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About Steamdrivenandy

  • Rank
    Random Word Generator aka SDA
  • Birthday 06/01/1948

Profile Information

  • Gender
  • Location
    N. Staffs looking over Cheshire in awe and wonder
  • Interests
    Steam (GWR King 6024)
    Garden Design
  • Towcar
    '17 Plate Skoda Yeti 1.2Tsi DSG
  • Caravan
    2012MY Bailey Pegasus 2 Rimini

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  1. I doubt many people are prosecuted because if found to be over limit anywhere (nose, individual axle, gross weight, train weight or MTPLM) they are normally given the opportunity to adjust the loading so that they are legally compliant. This doesn't mean they weren't potentially unsafe before being pulled over. The limits are there for both safety and structural reasons and whilst there may be a safety margin built in, it seems reckless not to comply when it's no big deal to do so.
  2. Most manufacturers quote a Kerbweight including a 75kg allowance for a driver. Indeed Skoda did, up until they introduced the 2013 Octavia when they decided to quote kerbweight without the 75kg allowance. Some motoring journalists were taken in and trumpeted the enormous weight saving between it and the previous model. It was, nearly all, smoke and mirrors, though there was a small weight reduction between the two. So, compared to the figure that had historically been used to calculate the 85% ratio, the 1462kg of Swirly's car should read 1537kg, which gives a ratio of 92% to the MTPLM of his van. And I'll repeat my mantra that the 85% guideline was invented to assist purchasers of vans/cars in assessing whether they were a suitable match, when very little other information or limits were available. It was never meant as a figure to live your caravanning life by.
  3. I agree with DB, the transfer of any warranty shouldn't have anything to do with CRiS which is a purely voluntary registration scheme in case of theft.
  4. A lot of the dealerships are second string outfits, though I've no idea why most of the top dealerships tend to shun them. I can't speak for their caravans but the 2008 Compact motorhome we bought new was excellent and lots of fittings were of a better quality than most UK vans of the time.
  5. You may not have realised that this is a 2013/14 tread revived by two posts in October last year and then by three more this week.
  6. The Swift plant they are closing is the one in Mexborough that Swift Group inherited when they 'rescued' Autocruise from receivership about a decade ago. It quickly became the specialist plant where Swift built their Autocruise and Mondial etc panel van conversions, which relatively recently morphed into a range known as Swift Select. Presumably with reduced demand Swift feel they can cope with PVC production at Cottingham. Hymer UK (Elddis/Compass) only stepped into the 6m PVC market about two years ago but with aggressive pricing appear to have sold a lot of vans in that time, judging by what I've seen on camp sites. That may well have hit Swift's market share hard.
  7. Did you check out the dealership stands as they often have layouts that the manufacturers haven't room for on their stands?
  8. There are several different styles and sizes of Isabella Annex, so it might be wise to be specific, to avoid wasting time.
  9. I've just seen a letter in the latest CC magazine bemoaning the lack of height in lounge seatback upholstery. The writer doesn't seem to realise that the seatbacks perform two purposes, the second being the infill for the lounge benches when they're made up as a double bed. This means that the seatbacks are always half the width of the aisle between lounge benches. This alters, depending on model, van and bench width, but generally averages about 12ins each. As far as I recall I've seen them as narrow as 10ins and as wide as 14ins on 'normal' vans and one of my Eriba Trolls had a standard 12ins seatback plus a 3ins 'snake' of cushion fitted to the top by velcro. This was done because the benches could be set as 2ft wide singles beds and 2ft 3ins wide with the 'snake' added, with a narrower aisle, or with both seatbacks in place a full 6ft 6ins wide double. Either single bed could be made up differently using a combination of seatback pieces. Of course 'normal' UKvans could be supplied with extra upholstery to sit on top, secured by, say, velcro, but that would add cost and mean having to store upholstery 'snakes' when the bed is made up. Taller seatbacks would also cover the bottom of side windows, which would darken the interior a bit and look odd. Of course to rectify the latter problem windows could have higher cills, but that might upset the visual symmetry outside. It's one good thing about our campervan, the swivelled cab seats provide excellent comfort and back support.
  10. You could say that it's a Hymer Group van, or after their takeover a year or so ago, a Thor Industries Inc van.
  11. Just what makes up the % noseweight that the tables suggest? Surely the only noseweight illegality is if you exceed the plated limits on the hitch or towbar and they're in kg, not a %.
  12. Presumably investment decisions at the CMC are made by the board just like most other businesses. Of necessity they have to have an executive that runs the business on a day to day basis, but there are board members who are voted in by the club membership. Do you expect that every member should have a personal veto on everything the clubs do? That would be unreasonable, impractical and untenable. Obviously if there are enough members who feel that things are being managed incorrectly they can get elected and challenge management, but the vast majority seem happy enough.
  13. Yes, the clubs are businesses, at their basics what else would an organisation with thousands of holiday pitches be? Unlike a normal business however they don't have to produce a shareholder dividend and any profits get ploughed back into facilities in one form or another. Of course they could hive off their commercial operations and give members the money they make in so doing. Then you'd be left with a rump of advice and lobbying services and I wonder how many would bother joining or remaining members?
  14. The NCC is a trade association, paid for by it's member businesses, most of which are caravan and motorhome manufacturers. They do operate a minimum standard scheme that all members agree to abide by, but I very much doubt that their members would agree to pushing the envelope on quality or security. As has been said many times before, the only thing that might bring about a change of attitude is if people stopped buying. Oh! and neither main club is, or ever has been an NCC member, presumably on conflict of interest grounds. On a practical note all volume caravan makers go to great lengths to make their sheds on wheels as light as possible. If you want your shed to be robust, high quality and secure it will have to weigh and/or cost a heckuva lot more than the market will bear. The business model of caravan makers is firmly founded around volume. Getting vans out the door is the name of the game. If they can make one extra van a day by cutting corners on the others then that's another £5k plus to help cover the overheads.
  15. Here's an example of the weight info from a Skoda Octavia Hatch brochure. It's the SE Drive trim with 1 litre petrol 115PS manual. Clearly the max towing weight is dependent on the gradient and the kerbweights with and without driver have 75kg between them. What's weird is that both sets of kerbweights have a range of 163kg when surely there can be only one minimum? We're talking about the same trim model, same engine and same gearbox. All I can think is that the lower figure is the minimum and the upper figure is fully kitted out with all the optional extras possible, but then it should be labelled 'maximum' kerbweight. Obviously actual kerbweight will vary dependant on component densities etc but I can't think that body panel thickness between individual examples would vary by more than a few kg. 'Max. towing weight - braked 12% / 8% gradient - kg 1,300/1500 Max. towing weight - unbraked - kg 620 Minimum kerbweight (with driver) - kg 1,246-1,409 Minimum kerbweight (without driver) - kg 1,171-1,334 Turning circle - kerb to kerb 10.4 Nose weight - kg 75' Using the figures supplied you could have an 85% ratio of between 995kg and 1198kg and if you were going for 100% the range would be 1171kg to 1409kg
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