C of C should have two lines, MIRO which is the design weight the one they quote in the brochures and Technical Mass in Running Order which is the weight it left the factory including fitted extras.
I've had 3 Hymer's technical Mass has always been accurate.
Thats ok no need for Grandparents North of Birmingham ?My grandparents have been dead for centuries as have my parents, what the hell is that about, I'm going for 4 nights, 5 daysWe are having Christmas at my wife parents North of Birmingham, I am with them for 6 bldy weeks in the summer
and would rather not have them with us in Wales even if they authorised only them
I think you may have misunderstood what the percentage error margin is applied to. It is applied to the MIRO not the payload. If your 635kg payload is on a 3.5t MGW the MIRO is 2865kg so 5% of that is 143kg. As I understand it that is how much the payload will be reduced at the top end.
“Dead man walking“ comes to mind
Absolutely ZERO, sold it so this is just a copy of the V5C I have.
Good aftersales service wouldn't need two Swift monkeys at your home repairing a defective product.HOW can it be crap after sales when I have 2 x Swift engineers at my home repairing an issue found 2 days earlier?
I actually think that some people are regretting buying foreign vehicles now as they are being turned away from UK sites for having O/S doors
Sorry, there was an issue after I bought it and within 2 days I have 2 Swift engineers on my drive to fix it, is THAT after sale or not, I really think you are being a little bit of a silly billy, try reading my post again ?
Not having had an Alko chassis before I can't say what the difference is 'in the flesh' but I believe there are 3 types that Carthago use: super-lightweight, lightweight and standard. What their construction is I don't know however the super-lightweight ones are used for the Compactline models which are only 2.12m wide, the lightweight ones are use for some normal width models, and I assume the standard weight ones are for the larger (more luxurious) models.
I had a chat with SVTech on Wednesday about our Carthago's MAM uprating from 3700kg to 3850kg (dealer paying as they agreed to register it at 3850kg but didn't!) and the chap said we can go up to 3850kg without modification, this will still leave the rear axle at 2000kg max. If we want we can go to 2240kg on the rear but this would require rear air assist suspension to accommodate it (MAM overall would remain at 3850kg) - our tyres are already at a high enough load rating so we wouldn't need to change them. He said we could NOT go above that though so to answer your question I don't think anything you do will allow you to take the light Alko chassis (ie normally 3500kg) any higher than 3850kg with a max rear axle of 2240kg. If you want more you need to buy one with the heavy chassis to start with.
That is what I have been told. Maybe Lenny HB can confirm it or not.
It's within the 5% so technically OK.
Hi Minxy Girl
I think you are getting a bit confused. Alko chassis does not have leaf springs. They use a torsion bar system, which is why they ride better. The Fiat chassis, which comes in various different types, use leaf springs. You can tell them apart by the colour. Alko Chassis is always galvanised steel, whereas the Fiat chassis is white painted steel.
I suspect it's because air is probably cheaper, adjustable, and offers a smoother ride.
The only surefire way to make sure you are within the legal weights is to weigh the vehicle in full travelling trim, We have a Pegaso 590, with extras added, 2nd battery, towbar, sat dish, I had it weighed, with full water, fuel clothes etc, 2 electric bikes on towball mounted carrier, simulated fridge load and both of us in it, the figures are front axle 1582 kg rear axle 1760 kg so total 3342 kg so leaving a margin of 150 kg checked on approved weighbridge and reich weight plates, there was 7 kg diffirence between the weighbridge and the reich plates. Never weighed it empty but it must have been a fair bit under the manufactures ex factory weight.
Looking at it from the manufacturer's viewpoint this practice will only increase.
We used to have leaf spring in our previous Hymer, weight plated as 4250 and I was very pleased we added air suspension only sad it took as 3 years to make the change!
Ah, but there's the super-light one now which is what Carthago also use, I'm not aware of anyone else that does.
Exactly, we've decided to get SAP's semi-air fitted to the rear, hopefully will be done by the end of next week.
Adding an extra leaf springs on each side is probably not cost effective especially since it would make sense to fit 2 new springs to each side rather than one new and one old. As steel isn't cheap and neither is labour its probably cheaper, and gives a better result, by adding semi-air instead. It has been suggested occasionally on the forum for older MHs to have a second leaf fitted, or replace the existing single ones with new single ones, but I suspect it only makes sense if someone is doing the work themselves so no high labour charges.
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