Jump to content


Approved Member
  • Content Count

  • Joined

  • Last visited

Everything posted by Lutz

  1. What annoys me most of all is that manufacturers have the cheek to charge for a so-called 'upgrade' when the very same caravan was already type approved at the higher MTPLM in the first place and there is no need to upgrade because no technical modification is necessary to achieve that higher MTPLM. It's sheer exploitation of the customer. Besides, If there is a higher maximum technically permissible laden mass then, by definition, unless accompanied by a change in configuration, the lower value can’t be a maximum.
  2. Strictly speaking, MIRO, never really changed in principle. With every amendment, MIRO was simply defined more specifically. The 1992 definition was simply: 'Mass of the vehicle in running order' means the mass of the vehicle with bodywork in running oder (sic) (including coolant, oils, fuel, spare wheele (sic),tools and driver). (Source: 92/21/EEC) The 1997 definition was a bit more specific: 'Mass of the vehicle in running order' means the mass of the unladen vehicle with bodywork, and with coupling device in the case of a towing vehicle, in running order, or the mass of the chassis with cab if the manufacturer does not fit the bodywork and/or coupling device (including coolant, oils, 90%fuel, 100% other liquids except used waters, tools, spare wheel and driver (75kg), and, for buses and coaches, the mass of the crew member(75kg) if there is a crew seat in the vehicle). (Source: 97/27EC) The current 2012 version states: ‘mass in running order’ means (a) in the case of a motor vehicle: the mass of the vehicle, with its fuel tank(s) filled to at least 90 % of its or their capacity/ies, including the mass of the driver, of the fuel and liquids, fitted with the standard equipment in accordance with the manu­facturer’s specifications and, when they are fitted, the mass of the bodywork, the cabin, the coupling and the spare wheel(s) as well as the tools; (b) in the case of a trailer: the mass of the vehicle including the fuel and liquids, fitted with the standard equipment in accordance with the manufacturer’s specifications, and, when they are fitted, the mass of the bodywork, additional coup­ling(s), the spare wheel(s) and the tools; (Source: 1230/2012/EC)
  3. Kerbweight and unladen weight are both defined in legislation. A manufacturer can't change a definition without a change in the law. Having different interpretations of the two terms makes a mockery of defining anything at all. The whole purpose of a definition is to have a common understanding. If a manufacturer is unhappy with the way kerbweight or unladen weight is defined they should create their own new term.
  4. 818kg sounds like the MIRO (or unladen weight). That would sound plausible for a 4 berth considering I found a corresponding figure for the 2 berth of 792kg (1996 model). Either way, 1000kg will then be the maximum allowable overall laden weight of the caravan.
  5. Kerbweight and MIRO aren’t flexible at all. If anything is flexible it’s their interpretation. Just like kerbweight, unladen weight is also not documented anywhere so it’s rather immaterial whether the term kerbweight or unladen weight is used. You won’t find accurate information on either anywhere.
  6. I can't find anything on the 1995 model, but its 1996 counterpart is rated at 1000kg.
  7. Yes if it's hot outside. Occasionally even three times to cool down.
  8. The main reason why we are reluctant to use the shower in the caravan except where there's no alternative is the limited capacity of both the water and waste water tanks. After both of us have had a shower it's time to fill up the water tank and carry the waste water away for disposal. Do that twice a day and you feel you've had your fair share of exercise.
  9. Lutz

    Towing Myths

    The difference between 1703kg and 1755kg (assuming both are correct) is too small to have any noticeable effect. As you correctly suppose, there must be other reasons for the way the new towcar handles worse than the old one.
  10. I just look at what height the hitch is relative to my knee when I'm standing next to it.
  11. Besides, if the difference between 90% and 100% full is 20 gallons, then one would have 200 gallon tank. That must be a mighty big towcar with such a tank.
  12. Absolutely, yes. The organisations are to blame for continuing to use the term kerbweight when it isn't documented anywhere, leaving the owner to search for the closest alternative. As long as there are some who insist on wanting to know the true kerbweight of their towcar to the nearest kilo the issue simply won't go away.
  13. The MIRO shown on the V5c is not the actual ex-works weight of the vehicle in question but the weight of that vehicle which the manufacturer submitted for type approval. By definition, it is for a vehicle with only the standard equipment fitted. This means that factory fitted options are not included. Consequently, it would definitely not include a factory fitted towbar, for instance, If the vehicle was specified with options like a towbar, the actual weight and hence also the kerbweight, will be higher, but the MIRO is unaffected. As far as fuel is concerned, MIRO includes a 90% full fuel tank whereas kerbweight is defined with a full fuel tank.
  14. Yes, I said kerbweight isn't documented anywhere, not that it isn't defined, although I do agree with Towtug that it is very wooly. It is open to interpretation what is meant by normally equipped. Does it mean as equipped when it left the factory or would it include all permanent fittings that may have been added afterwards? I would tend to think the latter because that is how the vehicle will 'normally' be used.
  15. Yes, of course. And if you look under M2 and M3 these apply to vehicles with more than 8 seats, which cars are definitely not. Hence cars belong to subcategory M1 of category M which applies to all vehicles used for the carriage of passengers, regardless of the number of seats.
  16. Category M includes subcategories M1, M2 and M3. Cars are definitely M1 and hence also M.
  17. Actually, with Continental caravans the chances of uprating after the caravan has already left the factory is even less because their MTPLM is almost invariably the same as the axle load rating. For all practical purposes, uprating is only possible prior to build.
  18. If manufacturers don't use the maximum permissible axle weight available then this will be obvious by looking at the axle load rating that the caravan manufacturer has displayed on the statutory plate. It will show a lower maximum axle load than what the plate on the axle itself specifies. Axle rating and/or MTPLM changes, whether up or down, can only be carried out if the manufacturer has covered the revised value in his type approval documentation.
  19. No need for any confirmation. Legislation isn't specific regarding location in the gas locker. It can be combined in another plate elsewhere so long as the following requirement is fulfilled: "The manufacturer may indicate additional information below or to the side of the prescribed inscriptions, outside a clearly marked rectangle which shall enclose only the information prescribed in Sections 2 and 3."
  20. It's unlikely that the statutory plate is on the axle because it wouldn't comply with the requirement that it must be, quote, "in a conspicuous and readily accessible position".
  21. A statutory plate was already required prior to introduction of whole vehicle type approval although its format wasn't defined quite so precisely. There have never been two statutory plates. Legislation only refers to one and nowhere does it say that it must be in the gas locker, even though it often is.
  22. It's only the statutory information on the plate that counts. Any further information that may be present on the same plate is for guidance only. Elddis will still have the necessary maximum permissible axle load displayed on that part of the label or plate which contains the statutory information.
  23. I was referring specifically to caravans that are subject to whole vehicle type approval, i.e. those manufactured since October 2014.
  24. A weight plate on the axle has no relevance to the end user. It is only there for the caravan manufacturer. The only valid axle load limits of the final finished product are those displayed on the statutory plate and they can be different to those on the axle.
  25. Deflectors must not be fitted to vehicles fitted with LED, xenon or other high energy discharge headlamps as reflections from the inside of the deflector may be so powerful that scattered stray light can actually cause dazzle, thus defeating the whole object of the deflector. Therefore, always follow the recommendations of the car manufacturer.
  • Create New...