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

[pulsar]

Dragonrover401,

You might notice that the original post was made in 2004 and last updated in 2006. Although I would like to bring it up-to-date, I don't have the time I had then. And, strangely enough, companies haven't been as willing to work with me. Before including a system, I talked to an officer or engineer at each company. A year or so ago, I called two of the companies, who have new systems and had previously worked with me. I could not get past the "sells" person that answered the phone.

Whether or not the material in the post is still of value is up to the members.

Tom

[Dragonrover401]

Your missing a new tow brake company called D-Brake. I use there system and I feel they should be on this list too.

[panamaniels]

Although the information is dated it is certainly not stale and sheds a lot of light on the various systems. But based on the world of 2010 what is best in readers opinions ? I have a 2008 American Eagle 42F Motorcoach and I want to tow a 2004 Acura MDX. I am a newbie so forgive me for any apparent rookie type stuff :>) I use engine brakes a lot for slowing both in city and on the highway (in traffic and on grades). I want something that will slow the Dingy when I use the engine to slow things down. I do not always step on the brakes to slow down if it is just adjustments.

[teebee1]

ReadyBrake--Yesterday, I ran the cable for the Ready Brake system. The hardest part is getting hands down in a small engine compartment. Drilling the hole and then mounting the end of the cable through the wall wasn't a bad job.

[pulsar]

artsyone wrote:
Does anyone have experience using the M and G Braking system for their toad? We have a GMC Trailblazer. We just are having a hard time making decision on what to go with. Any info anyone has would be appreciated - pros and cons Thanks

I think you would get better response to your question if you started a new thread. This thread is really about the features of the different systems. The thread has been here for a long time and many that could help you, might not even open the thread.

Tom

[artsyone]

Does anyone have experience using the M and G Braking system for their toad? We have a GMC Trailblazer. We just are having a hard time making decision on what to go with. Any info anyone has would be appreciated - pros and cons Thanks

[Dutch_12078]

pulsar wrote:

Dutch_12078 wrote:
The ReadyBrake review indicates that there is "pulley" that has to be installed on the firewall. That's not the case. The actuator cable runs directly to the brake arm from its housing. Only a small mounting hole for the cable housing is needed in the firewall.

That is the trouble with information that was, for the most part, gathered more than 6 years ago. (Gee, has it been that long?) Things change.

At the time of the original post, it was as accurate as I could make it. Before I included a system I talked to a engineer or technician at the company. In most cases, I had discussions with members of this forum who used the system. At the time of the post, there were a few other systems on the market, but I could not get a sufficiently knowledgeable person at the companies to talk to me; thus, there were not included.

Will it ever be updated? I would like to, but there are only so many hours in a day. Perhaps it is time to "cut the thread loose."

BTW, I'm not sure that the pulley system wasn't a little more flexible than the current one. The hole through the firewall seems to require a more precise placement that may not be "doable" on many models.

Tom

Yep, that's all true enough, Tom. Thanks for the effort though, it's a worthwhile one.

Dutch

[pulsar]

Dutch_12078 wrote:
The ReadyBrake review indicates that there is "pulley" that has to be installed on the firewall. That's not the case. The actuator cable runs directly to the brake arm from its housing. Only a small mounting hole for the cable housing is needed in the firewall.

That is the trouble with information that was, for the most part, gathered more than 6 years ago. (Gee, has it been that long?) Things change.

At the time of the original post, it was as accurate as I could make it. Before I included a system I talked to a engineer or technician at the company. In most cases, I had discussions with members of this forum who used the system. At the time of the post, there were a few other systems on the market, but I could not get a sufficiently knowledgeable person at the companies to talk to me; thus, there were not included.

Will it ever be updated? I would like to, but there are only so many hours in a day. Perhaps it is time to "cut the thread loose."

BTW, I'm not sure that the pulley system wasn't a little more flexible than the current one. The hole through the firewall seems to require a more precise placement that may not be "doable" on many models.

Tom

Tom

[Dutch_12078]

The ReadyBrake review indicates that there is "pulley" that has to be installed on the firewall. That's not the case. The actuator cable runs directly to the brake arm from its housing. Only a small mounting hole for the cable housing is needed in the firewall.

[Jeff_Laura]

I am really satisfied with the US Gear System. It is truly automatic with an adjustable lever that you can use in panic stops and/or just barely slowing down. No maintenance on it at all. When you start it up, it goes through an initial boot up program to make sure every thing is working ok. It's a very good product and I highly recommed it.

Jeff

[BillsRVing]

I have been using the US Gear Unified Tow Brake since 1996, when I bought my 97 Jeep Gnd Cherokee 4x4. I had it install on my 90 Southwind and when traded up to Winnebago Adventurer 2003 just had them transfer it over. The one addition I did was incorporated the 2 wire harness into the 6 wire electrical plugs. So that now when I plug in the light plug the brake connection is also made, works for me. I really like the fact that I can adjust the jeep braking from within the MH and when I disconnect the electrical harness there is nothing else to move and store away till later.
Really do like this web site.

[Golden_HVAC]

JDEnsie wrote:
Like Nolimits we use the Redi-Brake system. We have a Demco tow bar that we replaced the yoke to adapt the Redi-brake and it works great as he stated.
We also made an adapter for our bicycle rack so that the braking system still works.
Know when it is on or off by the light in the dash area.
Is a lot easier to hook up and disconnect.
We did all of the work ourselves and the cost as stated above was around $1300.
Best part is we don't have to lug a box around the country.

$1,300? That works out to about $75 in sales tax, and I don't have half that much invested in the two braking systems I installed on my Bounder for a Honda CRV and Ford Edge.

I used a cruise control motor that I found at a junkyard, and hooked up the cable to the brake pedal, and that pulls the brake pedal to the floor when I apply the brakes in the RV.

I ran a 3/8" air hose from the RV engine to the back of the RV with a air line quick disconnect. Then from the toad, I ran a vacuum line to the RV quick disconnect, and then to a tee. One side goes to a 3 way valve, the other to a check valve, then another tee in the vacuum line coming from the brake master cyliner to the engine vacuum source. There needs to be a new check valve installed between the new tee and the engine. I bought the check valves at the junkyard, along with finding a three way vacuume switch there too.

The cruise control motor came from a Nissan, was about 2.5" in diameter, so can provide about 20 - 30 pounds of pull against the cable, and it is attached to the floor, and the brake pedal. No need to install anything other than the power cord and air hose when hitching up.

It provides a noticable amount of braking. When I was driving through the White Mountains in Arizona, I was applying light brake pressure in the RV, keeping the brake lights energized, so the toad brakes where activated, and they helped slow the RV down the steeper hills (in addition to locking out overdrive). I took the RV into a rest area, and even after using the brakes for about 30% of the time on a long downgrade, then about 1 mile of level area, the brakes where not hot on the toad or RV.

I tow a Ford Edge with all wheel disk brakes.

It took about 2 hours to install this system, and perhaps another hour to drive to the junkyard for the parts. Many people spend more than this much time just to read about braking systems on the internet, before deciding what to purchase!

Good Luck!

Fred.

[JDEnsie]

Like Nolimits we use the Redi-Brake system. We have a Demco tow bar that we replaced the yoke to adapt the Redi-brake and it works great as he stated.
We also made an adapter for our bicycle rack so that the braking system still works.
Know when it is on or off by the light in the dash area.
Is a lot easier to hook up and disconnect.
We did all of the work ourselves and the cost as stated above was around $1300.
Best part is we don't have to lug a box around the country.

[No_Limits]

I think my solution was a good one.
The complete readybrake supplemental braking and readybrute towbar cost $900.
The Brackets for the jeep I found on eBay for $175.00.
The towbar adapter was $100.00. I got that from readybrake.
The Roadmaster Coilcord I bought from Retail-Land, I mean camping world for $80.00 and the brake light wiring from cooltech LLC was $100.00.
All done and self installed for under $1300.00
The readybrake kit comes with a indicator light on the dash to show that the Jeep brakes are being used, A break away cable and a relay for the brake lights if you need it. Any braking system is going to draw on the towed vehicles braking system so that's a draw no matter whos system you use. I would highly recommend the readybrake system for its reliability and simplicity and if on a budget, (who isn't these days), it's a great deal.

[CountryCoachrv]

Which brake system is:

1. Easiest to install?
2. Least impact on dinghy, i.e., electrical system and brakes.
3. Keeps operator informed when dinghy brakes are operating and when brakes have been released?
4. Most reliable.
5. Most cost effective.


Thanks