Yes... It's a semi-rigged question :)Quote:
Originally Posted by Graeme
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Yes... It's a semi-rigged question :)Quote:
Originally Posted by Graeme
Correct - and then you need a HC licence to operate your vehicle - by law.Quote:
Originally Posted by Brian Hjelm
Hence the number of 5th wheelers operating illegally around Australia.
If mounted behind the Axle line it's considered a trailer, in front of the centreline it's considered a combination and requires higher level licence.
If the kingpin is set behind the rear axle centreline it badly affects the steering and I can guarantee that you won't like the ride motion
I'm not sure how we tangented to 5th wheelers. However it is sometimes not possible to mount the fifth wheel in front of the axle. This is particularly true of dual cab 1 tonners. A fifth wheeler is still more stable than many standard coupling trailers, particularly large caravans,
I'll throw a spanner in the works...
What if it's a single cab 130? :p
Will
In an attempt to haul this back on topic.....
Is anyone actually, or recently been, towing a series SWB behind a recent (ish) 110 on an A frame?
If so how have you set it up / engineered it?
How do you feel it behaves it's self?
Is it in any way a practical solution to transporting said swb series vehicle about?
Cheers for you input,
Ian.
In the old days when with a group of 4wds and one broke down in a way it couldn't be driven under its own steam , it would be A framed.
I remember this working with jeeps, Landrovers and dodges etc.
These older vehicles had stout flat metal bumpers.
A universal A frame was strapped/ roped/chained to the bumper.
A driver remained in the towed vehicle to operate brakes and lights.( and in case of breakaway)
many moons ago it used to legal this way.
I do know the towed vehicle steers and handles well this way.
The only problem was if a short A frame is used and at different heights of bumper to tow hook the towed vehicle could climb over the A frame under hard braking if the driver in the towed vehicle was not doing his job and watching the brake lights of the vehicle doing the towing in front.
The military for years used flat A frame towing and is why a lot of old military vehicles had special eyes in the front and somes rear bumper.
The proper military A frames were designed to fit the eyes on many different vehicles from any thing from a landrover size vehicle to a tank.
The military A frames just locked into the bumper pin holes and had one arm of it set up so it could set centre and lock in position when locking on.
In all the times I have seen it done there was never any problem with the steering or following of the towed vehicle.
It is a bit weird to be in a vehicle being flat A frame towed and watching the steering wheel turn by itself around corners.
I do not think any of that would be legal now.
Anyhow if no one is in the towed vehicle normal over 750 kg and 2000 kg trailer brake rules apply.
No but I have in a 100" RRc and I found that the long travel coils made the rear of the rangie feel unstable and the tow feel like it was steering the towing vehicle at times. I did feel that it could get out of control real easy, so I would prefer to tow on a car float.Quote:
Originally Posted by mools
Remember you should be removng the rear prop saft for long tows which just adds an extra level of complexity.
I have an A frame that was made many years ago that I used on several occasions to tow my 80" behind my then Td5 110. Although braking was only by the 110, it handled very well. All was well until a couple of years ago I came across a joint police/RTA roadside check one night. Even though I had additional safety measures in place, the lack of brakes & engineering meant that I could no longer use it on road.Quote:
Originally Posted by mools
The cost involved in modifications & engineering to meet the requirements, I would spend on a car trailer that can be used for other vehicles & uses as well.