Safety Tips For Towing Your Car Or Boat

If you restore antique cars, ride dirt bikes or own a boat, it’s important to know how to tow a vehicle properly. Driving while towing can be hazardous if you don’t follow simple safety tips.

Suzuki, manufacturer of a variety of vehicles for outdoor enthusiasts, suggests the following guidelines for towing:

* Always use safety chains and follow the manufacturer’s recommendation for attaching them. Safety chains are required and should be crossed under the tongue of the trailer so that the tongue will not drop to the road if it becomes separated from the hitch. Do not attach them to the bumper. Leave enough slack so you can turn, and make sure the safety chains do not drag on the ground.

* Be sure the brake lights, taillights and turn signals of the towed vehicle operate in sync with the vehicle being driven. This is a requirement in all 50 states. You can use brake/signal light accessory kits, which are strapped or magnetically connected to the rear of the vehicle being towed.

* Use the right tow vehicle. Before purchasing a tow vehicle, it’s best to determine the maximum weight you might tow and then match that weight to a vehicle of your choice. For example, the 2006 Grand Vitara can tow up to 3,000 pounds.

* Practice steering before hitting the highway. Remember that when backing up, the trailer turns the opposite way you turn your wheel. Experts suggest placing your hand at the bottom of the steering wheel and moving it the way you want the trailer to go when in reverse. Make slow, easy steering adjustments.

* Anticipate stops and brake early.

* Make certain the load in the trailer is secured so that the load can’t move or shift.

Copied with permission from: http://plrplr.com/10795/safety-tips-for-towing-your-car-or-boat/

Over Weight and Over Heating

Vehicle weight is a major issue that many Four Wheel Drive owners are often unaware of or just ignore. This is not only a performance issue but also a safety issue and not just for the vehicle owner but also for other road users. At Berrima Diesel Service ( www.berrimadiesel.com.au ) they usually see half a dozen 4WDs in their workshop every day for tuning, performance problems or turbo charging. During the process of their work they weigh the vehicles as part of the job. They do this as they have most vehicles coming in for a power gain. It might end up with the power gain at the wheels, but it may not push the vehicle as thought. This is where the weighing process comes in, sometimes with surprising results. They utilize a modern electronic weighbridge that is accurate to within 10kg.

Considering that the average 4WD truck only has a payload capacity of just over half a tonne, it doesn't take long to swallow that up with 2 or 4 occupants, oils in the engine, diffs, gearbox, fuel in the tank/s, the normal accessories like bull bar, tow-bar, heavier suspension (big springs and shocks are literally heavier). Even different tires can weigh substantially more than standard .Generally, the big wagons have a maximum GVM (max loaded weight) of 2.9 tonne to 3.1 tonne. Berrima Diesel see the average ones weighing 2.9 tonne to 3 tonnes and they are certainly not loaded for a trip. When they get the accessorized big wagons in they start to reach towards 3.2 tonnes and they have seen the odd 100 series Landcruiser in their workshop, obviously with a lack of power problem, weighing in at 3.5 tonnes. When you talk Troopers, they regularly weigh over their GVM as they are stacked up with all the heavy gear needed for the trip. Large steel fuel tanks not only carry a lot more fuel (weight) but weigh in surprisingly more than the factory poly or tin tank. One recent GU Patrol went over 3 tonne and the vehicle wasn't what you would call heavily modified, just the usual 'steel gear'.

A big problem arising from the ever increasing weight of 4WD's is fuel consumption. A standard 4WD diesel can start off with a happy consumption figure of around 10-12 liters/100km only to have it blow out to 16ltres/100km once modified.

Tyre blowouts are common on a lot of trips and this is an area that weight can have a huge effect. Standard tires are designed to work within the working parameters of the vehicle but once it is over weighted the standard tires are often working very close to their maximum weight limit. Throw in an extremely hot road and the working weight of the tire gets lower. When considering loading up next time, check the loaded weight of the vehicle and check the combined load rating of the tires. Make sure you have a good percentage of difference between the tires and the weight of the 4WD they are carrying. Eg. probably 20% to 30% less weight of the vehicle than the maximum tire carrying load.
Wheel bearings are another thing to consider. Make sure that they are greased if you are carrying weight.

Overweight vehicles are the main reason for performance problems. Not only that but they are often illegally overweight. Ask the people how much they think their 4WD weighs and the general answer is 2.2 tonne or 2.4 tonne. When Berrima Diesel explain that it weighs in at 3 tonne or more they have trouble believing it!! Add to this the 2 tonne trailer and you have, for example, a 3 liter Nissan trying to move a combined weight of 4.5 to 5 tonnes!!

Overweight vehicles can also become an insurance issue in the case of an accident. A listed weight, initiated by the accessory manufacturer on accessories, would be of a great benefit to people.

Some other areas to consider that can effect vehicle weight areas steel refrigerators, larger tires, upgraded suspension also lends itself to more weight as well as thicker springs, storage drawers, roof racks, dual batteries, different seats, HF radios. People usually need these for trips but at least an awareness of where the weight is coming from can help with controlling it.

Find a reputable weigh bridge or just turn into an RTA truck weigh bridge for free and get ready for a possible shock!

Radiators and Air flow:

*    Consider a larger radiator. Some Factory radiators are a 2 core and can be increased to a 3 core radiator.
*    Please… resist fly screens where possible.
*    Consider the size and positioning of driving lights, winch, number plates and particularly bull bar air flow.
*    Check to make sure air conditioning condenser fins are clean!!
*    If an Inter-cooler is mounted in front this can add considerably to hot air flow over the radiator and restricting air flow to the radiator.
*    Consider installing a few small bonnet vents on the left and right of the rear region of the bonnet. This has proven to be a popular addition and has huge effects on under bonnet temperatures. Considering how tight most engine bays are after a few accessories are added, this venting addition can reduce heat stress on a variety of products under the bonnet.

Engine set-up:

*    Over fueling is usually the major cause of high combustion temperatures.
*    Make sure the fuel injection system has been thoroughly checked and setup correctly.
*    If the vehicle is fitted with a turbo or super charger, over fueling may be the cause. It is very easy to over fuel a diesel once plenty of air is available as possibly no smoke under load may be visible. Visible smoke under load can be a warning of over fueling!

This article and the technical advice was taken from an interview with Andrew Leimroth of Berrima Diesel Service. Andrew is one of The Diesel Experts who have been working exclusively on diesels since 1965. His wealth of knowledge and skill with problem diesels is well known in the automotive industry.
Hitch Anything

Trucking Safety: “I” Is for the Interactive Driver

Safety research shows drivers' behavioral styles and attitudes are a better predictor of safe driving practices than their level of safety training.  A 1993 study conducted by Behavioral-Values Research Associates showed significant behavior and attitude differences between injured and non-injured workers.

Trucking companies that obtain this information to pre-screen driver applicants have significantly reduced their accident rates, costs, workers' comp claims, and have increased driver retention.

A behavioral assessment measures a driver's  normal behavior in four areas:  D (Dominant), I (Influencing), S (Steadiness), and C (Cautious, Compliant to Standards).

The D factor determines how drivers tend to handle problems and challenges, the  I factor looks at their interactions and influence with others, the S at how they respond to the pace of the environment, and the C at how they respond to rules and regulations set by others.

A DISC behavioral assessment shows how the applicant ranks in each of the four factors from 0% to 100%. Above 50% is considered high, below 50% is low.  The higher or lower the ranking, the more intense the behavior will be.  In this article, we'll look at the highs and lows of the Core I driver.

The BVRA study showed significant differences in the D, S, and C styles of the injured versus non-injured safety workers.  But there wasn't a marked difference in the I factor between the two groups.  However, I recommend trucking companies hire drivers who are low in the I style.  Here's the reason why.

Drivers who score highest in the Influencing factor tend to be talkative, sociable, friendly, and outgoing.  They get distracted easily especially when other people are involved.  They'll get bored on long hauls with no one to talk to.  They may take extended breaks if they get into a lively conversation with someone.

Drivers with a low I factor are the opposite.  They're introverted and shy away from others.  They'll be content on a long driver where they don't have to interact with people.  They're able to pay more focused attention to their driving.

However, one of our trucking company clients wants its drivers to be somewhat, but not extremely, high in the I factor because they're required to interact frequently with their customers.  The company want drivers who are friendly and can relate well with others.

If you feel being lively and likable is important for your drivers, then hire applicants with an I ranking above the mid line.  Otherwise, select those low in the I behavioral style.

Watch for upcoming articles in which we'll discuss the drivers you most want to hire: those high in the S and C factors.  If you missed it, look for our previous article on the Core D driver.  Contact us if you can't find it and we'll send it to you.

©2006 Annette Estes.  All Rights Reserved.  Permission to reprint granted as long as entire text and tag line are included.