The RV Trivia Challenge 3

RV Trivia 3 This trivia challenge focuses on a nostalgic theme. I think if anyone scores 50% on this one, they are really lucky or they are a genius.  Even though many of the questions may stump you, I think you will find it both entertaining and educational.  Be sure to check your score and your rating. Read more  Read More →

Coach Slides Vrs. No Slide Units

Slides started showing up in the early ’90’s, but many non-slide coaches were still being purchased.  Today, it would seem that all, or certainly the vast majority of coaches sold, are slide equipped.  There are still coaches offered that do not have slides.  Many entertainer conversions are without slides.  I recently saw a new Prevost conversion that was produced by a converter called “Outlaw” that had no slides.  It wasn’t made as an entertainer’s ride, but a normal conversion with the usual interior look.     So, what would life without slides be like?  It is surprising how roomy one feels.  I went into the “Outlaw” conversion at an RV show in RiverBend, in LaBelle, Florida.  Of course it didn’t look or feel anywhere as large as the many multi-slide rigs that are so common today, but it still felt roomy.  I guess to really appreciate its interior layout you have to realize, this is the size of the RV when camped, or on the road.  The “or on the road” is the big difference here when compared to the multi-slide. All multi-slide rigs are somewhat awkward within the interior while the slides are retracted.  Some are worse than others, but generally, the more and the deeper the slides, the more cramped they are.  The full wall slide may have a slight advantage here when compared to the double same-slide.  They only have two wall points when brought inside instead of four.  There are some advantages... Read more

VIDEO: This RV Was Built To Last

Some RVs are built to last. And when they do finally wear out, they often get rescued, restored, and put right back into circulation. Read more  Read More →

The Last Word On Shocks, I Think.

The choice of shocks for your rig is as much as a science as is the choice of chocolate or vanilla ice cream. There are shocks out there for every desired ride and handling. The real problem is getting through the hype and mystique to be able to read the claims by the shock makers and then decide which one suits your needs and wants for a combination of ride and handling. Mooney wrote, “I’ve had Bilsteins and Rancho’s, Rancho 9000’s worked much better.” The Ranchero shock is a unit that is desiged for the off road crowd. They are a very heavy duty unit but according to Ranchero the selection is limited to SUV’s and pick up trucks. TX Brad commented, “Interesting: ’ Life no longer simple’ ! Like knowing what is available today on new RV’s, but also what is good for replacement on an older RV . What factors are needed in selecting a ‘good’ replacement shock. ie weight, length ( wheel base), # axels\wheels , class A vrs C ?  Thanks  TX Brad”. Most of those are taken into account by the shock maker and then he applies his own philosophy of ride and handling to the mix. And yes there are great differences between shocks. Than said, a glowing endorsement by one rig owner of a particular brand may not give the ride and handling results that you are looking for. For example, I installed Rancheros on my Chevy Tahoe several years ago. They stayed on the Tahoe just over a week and then were replace by Monroe... Read more

3,000 Mile Oil Change – is it History?

For many years consumers have used the rule of thumb that you should change your engine oil every 3,000 miles for autos, trucks, and SUVs. Over the past several years there have been tests by various consumer and environmental advocacy groups that have found this to be a waste of money as well as harmful to the environment. In fact according to a recent study by the California Integrated Waste Management Board, 73 percent of California drivers change their oil more frequently than required. The 3,000 mile oil change may have once been a good idea before the advance of technology that has greatly improved the ability of oil to stay cleaner longer as well as today’s engines that simply run cleaner. Oil doesn’t really break down but it becomes contaminated with microscopic metals from bearings, pistons and other points of friction as well as fuel and the worst enemy of all – water. There have been tests on commercial vehicles that have shown that there is no difference in engine wear when oil changes are pushed past the 3,000 mark and well into double or even triple that interval. Most auto manufacturers recommend 5,000, 7,500, or even 10,000 mile intervals under normal driving conditions. Of course “normal” is pretty subjective. If you are pulling a trailer for any appreciable amount of time, “normal” is no longer applicable and oil changes should be made at “severe” condition intervals. But in any case make absolutely sure to follow the owners manual recommendations... Read more

Ya Mean That All Shocks Are Not The Same?

Not even close Bunkie, not even close. There are so many different theories on what a good shock is supposed to do that it makes picking one of old Howard Johnsons 28 flavors of ice cream a simple matter. It would appear that Koni, a European company that introduced European ride and road feel to this country, has the heads up at least in the marketing department. Now before you throw something at me, hear me out. Koni build a very good product, no doubt about it. Koni build a very expensive product, no doubt about that either. Koni builds a very difficult to install product if you are going to use their features to the fullest, no doubt about that either. Now, the Koni adjustable shocks is a great device. We used them in sports car racing when I was younger, lighter, and had red hair and a red beard (both now gray). There are to ways to install the Koni adjustable shocks. One read the instructions and guess that you would like a ride quality some where between firm and soft, pre adjust the shock, and install it. The adjustment of the shock cannot be done once the shock is installed. The shock must be fully compressed. This allows a spanner wrench built into the shock to contact and engage an adjustment nut in the bottom of the shock. This will turn the adjustment nut when the top of the shock is turned and the bottom is held from turning. Then re-install the shock and road test to see if that is the ride that you want. That is great, you can dial in the ride that you want. Koni... Read more

There Are Shocks, and Then There Are Shocks.

Ya, I know, but it is political season, what other kind of a statement would you expect? But this bit of nonsense happens to be all to true. The main purpose of a shock absorber is and always has been to stop the oscillation of the spring when the vehicle goes over a bump or a wheel drops into a hole. When a spring is flexed it winds and unwinds, even a flat leaf spring. When it rebounds it goes past the neutral point and then winds up again. Those of you that have ridden in an old Buick with 4 wheel coil spring suspension and bad shocks know the action. That is were the nickname “boat” I think came from of these old big cars, the floating action of the springs. Coil spings require the most dampening with leaf springs next and torsion bar springs the least. When the oscillations occure a dangerous situation can happen. The wheel then becomes part of the oscillation party and begins to jump up and down off the pavement as well as the car bouncing up and down. Now we all know that when a tire is not in contact with the ground that you have no control over the acceleration, braking, or steering! So, the prime purpose of the shock is safety, then ride quality and handling. A good well balanced shock will do these three things well. However there are some things that a shock will not do. It will not effect the ride height or correct a lean to one side. It will not jack up a sagging front or back end. That is by itself, unless it is an air shock that has an inflatable air... Read more

Hope to Head East Next Summer

Hello all! I have been out of commission lately due to an illness in my family that I have been dealing with. In fact, as a result, I will be going to Kentucky and will be there for as much as four weeks which will be my first experience at full timing. I’m sure that will lead to an article about that experience. Now, let’s talk about next summer. My wife and I would love to head east next summer and want to make it up to Maine. We would prefer to find a campground that is on the ocean. We are looking for one that ‘promotes’ relaxation! That is, we are not really into campgrounds that have regularly scheduled activities, but just some nice relaxation next to the ocean.  Now, if someone has some suggestions in the ‘New England’ states area as well; that would also interest us . Again, we would like to stay near the ocean. When I was young, my mother and grandmother took me to the New England states on vacation. We visited Mystic Seaport in Connecticut and also drove to Maine to get some lobster to bring back home. I don’t remember everything we did, but I remember it being a very fun and interesting trip. My wife has always had the dream of visiting Maine. I personally think it has to do with her reading Stephen King books! Anyway, I think her dream of visiting Maine has rubbed off on me and now it is my mission to plan it out and make it happen. From what I can figure, it would take me about three days to get there. That would be about 400 miles per day, which... Read more

Almost Time To Hit The Road, What Have I forgotten To Do?

This trip has been a year in the planning and preparation. Last summer we trekked across the US to attend daughter  Becca’s wedding. The trip was a six week adventure that ended all too soon. Just around Christmas we were informed that a new grand daughter would arrive in the Seattle area in mid summer, so another trip cross country was in order. Then the gears in our heads began to churn and we came up with a grand plan. Back in the dark ages, 1984, when I was younger, I did things that normal people would consider a bit on the loony side. One such adventure was dreamed up by Brock Yates, former racer and auto journalist, called One Lap America. It was the natural progression of Sea To Shinning Sea Dash that duplicated the fabled coast to coast non stop dashes in the thirties by racer Cannon Ball Baker. The run,  made famous in a movie cannonball Run staring Burt Reynolds among others, started in New York City and ended in California some 30 plus hours later. One Lap was a little different. We left, spaced at one minute intervals, from Derian Connecticut determined to drive the perimeter of the country in seven days. We did it, and it was for the auto nut a true blast. Well now in my seventh decade of life, I have decided that seven days is too quick and seven months ought to be about right. Back then our steed was a modified Mazda Diesel Pick up. My son Steve took the truck and modified the suspension and added a turbo charger to the engine. He tweaked fuel injection... Read more

What Heck is Bump Steer and Other Facts Of Life

Robbie brought up this subject reminding me not to forget to tell you about bump steer. Well bump steer has a lot to do with the handling of your rig, it’s alignment, and is not adjustable. Bump steer is found on any axle on a rig that is a solid axle, that is both wheels are connected to a solid piece of steel running from one side of the rig to the other. Bump steer does not effect independent suspension. Bump steer cannot be corrected with add on steering stabilizers. They can help in the after effects of bump steer to a point.  Bump steer is caused when one wheel of an axle, say the right front, goes over a bump. The left front wheel in this case stays on smooth ground. The axle rises on the right side tilting the axle so that it is no longer parallel with the ground. This makes the imaginary center line of the axle tilt down and at a point out to the left of the vehicle intersect the ground. Now comes the ice cream cone effect as the rig will tend to steer around that imaginary point causing the front of the rig to steer left.  Now you the driver feel the left swing and correct the steering wheel to the right, but just about that time the wheel is now coming down off the bump. The net effect is a slight overcorrection. In an independent front suspension each wheel is free to negotiate bumps without effect to the other wheel.  Now, just when you think you have the rig straighted out the rear end hits the bump, but this time as the right rear goes over the bump the... Read more

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