwave models can be damaged if used to cook using a modified wave inverter.  This damage can result in causing the efficiency to drop substantially after continued use.  While wiring the inverter to the microwave outlet is normal, which at least keeps the clock on time, it may be wise to run the generator for any microwave cooking while boondocking.  This applies to M.S.W. inverters, but is not applicable to T.S.W. installations.  Additionally, some models of modern residential refrigerators may be susceptible to modified sine wave inverter current.  The issue is control board related.   This primarily affects newer all electric coaches.  These really require a true sine wave inverter to assure trouble free operation.

Inverters in conventional propane equipped motor coaches are generally turned off when not required, particularly if dry camping.  This is due to a continuing draw, albeit light, of electric current, even if all loads are off.  First, there is a search mode that essentially searches for a load, even in stand-by mode.  Secondly, TV’s, microwave readouts and many modern receivers use power in the “off” mode.  The TV’s and receivers remain on stand-by to be instant “on”.

Inverters in all electric coaches are generally always left on.  This is required as the refrigerator, if it is a residential type, is 120 volt AC only.  Inverters can be left on even when connected to shore power.  Once connected, the unit shuts down the inverter and operates as a charger and will automatically take over in the event of a power disruption.

Now, as if the inverter/charger didn’t do enough, there are models available with a built-in automatic generator starting board.   These will automatically start and stop the generator as required to keep the batteries within operating voltage range.  Additionally, the auto start can be wired to the air conditioning thermostat and provide instant start should the temperature within the coach rise above a user preset value.  Once the temperature is within the set temperature range, it will automatically shut the generator down until the next event.

If you have never had a coach with an inverter/charger, you don’t know what you are missing.  The convenience of having household power without the need for continually running the genset, is well worth the costs involved.  If you already have an inverter equipped coach, you probably wouldn’t have a coach without one again.

 With A Current Alternate View      -       Lug_Nut

 

Choosing An Inverter/Charger

So far as motorized recreational vehicles, there are two duty types of inverters used. Stand alone and integrated inverter/chargers. Stand alone units are relatively low wattage output units that are individually wired to operate a single load like a television and perhaps a satellite receiver. The inverter/charger is an integrated part of the electrical and charging system of the unit. The inverter in this case serves two purposes. First it is the main battery charger, at least while either an outside source or generator is supplying AC power. Secondly, it is an inverter that supplies AC power when none is available. Once AC power is absent, the inverter automatically takes over, providing it is in the armed mode state. It is normally wired to operate necessary functions within reasonable wattage like T.V’s, receivers, duplex outlets, refrigerators (if an all electric coach), ice makers and perhaps microwaves.

There are two output configurations available, M.S.W. (Modified Sine Wave) and T.S.W. (True Sine Wave). All smaller or cheaper inverters are M.S.W. Most motor home inverters are also currently M.S.W. The exception of this would be higher end units and newer all electric coaches, most of which are equipped with T.S.W. output inverters. So what are the operational differences?

M.S.W. gets it name from exactly what it sounds like. It is a modified look-a-like wave. However it is more “square” than the smooth sweeping frequency lines that are created with a true sine wave. These inverters are cheaper to buy but function well in most applications. There are however, loads it does not work with or properly with. Those loads are, but are not limited to, many small power chargers, electronic boards found in many appliances, most microwaves, 120 volt A.C. powered clocks and full featured cappuccino makers. Some of these will not operate and some may be damaged over time with continued use.

T.S.W. power resembles that of home supplied hydro. It is capable of operating any like voltage load providing it does not exceed its output capacity. These units are now to a price level making them the best choice for future use.

So, if you are ordering a new coach, or replacing or upgrading to an inverter charger, should this be a “must have”? In my opinion, it is. The benefits far out weigh the now small price difference. If you own a coach that has a M.S.W. inverter charger, like most do, don’t worry. Your coach was equipped to exist with such a wave form and should do fine. But, just remember, if you were to order a new rig or ever it has to be replaced, go T.S.W. You won’t regret it.

On Sunday the 13th of july, we will be looking at “Practical RV Inverter Applications”.  I sure hope you can join us.

 Just Reading The Sines - Lug_Nut  -  Peter Mercer

Today’s Roof Air Conditioner Choices

Air conditioning is something that many of us have come to expect, whether it is in a house, car, office or RV. In many cases it is no longer an option as it once was. That is the case with most, if not all, motor homes and trailers today. While there are also manufacturers that mount the A/C units in the basement, we will only deal today with roof mounted. There are, and may be, configuration choices with options when it comes to ordering a new rig or replacement A/C unit. The selection may include the number of units, output capacity, heat strips, heat pumps, height profile, air ducted and possibly the thermostat control type. While many of these will probably not be a choice when purchasing a new rig, it is possible that a couple may, particularly if you are ordering a factory build. Let’s look at these choices.

Number of Units: Single A/C units are standard on Class “C” and “B” coaches, most trailers and shorter, entry level class “A” coaches. Larger class “A” coaches usually come standard with two units. The largest group of class “A’s”, 42′ to 45′, generally come standard with three A/C units.

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Cold Weather Diesel Starting Innovations

Starting a modern diesel engine, in cold weather, is now much the same as starting your automobile. Even more so with the larger diesels like the Cummins ISM and ISX, which do not use any electronic heating aids that require a start wait time. This, however, has not always been the case in both earlier and some other diesel applications.

Caterpillar’s answer to cold start ups on engines mainly used in the construction industry back in the 60’s, employed a “Pup” motor. This single cylinder gasoline engine was mounted near the flywheel and was usually started using a hand operated crank. Once running, a manual clutch was slowly engaged that drove a pinion that turned the main engine. Soon after the big diesel started to be rotated over and over, a plume of white smoke would belch out of the exhaust followed by an accelerated roar. The pup engine clutch was then disengaged and the little motor turned off. The big Cat was running.

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Diesel Engines Are Getting Quieter And Quieter

Whether in a pickup truck, semi tractor or motor coach, we are all used to hearing the sound of a diesel engine, knocking loudly like a herd of knock kneed cattle on a slow gallop.  But have you noticed that newer diesel equipped vehicles are getting quieter and quieter?   European diesel powered automobiles are extremely quiet and can not, in many cases, be differentiated from the sound of a gasoline car.  So much so, that one could actually mistake a diesel as a gas when filling the tank - not once, but twice.  Please don’t ask me how I know.  Suffice to say, there is an auto rental company in Italy that will only rent me a gas powered ride. 

So, to what technology do we owe this reduction?   Read more

5th Wheel Towing - Unsafe Mounting Practices

I came across this video by Pull-Rite about the hazards of mounting a hitch behind the truck axle, and thought it to be valuable information. Here’s the scoop:

This video takes a look at the more radical ideas that some people think might be a solution for towing 5th wheel trailers with a short bed truck. Mounting a hitch behind the truck axle, or changing the towing pivot point to behind the axle, creates unstable, unsafe, and dangerous towing characteristics. No knowledgeable RVer, RV Dealer, or Hitch Installer would suggest or consider these options. Moving the towing pivot point behind the truck axle induces dangerous trailer sway, and eliminates the advantages inherent to 5th wheel towing - with the trailer now having a negative effect on the safety, stability, and handling due to cross winds, passing trucks, and unexpected maneuvers. Safe handling speeds will be significantly reduced.

Axle Flips for your Trailer - Flip This !

Howdy !!

Ok you boondocking, wrought traveling, dune busting freaks - you’ve decided to buy the 5^th wheel trailer of your dreams, the one that you can pull with your new 4X4 pickup truck. Thoughts of going up into the hills away from the crowds in the campgrounds flow through your mind until your brain hears the sales person saying something about having to flip your axles on the trailer before you can pull it with your truck. “What’s an Axle Flip?” you ask. The sales man explains that your truck is 51 inches high at the top of the bed side rails. The trailer neck is only 52 inches high to the bottom of the neck, which means that the trailer has to be raised by about 4 inches to keep the neck of the trailer from resting on the bed of the truck - an unhappy experience !

Axle flips are becoming more and more common as 4-wheel drive trucks are used to pull fifth wheel trailers. Read more

What’s New Today and Tomorrow In RV Lighting

Innovations to interior and exterior lighting for recreational vehicles strive to meet several needs, appropriate for the intended task, within an acceptable power consumption range and to look good, create an ambience.  While there are additional requirements, these are probably the most common and apparent to the user.  As far as being appropriate for the task at hand, the most common uses are providing light to see in, illumination for vehicle night operation and just plain designer accents.  Power consumption for all but the vehicles moving lights, is a concern.  Low wattage is required to extend the charge state of a battery, or battery bank, during non-electrical AC support such as shore power or generator.   Designer accent lighting can be used indirectly in valances, rope lighting runs, and many other eye catching ideas.

Having adequate interior light for such chores as reading, cooking, etc., requires the use of more illumination.  This in turn uses higher wattages resulting in the shortening of the charge state of the batteries.  This has led to many coaches being equipped with fluorescent light fixtures for decades.  These fluorescent lights provide a great deal of light with far less power usage when compared to incandescent lamps.  Also halogen lighting has become very popular, though certainly not a power saver.  These provide a bright focused lighting and are usually set up in groups with wattage of 10 or so at 12 volts per unit.

The newest innovation slowly finding its way to the recreational vehicle market is the L.E.D. (light emitting diode) lamp.  These draw substantially less power than even fluorescent lights and can today, be found on some models used for tail and clearance lights. Additionally they are showing up in decorative rope lighting.  There are many advantages to these types of lamps including a much longer service life than the regular incandescent bulb.  Regular lamps generally have an expected life of around 1,000 to 2,000 hours, whereas many L.E.D. can provide anywhere from 30 to near 60 thousand hours or more. In brake light applications, they are noticeably faster to illuminate than traditional units.  Also, unlike ballasts, in fluorescent light fixture, there is no R.F. (radio frequency) interference.

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On the level ?

“Are you on the level?” She asked me with a twinkle in her eyes. My bad habit of parking now and doing the chores later had gotten me again. I went for the leveling controls and in only a few seconds things were on the level making my child bride happy. Now I know that I’m dating myself here, but I remember when RV leveling used to be an art that required carrying stacks of lumber and homemade ramps everywhere you went no matter what type of RV you had. Times have indeed changed so that now the questions is, do you want a powered or manual leveling system.

  Now is the time to talk safety. We are raising a rolling vehicle that may weigh the same as a small house. Most motorhomes are designed to be lifted for leveling, However, never lift the RV so high that any of the tires are off of the ground. If you find yourself putting blocks of wood, plastic pads or rocks under the jacks to get them high enough for leveling move to a more level parking spot. That goes double for all trailers. Towables are not designed to be lifted off the tires by their standard jacks. The frame can actually bend or break by over stressing it with improper lifting. If you add after market jacks that have greater lifting power you must be careful to not “over lift” the trailer.

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