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Old 07-16-2013, 08:34 PM   #11
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The reason I bought a Class A was so I could run the air while traveling, pull in, push a button (jacks), push a few more buttons (slides), push a another button (awning) all while being in a nice air conditioned environment. Once my fingers take a good rest, I can then go out and hook up the electric, water and sewer. Sometimes my front tires come off the ground, but never my back. By the way, the Lippert system only allows a certain amount of extension between all the jacks. If you have the front fully extended you can't fully extend the back. Same side to side. Also, if you try to extend the jacks when the RV is too far out of level (not safe) the "Excessive Angle" light will come on and your jacks won't deploy. Keep it easy....push the button.
Now that is funny right there, I don't care who you are.
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Old 07-17-2013, 09:16 AM   #12
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If the lippert system is functioning correctly on a 378 the levellers deploy and retract in tandem (both front, both rear, both left, both right). In this way frame bending should not occur. The only restriction I read in the owners manual is to not allow all wheels to be off the ground at the same time. This indicates to me that the actuators will support the full weight of the unit. My previous MH did not have an auto level function (individual buttons for each leveller) and therefore cautioned that adjusting paired levellers should be done to avoid frame twisting.
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Old 07-17-2013, 09:37 AM   #13
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If the lippert system is functioning correctly on a 378 the levellers deploy and retract in tandem (both front, both rear, both left, both right). In this way frame bending should not occur. The only restriction I read in the owners manual is to not allow all wheels to be off the ground at the same time. This indicates to me that the actuators will support the full weight of the unit. My previous MH did not have an auto level function (individual buttons for each leveller) and therefore cautioned that adjusting paired levellers should be done to avoid frame twisting.
I agree. Over the past few days I have spoken with an engineer at Lippert and Steve at FR who use to work for Lippert. I was advised, in addition to what is stated above, that the Lippert jacks are rated at 8000 lbs each which is more than enough to lift the unit with only one jack. So with four they are at 32,000 lbs. My question was that yes the jack could lift the weight but what about the weld points that hold the bracket on that the jacks are bolted to. They said it would be OK. However, they do agree, as stated earlier, that you should not have the back wheels off the ground as that would make the parking brake ineffective. So my conclusion is that I am going to stick with letting the auto level do the work.
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Old 07-17-2013, 10:35 AM   #14
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Ditto BG with two other inputs. The parking brake is at the transmission and not the wheels (not an emergency brake) and I believe that if all levellers are deployed and on the ground that even if the rear wheels were off the ground there is no way the MH can roll fwd or aft.
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Old 07-17-2013, 01:33 PM   #15
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Ditto BG with two other inputs. The parking brake is at the transmission and not the wheels (not an emergency brake) and I believe that if all levellers are deployed and on the ground that even if the rear wheels were off the ground there is no way the MH can roll fwd or aft.
OK then. You just taught me something. I was basing my comment on the parking brake due to an earlier post in the thread. Good to know. Thanks.
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Old 07-17-2013, 02:33 PM   #16
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Ditto BG with two other inputs. The parking brake is at the transmission and not the wheels (not an emergency brake) and I believe that if all levellers are deployed and on the ground that even if the rear wheels were off the ground there is no way the MH can roll fwd or aft.
WHAT?? If the parking brake is in the transmission and ALL 4 wheels are off the ground...WHAT is going to prevent the MH from moving...MAYBE the jacks digging into the ground???
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Old 07-17-2013, 03:16 PM   #17
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Auto Level

2013 390RB:

Although I have successfully performed the null readjustment several times, it should be noted that the message "Excess Slope" will appear if the unit has to level more than 3 degrees.

The accuracy for null reset is to the nearest 0.5 to 1.0 degree, and the accuracy for leveling is about the same. There is therefore a cumulative error of as much as 2 degrees, so I usually get an excess slope error if I have to level more than about 1.5 degrees.

The drill is to either follow the manual leveling procedure, or to use leveling blocks (preferred, to prevent over extension of the jacks):

Leveling Boards, 2"x12" (for excess slope):
• (4) 2-ft lengths, for tires; if front or rear was 0.3° too low (use four for rear, two for front)
• (4) 2˝-ft lengths, for tires in addition to 2-ft lengths; if front or rear was 0.6° too low (use four for rear, two for front)
• (3) 15" lengths, for three tires on same side; only if >1.0° sideways tilt in addition to rear or front too low
• (4) 12" lengths, for pads; use same no. as under adjacent tire

I put a 45 degree bevel on one end and smooth the edges with a rasp. It's a lot of weight to carry around, but it has gotten me out of some jams.

Of course since there is no "Park" position on the transmission, and the air-to-release brakes on the rear wheels is your only parking brake you should never get the rear wheels off the ground, or even close to off the ground.
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Old 07-17-2013, 03:54 PM   #18
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Ditto BG with two other inputs. The parking brake is at the transmission and not the wheels (not an emergency brake) and I believe that if all levellers are deployed and on the ground that even if the rear wheels were off the ground there is no way the MH can roll fwd or aft.
Huh? Your right...the parking brake is on the output shaft of the transmission...on the drive shaft which is connected to the rear axle which is connected to the rear wheels. If the rear wheels are off the ground you will NOT have an effective parking brake.
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Old 07-17-2013, 04:07 PM   #19
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Huh? Your right...the parking brake is on the output shaft of the transmission...on the drive shaft which is connected to the rear axle which is connected to the rear wheels. If the rear wheels are off the ground you will NOT have an effective parking brake.
Not arguing, because I do not know, but why do the back wheels spin when then are off the ground if the parking brake is engaged?
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Old 07-17-2013, 06:05 PM   #20
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Not arguing, because I do not know, but why do the back wheels spin when then are off the ground if the parking brake is engaged?
Honest question! The rear axle configuration is what is at play. The rear tires must have the capability to turn at different speeds when turning a corner. If you are turning to the right then the left, or outside tires, will be turning faster than the right, or inside tires. This difference in speed between one side over the other side is accomplished in the "pumpkin" or differential part of the rear axle assembly. A by product of this action is that if both sides of the rear axle are off the ground than you can turn one side but I suggest you watch what is going on with the other side. That wheel maybe even turning in the opposite direction! With the wheels on the ground and are not allowed to turn then the "parking" brake will be effective. This is probably a poor explanation but I really didn't want to get into much detail. If you want more info than I suggest you can Goggle "automotive rear axles" and see what you come up with.
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