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About Lutz

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    Senior Member with over 5000 posts

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  • Gender
  • Location
    Hochheim am Main, Germany
  • Interests
    Foreign travel and technical issues
  • Towcar
    2016 BMW X4 30d
  • Caravan
    2008 Dethleffs Beduin 545V

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  1. I presume that you've tried via the Webasto dealer locator?
  2. The type approval C of C will normally already show the "upgraded" MTPLM. Are you sure you are not referring to the NCC C of C? If it doesn't quote the type approval number it's not an official document.
  3. Well, things may have changed recently then. The details on the C of C (and the statutory plate, usually in the front locker) are the only definitive ones. If there is a label by the door displaying a different figure then this is for marketing purposes only, in line with NCC practice.
  4. From the responses to this and other forums I have not come across any UK owner who has confirmed receipt of the C of C unless specifically requested in cases where it is required due to the owner moving abroad and having to register his car or caravan there.
  5. That's all very well and good, but to my knowledge C of C's aren't passed on to the end user as a matter of course in the UK, so the owner won't normally be informed of the actual mass.
  6. Not really. Any outfit will remain stable at any speed if conditions are perfect, but disaster is almost inevitable as soon as there is some sort of disturbance.
  7. The reason why a caravan towed for a land speed record attempt was able to exceed the threshold or critical speed without the worst happening was because extreme care was taken to ensure absolutely perfect conditions so that not the slightest sign of instability occurred.
  8. Research has shown that the natural frequency of the average car/caravan combination occurs at round about 50 to 60mph. Much above that the outfit will not regain stability of its own accord if instability occurs without some sort of external corrective action. The likelihood of being able to pass through the natural frequency and back into a stable condition at a higher speed is pretty remote and should not be attempted.
  9. My comments to the above: To item 1 You have a valid point there. To item 2 It kind of goes hand-in-hand with items 1 and 5 To item 3 The difference between a 'minor wobble' and a 'full blown fishtail' is driven by speed alone. Any minor wobble can develop into a full blown fishtail if the speed in increased although the threshold speed at which it will happen is specific to each outfit combination. A lightly laden caravan may be a trifle more twitchy than a fully laden one, but that doesn't make it any less stable. Instability is the pot
  10. Actually, breaking it down to an issue of relative weights between the towing vehicle and the caravan is an oversimplification. It is not just the weights of the two vehicles which determine the stability of the outfit, but their polar moments of inertia, but that would be getting too technical as such data is not readily available and few would be able to interpret the data even if they had it. However, relative moments of inertia would explain why a flatbed trailer weighing the same as a caravan of the same size will be inherently more stable than the caravan or why a short caravan of the sa
  11. I would have thought that "security" is not entitled to carry out a thorough search of a vehicle, but only HM Customs & Excise or Border Force. I would be surprised if there is any legislation that allows such a task to be delegated to an outside source.
  12. Not necessarily. If they are clever they will make arrangements to sell for export without charging French VAT, just like a duty free shop at the airport.
  13. Actually, the towing limits are determined by test without regard for the type of trailer. On the basis of ride and handling tests carried out during the course of development, manufacturers set towing limits as ultimate limits, assuming an experienced driver, ideal road and weather conditions and optimal trailer weight distribution. Allowances must be made if any or all of these factors are unfavourable. The ability to start on a 12% incline is all that the regulations require, but any self-respecting manufacturer will go further than that. After all, he carries full product liability with re
  14. Actually, more likely than not, the true kerbweight is more than mass in service because mass in service refers to the vehicle which the manufacturer submitted for type approval, which is usually a base model with a minimum of factory fitted options, not the actual weight of the vehicle in question. The difference is often quite a bit more than the 75kg for the driver that I think you are referring to.
  15. Yes, the hitch handle has to be almost vertical in order to be able to unhitch. Sometimes it needs quite a tug to get it there.
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