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Old 04-20-2013, 09:11 AM   #31
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This was one of the first 2012 coaches;, took delivery May 2011. So only 2 years and 19k miles on her. Tires look fine still.

There's also a sticker inside with the following info about the front axle:
AF 10.5-3 10,500# FF1 71.5 KPI/3.74
So, does this mean its a weaker axle than other people have? Or is it still the same that could achieve the higher loading with airbag and tire mods?

I'm supposed to be driving it from S. Colorado to S. Missouri here in about 6 weeks.

Thanks for the comments Phil. I understand that FR could use the mods against me and I was just trying to show that even before my mods ( which are by no means of excessive weight) the coach was ridiculously close to the maximum weight. I mean what if the DW and I weighed closer to 450 and had a couple large folk sitting on the couch. That would be it, we couldn't load any more to the front axle! This is supposed to be a powerful Diesel pusher. I could get a gasser with similar loading capabilities.

One question about the tire mod -- does it cause the tires to rub inside the wheel wells when you turn hard or did they adjust the turn stops so you can't turn it so much?
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Old 04-20-2013, 09:51 AM   #32
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The axel you have I believe is the same as mine. It is a Detroit Diesel. DD is owned by the same parent company as FL. The casting is the same on axels from I think 9000-12500. I'm going from memory on that as I'm not home and don't have my notes with me. I googled the numbers I found in my axel and talked to DD about this. Both FL and DD assured me the only difference in the axel is the air bags. This is good to know as that means we don't need to worry about metal fatigue or tearing away from the frame with constant overloaded conditions that you see in some of the trailer and 5th wheel problems. For me the issue was safety. If you have a tire blow out at hi way speed and the suspension is overloaded can it be stopped safely. FL and DD both said yes but the overload issue should be resolved. I didn't take that as Double talk but as conference in the product to preform.
The tires do not rub or hit the fenders when the airbag is up. I think it would if The wheel was left in a full turn when the airbag was deflated. There is nothing that limits my steering.
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Old 04-20-2013, 11:43 AM   #33
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Went to scales, 2009 390QS Berkshire

ADDED ITEMS AFTER LEFT FR: title flooring, washer/dryer combo, satellite dish.
When weighed, full fuel, propane etc.

Max per sticker, GVWR 27,910, FRONT, 10,410 REAR 17,500
CAT SCALES #1: TOTAL 26,320, FRONT 9,360 REAR 16,960
CAT SCALES #2: TOTAL 27,500, FRONT 9,820, REAR 17,680

Question, what are most of you running the tire presures at and how much difference cold vs hot temps?

Thanks
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Old 04-20-2013, 12:49 PM   #34
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Yes. Added a couple things. The AC (80 lbs) should only add about half its weight to the front axle since its midway between the axles. The washer/dryer would more than make up for the weight of the seatbelt hardware if you account for it being behind the drive axle. So, the only thing remaining is the slide-out which probably weighs a couple hundred pounds, lets say 250. The portion of that weight should be about 150 on the front axle since its closer to that front axle. So I've added about 200# (150+40 -> say 200) to that axle.

So, if you took that 200# off the front axle, then it's unloaded weight (with me as a driver) is still almost 94% of the max load that that axle can handle.

Anyone else find that strange?

I don't find it strange at all. It appears to me that FR may have really "screwed the pooch" on this one. I'm not sure how or why. All I want is to have the carrying capacity that is stated on the yellow sticker. I bought this coach for full time use, and was certain that the STATED CC was plenty for my needs; I checked that carefully before I bought. But it now appears that my yellow sticker stated empty weight is around 3000 lbs LESS that than the coach actually weighs empty.

I'd like to empty it completely out, set fuel, propane, water, etc to the proper criteria and then weigh it again. In other words a TRUE empty weight. My yellow sticker list EW as 23270; I don't think so. BUT, emptying every thing out and then putting it all back would be 2-3 days of back breaking labor.

IF you have a sticker weight on the rear axle of 19K lbs you must have a 360 HP? My sticker max for the rear axle is 17500 although my rear tires are rated at 19K lbs plus change. I assume you rear axle is a bit beefier than mine.


Oh, and I've heard that slide outs can weigh as much as 1000 lbs. Also, the extra cargo slide tray is around 50 lbs max (the tray itself). I had one delivered for mine and I easily carried it from the truck to the patio.

Boowho??
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Old 04-20-2013, 01:15 PM   #35
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Yes 390BH-60.

My tray is heavyweight steel and is the full width of the coach and can slide out either side. Pretty sure it's well over 50 lbs...but I'd have to get the model number and go to their website. At any rate I guessed high to prevent that from be
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Old 04-20-2013, 01:17 PM   #36
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Oops... Premature submittal...hate it when that happens...

Anyway I was saying that I guessed high to keep that from being used as an argument as to why the weight was so high.
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Old 04-20-2013, 01:37 PM   #37
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Quote:
Originally Posted by NO3putt View Post
Went to scales, 2009 390QS Berkshire

ADDED ITEMS AFTER LEFT FR: title flooring, washer/dryer combo, satellite dish.
When weighed, full fuel, propane etc.

Max per sticker, GVWR 27,910, FRONT, 10,410 REAR 17,500
CAT SCALES #1: TOTAL 26,320, FRONT 9,360 REAR 16,960
CAT SCALES #2: TOTAL 27,500, FRONT 9,820, REAR 17,680

Question, what are most of you running the tire presures at and how much difference cold vs hot temps?

Thanks
3put

Do you know why there is such a big difference between the 2 CAT scales? I thought that they were certified. 1200 lbs is a big number.
Tom
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Old 04-20-2013, 04:01 PM   #38
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3put

Do you know why there is such a big difference between the 2 CAT scales? I thought that they were certified. 1200 lbs is a big number.
Tom
Tom:

I missed that. The are indeed certified. I've never known them to be off. Perhaps 3put wasn't on the scale correctly for one of the weighs??

Boowho??
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Old 04-20-2013, 04:39 PM   #39
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Update of My 390RB-40L Weights and Tire Pressures

GVWR:
Front: 10,410
Rear: 17,500
Both: 27,910

SCALE WEIGHT EMPTY: new, 75 gal fuel (507 lbs @ 6.76 lbs/gal), 60% DEF (71 lbs @ 9.09 lbs/gal), two empty cargo trays installed (180 lbs @), 19.6 gal propane (80% full @ 4.4 lbs/gal), all tanks empty, no other cargo
Front: 10,360
Rear: 16,900
Both: 27,240 (scale error incl.)

SCALE WEIGHT OUTFITTED:same quantities as above, except 25 gal addl fuel (676 lbs total), fully outfitted (cargo and food), plus 43 gal water total in all three tanks (358 lbs @ 8.34 lbs/gal):
Front: 10,900 (490 lbs > Front GAWR)
Rear: 17,380 (120 lbs < Rear GAWR)
Both: 28,280 (370 lbs > GVWR)
- no front GAWR or GVWR overload at ~45% fuel

TIRE PRESSURES (using Michelin Load & Inflation Tables, 255/80R22.5 LRG XRVR)
Front: 5450 lbs, single
- passenger on couch
- full fuel
- set at 110 lbs cold (max) @ 70F, no direct sunlight
- front tire overload 245 lbs (both tires)
- no front tire overload at ~64% fuel

Rear: 8690 lbs, double
- passenger on couch
- full fuel
- set at 94 psi cold @ 70F, no direct sunlight (0 - 2 psi overinflated)
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Old 04-20-2013, 10:13 PM   #40
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Don't know the difference. Think next week we will get it weighed again. Both times we had our gear loaded and full of fuel. We might have had some water on board the second time but nothing else was different. Front tires presure goes up about 11 lbs when hot and rear go up a out 6 lbs. Is that presure increase about normal?
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