Supplemental Brake Systems - update 8/7/06

[pulsar]

Updates:

• 1/1/06:

  Roadmaster has stopped making BrakePro and replaced it with a revised system that it calls Even Brake. A DRAFT review of the Even Brake System has been added. Like the other reviews, if you have a correction or addition, please post it in this thread or send me a PM

  
  
• 2/22/06:

  An update to the M&G review - New optional alert system, new warranty.

  
  
• 8/07/06:

  Added comments about BrakeBuddy's new system 'Vantage.'

Choosing an auxiliary brake system for our toads seems to be almost as challenging as choosing our RV’s. I hope to write a post that provides useful information about the different braking systems that are available. I do not intend for this thread to advocate for or against any system – I want it to just provide information.

To be useful, the information needs to be accurate. I have personal information about only two systems. All of the other information comes from the Internet. I would like for those who use a particular system to correct errors or provide additional information so that an accurate, final post can be made to serve the members of the forum. Again, please, I do not want this thread to be an advocating thread.

I will attempt to classify the braking systems based on the mechanism or process that triggers activation of the toad’s brakes. At present, I think this can be done with one of the following three categories.

• Surge
  A slide receiver is used for the tow bar. As the motor home slows down, the toad pushes on the slide receiver.
  
  
• Deceleration
  The toad (or motor home) slows down faster than some predetermined value. A mercury switch, pendulum system, or accelerometers are used to detect the deceleration. Some of these systems require that the motor home’s brake pedal to be depressed also.
  
  
• Pressure applied to motor home’s brake.
  

Since different manufactures use different meanings for some of the important terminology, here are the definitions that I will use in this report.

Proportional: The toad’s brakes are applied in proportion to the pressure on the coach’s brake pedal.

Invasive: Installation of the system requires insertion of a connector in the toad’s (or coach’s) vacuum line, hydraulic line, or air lines (coaches with air brakes.) Invasive will not be used to describe mounting of vacuum pumps, air cylinders or cables.

Permanent installation: One does not have to remove devices from the toad before driving the toad. Although this does not mean that one cannot move the system to another toad; it does imply more than a casual amount of effort. Conversely, a non-permanent installation implies that part of the system must be removed prior to driving the toad. Non-permanent also implies that the system can be easily moved to another toad.

Apollo By Blue Ox
(See BrakeBuddy for a similar system)
Deceleration system. Accelerometers are used to detect a decrease in forward momentum. When triggered, an air cylinder extends an arm to apply pressure to the toad’s brake pedal.

Monitoring. Application of the toad’s brakes is signaled (radio) to the coach. The signal indicates the toad’s brake light switch has been activated. The transmitter is wired to the cold side of the brake light switch. The transmitter setup is permanent, in the sense that it is not removed to drive the toad. The transmitter requires a 12-volt DC connector. Since the base unit requires a 12-volt DC connector, the combined systems require two.

Adjustments to the system from within the coach: None

Adjustments to the system from within the toad: The sensitivity – how quickly the coach must be stopping before the toad’s brakes are activated – can be adjusted. The amount of pressure applied to the toad’s brake pedal can be adjusted.

The toad’s brakes cannot be applied independently from the coach’s brakes.

Does not use the toad’s power (vacuum) assist to aid in the application of its brakes.

Is not proportional

Is not an invasive system.

System uses the toad’s electrical system. The unit is plugged into the 12-volt DC adapter. Note: The alert system also requires a 12-volt connector.

Installation is not permanent. The unit must be removed before the toad can be driven. Although the installation and removal is a simple process, the unit must be stored somewhere while the toad is being driven.

Has a breakaway system

Website: Blue Ox Apollo Brake System
Phone: 1-888-425-5382
Warranty: Five years

BrakeBuddy
(See Apollo for a similar system)

BrakeBuddy has come out with an updated version which they call 'Vantage.' Since I'm on the road now, I will have to wait until I return home later in August to fully investigate the new system. Here is a link to BrakeBuddy's Vantage page.

At first glance, here is a summary of changes: 1) The abiltity to change the Sensitivity settings "on-the-fly" from the coach. 2) A digital pressure guage that allows for more precise pressure settings. 3) Automatic setup feature.

The flyer mentioned above appears to misuse the work 'sensitvity' in the lower righ-hand corner. There it describe it as adjusting the braking force. 'Sensitivity' is used to adjust how quickly the system will activate. I believ member GotSalt has the new system. Give him a PM if you have a question.

I will make a full report after I return home and can contact the company.

Deceleration system. Accelerometers are used to detect a decrease in forward momentum. When triggered, an air cylinder pushes forward an arm to apply pressure to the toad’s brake pedal.

Monitoring. Application of toad’s brakes is signaled (radio) to the coach. The signal is based on whether or not the air cylinder's arm is extended.

Adjustments to the system from within the coach: None

Adjustments to the system from within the toad: The sensitivity – how quickly the coach must be stopping before the toad’s brakes are activated – can be adjusted. The amount of pressure applied to the toad’s brake pedal can be adjusted.

The toad’s brakes cannot be applied independently from the coach’s brakes.

Does not use the toad’s power (vacuum) assist to aid in the application of its brakes.

Is not proportional

Is not an invasive system.

System uses the toad’s electrical system. The unit is plugged into the 12-volt DC adapter.

Installation is not permanent. The unit must be removed before the toad can be driven. Although the installation and removal is a simple process, the unit must be stored somewhere while the toad is being driven.

Has a breakaway system.

Website: brakebuddy.com
Phone: 1-800-470-2287
Warranty: 30-day money back guarantee. 3-year warranty

BrakeMaster 9000 & 9100 Series by RoadMaster
Pressure applied to the coach’s brake pedal causes a proportional amount of pressure to be applied to the toad’s brakes. Air pressure is transmitted from the coach to an air cylinder that is non-permanently mounted in front of the driver’s seat. The air pressure can come from the coach’s airbrake system or, in the case the coach has a hydraulic brakes, from a compressor mounted in the coach. (See below) Note: The toad must have power brakes to use the standard BrakeMaster systems. An optional pressure regulator can be purchased to adapt a non-power brake toad.

Monitoring: Application of the toad’s brakes is signaled (wire umbilical cord) to the coach. The signal indicates that the toad’s brake light switch has been activated.

Adjustments to the system from within the coach: None

Adjustments to the system form within the toad: None

The toad’s brakes cannot be applied independent of the coach’s brakes.

Does not use the toad’s power (vacuum) assist to aid in the application of its brakes.

Is proportional

Is invasive: 9000 Series: A hydraulic line must be run from the proportioning valve and tap into the coach’s hydraulic system at one of several possible locations.
9100 Series: For coaches with air brakes, a port on a relay valve near the rear axle is used to tap into the coach’s air brakes. For coaches with air-over-hydraulic systems, a port in the air booster near the coach’s front axle is used to tap into the air system.

Uses the toad’s electrical system. (Looking at the wiring diagrams, it appears that the toad’s battery could receive a charge from the motor home. That is not listed as a feature, Can anyone shed a light on this?)

Is not permanent in the sense defined for this review. An air cylinder must be attached between a mounting post and the toad’s brake pedal. The mounting post is affixed to a circular base plate that is bolted to the floor through hole drilled through the floor panel immediately in front of the driver’s seat when in its furthest back position. Seat adapter brackets are available for some vehicles. The seat adapter replaces the floor base plate and is secured by the seat channel bolts. In addition, the 9000 series requires the installation of an air compressor on the coach in “clean, dry place.” A storage bay is recommended. Also, a proportioning valve must be mounted on the chassis.

Has a breakaway system that requires the mounting of an air tank (usually under the hood). The air tank should be drained regularly to prevent moisture buildup.

Website: RoadMasterInc.com (Scroll down the page to Braking Systems or use the Products menu.)
Phone:1-800-669-9690
Warranty: One year

BrakePro by Roadmaster

Roadmaster has stopped manufacturing BrakePro is now producing a similar system, Even Brake. A review of the Even Brake system can be found alphabetically below. Since BrakePro can still be purchased at discount prices, this review will remain for awhile.

Deceleration system. Accelerometer(s) are used to detect a decrease in forward momentum. When activated, an air cylinder pushes forward an arm to apply pressure to the toad’s brakes. Based on rate of deceleration, software determines how much pressure, up to a user determined maximum, is used to apply the brakes.

Monitoring. Application of the toad’s brakes is signaled (radio) to the coach. The signal is base on whether or not the cylinder’s arm is extended.

Adjustments to the system from within the coach: None

Adjustments to the system from within the toad: The sensitivity – how quickly the coach must be stopping before the toad’s brakes are activated – can be adjusted. The amount of pressure applied to the toad’s brake pedal can be adjusted.

The toad’s brakes cannot be applied independently from the coach’s brakes.

Does not use the toad’s power (vacuum) assist to aid in the application of its brakes.

Is proportional: This is somewhat different from that which is usually described as proportional. The proportionality is based on the rate of deceleration as opposed to the amount of pressure on the coach’s brake pedal. In addition, the user determines a threshold, which must be met before the toad’s brakes are applied. And, finally, the user determines the maximum amount of pressure.

Is not an invasive system.

System uses the toad’s electrical system. Note: A 20-amp DC connector is required. Not all cars provide such a connector; many have only 15-amp connectors. Roadmaster sells a battery-direct 20-amp DC connector that is easy to install.

Installation is not permanent. The unit must be removed before the toad can be driven. Although the installation and removal is a simple process, the unit must be stored somewhere while the toad is being driven.

Has a breakaway system

Website: No longer exists.
Phone: 1-800-669-9690
Warranty: One year

Even Brake by Roadmaster –

DRAFT

Deceleration system. Accelerometer(s) are used to detect a decrease in forward momentum. When activated, an air cylinder pushes forward an arm to apply pressure to the toad’s brakes. Based on rate of deceleration, software determines how much pressure, up to a user-determined maximum, is used to apply the brakes.

Monitoring. Application of the toad’s brakes is signaled (radio) to the coach. The signal indicates that the toad’s brake light switch has been activated. Even Brake also monitors the toad’s battery. (See below.) The transmitter setup is permanent, in the sense that it is not removed to drive the toad.

Adjustments to the system from within the coach: None

Adjustments to the system from within the toad: The sensitivity – how quickly the coach must be stopping before the toad’s brakes are activated – can be adjusted. The amount of pressure applied to the toad’s brake pedal can be adjusted.

The toad’s brakes cannot be applied independently from the coach’s brakes.

Does not use the toad’s power (vacuum) assist to aid in the application of its brakes.

Is proportional: This is somewhat different from that which is usually described as proportional. The proportionality is based on the rate of deceleration as opposed to the amount of pressure on the coach’s brake pedal. In addition, the user determines a threshold, which must be met before the toad’s brakes are applied. And, finally, the user determines the maximum amount of pressure. Maximum pressure is use for emergency stops.

Is not an invasive system.

System uses the toad’s electrical system. The Even Brake monitors the toad’s battery and will transmit a signal to a monitor in the motorhome to indicate a low battery condition. If the battery’s voltage drops “too low,” the Even Brake cuts power to itself and retains only emergency braking function.

Installation is not permanent. The unit must be removed before the toad can be driven. Although the installation and removal is a simple process, the unit must be stored somewhere while the toad is being driven.

Has a breakaway system.

Website: Even Brake
Phone: 1-800-669-9690
Warranty: One year – The warranty is extended to two years if Roadmaster receives the product registration card within 20 days of purchase.

M & G Tow Brake

Update 2/22/06: Now has an optional wireless alert system and a new warranty.

Pressure applied to the coach’s brake pedal causes a proportional amount of pressure to be applied to the toad’s brakes. Air pressure is transmitted from the coach to an air-over-hydraulic cylinder inserted between the toad’s vacuum booster and master cylinder. The air pressure can come from the coach’s airbrake system or, in the event that the coach has a hydraulic brake system, from a compressor attached to the coach. (I’ll describe this process later.) Note: The toad must have power brakes and some vehicles with a certain type of antilock brakes cannot be fitted with this system. Contact the company to determine if your toad can be fitted.

Monitoring: An optional, wireless alert system based on Blue Ox's alert system is available. The alert uses a pressure switch attached to the the M&G air cylindar to detect when the toad's brakes are applied. It transmit a signal to a receiver in the coach.

Adjustments to the system from within the coach: None

Adjustments to the system from within the toad: None

The toad’s brakes cannot be applied independent of the coach’s brakes.

Does not use the toad’s power (vacuum) assist to aid in the application of its brakes. Note: This is rather meaningless. The M & G tow brake is its own power brakes. No pressure is applied to the toad’s brake pedal or brake arm.

Is proportional

Is invasive. A T-connector is inserted into the coach’s existing air system at a rear relay valve (for RV’s with airbrakes) or a T-connector is inserted into the coach’s hydraulic lines (for RV’s with hydraulic brakes). In addition, an air cylinder is inserted between the toad’s vacuum booster and master cylinder.

Doesn’t use toad’s electrical system.

Permanent Installation (as described above). In addition, for coaches with hydraulic brakes, a tray consisting of an air compressor, air storage tank, pressure switch, and proportioning valve is secured to the coach’s frame or cross member. The coach’s hydraulic system is connected to the proportioning valve by inserting a T-connector between the flexible brake line and the steel line. An air hose is routed from the proportioning valve to the rear of the coach. For RV’s with airbrakes, an air hose is routed from a rear relay valve to the rear of the coach.

Has a breakaway system which is purchased and installed separately. The breakaway system requires the installation of an air tank, diverter valve and trip switch on the toad. The air tank is pressurized at the start of each day’s drive by fully applying the coach’s brakes for one minute.

Website: m-gengineering.com
Phone: 1-800-817-7698
Warranty: M&G Engineering warrants its product to be free from defective material and workmanship for a LIFETIME of service to the original purchaser on the M&G brake cylinder only. The hydraulic control valve carries a three year warranty. Any electrical components (compressor, switch, valve, etc.) carry a one year warranty.

ReadyBrake
Surge system. A hydraulic system on the slide receiver uses a cable to pull on the arm of the toad’s brake pedal. A factory set threshold is used to prevent application of the toad’s brakes on minor pressure against the slide form the toad.

Monitoring. Application of toad’s brakes is signaled to the coach. There are two options to choose from. Their older system uses a wire from the toad to the RV; their newer version is wireless. The alert systems are wired to the cold side of the toad's brake light switch.

Adjustments to the system from within the coach: None.

Adjustments to the system from within the toad: None

The toad’s brakes cannot be applied independently from the coach’s brakes.

Does not use the toad’s power (vacuum) assist to aid in the application of its brakes.

Is proportional.

Is not an invasive system, but requires the installation of a pulley on the toad’s firewall.

System does not use the toad’s electrical system.

Installation is permanent.

Has a breakaway system.

Website: readybrake.com
Phone: 1-800-933-3372
Warranty: One year

SMI
SMI makes four supplementary brake systems: SilentPartner, FourWire, PlugAndPlay, and Stay-IN-Play. Describing the systems is more complex than that because a Stay-IN-Play variation can be applied to the SilentPartner and FourWire systems. I will try to get the pertinent points across in the review.

Deceleration system (combined with coach brakes). A mercury switch, located in the coach (SilentPartner and FourWire) or in the toad (PlugAndPlay and Stay-IN-Play), is used to detect a decrease in forward momentum. (Note: the SilentPartner may use accelerometers instead of a mercury switch.) In addition to a decrease in forward momentum, the coach’s brake lights must be on (from pressing the coach’s brake pedal). When activated, a vacuum operated arm applies pressure to the brake pedal arm. The vacuum system also is applied to the toad’s power (vacuum) assist unit. The Stay-IN-Play system uses a vacuum cylinder ‘permanently’ attached to the brake arm. It is this part of the system that can be used by the SilentPartner and FourWire systems and eliminates the need to store the vacuum arm before driving the toad.

Monitoring. Application of toad’s brakes is signaled (radio – except FourWire system which uses wires between coach and toad) to the coach. The signal indicates that toad's brake light switch has been activated.

Adjustments to the system from within the coach: With the SilentPartner and FourWire systems, the sensitivity – how quickly the coach must be stopping before the toad’s brakes are activated – can be adjusted. The amount of braking cannot be adjusted in the coach. With the SilentPartner, you can select between ‘Latched’ and ‘Real-Time’ modes. The toad’s brakes are applied the same in both modes. In ‘Latched’ mode, the toad’s brakes stay on "as long as the coach's brakes are on, regardless of the inertia." When in ‘Real-Time’ mode, the toad’s brakes are released when the forward momentum is sufficiently reduced.

Adjustments to the system from within the toad: With the PlugAndPlay system, the sensitivity – how quickly the coach must be stopping before the toad’s brakes are activated – can be adjusted. The amount of braking can be adjusted for all four units.

The toad’s brakes can be applied independent of the coach’s brakes. (SilentPartner and FourWire systems only)

All systems use the toad’s power (vacuum) assisted brakes.

Is not proportional. Note 1: A misconception exists that if a system uses the toad’s vacuum system, then it must be proportional. That is not necessarily true. With the SMI systems, a fixed amount of vacuum is used; the amount of braking is constant. Note 2: With the Stay-IN-Play variation, the brakes in the towed vehicle are applied progressively harder in a panic stop. The longer you are in the panic, the harder the towed vehicle brakes are applied

All four systems are invasive. A T-connector and check valve are inserted into the toad’s vacuum system

Uses the toad’s electrical system.

The connection to the toad’s vacuum system is permanently installed. Without the Stay-IN-Play variation, part of the systems must be removed and stored before driving the toad.

Has a breakaway system.

Website: smibrake.com
Phone: 1-800-893-3763
Warranty: Five years (1st year company pays freight both ways. Years 2 and 3, customer pays inbound freight. Years 4 and 5, customer pays freight both ways and the company reserves the right to charge for labor only, depending on signs of abuse (part are still covered, regardless).

US Gear Unified Tow Brake
Deceleration system (combined with coach brakes). Actually, I’m not sure whether it is the motor home’s brake light switch or accelerometers detecting a decrease in forward momentum that triggers the application of the toad’s brakes. In either event, both are involved. When triggered, accelerometers and software in the coach are used to determine how much pressure should be applied to the toad’s brakes. The actual application of the toad’s brakes is affected with a push/pull cable driven by an electric solenoid. The system also uses a vacuum pump to enable the toad’s power (vacuum) assist system.

Monitoring. Application of the toad’s brakes is signaled (wire umbilical cord between motor home and toad) to the coach. The signal originates from a small power module in the toad.

Adjustments to the system from within the coach: The braking force of the toad’s brakes relative to that of the motor home’s brakes can be adjusted.

Adjustments to the system from within the toad: 'Tweaking' of the solenoid is done when the system is first installed.

The toad’s brakes can be applied independent of the coach’s brakes.

Uses the toad’s power (vacuum) assist system.

Is proportional. Note: The proportionality is to the deceleration rate of the coach instead of the pressure on the coach's brake pedal.

Is invasive. A T-connector and check valve are inserted into the toad’s vacuum system

Uses the toad’s electrical system. The toad's battery is charged by the coach's alternator using a line in the wire umbilical cord between the coach and the toad.

Permanent installation. A vacuum pump is mounted in the toad’s engine compartment. A T-connector and a check valve are installed in the toad’s vacuum line. A pulley is attached to the inside firewall. A solenoid is mounted inside the toad.

Has a breakaway system.

Website: usgear
Phone: 1-800-874-3271
Warranty: One year

VIP Tow Brakes
Deceleration System (combined with coach brakes). A mercury switch, located in the coach, is used to detect a decrease in forward momentum. In addition to a decrease in forward momentum, the coach’s brake light must be on (from pressing the pedal). When activated, a high-speed electric actuator applies pressure to the toad’s brake pedal arm.

Monitoring: Application of the toad’s brakes is signaled (wire between coach and toad) to the coach.

Adjustments to the system from within the coach: The sensitivity – how quickly the coach must be stopping before the toad’s brakes are activated – can be adjusted. Automatic braking can be turned off.

Adjustments to the system from within the toad: The amount of force applied to the toad’s brake pedal arm is set with a pressure regulator on the actuator assembly.

The toad’s brakes can be applied independent of the coach’s brakes.

Does not use the toad’s power (vacuum) assist to aid in the application of brakes.

Is not proportional.

Is not invasive.

Uses the toad’s electrical system. The toad’s battery receives a trickle charge from the coach’s electrical system.

Installation is not permanent (as I have defined permanent). A bracket is mounted to the floorboard of the toad and to the brake pedal arm. The actuator is connected between these two brackets when towing. The actuator must be removed and stored from driving. The process involves removing a couple of pins. In addition, there is a one-time wiring installation. The controller in the coach and the actuator communicate through a wire – wire form front of coach to rear, a wire from the actuator to front of toad, and a jumper between them when towing.

Has a breakaway system.

Website: VIP Tow Brake
Phone: 1-800-422-4663 ext 847 (message for callback)
Direct: 734-516-2056
Warranty: Ten years

Corrections and suggestions are solicited, especially from those who use these system. It is not easy to extract this information from the Internet!

Tom

[CA_Traveler]

KD4AO,

I bought a early version of BrakePro and paid for that decision due to early design problems. But the latest update works as advertisied.

[happytrails42nd]

Just purchased Brakebuddy and tested. Works great and found on sale for $895 inc breakaway system. Regarding the breakaway, I am having a heck of a time locating an access hole in firewall of my 2005 Saturn Vue. Is it OK from a functionality point to simply route wire thru engine comp, under hood flange and in thru driver window, provided wires are not pinched? If Ok, it would also prevent me from having wires looped under dash when not on road. IF not has anyone found a good routing point without having to drill hole in firewall?

1999 Georgie Boy Landau 35"
2005 Vue AWD V6

[KD4AO]

As a prospective new buyer of a supplemental braking system, I am interested in the success of the latest ship level of these devices. Many companies continually upgrade their product with little or no publicity. Camping World bills the Brakepro as #1 best seller, if that is the case then it must be working very well for a lot of people. The availability of all of the documentation, userguide and installation instructions online at Roadmaster's site allows a person to make an informed decision regarding their specific requirments. Recent user experience then can be used objectively. Seemingly none of the other companies provide much documentation. They do offer after purchase support but I like to know what I am getting into before I layout the cash. If we could somehow get Brake Buddy, SMI, Blue Ox, M&G and others to recognize this and respond, it would sure be appreciated. Thanks for all the good information on this site.

[Bugle_Boy]

I have just had the M & G brake system installed on a 1998 Newmar Mountain Aire 37.5 ft. tag axle, Ford 460 gas engine. I required the optional air compressor to convert my RV hydraulic brake fluid to compressed air to operate the toad brakes. The toad is a 2001 Jeep Cherokee 4 door[not a Grand]. I have about 30 miles on the set up and all is working as it should. The stopping ability seems to be slightly better than with no toad. I have a tendency to downshift from 4th[OD] to 3rd direct approaching lights in traffic and can see a noticeable improvement in stopping performance.
The system is completely proportional, and that is very, very important to me. It's not a real big deal, but now when I put light [or heavy] pressure on the RV brakes I have the "stopping power" of 10 disc brakes all working together.
The compressor tray with tank is mounted on the inside of the rear frame with an air line quick disconnect in a welded bracket within 6 " of the unit.The rearward mounting also allows me to simply reach under the bumper and open the small tank drain valve to let any accumulated moisture drain out without having to actually get under the RV.
The steel brake line to the air compressor is from a "T" at the rear driving wheel at the point where the hydraulic steel line goes into the flex line to the disc brake calipers.The tag axle also has disc brakes, but the "T" is at the drive line brakes. A flexible Teflon [?] line goes from the quick disconnect at the rear bumper of the RV through the grill of the toad direct to the M& G supplied device at the brake master cylinder.The compressed air directly loads the brake system on the toad in proportion to the amount of pressure I place on the RV brake pedal.
When the toad is in regular use, we have coiled up the flex line back through the grill and into the engine compartment in a Velcro strap secured near the brake cylinder away from all heat sources. A mechanical rod goes through the supplied M&G cylinder unit and allows the toad brakes to work as normal,when not in toad mode.[flex line open ended and "breathing" so as not to compromise the system].

I am scheduled on an over 1000 mile trip in 3 weeks and will be glad to report my feelings on the new brake system upon my return.

The unit was installed by a truck fleet repair company where the owner has a motor home and does have some RV customers. This installation was their first for this set up and they read everything carefully and proceeded slowly. The total time suggested by M& G was 4 hours and my system installation was 6 hours. It would have been a bit less if I had a Diesel RV [ air brakes, eliminating the bolt on air compressor system].A few hundred dollars cheaper, too.
So far , I am pleased with the unit and the mechanic was impressed with the quality of the machined M&G components and also the fact that all fittings and parts were supplied for both the toad and the coach.......even down to a packet of lock tite material. My only cost for parts was for steel approved brake lines not supplied due to the difference in coach lengths from rear brakes to air compressor mounting point. So far, so good.

Bugle Boy
Warren

[pulsar]

Daniel (Sedona_RVer)

Your post would get more attention in a separate thread. Most of the readers of this thread are those who are looking for a supplemental system as opposed to those who already have one.

There is a current thread about ReadyBrake.

Have about had it with ReadyBrake

You could ask questions there.

Tom

[Sedona_RVer]

Pulsar, thanks very much for all the great information.

Does anyone have more experience with the ReadyBrake system? I have a 1988 28' Winnebago Superchief and I want to tow a 1989 Toyota PU truck 2 wheel drive. I can't afford the $4,500 quoted from my RV dealer. The ReadyBrake System would be less then $2,000 if I do the installation myself. The ReadyBrute™ Plus Tow Bar Kit (Self Locking) w/ Readybrake is attractive since it has the brake built into the tow bar. This is apparently a propotional braking system. My only concern would be on extremely steep decents. Any comments and experience about the ReadyBrake surge brake system would be appreciate. The other advantage is there is no box to store when I'm driving the PU. Thanks

[tomsm]

Tom,

Great topic! I just stumbled onto it today and it was too late to help me since I'm already using the M&G system. Really love this system because it's so easy to hook-up. Nothing to hook up inside the toad, no bleeding down the power brake vacuum, etc. I previously used the VIP system and had no problems with it, but getting it ready to travel on a hot day wasn't pleasant.

Just wanted to comment on your mention of the Blue Ox Alert system. As you stated, the braking system must depress the brake pedal before the Blue Ox can be used as designed. It won't work with the M&G for that reason - the brake pedal doesn't move when the M&G activates. However, if you wire the Blue Ox Alert to the cold side of the M&G breakaway switch, it makes an excellent indicator of breakaway activation! I wired both the trigger wire and the 12v source wire to the cold side, so the Blue Ox isn't even powered until a breakaway occurs. This allowed me to mount it completely out of sight in the front "inards" of the CR-V, since I don't need to connect or disconnect it.

One anamoly with my setup, that works to my advantage, is that once the rx activates in the MH, it stays on till I unplug it from the 12v port. Don't think it's supposed to work like that, but I like it since in a real life breakaway, the MH would quickly get out of range of the TX in the toad. That might allow the indicator light to go off before I noticed it. Again, I think this is a fault in my rx so I hope I don't have to replace it for another reason.

[pulsar]

Bob, (CA Traveler)

You are too kind. It was not a typo. Since reading your post, I've tried to resolve how that line got into the post. I cannot tell if Mr. Schuck, president of SMI, misspoke, or I made poor notes. In any event, my notes of a telephone coversation with him state, "until the complete stop." It's probably a matter me taking him too literally. I will also point out that they have changed how they talke about "latched" mode on their website.

Thank you for the correction. I will change it in the summary of SMI's systems.

Tom

[CA_Traveler]

pulsar,

I'm sure this line under SMI is a typo and you meant until the MH brakes are released.

In ‘Latched’ mode, the normal mode for all non-proportional auxiliary systems, the toad’s brakes stay on until the coach and toad come to a complete stop.

[CA_Traveler]

While supplemental brakes don't appear to fail very often there are enough posts of damage caused by unexpected applied brakes to make me cautious. And so one of my criteria in selecting a supplemental brake was to make sure I knew when the toad brakes were applied independent of the supplemental brake. Currently I have a light on the toad dash that is activated with the toad brakes only and I can view it with the rear view camera. So the extra light is a double check on when the brakes are/are not being applied. Eventually I'll move that light to the rig dash.

[04admiral]

Great info for a newbie like me that is investigating brake systems for my toad.

[DFS]

I have the M&G brake system installed on my towed complete with the M&G breakaway system. The braking system has performed flawlessly for about a year. The breakaway system worked as it should when the cable switch to operate the system was inadvertantly operated. Since there is NO indication to the MH driver, I was unaware that the brekes in the towed were operated and I did nearly $1000 damage to the brakes of the towed. This breakaway system need to have an indication to the MH driver when the system is operated. An alternative would be for wiring (or Radio) be provided to indicate when the towed brakes are operated. I like the fact that equipment does not need to be removed and stored when I use the towed vehicle. I like that the system does NOT operate the brake pedal. This is NOT an endorsement of the M&G system, merely my experience. Each one must evaluate all aspects of each system along with their own likes and dislikes before choosing a brake system. In any case, I do recommend having auxilary brakes for ANY towed vehicle. A special thanks to Pulsar for this thread. I wish that I had seen it before making my decision even though I may not have made any change to my selection.

[CA_Traveler]

DaveMac,

If you start another thread please post the name here.

[pulsar]

Dave, (DaveMac)

The issues you wish to raise don’t fit the intention of the thread. Since many of the members of the forum who have already decided which systems, if any, meets their needs, the members with the most experience don’t tend to read this thread. Why don’t you start a thread to discuss your points. You will find lots of members who will join in your discussion. I imagine some will agree with at least some of your points and some will disagree. You will do the forum a service if you can provide evidence to support your contentions. The forum already has many discussions that provide evidence against some of them.

Tom

[DaveMac]

Why not also add the hazards of using an aux brake system? Point out how they frequently damage the toad brakes or are so slow reacting as to be totally ineffective in a panic stop. Also point out how those breakaway systems can cause multiple car collisions if activated in the middle of freeway rush hour traffic.
Also point out the fact that if your MOHO weight is more than about three times your toad weight you don't really need one.