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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 / Toad
    '17 Plate Skoda Yeti 1.2Tsi DSG
  • Caravan / Motorhome / Static (Make and model)
    2012MY Bailey Pegasus 2 Rimini

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  1. If the socket that the fridge plugs into is powering other things then the fault has to be in the fridge or plug/cable. What's weird in that case is that the fridge is working when bench tested.
  2. I'm puzzled what sort of assistance you feel Hymer UK (Elddis) should be providing on a 12 year old van?
  3. I agree, but some who don't know that imagine it's the actual loaded weight at any given time i.e the loaded weight at the kerbside.
  4. As Ern says, forget about the V5, they have been known to be wrong. Enforcement agencies use the mandatory VIN plates on the car and caravan when weighing a rig. The biggest weight is the train weight limit, which is the most that the car and trailer combined can legally weigh and the second biggest weight is the Gross Vehicle Weight limit, which is the most the car can weigh. Take one from the other and, normally, you get the car's towing limit. Industry advice, though not legally enforceable, is that towing beginners should tow a van that has an MTPLM of 85% or less of the car's
  5. Just to pick up on points made about a range of weights being used for a set of cars, I've checked the Skoda Scala data on their website. Leaving aside that they use the term Kerbweight, not MIRO and using the list that includes driver, the figures appear to follow the engine/transmission variant i.e.: 1.0 95PS in S, SE, SE L are all 1201kg - 1290kg 1.0 115PS Manual in SE, SE L 1225kg - 1314kg 1.0 115PS DSG in SE, SE L 1245kg - 1334kg 1.5 150PS Manual SE, SE L 1253kg - 1342kg 1.5 150PS DSG SE, SE L 1260kg - 1349kg The range of weights i
  6. That still doesn't clarify if it's an actual weight or a theoretical one, though granted it'll be more accurate than the scattergun range of weights offered for both SE and SEL models.
  7. To nitpick your list bnar, usually the van's MIRO includes anything supplied as standard with the van and therefore the EHU cable and step, providing they're the original or similar don't need to come from payload. Our average personal payload that we put in the van is around 110kg and the only things from your list in that are the waste and water tanks, levelling ramps and folding chairs, which would bring it down to 93kg, which, when added to your 207.5kg gives a total of 300.5kg and there's only two of us. And you might like to start a similar table for the car, espe
  8. I came across something like this on the CofC of our Skoda Scala we purchased last June. The brochure states: Minimum kerbweight (with driver) 1245kg to 1334kg Minimum kerbweight (without driver) 1170kg to 1259kg for both the SE and SEL versions of our spec car and the SEL has substantially more kit fitted, so presumably weighs more. Arguably I'd rather have the kerbweights of each model rather than wasting part of a brochure page just removing 75kg for the driver from each weight. That aside, the CofC says the car's 'actual mass' is 1293kg, so somewhere
  9. I would guess that no manufacturer can offer warranty cover worldwide unless they have set up the infrastructure to service that deal. Suddenly getting a requirement to ship a body or furniture panel to the other side of the world for free, when you weren't even aware the van was going there, when initially sold, is a big ask. Even if they did know that the van was going to, say, NZ, the importer would have been told there was no warranty and supply of parts would be expensive and take time. So Hymer UK (Elddis) or any other manufacturer can't be to blame, such an issue is down to NZ importers
  10. And a word on my specialist subject Eriba Touring caravans. The other day I came across an ad for a brand new Triton 420 in stock and for sale at Highbridge. A Triton 420 has a listed empty weight of 841kg and a MIRO of 880kg, the 39kg difference being an allowance for gas cylinders, water and bits and pieces on board. To this particular 420 had been added: GT Pack (42kg) Smooth silver sides instead of dimpled white, stone guards, alloys, door flyscreen, waste bin, sink cover, 2 bits bags, 2 reading lamps, external storage flap. MTPLM upgrade fr
  11. The NCC is the UK leisure vehicle trade association and I suspect its senior staff are either seconded from or ex-caravan manufacturer employees and it's committees made up of representatives from those same companies. So what the NCC publishes as regulations for its members to follow will have been agreed by those companies. So suggesting that the NCC force the companies to act in a certain way, overlooks the fact that the companies will have contributed to the process of agreeing those regulations.
  12. MIRO isn't a weight that's legally required on a VIN plate, only the weight limit numbers are required ie MTPLM, noseweight and axle limit limits. Some UK manufacturers put the MIRO figure on as extra information, some don't, but it is no substitute for weighing the individual van. Manufacturers cover themselves by including a phrase to the effect that there can be a tolerance of +/- 5% or even 10%.
  13. I might ask our local Volvo dealership how they load vehicle data onto the DVLA site. AFAIK each one has to be individually loaded and the DVLA system doesn't hold a database of each manufacturer's specs. for the registering dealer to select from. Maybe Volvo's dealer procedures were/are to use a Volvo database, rather than CofC and that Volvo database has errors, but that would surely attract penalties from standard monitoring agencies. And the information in such a database presumably produces the sticker for the VIN plate and the CofC, so such errors would be compounded throughout the
  14. The allocation of a payload amount, rather than the axle load limit as MTPLM is a bit of a nonsense anyway, especially with the caravan makers dire warnings not to exceed that allocated amount, but in the next breath saying it's OK if you have a different sticker. The warning shouldn't infer danger, but explain that you might be fined for exceeding the allocated MTPLM. Personally I think the industry should reverse its procedures and fit an axle that provides more than enough capacity, say 300kg, and let those that want a lower limit, for whatever reason, apply for a plate with a l
  15. That's a good point. Most vans, as initially supplied , only have one connection to the regulator, though supplementary after market dual connections can be fitted. So following the strict wording above, most vans only have an allowance for one gas cylinder. If they'd meant that the allowance was two cylinders they'd surely have said something about the number of cylinders for which there is provision to store and not the number of regulator connections? So in Coachman's case the provision for gas in MIRO is 10kg and two full 6kg cylinders weigh 26kg together, meaning 16kg has to
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