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Steamdrivenandy

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About Steamdrivenandy

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

Profile Information

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

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  1. Did you boil a kettle in the evening or first thing in the morning, or take a shower? They will release additional moisture into the air. Are all the caravan's fixed vents and gas drop-out vents clear? Is it damp outside, such that the surrounding air already has plenty of moisture in it. Whilst modern caravans have pretty good insulation compared to garden sheds, they are nowhere near as well insulated as modern houses. I've sat in caravans in a mid summer downpour and the windows have misted up badly, plastic double glazing isn't a patch on glass.
  2. Absorption fridges use a finned unit, usually fitted at the back or side of the icebox to cool the inside of the whole fridge. It's proximity to the icebox freeze the contents and the cool air circulates around the rest of the fridge interior. It therefore tends to be the case that the further you are from the chilling element the warmer the air will be and if there's something large obstructing the air's passage then that will allow the air the other side of the obstruction to warm up more. Compressor fridges, as we all have at home and we also have in our van, do make some noise when operating, so you can sort of tell how much they react to temperature changes, but absorption fridges are silent and you can never be sure if they're operating or reacting to temperature alterations. I suspect some have very 'lazy' latency settings and only operate when quite a high temp. above optimum is reached and switch off some way below optimum to prolong the non-operational period. So a temperature range of the size the OP has seen is probably very possible. As said, if you have a need for accuracy then a small specialist compressor fridge/coolbox could well be the answer.
  3. New car sales have been in the doldrums for ages and there aren't many company cars around, compared to a decade or so ago. Most companies offer a car allowance and people source their own vehicle using the allowance. Not sure why you'd hold off buying a replacement if you're getting a car allowance but maybe it's like house buying, people are worried their job might disappear.
  4. I was talking about a coachbuilt van, which is very much like a caravan on a chassis cab. You do have to provide roof sides and rear and amalgamate the front onto the vehicle's cab. You have to wire in all the rear and side marker lights, so that they run in synch with the base vehicles lighting and you have to ensure that the vehicle is safe to be sat in whilst driving, if appropriate. Like a caravan, coachbuilt sides can be loaded with furniture and appliances before being made upright and the corners and joints sealed. On a panel van conversion you already have walls and roof but that in itself produces access issues that a coachbuilt and caravans don't have. Everything has to go in through the side and rear doors and be fitted in a smaller, more confined space, sometimes very confined. You have to trim out the interior and insulate and fit a false floor, wiring and plumbing to an existing structure, rather than the pre-prepared sandwich board flat floor and sides of a coachbuilt/caravan. As said these vans come with cab aircon or climate control and lots of other goodies that you expect on cars. They aren't the basic model that delivery drivers get to sweat buckets in every summer. Often they have upgraded engines and even automatic gearboxes both of which add many £'000's to the starting price. My own van (over 10 years old now) is a Transit Trend model with a 110PS engine and £500 worth of alloys which were a cost option on that model. Most commercial Transits are Base models with 85PS engines. The price premium on a 110PS Trend Transit is about £1,500 over an 85PS Base van and if you want the grandeur of the Limited Transit then you pay a further £2,845. The current Transit Trend of similar size and capacity as mine lists at around £23,000.
  5. It's not an EU issue, our UK Government chose to use the international introduction of WLTP for VED calculation to bring private motorcaravans in line with private cars for VED, they could've chosen to keep it as before. There are basically two types of motorhome. One is a panel van conversion (PVC) and the other is a coachbuilt. The former uses a standard metal body, whilst the latter uses a chassis cab and in simple terms, a caravan is built on top of it. Again, in simple terms a PVC is more difficult to kit out as you're working inside the constraints of a metal body shell. A coachbuilt can have furniture and equipment fitted to wall panels and then be assembled onto the chassis. Generally the panel van that's used is a high spec. version, when compared to the run of the mill panel van seen on the streets and may cost more than £20k, even at trade price. However it won't be as much as our local decorator's recently acquired ride, a £33k plus Transit Custom MS-RT. Anyway, take a £20k Transit, add a £25k caravan on top, plus connect up all relevant systems and canbus issues etc, wack on a 10% margin and you reach £50k, of which £8,333 is VAT. The reason that the Fiat/Peugeot/Citroen X250 Sevel is the base vehicle of choice is that Fiat, especially, saw the potential in the market and had the van designed to suit converters from the 'off'. To bounce the X250 into pole position they also ran v low cost deals from launch for converters and before you knew it the majority of motorhomes all looked the same. This has left all the other van makers panting to catch up and it's taken them almost a decade to come up with models that are easier for a converter to work with. The sorts of things that the X250 provided were power take offs ready to plug and play, an internal width of just over 6ft on panel vans when most were between 5ft 6ins and 5ft 10ins, a panel van with a 6ft 5ins headroom after false floor and roof trimming were added etc, etc.
  6. I agree with AJG, in effect it's just the government catching up with a category of domestic vehicle that has slipped their tax net up 'til now However the cynic in me also thinks that the government freed up the rules on pension fund withdrawals, which funded a boom in motorhome buying and increased the Exchequer's VAT take and this VED increase allows them to cream even more off. The unanswerable question, at this stage, is whether, like other tax increases, they'll kill the goose that lays the golden egg. Folk buying £50K plus motorhomes might moan about paying several £,000's more, but will it actually stop them buying? Will they find somewhere else/something else to splurge their pension fund on?
  7. Suggest you try the remedies mentioned upthread. They cover everything it could be.
  8. As said the imposition of emissions based VED rates on motorhomes is a UK Government decision that happens to have coincided with the introduction of WLTP emissions testing. It is a UK Government decision to grab back more of the tax free pension sums that their pension rule relaxation made available. As for warranty work on caravans, I think you'll find that plenty of independent Approved Workshops are willing and able to help. Just check with the brand customer service department. Relatively few dealerships refuse to handle vans they haven't sold these days, but those that do tend to be because they don't have the workshop capacity to take on vans sold by others. Don't forget that car brands lend their dealerships millions for development and equipment. One of the conditions for such funding is that they carry out warranty work on any car, whoever has sold it. Caravan manufacturers don't have the capital to lend dealers money and therefore have little means of leverage. Caravan dealers change franchise from year to year, depending on who will provide them with the best deal at that time.
  9. If you think about it I bet there are lots of people who stay one night somewhere whilst on their way to somewhere else where they'll stay for a lengthy period. There'll be folk 'touring' in its widest sense by staying one night at site after site. There are other's wanting to stay one, two or three weeks at one site having driven straight there and yet others who want just a weekend break and live relatively locally. Taking that whole mix, there is no booking regime that can satisfy all of them. Indeed if you adopt a policy to assist one type of booker then you actively upset others. You can certainly take steps to stop abuse of booking procedures that cause direct loss of revenue and, maybe, bump up weekend charges so that the loss of income from empty midweek pitches is potentially alleviated. Though that penalises weekend bookers, but I suspect wouldn't deter them. I've not heard anyone operating a slightly different take on such a system, whereby Friday and Saturday bookers pay a premium, but if you book a Thursday or a Monday night either side of the weekend as well, you get the weekend premium rescinded.
  10. The Cooper S hatchback isn't approved for towing and the central exhaust tailpipe is right where a towball would fit. Weirdly, a few years back Hymer decided to use a Cooper S in the publicity shots for their Eriba Touring range caravans. They even used a picture on the front cover showing a Cooper S towing a Touring around a hairpin bend. The picture was taken from in front and slightly above the car, so the hitch wasn't visible. The trouble was that the angle of the car to the road and it's front wheel direction just wasn't quite right for the attitude of the van behind. It was a cut and paste picture. The Clubman S is listed as approved to tow up to 1300kg Kerbweight depends on trim and drivetrain but is listed at around 1400kg which gives an 85% of around 1200kg (rounded figures as there's no real sense in being super accurate on such things).
  11. In the vernacular I think you'd still be 'banged to rights' or whatever they say in 'The Sweeney' Loz. Ignorance being no defence, it's the driver's duty to ensure they're driving within the legal limits. I mean it's theoretically possible that a van would weigh less than MIRO and by weighing everything you'd still be under MTPLM. So however you do it, you either need to leave a big contingency or weigh the van when loaded to be sure.
  12. I can't speak about Coachman but when Type Approval first came in (circa 2014) the labels that Bailey fitted in the gas locker were gobbledygook. Whether they'd read the regulations or totally misunderstood them, there gas locker figures were total rubbish. It took them the best part of a year to get them formatted correctly. So if you have a pre 2014 van don't bother looking for a gas locker plate and if it's a 2014/15MY then the figures on the plate are suspect. Oh and I do wonder how many enforcement officers know about gas locker labels and how many rely on what's highly visible on the outside of the van. And how many in the latter category need to be told about the gas locker label by the caravanner, who probably doesn't realise it's significance anyway.
  13. Surely isn't the noseweight limit another advisory one, like the car's towing limit and the 85%/100% towing ratio recommendation? There is no law that you break by exceeding them. The legal limits are the van's MTPLM, the cars Gross Vehicle Weight and Gross Train Weight.
  14. Sounds like it's a dealer special version of a Lunar Delta from the early 2000's. The CT database lists a 2003 640 with a 1370kg MIRO and 1700kg MTPLM which is a payload of 330kg, which is still way higher than the 180kg or so that T/A's get these days. I guess it was before the marketing people got into reducing Payloads to the minimum and their advertising honed in on lightness as the Holy Grail.
  15. The payload will be the minimum allowed under the NCC's minimum payload formula. It's based on so many kg per berth, plus so many kg per metre length, plus an allowance for a basket of things like cutlery, bedding etc, including 17kg for a battery and that basket adds 50kg to the payload. Manufacturer's can increase the payload to as much as they want but they can't go below it. Sadly, they all stick to the minimum for commercial reasons. They've also all gamed the MIRO regs as the rules say only that MIRO should include an allowance for gas cylinders, but don't specify the amount of gas. Back when these rules first appeared they allowed 20kg or 25kg. Then the marketing people realised they could manipulate the MIRO downwards by reducing the gas allowance. So now some allow just 8kg and if you're carrying two 10kg cylinders then the additional 12kg has to come from payload. ***************** I don't think having the type approved MIRO figure will be much help. Manufacturer's give themselves a +/- 10% margin in their terms and conditions and it's v doubtful that any caravan weighs the amount declared due to the variation and tolerances in panel and equipment manufacture. If you're that concerned it's best to use a weighbridge. And even they have a margin of error.
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