Its been quite a while since I did my first review of a TPMS (Tyre Pressure Monitoring System) back in September 2015 in fact, on a Tyre Pal system sent to me for review. I did like it but it did give me a few things to think about. Later on I got to test out the Fit2Go TPMS and I ran with that for about 12 months. However I still wasn’t convinced this was the one for me.
With the Tyre Pal I did like the information, but on a screen that size I would have liked to be able to see all the pressures and temps altogether rather than scrolling through each wheel. Although it did cross my mind at the time “do I really need all this info” and that’s why I liked the Fit2Go unit. It sat there quietly monitoring the wheels and just occasionally flashed at me to say everything was OK…. or beeped if there was something wrong. I did eventually miss not being able to see the pressure and temp of each wheel and started to think my earlier statement was flawed.
I had an issue with the Fit2Go unit at around nine months of using it. The batteries in one of the wheel sensors failed… and a couple of weeks later a second battery went down. This was a bit of an issue as the sensors on this unit were sealed and the batteries weren’t replaceable (a plus point for the TyrePal here!) Credit to guys at Fit2Go… now re-branded as Michelin – they sent me out a complete new unit and four sensors. I installed the replacement unit and sensors and ran with that for a while.
Going into work at around 04:45 in the morning, I pulled off our drive the unit started beeping, indicating a low pressure tyre. I pulled over and checked the small LED on each sensor… no flashing red indication. Tyres looked good, checked the pressure with the Fit2Go hand-held unit and all as they should be. I carried on. The beeping stopped. A few days later as I had just got onto the motorway it went off again, pulled onto the hard shoulder, checked each sensor and wheel… no flashing LED and all wheels looked OK. I also took the time to check the pressures again, all OK. On the fourth or fifth time this happened I gave up checking. It only seemed to happen with an early morning start and I started to doubt the info I was getting from the unit.
I started looking around for alternatives… mainly in the US for RV TPMS systems as they seemed to have a greater number of options. It wasn’t long after this that I got the e-Trailer unit to test. Which as well as checking the leisure battery voltage, monitoring the fridge temp and a host of other things had TPMS monitoring for your caravan wheels and sent alerts directly to your phone. With this fitted I had at least covered off the important wheels when towing. I just needed something for the truck. Looking around at what was available on Amazon.Com in the USA made me realise how much we are actually paying in the UK for this stuff. There were units branded for the American market that were identical to those in the UK for a lot less even with the poor exchange rate.
This set me thinking… could a cheap TPMS available in the UK be as good… were we paying too much? I found a unit on Amazon.co.uk for £50 and ordered one. https://amzn.to/2wv49TS
The unit had a couple of options for mounting. The sensors had replaceable batteries and were pre-coded to the unit. Each was marked with the correct location… FL, FR, RL and RR.
After much procrastination about where to put the display (it’s a man thing) I could not make my mind up so for the time being it sits on top of the steering column….
In the few weeks since I installed it.. which was really easy, it’s worked well. I can set the upper and lower limits for pressure and temp for each wheel and it is fairly accurate on pressure. To test it I used my digital tyre gauge fitted to my compressor in the work shop and checked with a standalone digital check gauge I used to use for aircraft tyres. It always matched the same PSI as both my digital gauges showed and as it didn’t decimal point readings on the PSI setting (you can change it to BAR, as well as from C to F for temp) it seemed to round-up from about .6 which seems acceptable to me. (32.4 PSI would be displayed as 32 and 32.6PSI would be shown as 33)
It comes complete with a small spanner for the lock nuts, a do-hicky for replacing the battery in the sensors and for £50 it seems like reasonable quality. It does what it states on the box, it’s small enough to put almost anywhere (and that’s my problem… where!) and if you have amazing eyesight… it even has a vehicle battery voltage display right in the centre! And if that didn’t clinch the deal… it even alarms when the batteries are low in the sensors.
So was my £50 well spent? Well at the moment I think so. (I reserve the right to change my mind in the future) You know me by now and if I thought it was a jockey wheel with out a handle…. I’d tell you!
So if you don’t yet have TPMS and don’t want to spend a fortune on one this might be a suitable option. If you want one… go on you know you do, here’s my affiliate* link on Amazon UK – https://amzn.to/2PX6a3a
*It won’t cost you any more but you will get that warm fuzzy feeling knowing Amazon are going to give Caravan Chronicles some of their profit.
After a quick four-day break at the Caravan & Motorhome Club’s site at Wirral Country Park (excellent by the way… already trying to work out when we can go back!!) and a bit of work getting in the way it was time to get going again not he catch can… really it should be called the “Air Oil Separator” Install.
Last time, I’d decided if IKB would have been shaking his head… then it wasn’t right. I decided to make a new bracket out of 1.8mm aluminium sheet and go into full on origami mode. (ps.. after the last post someone emailed me asking what IKB was…. Mr Brunel was not pleased).
I wanted to make a bracket that passed under the air con pipe and bonnet cable release fitting so that it cleared everything and gave good access at the same time. As a test I did a trial bend if some 1mm thick steel I had just to get the shape…
Once I’d got the angles and size sorted it was time to move on to the aluminium sheet. My press brake… well I call it a press brake, in reality its a cheap basic hand folding machine but it works very well as long as you know its limits and don’t get daft trying to fold big stuff. It was all about the angles…
The first two were easy and I could form the lip with two folds, the second was less than 90 degrees so I just about got away with enough clearance. However folding the return that would lip over the front cross brace which was also less than 90 degrees also meant that I’d have a problem fitting it in the folder.
However, a little lateral thinking and taking the blade off the folding machine, inserting my workpiece and re-installing the blade meant I could fold in the opposite direction (downward)… result!
A quick trim and rounding off the edges gave me a rough folded bracket. A quick file of the edges and work-over with some fine emery removed all the tool marks… quickly followed up with a coat of etch prime to protect it.
I now had to work out how to mount the plastic housing the bonnet release cables were located in. On the rear of the fitting were two plastic tabs that locked into two square holes punched into the vehicles cross member.
So a few minutes spent with a dremmel and a couple of suitable sized swiss files later…
… and the piece was ready for a final rub over with scotch bright a second coat of etch primer and two coats of black.
The Installation…
All went a bit easy actually… which is flipping’ unusual for me. I released the bonnet (or ‘hood’ for my American friends) cable fitting and simply clipped it back in to the two new holes I’d made.
The Provent was installed next…
… again without any issues. Next was to sort out the plumbing.
I’d done a bit of research and asking around and the guys at ASH… AutoSiliconHose.comhad come highly recommended. So a road trip over the Pennines to Mirfield (just east of Brighouse in West Yorkshire) was scheduled.
I had a basic list of what I thought I’d need and the chap behind the counter hooked me up with everything… including the alloy couplers he cut to size while I waited. Great service from ASH and I can definitely recommend them.
Back home with my shopping, it was time to start on the plumbing.
For securing pipes, I personally prefer spring clips… the type you install with special pillars, however the silicon hose OD was slightly too large for may normal stock of clamps so I had to opt for using the wire type. I’ll order some of the correct size and replace the wire clamps as soon as they arrive.
It was really simple now to just assemble the bits, cutting the silicon pipe to length as required. I used a pair of plastic conduit cutters to easily slice through the pipe.
Before I made the final connections to the crank case breather port or the turbo inlet port I blew the pipes clear using a high pressure air line.
All that was left to do was install the drain hose, one way valve and drain tap. I used normal 20mm oil line for the drain, inserting the one way valve about three inches below the outlet of the Provent catch can. The remainder of the hose was dropped down to chassis level and the drain tap added and secured with a couple of zip ties.
The Finale…
I secured the pipes in a couple of places with zip ties, now I know the route I can make a small stand-off bracket with two rubber lines “P” clips to mount on the engine to hold the pipes, although they are self-supporting because of the short length.
In the photographs above it looks like the piping is tight across the engine, I did do a pull and push test and there is plenty of movement at the 90 degree bends to allow the torque twist of the engine without pulling or pushing on the pipes at the catch can end.
The current mileage is 11,750 or there abouts, so I’ll check the drain and filter in 100 miles and each 100 miles after that so I can get an idea of how the setup is going. I’m not sure how long the filter is designed to last, but Ill put it on the schedule to replace ever main service. The other thing that is an unknown is how much oil I’ll get. I have been watching some YouTube videos made by Berrima Diesel in Australia (if you watch any of the Australian 4 x 4 or off-road channels you will recognise the name). I only found out about their catch can experience when one of the guys from one of the 4 x 4 adventure channels got in touch… even if you don’t think you need a catch can but drive a big diesel their videos are well worth watching.
Ok… I was saying I don’t know how much oil to expect… but it did surprise me that Berrima Diesels posted a video showing a new 4 x 4 with about 6000Km on the clock had produced about 300ml’s of oil using the same Provent catch can. It’s also worth taking look at what the have to say about the current oil specified in diesel engines.
The other thing I noticed was when I left the engine ticking over for about ten minutes. Bearing in mind I had just come back from West Yorkshire via the M62 and M60 and started the pipe install as soon as I got back so the engine was still hot, the difference in temperature between the short length of pipe exiting the crankcase vent and the inlet pipe of the turbo. The pipe exiting the crankcase vent port was almost at the temperature I could not keep my fingers on it, while the inlet pipe I’d connected too was still cool. I’ll have to get my thermomiterbob laser do-hicky out and get some readings… but anything that helps cool gasses going into the turbo has to be of benefit right?
That’s it for now, I know it’s not caravanning related that much… unless you want to get the best out of your diesel while towing. I promise the next one will be caravan related, honest!
As in part one I’d also like to give a shout out to Charles at HumbleMechanic.com for all the information and videos he produces about VW vehicles. Charles has been an absolute gold mine of information for all things VW and if you drive any of VW’s vehicles please be sure to drop in on his YouTube channel and take a look.
I’m installing a “Catch Can” can on our VW Amarok and this little posting is all about it, but first a bit of history on why I’m installing one.
If you look at modern high performance diesel engines one of the things that they do to reduce emissions is have a number of systems to reduce the harmful emissions. EGR or Exhaust Gas Re-circulation wich is feeding part of the engines exhaust back into the intake but probably the most widely known is the DPF… or Diesel Particulate Filter which captures fine soot particles from exiting the exhaust. The DPF needs to be cleaned regularly, through a process called regeneration. Either active, passive or forced, the accumulated soot is burnt off at high temperature (around 600°c) to leave only a residue of ash, effectively renewing or regenerating the filter, ready to take on more pollution from the engine. To regenerate, the vehicle electronics adjust the timing of the engine to increase the exhaust gas temperatures or commonly it can be achieved by passive regeneration usually on the motorway when exhaust gasses are generally hotter.
In city driving or short trips the regeneration my not take place fully, leading to blocking of the filter. This can lead to higher fuel consumption and a visit to the mechanic for cleaning or replacement.
Forced Regeneration
If the DPF become blocked you will get an engine warning light and/or a DPF warning light to let you know that a regeneration or cleaning is required. If the vehicle continues to be driven and the engine load is not enough for the automatic process to be initiated you will get a second stage DPF warning. When your vehicle displays second stage DPF warning lights it will usually go in to ‘limp mode’ and should be taken to the dealer to ascertain the extent of the problem.
A forced regeneration involves the garage using a computer program to run the car, initiating a regeneration of the DPF. This will also usually require changing the engine oil & oil filter.
Why does my Diesel Particulate Filter (DPF) block
Problems arise around town with stop start driving where the regeneration process might not complete or the engine never get hot enough for a long period. A warning light will illuminate or a message indicating the DPF is full displays on the dash. If you continue to drive in the same manner, the soot build up will increase until other warning lights illuminate and the vehicle will go into ‘limp’ mode, where driving speed is restricted.
Crankcase Ventilation
In all piston engines a certain amount of ‘blow by’ happens, this is some of the hot gasses treated in the cylinder combustion leaking past the piston rings.. or ‘blowing by’ and entering the crank case in the sump area. This pressure needs to be released and twenty years ago the engine oil filler cap used to have e vent in it. However in modern emission controlled vehicles this is not acceptable and the excess pressure is vented into the air intake of the engine where it passes through the engine cycle and exits through the exhaust. These hot gasses passing through the sump on their way out pickup fine mist of oil from the sump which is carried through to the intake of the engine and this creates three problems. The first is a sticky residue build up on the intake valves that hardens with temperature – especially on direct injected engines. Secondly the intake pathway gets coated in oil from the engine. If you have a turbo charged engine with an intercooler, this can become an issue as it reduces the heat exchanging effects of the intercooler. Thirdly, when the oil is burnt in the engine it creates a heavy soot that increases the build up in the DPF.
When towing, you generally use more power for accelerating and maintaining speed which is great in one respect for the DPF. The downside though is the piston blow by is more and therefore the crank case pressure is increased.. picking up more of that fine oil mist from the sump.
Now the diesel engine tuning guys and the 4 x 4 guys in Australia have known about this for a number of years and they have a solution to the problem.
Cleaning up the crank cases gasses – “Catch Can’ or Air Oil Separator?
There is a difference. a ‘Catch Can’ is usually just that. A can that the gasses are fed into with an outlet that is fed back into the turbo inlet. Some do have some form of baffle but a lot don’t. More expensive ones may have a gauze wad inside for the oil droplets to form on. A lot don’t have a drain, you have to remove the bottom of the can to empty it. If you look on auction sites you can find nice looking anodised aluminium ones for £20 or £30 but for that sort of money all you are really paying for is the nice looking anodised aluminium. Not for an efficient effective unit.
On the other hand, a true Air Oil separator will have multiple traps in the form of differing size materials making up membranes for droplets to form on. A number of them are designed to swirl the gasses around first before exiting through the centre after passing through the filter membranes.
I wanted to get as much oil out of the gasses before they enter the engine inlet. So I opted for an Air Oil separator with replaceable membrane filter rather than a cheap ‘catch can’. Seems like a simple device really, but there are a few more things to take into consideration…
I’ve opted to use the Mann-Hummel ProVent 200 on our VW Amarok. It’s been used all over the world with hundreds of installations on Toyota’s, VW’s, Mitsubishi’s, Land Rover’s and not just on 4 x 4’s.
My hope is that I’ll reduce the emissions through the engine while prolonging the life of the DPF, keeping the inlet clean and oil free and importantly preventing that soot and carbon buildup in the inlet ports and valves while maintaining the efficiency of the intercooler.
Getting Started
I did look at the kits available for the VW Amarok and all were sourced in Australia. However I could buy all the individual components in the UK a lot cheaper than importing a kit. Bit’s ordered, the first decision was where to locate the unit…
In the Amarok’s engine bay there is only two real places viable for the location of the ProVent. The first is on the back wall next to the engine ECU which seems to be the place of choice for most of the kits I’d found, and the second is in the front right hand corner in front of the battery.
Installing it on the rear firewall next to the ECU would mean partially covering up the Air Con gassing ports and I just knew that would be asking for trouble in the future…
So the location that in my mind seemed the most logical would be to mount it in front of the battery, manufacturing a suitable bracket to hang it off the front top cross-piece where there seemed plenty of room and easy access.
This would also allow the two pipes… one from the crank case pressure release port (left below) and the return to one of the turbo inlet ports (right below) could take a short route from the ProVent across the front of the engine and would give me a couple of suitable points to mount supports for the pipes.
I needed to manufacture a bracket that mounted to the top cross rail and went over the air-con hose and bonnet release cable just below it. As luck would have it in my scrap metal bin I had the chassis from on old bit of electrical kit that was made out of aluminium and looked like it would do the job.
Cutting a section off, filing down the edges and drilling mounting holes didn’t take too long and that was followed up by a coat of etch primer and a couple of coats of high temperature gloss black (I only used that as I had a spare can from a previous job!)
Fitting was fairly easy…. and no, they will not be the final bolts!
Marking and drilling three holes, followed by a couple of coats of metal protector to stop the edges of the holes rusting soon had the bracket in place. If you are wondering why the shape… well it came like that when I cut it off the scrap chassis, but quite by chance it allowed access to the hole which is access to the headlight adjuster screw.
Mounting the ProVent was now simple enough…
It was at this point I stopped. I didn’t like the way it covered the air-con pipe. There was little chance of it rubbing, the pipe already had a big rubber ring on it to stop chafing against the front cross beam or the bonnet release cable. I also now could not get to the bonnet release cable. The mount covered the point where there was a lubrication and connection block for it. It just wasn’t good engineering design. IKB would be shaking his head and wafting his cigar around in dissatisfaction..
Back to the bat cave. Time for a rethink and to hone my skills in sheet metal origami.
I would like to thank Charles at HumbleMechanic.com for all the information and videos he produces about VW vehicles. Charles has been an absolute gold mine of information for all things VW and if you drive any of VW’s vehicles please be sure to drop in on his YouTube channel and take a look.
Wow… it’s been quite a while since our last posting, and many thanks to all those of you who have emailed asking if we are OK. We are both fine, thanks.
Back in October we were due to go to the Caravan & Motorhome show and we had booked in to the campsite at the NEC for 4 days. However, the day before, we actually wondered why we were going. Plenty of other bloggers and video bloggers would be going and posting on YouTube. I guess the plethora of video bloggers filming each other meeting other video bloggers wasn’t what we were about…. so we went to the C & M Club site at Southport instead.
The weather played ball and we had a great few days in the October sunshine getting some cycling and walking in. This was also a bit of a try out for the bike rack on the Amarok and a change in how we pack. Although I’d done a couple of check-runs to make sure everything was stable with the bikes, this was the first real run with the caravan in tow and I’m pleased to report that the rack was stable and didn’t affect the towing in any way.
The bikes were fairly easy to load and unload thanks to the drop down step I’d previously fitted to the rear of the Amarok and all things considered, I think we will now be taking the bikes on more trips. The other change was to how we pack. We now have ‘pre-loaded’ more of the items we take away with us and this makes things a lot easier having a stacking system with boxes for specific things. We are lucky that I have a “bat cave” at home. It’s a workshop really that allows us to store our packing boxes (check out the Really Useful Storage Box Company ) and get them stocked up ready for the next trip over a period of time. It now takes about 10 minutes to load the Amarok and all thats left is to load the clothes.
The other bit of kit that we are long-term testing is the Sterling Power Wildside unit. I’ve written a couple of things in the past about this unit and so far the only thing I can really add is that it has exceeded my expectations of its performance. After not using the caravan for a couple of months and having a parasitic current draw from the alarm (the small charging circuit and 12 volt battery in the alarm has failed yet again!) by the time we had towed from Manchester to Southport our battery was fully charged and the fridge was cold as expected.
Christmas Markets…
Many of you will know in December we like to kick off the festive season with a Christmas Market or two. For the past couple of years we had gone down to Birmingham but this year we fancied trying something different. We booked a couple of sites to give us the chance to try somewhere different.
The first was Durham Grange C & M Club site just off the A1M. This would put us very close to Beamish Museum and Durham. Although Durham Grange is really close to the A1M Junction 62 you can’t really hear the traffic and is a great little site. The general site and facilities were up to standard and the wardens very helpful.
We were on a fully serviced pitch and my standard ‘kit’ of parts allowed connection to the grey water drain without any head scratching.
Again we were lucky with the weather, mainly dry but turning much colder. Beamish is only about a 20 minute drive away and it meant that we could have a full day at the museum without having a silly o’clock morning start. If you have never visited Beamish, I would recommend you put it on your “must do” list, especially if you have children/grand children. One thing you must do while there… go and see the dentist and have a chat and then visit the fish and chip shop with the coal-fired frying range. Standing outside smelling fish and chips frying mixed with the smell of coal fires really takes me back to my early childhood.
Durham Grange is also a great base for a trip into Durham. The Cathedral and Castle are worth a visit and there are plenty of shops to explore in the tiny streets in the city centre. Getting into the centre from the caravan site is easy. On the other side of the A1M to the site is a park and ride that takes you right into the city centre. However a word of caution….. if you walk you have to cross two-three lane slip roads to the A1M and it’s busy even out of peak periods. Trying to walk back to the site in rush hour has to be avoided. We got the park and ride bus in but decided that it would be safer getting a taxi back. In summer however, if you ask the wardens they have a map with the details of a riverside walk into the town centre.
Three days at Durham Grange really didn’t give us chance to explore further, it has been added to the long list of “must go back so we can see….” collection.
Next stop…. York
York has to be on everyone’s list of favourite cities. We had chosen a Tranquil Touring site – York Caravan Park for the second part of our festive tour. Despite the weather forecast of strong winds for the next 24 hours and an increasing chance of light snow the further south we got, the drive down from Durham was an easy tow and the sat nav directed us round Yorks outer ring roads. The only real traffic we saw was around the ring road. As York is a bit of a no go for visiting by car the ring road and feeder roads to the various park and ride points can be a bit congested, but a bit of patience and we were only around 15 minutes late based on what our sat-nav had predicted when setting off. The temperature by now was also dropping and hadn’t risen above four degrees for the whole journey.
York Caravan park is only a couple of miles outside York and right outside is a convenient bus stop with a bus that will whisk you right into the centre in about ten minutes. It had been several years since we had both been to York and one of the stops Sue wanted to do was Jorvik viking centre. The bus dropped us off and we headed in the general direction of Jorvik through all the Christmas Market stalls. At one end of the market was a large teepee that had a log fire burning in the centre and a bar serving all manner of festive spirits. While Sue opted for Mulled Wine, I decided on a mug of hot chocolate with Baileys… well it was only three degrees with a bit of a wind chill.
We really enjoyed Jorvik and it seemed bigger than we remembered it… which I don’t think it was unless they dug a bit more up. Unusually I didn’t see a restriction on taking photos… so I managed to sneak a few… without flash of course (just in case… and I hope I’m not in breach of copyright!).
While mooching round the shops we came across The Cat Gallery (45 Low Petergate) and couldn’t resist a visit…. emerging with a rather fitting mug for Sue “…everything tastes better with cat hair in it”. We headed back towards the station to catch the bus back to the site. As it was Sue’s birthday today, a bit of a tradition to mark the start of our Christmas is the annual viewing of National Lampoon’s Christmas Vacation. Nothing better than sitting in a toasty caravan with frost forming outside, a satisfied fullness from an enjoyable meal and a couple of drinks watching a favourite movie.
National Railway Museum…
A visit to York cannot be called complete without a visit to the NRM. The cold weather had now really arrived and far to our west in the Pennine hills snow was forecast. We however had a cloudy but bright frosty morning.
We caught the bus again and this time stayed on all the way to the railway station. You can cut through the station over the foot bridge to the railway museum.. which if it’s raining can be handy. Over the past few years we have done quite a few railway trips on heritage lines and visited a few of the museums but the last time we were here was 32 years ago. A lot of the exhibits had changed of course and the site has expanded.
By mid morning we were part way round it was time of a coffee and we stopped by The Dining Car Restaurant and Sue tried out one of their speciality teas with a sausage sandwich and I can say their coffee was up-to-standard and so was their bacon sandwich. A huge improvement on the old BR offerings!
One of the things that I personally think is a “must see” at the museum if you have any interest in railways is hidden round the back of the Flying Scotsman in the store-room. The museum has opened up its stores so you can wander the shelves and see some of their collection that they haven’t got room to put on display and in here you will find the layout used to train signalmen. Each day (check timings) a number of retired signalmen put on a live demonstration on the layout of how signaling works and that is followed up by what can only be described as a re-enactment of a rail disaster. The one we watched saw 7 signalmen going through the sequence of events and demonstrating on the layout with running trains what happened. Very thought-provoking. It’s a must see but please check the timings so you don’t miss it.
It seems that these breaks are over all too soon. The temperature was hovering around one degree and the water hose had frozen overnight as we started to pack up. Snow was forecast later that day and the Pennines had already had an inch or two of snow and it was falling over the M62 west of the Pennines for the run back to Manchester. Thankfully towing our caravan with the Amarok is quite easy and we have a towing ratio of about 65% which really makes things easy and stress free in difficult weather conditions.
The snow wasn’t too bad and not as much as was forecast and we arrived back at the storage facility at the time the sat nav predicted when setting off. Last trip of 2017 done and planning for 2018 can commence.
Some other bits…
As I write this Caravan Chronicles this year has had over 7.8 million page hits – around 14.5 million since I started the blog (I’m still amazed!). This year has basically doubled the number of the previous years total. A lot of this is due in part to links from other blogs and forums, to some of the technical pages. I did look at some of the links into the site and saw that how to connect batteries for example were linked to off grid housing forums, boating, canal boat, sailing, RV, eco and everything in-between. I now find that I receive emails containing questions from all over the world about all sorts of subjects. How many emails?…. well this year it’s been over a thousand that I’ve answered. As a consequence it now takes me a bit longer to respond.
I have found out though that folks that follow links to Caravan Chronicles from some forum or other that they don’t really know about Caravan Chronicles and simply assume that there is a highly paid team in the background answering questions and have a specialised knowledge of their particular field of enquiry and get quite upset when I tell them I haven’t a clue about the house batteries on a Fairhaven 32 foot motor launch and how they are connected (totally made up question of course).
I remember the late (and great) John Wickersham once telling me “Once you have answered a question in print that will be your life”.
The other question that pops up now and again are about ‘merch’ as the Americans refer to it. Do I have a shop with stickers, mugs branded paraphernalia etc. Nope, nada. So far I have resisted the temptation to commercialise, product place or have adverts on the blog. I don’t really want to go that route.
I do however do the occasional review of products that manufacturers send me and try to attempt to be as honest as I can with what I write. I do also work with a couple of manufacturers on products that they are developing or ideas that they have but these don’t get written about.
What’s happening in Caravan Chronicles in 2018…
Well there will be some trips of course and we will be visiting our “local” caravan show at Event City in January.
We are in two minds whether to get a new caravan… we would like a twin axle, twin bed, mid bathroom layout, but we keep thinking there is nothing wrong with the one we have… decision decisions!
There are a few things that are going to be changing on the blog. I have been procrastinating on starting a searchable Q & A page. I’m not sure if this is possible in a WordPress blog and it might mean having to change how the site is hosted. I also want to link up to an interactive travel map. I’m still researching this one though. I’ve also been thinking about the blog’s style and look…. it’s over five years old now and does it need an update?
Towing covers….
OK, so now I have a question for you….. I’m a bit undecided about getting a towing cover. They seem to be gaining popularity and after our trip, the front of the caravan could have done with some protection from all the road salt and grime thrown up. As we have never had a cover of any sorts, I’m looking for a bit of feedback on features to look out for and things to avoid. I’d be grateful for any pointers.
Sue and I hope you have a very Happy New Year and safe travels in 2018.
PS… as I sometimes do, a few arty photos…. (proper engineering in monochrome!)
About 12 months ago I ditched using Adobe Photoshop which had been my go-to photo editor for over 10 years in favour of the free Polarr Photo Editor… which I do like for it’s speed and ease of use. I’ve been playing about trying to reproduce the varoius classic postcard looks from the turn of the 19th centtury and mid 20th century…
OK… so that title was a bit dramatic! However here’s the thing… I don’t think everything is peachy with Euro 6 engines and charging leisure batteries.
If you are a regular reader, you know I have recently installed one of Sterling Power’s Wildside units (and so far I’m super happy with it!) but I did get an email from someone who had read all my postings about it and asked me if it might cure his problem. Here’s the gist of his email….
Note: I have edited this down a bit…. and withheld the name of the person and vehicle.
“I have recently changed my car to a new 2017 xxxxxxxxxxxx and after several trips with it, on arriving home there is never enough charge in the motor mover to manoeuvre our caravan up our drive (which is on an incline) and park the caravan round the back of the garage. I have to plug the caravan in overnight before I can use the mover.
This only seems to have started happening since we changed to the xxxxxxxxxx. I had the caravan’s battery tested at two garages and they said it is OK and it is only 2 years old. The local caravan service man said he could not find anything wrong with the motor mover.
As we are on mains at the caravan sites we visit for a few days the caravan battery should be fully charged.
Can you help?”
This did have me stumped for a bit. Battery tested OK, no issues with the mover, so what was going on?
While doing some of the prep work for writing about my installation of the Wildside unit, I had spent a few days prodding about our VW Amarok with a multimeter and making a few notes about voltages etc. One thing that I did cotton on to was the cyclic way the vehicles ECU seemed to turn off the alternator…. well I should really say put the alternator into “idle” mode. Now with the caravan attached (pre Wildside unit install) I did notice that at the start it seemed to take longer for the vehicle’s alternator to go into idle mode but also it seemed to stay in idle for a lot longer and I was in the process of trying to work out why as initially I’d have thought it would have been less as it was running the fridge and charging the leisure battery.
A picture is worth… you know the rest. Here’s one of my excellent drawings!
Right, here we go… The drawing shows a caravan plugged into a tow vehicle that has the engine-turned off. Pin 9 is live as it should be, and the habitation relay in the caravan is effectively off allowing the caravan’s leisure battery to connect and power the caravan’s internal 12 volt systems. As the vehicle engine is off, there is no power on Pin 10 the fridge circuit, as this is controlled by the vehicle’s ECU.
Really this could be any vehicle with any engine. Now let’s have a look at what happens with the engine running…
Pin 10 is live, turned on by the vehicles ECU and this powers the caravans fridge. It also operates the caravan’s habitation relay which now disconnects the leisure battery from the caravan’s 12 volt systems and connects it to Pin 9 so that the vehicle can start to charge it.
Again, this could be any vehicle with any engine. This is how our Land Rover Freelander works with our caravan. All straight forward.
Now lets look at what happens when the Euro 6 engine puts the alternator into “idle” (or Eco mode etc.)
This is where it starts to get interesting. I have taken a few liberties here and made a few assumptions. I have shown the vehicle’s alternator disconnected. In practice the ECU doesn’t disconnect the alternator, it will reduce the field voltage and hence the output, not really disconnecting it but reducing the output to a negligible amount.
The ECU will also monitor the vehicle’s battery voltage and continue to allow the vehicles general electrical system to drain the battery to somewhere around 75% charge (this may be a bit of an arbitrary figure) The ECU will then turn on (or up) the alternators output to recharge the vehicle’s battery to about 80%. Why 80% well it needs the remaining 20% ‘free capacity’ so that when you brake, the excess energy of engine braking (regen) can be dissipated into the vehicle battery. Remember that on a Euro 6 engine the alternator is capable of generating round about 2Kw.
Now at this point it dawned on me that something could be happening here, but the idea was a bit ridiculous…. guys with far more agile grey cells than mine must have worked this out and I dismissed the idea. I must have missed a trick somewhere.
I did a bit more checking. I was using two 17Ah sealed lead acid batteries as my “leisure” battery simply because it was quicker to charge or discharge them than a 120Ah battery. For a fridge load I was using 3 x 50 watt light bulbs and it was all jury rigged to a 13 pin plug so I could just plug it in to either the Freelander or the Amarok to make comparisons. I was using a trusty old AVO 8 meter, a couple of digital multimeters and a clamp meter to measure current so really the whole set up was super sketchy for anything that I could write about. I thought that I must have been missing something somewhere and I actually kind of put it to the back of my mind. I just got on with installing the Wildside unit and writing it up.
“DING” You have mail……
I received an email from Charles Sterling with some very interesting information. During testing he had come across exactly the same issue I was pondering over but had put off further testing. I guess by now you have worked it out. Quite simply you can get current flow in the opposite direction… from caravan leisure battery to vehicle battery. In testing Charles had measured a current of around 6 Amps.
It dawned on me that maybe during my initial testing with my jury rigged set up I hadn’t missed something and the readings I had seen were correct. Both Charles and I quite separately had (in my case ‘stumbled’) on a potential issue with Euro 6 engines and caravans.
Back to the original email earlier. It now made sense. The sender of the email was setting off from their campsite to travel home with a fully charged battery (being on EHU while they were on site) and during the course of the drive home, the vehicles ECU was actually reducing the fully charged leisure battery down to 80% charge as it actually thought that the ‘vehicle’ battery was at 100% charge. Hence when he arrived home, the caravan’s leisure battery didn’t have enough charge to run the motor mover long enough to put the caravan away.
So what does this mean in practice?
Well effectively (give or take a bit of loss due to cabling) the caravan’s leisure battery will only get charged to about 80%. You can now think of the vehicle battery and caravan leisure battery as being one battery bank because that is how the vehicle sees it. If the leisure battery is fully charged its voltage will be higher than the vehicle battery so the vehicle will turn off (or down) the alternator so that the vehicles electrical system can drain it to about 75% ready for accepting the excess energy from regen braking. The caravan’s fridge helps the vehicle by draining the battery bank that bit quicker.
This also answers another question. While I was testing, sometimes I’d plug-in my jury rigged setup and if my two little 17Ah batteries were fully charged I’d get a low current drain indicated on my clamp meter. I’d dismissed this to a certain extent, but now I realise that as my two 17Ah batteries were fully charged and the vehicle battery would be at about 80% charge, there would be enough of a voltage difference for a short while, that the two 17Ah batteries would try to equalise with the vehicle battery by recharging it slightly..
Whats the answer?
Well thankfully I solved my problem when I installed the Wildside unit a few weeks ago.
Finally…
If you have had any electrical issues with a Euro 6 engine and towing please drop a comment below. I’ll try to help.
As an aside, I am trying to arrange attending a tow bar installers electrical course with a couple of the OEM electrical equipment manufacturers and one of the approved bodies so I can hopefully increase my knowledge base and widen the number of vehicles I can cover. It’s a bit up-in-the-air at the moment as it would appear its going to cost a small fortune! (Sponsorship deals gratefully received!)
We had originally intended to spend a week down at Glastonbury which would have meant the 5 hour drive down would have been an excellent test for the Sterling Power Wildside unit’s first outing. However we had to cancel the trip literally the day before we were due to set off. In the few days between installing the Wildside unit and our planned trip to Glastonbury I had been exchanging emails and phone calls with Charles Sterling talking about some of the aspects of the Wildside unit and the direction that caravan electrics was heading in.
OK, so if you read about the bike rack install I guess you might have seen the video of me getting onto the tailgate of the VW Amarok…. akin to a whale wearing a tutu and trying to get on points. I needed something better… well my knees were telling me I better do something about it at least. In the USA, the land of the pickup or Australia the home of the Ute there were plenty of options. The downside was the Amarok has not been released in the USA and shipping charges from Australia are insane. I had to find something closer to home. Doing the usual google searches always ended up with products on sale in different continents so I ended up searching for images that contained the word ‘tailgate’, ‘step’ and ‘Amarok’ and after clicking on various pictures discovered Pegasus 4 x 4 in Bristol. (Note to all the companies out there… spending time correctly tagging and key wording all the photos on your websites pays off!) Continue reading →
If you are a regular reader you may remember a couple of posts I wrote about leisure battery charging in caravans and motorhomes (Smart Alternators: how they affect Caravans and Motorhomes…. and NEC Show Roundup – it’s all technical…) and I linked to a few videos that Charles Sterling from Sterling Power has produced covering charging topics and Euro6 engines. At the recent NEC show Sterling Power were featuring a new product that would soon be available that would solve all the issues for caravan owners that were experiancing towing with vehicles that had “smart alternators” which were are standard on Euro5 and Euro6 engines and the issues around regenerative braking on Euro6 engines. Charles promised to send me one of the first pre-production “Wildside” Battery to Battery chargers specifically designed for caravans.
A couple of days ago I was excited to receive a package from Sterling Power containing one of the pre-production new “Wildside” units. The unit itself is robustly constructed and weighs in at about the same as a bag of sugar – 1Kg.
It comes with a comprehensive 11 page instruction/installation manual that goes through all the steps that you need to install the units and what all the various lights and connections are on the unit itself. For anyone that is familiar with my electrical drawings, Sterling have based their installation drawings on my format so are easy to understand (in my opinion!).
I’ll state now for the record, Sterling Power have sent me this free of charge to install and evaluate and that is what I’m going to do, but I will be honest and tell you if I think there are any issues with the installation or the unit in the way that it operates.
Looking at the connections for the unit it all looks straight forward. The circuit board is labelled exactly as the drawings in the installation manual which is reassuring and the manual goes into the various functions of each connection and the programming of the unit.
Why this unit?
Since we had changed from using our 2006 Land Rover Freelander HSE as our primary tow vehicle to our 2016 VW Amarok Atacama I had noticed that our leisure battery was not getting close to a full charge even after towing for a couple of hours. We don’t have a solar charging system installed and relied on the tow vehicle and EHU when on site to keep our leisure battery topped up. I knew about the limitations of smart alternators and have written about them before and answered lots of emails about problems readers were now experiancing. Up to this point I really didn’t have an answer to most of the problems and I was considering going down the same route as our Australian cousins and installing some hefty cables between the tow vehicle and caravan, connected together with Anderson connectors. Works fine down under and would do here, especially coupled with one of Sterling Power’s B2B units which I had been looking at.
Now this would be ideal for us, but anyone who tows using a company car, a lease vehicle or a vehicle on a LP scheme can’t just go ahead and install stuff willy nilly. Unless it is done right, it has the potential to be a bit of a ticking bomb as well and if I was going to recommend it as a solution there are very few people with experience to do an installation of this type. I have seen some right botch jobs on heavy-duty cabling by so-called “professionals” when installing simple winches and dual battery systems on 4 x 4 off road vehicles. Using a lump hammer, cold chisel and block of metal is NOT the professional way to crimp battery cables!
I was looking round to see if there were other options and talking to the chaps on the Sterling Power stand at the show told me they had a product in development that might just be the solution…. and here we are!
How does it work?
I’m not going to give you chapter and verse on the internals (some of that would be guessing on my part and some is propriety information anyway) so I’ll simplify it as much as I can.
In current tow vehicles you have two connections that supply power to the caravan – one for the fridge which is only live when the engine runs and one for charging the leisure battery which is usually live all the time. Now the problem is that as it’s quite a distance from the front of the vehicle where the battery and alternator are to where the leisure battery and fridge are located in the caravan. The size of the cables providing the connections are key to how efficient it all works.
Nearly all good quality tow bar wiring uses 2.5 mm square (2.5mm²) cable for these circuits and they connect between the tow vehicle and caravan through a 13 pin plug and socket (or 12N & 12S in older vehicles). The problem with all this is down to good electrical ‘laws’. In essence the more current you draw through a length of cable the greater the voltage drop ( I go into a bit of techie detail about it here… Understanding Cable and Cable Sizes ) Some people go to the lengths of re-wiring the circuits in 4mm² or even 6mm² cable, which was OK up to a point… usually the point which is the connection between the vehicle and caravan. With the traditional installation what you end up with is two circuits that the voltage is usually too low to provide a good charging capability for the leisure battery and the fridge circuit that might or might not, depending on voltage drop, have some spare capacity but you can’t use it to charge the leisure battery.
Back to the Wildside unit…
What the Wildside unit does and this is really clever, is it takes over the two power circuits, aggregates them and manages the output. It draws the maximum current available through each of the two circuits and provides an output for the fridge always at the correct voltage to maximise the efficiency of your fridge and protect it from the voltage fluctuations inherent with Euro6 and Regen engines and any spare capacity on this circuit it added to the leisure battery charging circuit, steps up the voltage and provides a separate output via a four stage intelligent battery charger to maximise the charging capability to your leisure battery.
This is a very very simple one paragraph explanation, it does have a few other tricks up its sleeve though.
One feature is the “Remote Mode Select” switch option. This allows you to install a switch that will allow you to turn the unit to “Wildside”, “Boondocking” or “Off Grid” mode and run the fridge as though it was being powered from the vehicle. It is actually being powered from the leisure battery.
Take note though… Most caravans and motorhomes are fitted with absorption fridges which use a heated element that is constantly on to make the fridge work. However some motorhomes ( I don’t know of any caravans) are fitted with the more expensive and vastly more efficient compressor fridges which work exactly like your fridge at home but can’t run on gas. If you are camping off grid for a few days with an absorption fridge, then run it on gas. However if you are worried about your fridge not maintaining temperature on an hours ferry crossing or on a euro tunnel crossing then you can use the switch to keep the fridge running. The period you can power it will depend on the capacity of your battery(s)… I would not advise using it with and absorption fridge on a battery bank with anything less than 110Ah capacity.
If you do use this feature on the Wildside unit, it will protect your battery bank from discharging past the safe point by turning off the fridge when the voltage reduces and reaches a critical point that would damage your battries.
You also have the ability to specifically select the type of leisure battries you have installed – GEL I, GEL II, AGM I, AGM II, Sealed, Open, Calcium, LiFePO4 to get the correct tailored charging and maintenance program for your battery bank.
If you are fortunate to have lithium leisure batteries there are a couple of other connections you will need to check out too.
Installation Considerations…
We know what it does so how do we connect it. Well this is where it could get messy unless we have a plan.
In essence, what do we need to do? Well we have to cut and divert the incoming pin 9 and pin 10 into the Wildside unit and connect one output to the leisure battery. We also need to disconnect the fridge from the caravan’s original control box and reconnect it to the Wildside unit. As the habitation relay is usually buried inside the original control box we need to be able to control this from the Wildside unit. There is a terminal for this (“CVan Dis Output”) but what do we connect to this to make the habitation relay operate correctly?
The original Pin 10 lead that we cut and diverted into the Wildside unit, the other end of this still goes into the installed control box and this will operate the habitation relay. Remember we disconnected the fridge power lead from the installed control box and reconnected it directly to the FRG+ output on the Wildside unit so all it does now is operate the habitation relay.
So summing up, we have to cut 3 cables and re-terminate 5 ends into the Wildside unit. This of course does not include the neutral connections which will be easy and straight forward.
Other Considerations…
The installation of the Wildside unit must be easily reversible so it can be moved to another caravan at some point in the future.
We must also use the correct size cables to connect to the leisure battery as we will now be charging at higher currents than was possible before, the original cable that was installed in the caravan to connect to the leisure battery may not be of a sufficient rating.
We must document the changes properly so that at some point in the future someone can follow what we have done incase they have to fault find.
We must make sure all the connections and general installation are done to a high standard to ensure the installation is safe.
Finally we must be able to do the install without invalidating any warranty on the original installed control unit (i.e. not opening it up) and retain functionality of all the elements of the caravans electrical system. It’s no use installing the Wildside unit if half the electrical features of you caravan don’t work afterwards!
In Part 2…
In the next part I’ll go through the manufacturers electrical schematics of the caravan and show how to find and trace which cables we are going to look for when we do the install and how we produce a simple drawing showing the changes.
I’ll also come up with a quick check list for all the additional bits (cable, terminals etc) that we will need for the install.
It’s time to wrap up the bike rack install. I had to wait a few days for the final rack to arrive. Although I had ordered a twin pack of the Thule FreeRide 532 from Holdcrofts via Amazon and they had shipped out a twin pack, it would seem that their courier had ‘lost’ one and to Holdcrofts credit as soon as I emailed them they dispatched another… which the courier took four days to deliver.
A couple of days ago I was excited to receive a package from Sterling Power containing one of the pre-production new “Wildside” units. The unit itself is robustly constructed and weighs in at about the same as a bag of sugar – 1Kg.
In Part 2…
Caravan Chronicles 