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

[rcpotter]

Somewhat lengthy; a cautionary tale, and few comments about toad braking:

I had a BLUE OX “AUTOSTOP” toad braking unit. It is contained in a special ball mount. When it senses the toad is pushing on the ball mount (the toad wants to keep moving, while the towing vehicle is stopping), a mechanical cable (“wire rope”) coming out of unit is retracted into the unit. This cable extends backward to the front of the toad, and then enters a flexible guide tube or “conduit” where it continues traveling to the toad’s firewall. It then is looped around the arm above the toad’s brake pedal, so the cable pulls on the brake pedal.

It’s a cheap system compared with some of the others. But from my perspective, it is not a very satisfactory system.

For one thing, the cable is not guided between the ball mount unit and the front of the toad. It hangs freely between them. The cable must have a few inches of slack to allow the toad to swing sideways relative to the towing vehicle when going around a sharp turn. This means that the cable doesn’t start pulling on the toad’s brake pedal as soon as the force on the ball mount occurs. Instead, the toad’s brakes aren’t applied until the toad is already pushing fairly hard on the ball mount. The manufacturer justifies this by saying the unit is “only for surge braking”.

The only time the unit really seems to work is during a hard panic stop. In a really fast stop, such as at a traffic light, the toad suddenly gives a jerk backwards. Otherwise, the toad’s brakes never seem to do much.

Notably, Going down a hill, the cable usually does not pull in enough to engage the brakes, and the towing vehicle must do all the braking for both the towed vehicle and the toad.

A couple of years ago we were traveling in Arizona on route 89A, that passes through Jerome, AZ, with our toad. We knew there was a hill there, but had done it previously in a passenger car, and didn’t remember that it was all that bad. It is actually about a 3300 foot vertical descent, from the top of the pass, down to Clarkdale. (Big rigs, especially with toads, should probably avoid this highway altogether, whether going up or down. Unhitch, and drive the toad by itself up to Jerome, to enjoy a really unique town.)

I took the precaution of crawling down the hill in first gear all the way, occasionally touching the emergency brake to take the load off the front disks (a somewhat controversial practice, in itself). It was slow going, and we had to keep pulling over to let other people pass, but things where proceeding without incident.

After we made it through the winding switchbacks in downtown Jerome, the road straightened out and the speed limit increased. Believing that we had put almost all the hill behind us, I relaxed; and shifted into second. While I had to occasionally apply the brakes, it didn’t seem they were working too hard, and second gear seemed to be doing most of the work holding the rig back. But although it looked like we were near the bottom, we actually had about another 900 vertical feet to go. When we arrived at the intersection in Clarkdale, I couldn’t stop, and went straight through. I was literally standing on the brakes, but they hardly worked at all. Fortunately, there was no oncoming traffic. Heavy acrid smoke was pouring out of the front brakes. We thought the vehicle was on fire. I grabbed the fire extinguisher and we both bailed out of the rig. After a few minutes of extreme agitation, we determined that it was the just front brake pads that were smoking, and the rig wasn’t on fire.

The front brake pads, which were only half worn at the start of the trip, were worn down all the way to the “tell-tales”, which made screaming noises when the brakes were applied, all the rest of the way home. The front bearings were making nasty rumbling sounds. When I got home, as well as the front pads; I had to replace all the front bearings, and have the rotors turned.

The toad’s brakes didn’t appear to have been applied, at all. The toad’s brake disks didn’t show even a slight hint of warmth. I don’t fault the brake systems manufacturer too much for this, they did make a disclaimer that it is a “SURGE” system.

(1) The moral to be drawn from this tale is that SURGE-TYPE BRAKES ARE COMPLETELY UNSUITABLE FOR USE ON A DOWNGRADE OF ANY APPRECIABLE LENGTH. It is imperative to have “PROPORTIONAL” type toad brakes that apply themselves in relation to how much force is being applied to the towing vehicle’s brakes, or at least in DIRECT (NOT DELAYED) PROPORTION to the amount of force that the toad is pushing against the towing vehicle.

(2) I would also note that the “DE-ACCELERATION”-based systems may not work well on ice, loose gravel, or rain-soaked surfaces. If the towing vehicle is sliding, it may not be de-accelerating fast enough to activate the sensors, and the toad’s brake may not be applied. This applies whether the de-acceleration sensor is positioned in the toad, or in a controller in the towing vehicle. This is the kind of situation where the toad’s brakes want to come on at least as hard as the towing vehicle’s brakes. A jackknife could easily result.

(3) For the reason in #2, as well as to suppress fishtailing in an emergency, there should be a way of MANUALLY APPLYING THE TOAD’S BRAKE without applying the towing vehicle brakes.

(4) Some “INVASIVE” systems that sense the towing vehicle brake pressure give true proportional braking. They are probably worth the extra time to install. Often such systems involve tapping into the towing vehicles brake lines, so the job must be done by a COMPETANT person, who knows what they’re doing.

Several years ago, most (trailer) brake controllers tapped into the brake lines. People that used them often think they worked better than the modern ones, which are usually based on some combination of de-acceleration and signals from the brake light. 95% of them worked just fine. The problem was with the other 5%, that were incompetently installed. Because of liability concerns, most brake controller companies now use another scheme.

Somewhere, I think I also remember seeing a system that used a sensor pad that fits over the top of the brake pedal. The main concern with such a system is that it might change the position of the brake pedal surface, making it easier to miss the pedal in an emergency.

[Jeffe]

dear pulsar,

your post has saved me many hours of reading the many "bookmarked" brake systems that I have found on-line as I gathered information.

This was a great effort on your part - my many thanks.

I assume brake systems are like exercise equipment, it don't work unless you use it !

[Toolmaker13]

Thanks Pulsar just bought our first coach. The supplementary brake info is great

[Bill_Marie]

me1,
According to Tom's write-up on the BrakePro, a monitor light in the coach should come on if the toad brakes are on. In your case it seems that the monitor light would be on if the toad brakes were on slightly (enough to build up heat) while you were driving. Maybe the box shifted forward to put slight pressure on pedle without having the air cylinder extended.

I have a SMI 4 wire and if the toad brake light switch is on then so is the monitor light on my MH dash. This seems like a better "failsafe" indicator to prevent this kind of problem.

Hope you got it resolved ok.

Bill

[me1]

recently bought a brake pro system for my Jeep CJ Sport. I used it 3 times. First time was driving home from Camping World where I bought the unit and installed it. Second time was to just check it out and get a feel for how it worked. Every thing went fine. Third time was on a weekend camping trip approx 120 miles from home. Worked fine on the way there. I did stop once on the way and checked to see id things were going well. Seemed to be no problem. On the way home I stopped about half way home and it seemed to be going OK. I pressed the test button and it seemed to work as it should.I did not smell hot brakes or any other problems. I then drove to about 5 miles from home and stopped to get gas. (Approx. 55 miles since checking the unit). As soon as I got out of the motorhome I smelled hot brakes. I checked my Jeep and the brakes were extremely hot!

I now have a $1455.00 repair bill. New rotors, calipers, pads, and bearing/hub assembly as well as a master cylinder.

I have no idea what went wrong. Each time I installed the unit I followed the check list that came in the user material??

Any Ideas????

[BaldEagle]

Pulsar, what a great service you have provided for those looking for brake systems. Wish this was available last year when I was researching a brake system to use in my toad.

One comment on US Gear installations, your quote: "A pulley is attached to the inside firewall. A solenoid is mounted inside the toad."

Per the US Gear installation instructions, http://www.usgear.com/utb_install.htm that pulley is mounted inside the toad under the brake pedal. If you look at the instructions it states that it is important that the pulley is installed at a 90 degree angle to get the max. pull. Then later in the instructions it states that if the pulley hits the brake pedal when it is depressed move it to the left or right so that it does not obstruct the pedal?

One of the reasons I decided against the US Gear was that I was very uncomfortable with a pulley installed under the brake pedal.

[vroes]

I installed the SuperStop Fitzall from Henderson's Lineup over the weekend. Not especially difficult, but a time consuming job. I haven't tested it out yet but will do so soon. We did test it in stationary position (wife tredding on MH brake with me watching in the toad). The toad brake pedal travel was clearly proportional to the force applied to the MH brake pedal... I predict that in a panic stop situation the toad brakes will lock up.

I chose this product because it applies the toad brakes only when the MH brakes are applied... I did not want the toad dragging when going downhill with the MH exhaust brake engaged.

[PastorCharlie]

I use the Brake Buddy on my Ford Ranger 4X4 which weighs 4550 lbs. The BB operates without the advantage of the power brakes of the Ranger. The sensitivity setting of the BB regulates the amount of deceleration needed to activate the system. The pressure setting regulates the amount of pressure that is applied to the brake pedal. If one has ever had the experience of braking without the power brake working they will quickly notice it takes much greater pressure on the brake pedal to effect a stop.

I have increased both settings and noted the difference in stopping. With a sensitivity setting of 4 and a pressure of 55 I have the Ranger stopping itself and aiding the coach, as I feel it pulling back.

It only stands to reason that given the same situation the Ranger would stop in less distance that a 35' coach, therefore when the settings are proper the toad can take care of itself without adding to the problem of stopping the coach.

Should it be the other way around where the coach was being towed by The Ranger it would be expected to require a longer stopping distance. Even though the coach stopped itself it would still push forward on the Ranger as it requires greater stopping distance than does the Ranger.

[pulsar]

vrose,

You could use Blue Ox’s alert system. Here is a link to a pdf file that describes it. Blue Ox Alert System It will work with any system that depresses the brake pedal. It splices into the cold side of the brake light circuit and transmits its signal when the toad’s brake lights come on. It does not attach to the supplementary brake system.

Looking forward to your report on the Fitzall.

Tom

[vroes]

I ordered the SuperStop Fitzall product over the phone a few days ago... will post after I receive and install it. The guy said if I didn't like it for any reason he would take it back and give a full refund (I eat the shipping).

I have air brakes and Jake brake in my MH so I didn't want anything inertial (mercury switch, pendulum or accelerometers)... don't want the toad brakes dragging every time I use the Jake. But I am concerned about the lack of feedback to the driver regarding what the supplementary brake is doing back there... how do you know there is a problem until it's too late (toad brakes wore out, for example).

[pulsar]

vroes,
Hendersons advertises the SuperStop Fitzall as Perfect alternative unit when the M&G style unit won't fit. They also sell the M&G system. I have not done a formal review of the Fitzall because I have been unable to obtain enough information. The system looks to work more like the BrakeMaster systems than the M&G system.

The M&G system requires that a toad have power brakes. An air cylinder is inserted between the power brakes and the master cylinder. At one time, they did not have air cylinders that would fit all cars. That may still be the case.

The Fitzall would require you to purchase a separate breakaway system. They sell the SuperStop Break-A-Way system.

Tom

[vroes]

Great thread and info, thanks alot.

What about the Super-Stop Fitzall system which was in the Aug '03 Motorhome Magazine article? It is manufactured by Hendersons Line-up, www.hendersonslineup.com. Does anyone have experience with this hookup? It appears to be very similar to the BrakeMaster 9100, except that the BrakeMaster system has an indicator light in the MH and there is an optional breakaway feature (model 9160).

It seems like both products do not provide for any adjustment of the braking force in the toad... it is 'designed into' the product according to how hard you stomp the brakes in the MH. Is this a deficiency?

I know this thread is not intended to push one product or another, but any actual experience with the Super-Stop Fitzall, good or bad, would be appreciated.

[des04004]

Thanks for doing this for us Pulsar. It will be extremely helpful when we need one.

[Pug_Dog]

Pulsar,

Best info on web, helped in my choice of a brake system.

Thanks from all of us.

[Dick_A]

Truds,
Yes, my son and I installed the system. The total installation time between the motorhome and my '95 Explorer Sport was about eight hours. However, I'm very fussy about installation work and all wiring was put in slit loom and fastened with plenty of ty-wrap clamps. Due to the nature of my work, I have lots of specialized mobile installation hardware and wire on hand.