Jump to content


Approved Member
  • Posts

  • Joined

  • Last visited

Everything posted by Lutz

  1. That's right. Certain technical conditions must be fulfilled in order to be able to tow at 100km/h instead of the regular 80km/h speed limit that applies to all trailers, and these conditions are quite differentiated. For example, if the trailer isn't fitted with hydraulic shock absorbers the weight ratio limit is only 30%. Fulfilment of other conditions will allow towing at 100km/h with weight ratios up to 120%. German caravanning magazines always test tow cars at their towload limit. The caravans are ballasted accordingly.
  2. Unless you bought it in the Republic of Ireland, of course. Then you'd only have to change the speedometer.
  3. German caravan forums are full of posts from people who want to eek out even higher towing loads than what the manufacturers specify regardless of the actual weight of the car.
  4. That's true, but only because UK manufacturers don't offer many options. Those that you list for the Touring are only a fraction of what is available on the German market. The options that they are offered often fill pages of the price list. The price list for my BMW had 52 pages. It took me the best part of two hours to go through it with the salesman when I ordered mine. In some cases one can even order different versions of the same option, such as different finishes of brightwork (matt, gloss, brushed, black, etc.).
  5. By definition, MIRO is always for the "poverty spec", or at least as basic as it comes. If it isn't, it's not MIRO, but actual unladen weight. That's why relying on MIRO is so misleading.
  6. Yes, but bags of torque at zero revs is not going to get you anywhere.
  7. No, power is what dictates whether you get over the hill at all, whatever the speed. Yes, my Opel (Vauxhall) Vectra 1.8 was redlined at 7000prm.
  8. When I started my caravanning career, before the days of turbocharged engines, the needle would regularly hit 7000rpm when negotiating steep hills. Thankfully, that's a thing of the past, even with modern petrol engines. Some even achieve maximum torque at lower engine speeds than a diesel, but I agree with Mr Plodd that the diesel is more economical.
  9. It's the BHP that gets you over the hill. BHP is basically torque times engine speed, so either you need lots of torque at low revs or lots of revs if you don't have so much torque.
  10. I see it rather the other way round. Whenever we intend to stay primarily at one location, such as for overwintering, and use that as a hub for day trips in a radius of no more than, say, 50 miles, we take our caravan. For extended touring across the whole continent we rent a motorhome.
  11. To my knowledge, the NCC label always displays a MIRO although I have no idea what it is supposed to represent. Is it the MIRO that the manufacturer has had type approved or is it a misnomer for unladen weight?
  12. The source that you are quoting is equally ambiguous. It says, "MiRo or Mass in Running Order is the weight of the standard caravan with no payload". From that one could assume that it's the weight of the caravan in question. However, the manufacturer, who is bound by the official type approval process, will quote the weight of the one caravan of that model that he submitted for type approval, because that is what is required of him. Hence the confusion. Mass in Service/Mass in Running Order for a car is similar. It can vary quite substantially from the actual weight (more or less the same as kerbweight) because kerbweight and actual weight are specific to the car in question, but mass in service/mass in running order isn't. That explains the 85kg difference in the same document between MIRO and the actual weight of my car. I think you will agree that such a difference is quite substantial. (I have known differences of up to 150kg.)
  13. To check the unladen weight on a weighbridge and forget about the MIRO is the safest way to go. My point about the CoC is that it does document "actual mass". It's just unfortunate that most people don't have access to this certificate as an alternative to actually putting the caravan on a weighbridge. Without knowing how Elddis had the caravan with the SE Pack type approved we won't know whether they have provided for a specific MIRO for that variant or not.
  14. I agree, the situation is unsatisfactory because too many sources either misinterpret MIRO themselves or they convey an incorrect interpretation. If one side, like the manufacturer, sticks to the true definition of MIRO and the other, the owner, thinks that it's the ex-works weight of his particular caravan, that's bound to lead to confusion. It would be best to dissociate one's self from MIRO altogether and introduce a new term that everyone can understand and adhere to. In the type approval process they seem to have appreciated the problem and added the term "actual mass" to differentiate it from MIRO. The trouble is that, in the UK, the certificate that documents actual mass is not normally passed on to the consumer. On the Continent, where caravans are registered, it is essential for the owner to have the type approval certificate because without it, it is impossible to register the caravan. We have a similar situation with cars, where there is often confusion, even by manufacturers, between kerbweight and MIRO (Mass in Service).
  15. You can't check the MIRO because that's the weight of the caravan that the manufacturer submitted for type approval and you won't have access to it. One has got to be clear in one's mind that MIRO is not the unladen weight of your particular caravan.
  16. You mean if there was a maximum unladen weight. MIRO is by definition a minimum.
  17. There is no such thing as a maximum MIRO because the certified MIRO is only applicable to the one caravan that was submitted for type approval. Anything else is not a MIRO at all, but an unladen (or actual) weight, and the latter is already documented under Item 13.2 in the type approval document. Weighing the caravan at the start of each journey is the only 100% reliable method although it is going over the top a bit unless one loads it differently each time. Under normal conditions, where one packs the caravan almost identically each time, it is unlikely for the weight of the caravan will vary by much more than a handful of kilos. If those handful of kilos are going to worry you, you've chosen the wrong caravan in the first place. As a first step it would be worthwhile demanding a copy of the type approval certificate which documents both the MIRO and the actual weight.
  18. The 5% tolerance on what figure? Presumably you would want it on what the manufacturer claims the actual weight would be, but unless you are in possession of the type approval certificate, which you probably aren't, you wouldn't know what the nominal unladen weight is. However, if you mean the MTPLM then you are at the mercy of the officer-in-charge unless you are able to gain access to the calibration report for the scales that he happens to be using.
  19. A tolerance on the Mass in Service figure is largely irrelevant to the consumer as it doesn’t claim to reflect the actual weight of the vehicle (caravan) in question, even though this may be a widespread belief.
  20. I’ve no idea what the calibration tolerance on their equipment is. Beyond that it’s a matter of discretion. My understanding is that trading standards allow a 5% tolerance, and that would presumably include Mass in Service, but I may be wrong.
  21. How accurate would you expect an ex-works unladen weight figure to be? I don't think that any manufacturer would be willing to go along with any requirement to specify a figure with a tighter tolerance than what is already allowed under existing trading standards.
  22. That's hardly a workable solution. I can't see dealers getting involved in any type approval process. Anyway, what, in principle, is the difference between a dealer fitting, say, an air conditioning unit or the owner doing it himself? It would be to NI consumers!
  23. But as far as roadside weight checks are concerned, MIRO is totally irrelevant. How do you know whether the items that you've put on board are weighed accurately as well or maybe you've even overlooked something that wasn't weighed before it went into the caravan?
  24. Weighing each component is no more accurate because one would never know whether the component weighed was manufactured at top or bottom tolerance. Calculated weights are always based on nominal dimensions. For example, car bodies coming out of the paint shop in our factory showed weight variances of up to 15kg although all material thicknesses were within tolerance. The CofC for my BMW quotes a mass in running order (mass in service) of 1895kg and an actual mass of 1980kg.
  • Create New...