Steven, You are to be commended for going to the trouble to produce an excellent and informative series of videos. Towing a caravan comes with an enormous responsibility so it is essential that we know as much as possible about our total rig and it’s key components such as the correct tyre pressures for various situations, 12volt wiring connections, types of hitches etc Your explanations are very clear and concise. Well done Steven.
Max front and rear axle limits are also not to be exceeded. Tow ball mass is also amplified on the rear axle due to the tow ball over hang (distance from the rear axle centre to the tow ball centre). 300 kg on the tow ball can result in 450 kg on the rear axle which limit can be easily exceeded.
Yes they are important - We actually have a video coming out in a couple weeks that touches on this, in regard to why it's important to have a properly level caravan while towing.
@@adelaiderv I agree that the van axle weights are imporant and a guide for balance but I think you have mis read my question. Why dont you include the Car axle group loadings. as I understand a large of overloaded rigs are overloaded on the car rear axle?
I've become quite a fan of your videos and consider them an excellent resource for beginners and seasoned travellers alike. I don't really agree with your explanation of the Kerb Weight and how it becomes a different value (weight) by addition of bull bars and other equipment. The kerb weight is a standard term listed on manufacturer's specification sheets and it means exactly what you initially said it was the weight of the vehicle with a full tank of fuel. A number of manufacturers now only listing kerb weight on specification sheets and don't show Tare at all. The Kerb Weight doesn't become a new value by addition of things like bullbars and other equipment or passengers etc because then it is no longer the Kerb Weight. All those additional items, people and luggage are part of what reduces the payload. Payload is the GVM minus the Kerb Weight.
Yes, agree...the kerb will not change. I think I let the amount of numbers and equations get the better of me. Thanks for the message and your feedback on our videos Mick...we appreciate it.
@@adelaiderv I think that's why it confuses so many people, it's too easy to get lost in the numbers and which bit applies to what. I had the joy of working through the numbers when I was deciding on a van and then what to tow it with. Chose a MU-X for a 2300 Tare van which I'm sure won't go over 2800 loaded. I think you did a good job and I'm sure I'll be pointing people to your set of videos.
That seems to be a less than ideal tow vehicle. You only have 600 kg of payload and 3000kg of tow rating which is going to mean that you are going to be at a relatively high percentage of, if not over, your maximum ratings.
We couldn't agree more with you Rich. We wanted to show the most common tow vehicle we see. If you saw what customers are doing at the moment you would be horrified. But, to do a video using a Landcruiser or the like would scare off a lot of people, unfortunately.
@@adelaiderv My wife has a version of the Land Cruiser Prado (Lexus GX 460) and I wouldn't consider it for towing anything other than light trailers (under 4,000 lbs maybe less). It did not come equiped with a trailer brake controller, and it is short on payload. I had been towing a 14,000 lb enclose car hauler with my 2011 Ram 2500 diesel pretty regularly for about 8 years before I sold the truck a little over a month ago. It was adequate, but not enough of a safety margin for my liking. Currently waiting on a factory order for a 2023 F450 which I will use to about 2/3 rated tow capacity (about 22k lbs on a gooseneck). I will push close to payload on a standalone vehicle, but trailers inject so much additional risk. More tow vehicle is always the best decision. I have seen a few big trailers blown over on the Great Plains and witnessed a brake failure on an 8 mile long 6% downgrade. I would rather not be the one behind the wheel when that kind of thing happens.
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Steven, You are to be commended for going to the trouble to produce an excellent and informative series of videos. Towing a caravan comes with an enormous responsibility so it is essential that we know as much as possible about our total rig and it’s key components such as the correct tyre pressures for various situations, 12volt wiring connections, types of hitches etc
Your explanations are very clear and concise. Well done Steven.
Thanks 👍
Max front and rear axle limits are also not to be exceeded. Tow ball mass is also amplified on the rear axle due to the tow ball over hang (distance from the rear axle centre to the tow ball centre). 300 kg on the tow ball can result in 450 kg on the rear axle which limit can be easily exceeded.
Gday
Thanks for this, but i notice you do not include axle group loadings in your explination.
Arent they also important?
Yes they are important - We actually have a video coming out in a couple weeks that touches on this, in regard to why it's important to have a properly level caravan while towing.
@@adelaiderv I agree that the van axle weights are imporant and a guide for balance but I think you have mis read my question.
Why dont you include the Car axle group loadings. as I understand a large of overloaded rigs are overloaded on the car rear axle?
I've become quite a fan of your videos and consider them an excellent resource for beginners and seasoned travellers alike.
I don't really agree with your explanation of the Kerb Weight and how it becomes a different value (weight) by addition of bull bars and other equipment.
The kerb weight is a standard term listed on manufacturer's specification sheets and it means exactly what you initially said it was the weight of the vehicle with a full tank of fuel. A number of manufacturers now only listing kerb weight on specification sheets and don't show Tare at all.
The Kerb Weight doesn't become a new value by addition of things like bullbars and other equipment or passengers etc because then it is no longer the Kerb Weight.
All those additional items, people and luggage are part of what reduces the payload. Payload is the GVM minus the Kerb Weight.
Yes, agree...the kerb will not change. I think I let the amount of numbers and equations get the better of me.
Thanks for the message and your feedback on our videos Mick...we appreciate it.
@@adelaiderv I think that's why it confuses so many people, it's too easy to get lost in the numbers and which bit applies to what.
I had the joy of working through the numbers when I was deciding on a van and then what to tow it with. Chose a MU-X for a 2300 Tare van which I'm sure won't go over 2800 loaded.
I think you did a good job and I'm sure I'll be pointing people to your set of videos.
That seems to be a less than ideal tow vehicle. You only have 600 kg of payload and 3000kg of tow rating which is going to mean that you are going to be at a relatively high percentage of, if not over, your maximum ratings.
We couldn't agree more with you Rich.
We wanted to show the most common tow vehicle we see.
If you saw what customers are doing at the moment you would be horrified.
But, to do a video using a Landcruiser or the like would scare off a lot of people, unfortunately.
@@adelaiderv My wife has a version of the Land Cruiser Prado (Lexus GX 460) and I wouldn't consider it for towing anything other than light trailers (under 4,000 lbs maybe less). It did not come equiped with a trailer brake controller, and it is short on payload.
I had been towing a 14,000 lb enclose car hauler with my 2011 Ram 2500 diesel pretty regularly for about 8 years before I sold the truck a little over a month ago. It was adequate, but not enough of a safety margin for my liking. Currently waiting on a factory order for a 2023 F450 which I will use to about 2/3 rated tow capacity (about 22k lbs on a gooseneck). I will push close to payload on a standalone vehicle, but trailers inject so much additional risk. More tow vehicle is always the best decision.
I have seen a few big trailers blown over on the Great Plains and witnessed a brake failure on an 8 mile long 6% downgrade. I would rather not be the one behind the wheel when that kind of thing happens.