wind

klutchdust wrote:
.........."My RV is on a Chevy Chassis which handles much better than the ones on Ford chassis "

Fact or opinion. I understand the leg room difference based on the engine placement and doghouse area but to say one handles better than the other one I need some stats. . What is your statement based on.

The only stats I can give you is this.

I test drove about a dozen or more of the same types,Tioga 26Q, all on Ford Chassis none handled very well,They wandered around and there had to be a lot of input to keep them in a lane,I thought that is just the nature of the beast so I went with it,I did see on the Forum the same complaints and the expensive fixes.

I then had a chance to test drive the same RV on a Chevy Chassis,it was a world of difference,I was sold on the comfort,the handling and over all feel of it.

I bought a 2006 Chevy based Tioga Class C 26Q,and I am very happy with it. There are quite a few other members here that like their Chevy based RV,may be ask some of them.

Here is a link to our experience with wind and the +caster setting.. circa 2010

E350/E450 Caster

.........."My RV is on a Chevy Chassis which handles much better than the ones on Ford chassis "

Fact or opinion. I understand the leg room difference based on the engine placement and doghouse area but to say one handles better than the other one I need some stats. . What is your statement based on.

With Class A's, IMO, wheel base has a lot to do with it, especially regarding the length of rear overhang. Our Foretravel DP had a long wheel base and almost no overhang and it handled well in the wind.

When I had a 27’ class C on an E350 chassis. Setting the alignment into the plus five degree range and adding a Safe-T-plus made a major improvement cross winds and big rigs passing.

billy1davis wrote:
How does this issue compare with a class a gasser and a class c?

Having had both a Class A gasser and now a Class C both the same size,I would much rather drive the Class C in the wind.

The Class A was an evil driving machine. The slab side and being taller and sitting higher in the drivers seat gave you the feeling of more rolling and a yawing effect.

The things already mentioned,correct alignment,caster and correct tire pressure also good shocks will help a lot in the control of the RV.

My RV is on a Chevy Chassis which handles much better than the ones on Ford chassis It still would get pushed around in the wind,not a bad as the Class A that I had.

I read about Air Tabs here on the Forum,a few members had them and the seemed to help a lot. I installed them and it made a huge difference in the stability in cross winds and when a truck passes.

My toy hauler is the most stable RV I've ever had in a cross wind. Saturday I drove a new Fleetwood Discovery 40' diesel pusher from Phoenix to Tucson and the wind was blowing. Even a big heavy rig like this one got moved around by the gusty crosswind.

billy1davis wrote:
How does this issue compare with a class a gasser and a class c?

It depends on the class A and the class C in question. Some class C's are better than others, and I suspect the variation among class A's may be even greater.

On many class A's, you sit higher above the ground than in a class C so the sensation of rolling or swaying is somewhat magnified, even if the actual amount of deflection is no different. How the vehicle itself responds to side winds in terms of tracking true or not may be an entirely different matter. A class A with a tag axle will generally be much better in that latter regard than other class A's or class C's; the tag axle does a good bit to add stability. That said, a well-sorted suspension on most any motorhome style will not be too bad in a stiff crosswind; but of course it will be affected somewhat more than most any passenger car or pickup truck merely by virtue of having much greater area exposed to the wind forces.

Some have reported that air tabs do a good bit to help with cross-wind vices, besides the usual suspension fixes/helps.

Class A MHs have a little bit better aerodynamics then a Class C. Class A coaches do not have the overhead area that contributes to issue.

How does this issue compare with a class a gasser and a class c?