Caravan Accidents Blog

[Alan Partridge]

I'm starting a new thread on this because I'm interested in understanding more, from those with more knowledge than I, and I hesitate to add to the "Insurance and the 85% rule" thread that is already 160+ posts and has been somewhat heated!

The blog is here: http://20six.co.uk/caravanaccidents

I'm not a very experienced tower of caravans, and I do think it needs 100% concentration regardless of experience - better to avoid an emergency than deal with it; that said, I have not been unduly concerned about stability, mainly because I tow at less than 70% with an Eriba caravan (18" lower than most, and having reputation for stability); I also pay close attention to tyre pressures, load distribution and noseweight.

I suppose my concerns are

- should I be more worried about windspeed, direction and stability in the 'normal' range - not just on what we would call a windy day when one can feel the car buffeting - at motorway speeds when near LGVs?

- does our blogger have a point about the ineffectiveness of over-run brakes when cornering? The car:caravan angle at any serious speed, when under control, is surely going to be near enough to 180 degrees to operate the brakes on the caravan without exerting a significant disruptive force on the rear of the towcar (I know this is not a very scientific statement). I avoid braking other than in a straight line by habit, but we don't always have a choice!

- should I switch off ESP when towing? The new CR-V claims 'trailer stability assist' which presumably uses different algorithms when a trailer is connected, but this does not apply to my 'old' model.

I confess I did not understand the presumed relationship between the stall speed of an aircraft (designed to fly) and effectively the take-off speed off a road vehicle (designed, if at all to stay on the ground). Risking ridicule from Lutz, I did quite like the idea of a wind speed meter!

 

[Lutz]

The issue with wind is not so much the speed but where it's from and whether it's gusty. A constant headwind, for example, no matter how strong is not going to be a problem other than it's going to cost you more fuel. It's gusts from the side, especially on downhill stretches, that one really needs to be on the lookout for. These can occur while being overtaken by a big truck or as you just come out of the shelter of a road cutting, for example. The answer here is always to take your foot off the accelerator in those conditions and be prepared to brake (moderately), if necessary. The reason why I found the wind speed indicator so funny is that the potential risk occurs at the very same time as the indicator has a chance to register so by the time you get round to reading the instrument you could already be in real trouble. It wouldn't give you any advance warning which would be so helpful. Besides, it would have to differentiate between from which direction the wind was coming.

The ineffectiveness of brakes when cornering is rather overrated. The articulation angle (the angle between the centreline of the car and that of the caravan) is only large enough to make a real difference in braking efficiency during manoeuvring or in the event of a jack-knife.

With ESP it depends a bit whether it is first or second generation. All those described as being with "trailer stability assist" are second generation where all four wheels on the towcar are braked independently (first generation was axle-wise). Second generation ESP's should always be left switched on when towing. I haven't seen any convincing arguments one way or the other for the first generation type.