Tag Axel

Kayteg1 wrote:
If you need tag axle for driving straight, you start from wrong point.
Tag axles are for extra weight carrying and on good coaches they are liftable.
I had my vintage Prevost park in spot with sharp turn required, so lifted tag for better turning.
200 miles later I start thinking "did I lower the tag down?"
I did not and could not tell the difference in driving but fact is that it was slower driving in weekend traffic.
The tires on bus conversion operate at 60-70% of weight carrying capacity, so dropping another 30% is not posing any danger.

Not entirely accurate.

Tag axles are for braking purposes, first and foremost. Everything else is gravy, or non-essential. The fact that their GVW rises significantly, is icing on the cake. The beauty of the tag axle comes into play when in a sudden cross-wind, as well as the fact that a tag axle coach RIDES significantly better/smoother.

On a 38' and Up coach? I would never buy a non-tag axle coach. The busses are equipped with a lift-feature of the tag for curbs, and those tight places that you're speaking of needing to negotiate your tag-axle coach in.

If you need tag axle for driving straight, you start from wrong point.
Tag axles are for extra weight carrying and on good coaches they are liftable.
I had my vintage Prevost park in spot with sharp turn required, so lifted tag for better turning.
200 miles later I start thinking "did I lower the tag down?"
I did not and could not tell the difference in driving but fact is that it was slower driving in weekend traffic.
The tires on bus conversion operate at 60-70% of weight carrying capacity, so dropping another 30% is not posing any danger.
Beware about designs where builder overbuild the coach on small chassis and add tag as bandage to cover inadequate design

Don't worry about the tag/nontag. Get the floor plan you like, the coach will have the correct axle set up for that coach.

The tag is worth it. The MH tracks straighter and can carry more. I've never found slides to be an issue at CG's.