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Everything posted by Lutz

  1. It seems strange that there are some models where removing the spare wheel from the front locker is a possible solution to reduce the noseweight. On my caravan the noseweight was far too low until the spare wheel was put into the front locker.
  2. The caravan brakes should be perfectly capable of stopping the caravan on its own once the force required to actuate the overrun has been overcome. If this weren't the case, the stopping distance would be appreciably greater for an outfit than for the equivalent solo vehicle (which it isn't except in the wet).
  3. As others have also pointed out, an electronic stabiliser relies on sensing a pendulum motion, i. e. at least one or two cycles of swinging in both directions or two short sharp bursts in the same direction. It will not react if the motion is only relatively slowly in one direction.
  4. I hope that running with a deflated tyre is not considered normal usage. I'm into my fourth year with a 26' 1800kg single axle which tows like a dream. With a verdict like that I see little point in spending extra money on the cost of a second axle or to lose payload due to its weight.
  5. The fact that it the OP is looking at a twin axle has little impact on the stability factor. A modern single axle of the same size would be comparable. The difference between single and twin nowadays is marginal or else the caravan manufacturers wouldn't be offering ever heavier single axles. These have already reached 2000kg, which is heavy by any standards.
  6. The difference is that the AKS1300 is deigned for trailers with an MTPLM of 1360kg max. whereas the AKS2004 is approved up to 2000kg. So long as one stays below the respective limits, there is no difference in performance.
  7. Lutz

    Germany - Weilburg

    Depends what you call navigable. It's OK for rowing boats and small pleasure craft.
  8. Lutz

    Germany - Weilburg

    Campingplatz Odersbach Runkeler Straße 5a 35781 Weilburg- Odersbach Tel: +49(0) 6471-7620 Email: info@camping-odersbach. de Web: http://www. camping-odersbach. de/en Anyone contemplating a stay at this site which is located not far off the A3 (Cologne - Frankfurt) or the A45 (Dortmund - Frankfurt) should contact me first as we've got our caravan there permanently when we are not touring, so we go there often. It's quiet and beautifully located on the banks of the River Lahn and the town of Weilburg is quite nice, too.
  9. As I wrote in my previous post, in order to put an end to this constant exchange of personal views that is getting this forum nowhere, I suggest that you have my response confirmed by an independent authoritative source.
  10. No, probably none. Winter tyres is all about traction and, above all, braking distance.
  11. There are not an insignificant number of motorists in Germany that stick with summer tyres and risk it. Usually they get by. It's only if you are invoved in an accident that things can get unpleasant because one will then take a closer look at the tyres. Without winter tyres you will be apportioned part of the blame for the accident even though the other party may have been responsible for the actual cause, not to mention the accompanying fine.
  12. The speed limit almost everywhere on the Continent except France and Belgium is 80km/h and that applies to Germany, too.
  13. If a caravan manufacturer were to produce a caravan with a 3500kg MTPLM of course the noseweight would have to be 140kg minimum. Alko chassis 2500kg or greater already have have a 150kg hitchload rating, so there is no issue there. By the way, the "manufacturer" referred to in the Directive refers equally to the manufacturer of the towing vehicle and of the trailer. If you do not believe me regarding the 4% legal minimum, please have the intent of the law confirmed by an authoritative source and refrain from repeating your own very personal interpretation in this forum. It's getting a to be a bit of a pain. ps: German law is very specific. If you wish to tow at 100km/h which is comparable to the UK speed limit, the noseweight MUST be set at the manufacturer's maximum limit, and this is usually more than 4%. This requirement was based on studies to determine safe values. I see no reason why the same should not apply in the UK too, at least in principle, if not in law.
  14. You can contact me if you have any further issues and I would take the matter up in the forefront with the TÜV before you leave for Germany.
  15. On the storage site where I used to keep my caravan there was another one where the owner had obviously bought a proprietary caravan and exchanged either the chassis or the axle against another one that appeared to have originated from a military trailer. This allowed fitment of proper off-road tyres and gave the caravan significantly more ground clearance. Maybe a conversion like that is the way to go.
  16. I think you should ask yourself what the aim of the Directive is. It is not a matter laying down what is commercially sensible but what is safe. Rightly or wrongly the experts that put this piece of legistlation together determined that anything below 25kg or 4% is unsafe and therefore not allowed. This is well below the 7% minimum that some UK caravanning organisations recommend. However, the 7% figure is a very old recommendation that doesn't take into account technical developments over the years. On the one hand, caravans have got heavier over the years, making 7% unachievable in many cases, but on the other, safety improvements such as ABS, ESP, better brakes, etc. that have since been introduced since, have made 7% less necessary. Therefore, the drop from 7% to 4% minimum was deemed reasonable and therefore used for the purpose of legislation. The powers-that-be, (police, VOSA, etc.) also interpret the 4% minimum in the same way. Anything below is unsafe.
  17. Yes, David has made a very valid point. I have a feeling that there was some disconnect within the ADAC due to the quick succession of events (the third beakdown call-out immediately prior to renewal, then the letter re "downgrading" immediately following an already made payment). Under German law, a change in terms of the original contract, i. e. "downgrading", would entitle immediate termination, especially as it should be plainly obvious that the coverage being offered now is clearly unacceptable to someone not living in Germany. I am, however, confident that the issue can be resolved to the policyholder's satisfaction if the ADAC is approached again pointing this out.
  18. Xtrailman has made a very valid point. There's hardly a market for towbars suitable to tow only 500kg trailers. Besides, it is a well-known fact that stability benefits from having the highest possible noseweight, although of course always within the constraints set by the manufacturer. The "fully signed up European-ised" trailer referred to above is by no means illegal to tow so long as one adjust the noseweight to be within the limits laid down by Directive 95/48/EC. It is the responsibility of the user to ensure that appropriate measures are taken that this is done, even if it means adding ballast to get there.
  19. The first and the second part of the paragraph that I quoted must be understood as two totally independent issues. The first requirement which mentions 25kg and 4%, respectively, refers to the minimum noseweight. The second refers to the need for the manufacturer to specify the maximum permissible noseweight in the owner's manual. It does not say that the towbar must be capable of withstanding the minimum, but that it must actually be no less than the minimum.
  20. If the caravan is standing on the weighbridge on its own (including the jockey wheel) then you would be measuring a weight that can be compared with the MIRO or MTPLM. If the caravan is hitched up to the car and only the caravan axle is standing on the weighbridge you are measuring the towload that can be checked against the car manufacturer's towload limit.
  21. The paperwork for the stabiliser covers only that. In order to avoid disappoinment (should you happen to encounter a particular zealous TÜV inspector) I would advise writing to the Explorer Group and asking for confirmation that the caravan as a whole is approved for speeds up to 100km/h.
  22. But winter tyres are not specifically intended for use in snow. They are designed for general use under all road conditions below about 7°C, including a dry surface.
  23. And where, pray, does the minimum load on the towball come from if not due to the noseweight of the trailer?
  24. No. Snow chains are not acceptable because they aren't permitted on dry roads.
  25. There's no requirement which outlaws stuck plates so long as the are self destroying if attempt is made to tamper with them.
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