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Everything posted by DavePhelps

  1. Yes, the older trailers had the Bargman fixtures. https://www.etrailer.com/s.aspx?qry=Bargman+Porch+Light+Lens I replaced mine and sealed them with butyl tape. Don't get any solvent on that plastic "chrome" or it will come off. The amber lenses are awesome. Dave
  2. Oops, posted in wrong spot.
  3. Is this what you guys are talking about? https://www.etrailer.com/s.aspx?qry=Bargman+Porch+Light+Lens The Bargman fixtures are what came on our 2015 Elite. They came with clear lenses but I swapped them out. I really like the amber lenses!! They are also available on Amazon. As far as the new fixtures go, I can't say. Dave Dave
  4. Yea, I saw that upper eyebolt right off. Ughh. You want to keep well away from rigs like that. Really, I think any passing Police Officer should ticket the owners of such negligent and dangerous setups. Dave
  5. Well it depends on how much you take with you and what accessories you have loaded on to your truck. For example, for my still unpurchased new truck, I use this personal list: Elite 1 tongue weight: 450 lbs (the Elite 2 is around 600 lbs for most I believe) 2 adult passengers: 300 lbs (generous for us wee folk) Truck topper on the back: 200 lbs Spray in bed liner and a mat: 100 lbs (guessing here) Canoe and rack on top: 50 lbs So adding all this up, before I have even put any cargo in the truck, I have accumulated 1100 lbs of payload weight! With the Elite 2, I would have 1250 lbs. This is how fast payload adds up, and each person needs to do an assessment of their particular needs and weights. Adding higher load rated tires, or airbags, or other "load enhancement" devices will not increase your payload capacity as it is written on the sticker of your door jamb. A double cab Tundra 4X4 Limited, with the 6.5 bed (my preferred setup) has a payload of 1570 lbs. The SR5 is 1630 lbs, so not much more. There is just not a lot to play payload wise with the 1/2 tons. Ford does better with their F-150 and they also offer a Heavy Duty Payload Package, but not on the Limited and above trims...go figure. As much as I don't want to drive a big HD pickup, that may be where I am heading, especially because we may someday move up to the larger Elite 2. I'd love to get the Tundra but am worried I'd overload it (based on the stickers). Maybe the Ford F-150 with the HDPP would do it. Dave
  6. Someone please chime in if I am incorrect here, but payload is calculated by subtracting the vehicle's Curb Weight (which includes the extra weight of all included options), from the vehicle's GVWR. While upgrading the P-metric tires (on the 1/2 ton trucks) to LT E load rated tires has many positive benefits, and is a good idea for towing, it will do nothing to change the payload rating. The GVWR is based on the frame strength, axle weight ratings, etc. I don't see how the tires factor in to that. For example, the axles and frame will be weighted the same whichever tire you use. I've been in the market for a new TV and the Olivers are kind of right on the edge weight wise between the 1/2 and 3/4 ton trucks regarding payload. Makes for a hard choice, but either way, I don't see a truck having a payload below 1600 lbs, or more preferably, as being a suitable TV for an Oliver. That is for my particular use and ease of mind, for safety and keeping myself protected from liability in the event of an accident. YMMV. Very curious if Dodge will amend their payload sticker based on different tires. Dave
  7. A section of the chrome strip between the bathroom sink and toilet started to come loose. I used This tape to reattach it. It has held up great. Be sure to clean the area well before taping (remove all old tape residue with MEK), and then use 3M 4298 adhesion promoter as a "primer" so the tape bonds even better. You can buy them both together on Amazon. Dave
  8. What I have read is that 400 ft lbs of torque is available starting at only 1500 rpm. Looks to be a great engine for those not wanting/needing a diesel. Hope the mileage is respectable. It's floating to the top of my new TV want list.... Dave
  9. No problem John. I was happy to stumble across it. Very well presented and informative I thought. There's a lot to learn maintaining our trailers! Dave
  10. Routlaw, Check out this video, very informative. I think all you have to do for access is remove the exterior cover. The exhaust port tube slip fits into the furnace inside so just slide it out gently, then remove the large cover. But verify with Jason first!! I've not opened mine up all the way like this yet. Check out the LED flashing on the board, the codes are in the manual you should have gotten from Oliver: 1 flash w/3 second pause: limit switch, airflow problems 2 flashes w/ 3 second pause: flame sense fault 3 flashes w/ 3 second pause: Ignition lockout fault Dave
  11. Hmm. On my Elite1, the furnace is under the front dinette seat. All the electrical connections are on top of the unit. Don't know about the Elite2. Definitely give Jason a call. If the fan turns on before the igniter tries to light the burner, as it should, then perhaps your Tstat is OK. Hopefully someone else will chime in with more ideas. Good luck. Dave
  12. Hey Routlaw, All of my electrical issues have been with bad connections so I would start there. Oliver really should be using adhesive lined heat shrink connectors, given the nature of the environment these connectors live in, ie, moisture, dust, vibration. But alas. The 12v supply wire to my furnace had bare wire sticking out of one end of the crimp connectors.... So check to be sure all are tight, tape any bare wire with electrical tape to avoid potential shorting. Also check the frame ground, which is a female spade connector (it's attached to back of furnace, closest to exterior wall in the center). Since your furnace works intermittently, that suggests to me that there is a bad connection somewhere. The piezo igniter should also be checked, but can't tell you offhand where that is, I'll have to go and look. I'd give Jason a call and see what he says. I'm no electrician, but these have been my experiences. Dave ps: I'd also pull out the thermostat and check the connections on that end as well.
  13. That works! As Townesw posted above, however, the coupler lock is pretty easy to defeat if one has a mind to do so. What is important is that it is securely locked down when under way, any way you choose to do it. Dave
  14. This is very true indeed. I do feel though that perception is a key element to deterrence. One can take it as far as they are comfortable doing so. Dave
  15. I use these two locks for the hitch (lever) and the receiver: https://www.etrailer.com/Hitch-Pins-and-Clips/DeadBolt/40107.html https://www.etrailer.com/Trailer-Coupler-Locks/DeadBolt/RC2SS.html You can get them keyed alike which is very convenient. The receiver lock is available in a longer length but it's not stainless steel. The coupler lock in the 1/2" length works great on the Bulldog lever. The fit is snug so there is no exposed lock pin that someone might be able to get a bolt cutter around. I like using the coupler lock when traveling so no one can mess with the coupler if I'm parked to shop or whatever. They both have worked very well with no sign of wear or corrosion. Good luck! Dave
  16. This is for Townesw, Sorry for late response, I've had some family issues keeping me busy... I attach my Grade 70 1/4" chains to my trailer frame with two bolt type anchor shackles as in this pic: Oliver has changed the design of the trailer frame since mine was built (2015), but shackles will also fit the new design as well. I used a quality, American made shackle. There are a few out there but I like the Crosby line of shackles. I also chose the bolt type pin over the screw in pin as I feel the bolt type is far more secure. https://www.westechrigging.com/shackle-bolt-type-crosby-g-2130-038.html The hole that was bored in the aluminum tabs welded on to my frame are 1/2" diameter. I really wanted the pin diameter to match the hole but that meant using a 7/16" shackle which is too large to fit through the chain link and also too big to fit side by side on the two welded on tabs. So I went with a 3/8" shackle with a 2000 pound WLL. BUT... Crosby shackles have a 6:1 safety factor, meaning the breaking strength of the shackle is 12,000 lbs., which is very close to my G70 1/4" chain (3150WLL x 4 safety factor=12,600 pounds). I also packed out the shackles with stainless washers (see pic) to tighten the gap between the shackle throat and the tabs, so there is very little to no slop. So that's where I'm at. The pin diameter of the 3/8 shackle is .44" and I'm hoping to sweet talk a friend of mine to turn out a bronze bushing (7/16 x 1/2) to make up the difference. It's not much but I believe it would add some extra strength to the system by distributing loads evenly around the tab holes. Hopefully I'll never put it to the test! This has been a good thread lots of good ideas. Knowing you've done the best that you can to be safe on the road is a great stress reliever! Regarding this, as far as I know, the WLL is the first thing you need to know, but not the last. You also need to know the "safety factor" or "design factor" of the component, as all of the laws I have read talk about "breaking strength" of the component and not its WLL. I don't understand why this is. If someone else knows different, I'd sure like to know. Dave
  17. I prefer chains because they are much more easily adjusted for length, and a bunch of other reasons as well. Safety chain length is a very important part of the system and is often overlooked. The chains, or cables, need to be as short as possible without binding up in a jackknife position. I'm in the process of doing this to my Ollie as I think the supplied chains are too long. Back up your trailer in a tight turn as close as you can without TV/trailer contact. Stop there and measure the distance between the two mounting points, chains crossed. I will do this with the actual chain and connecting hardware I'm using. Leave just a little slack, maybe one link. I'm hoping that when I drop (lower gently that is) the trailer off the ball mount, the attached chains will prevent the trailer coupler, and the mounting hardware for the chains on the trailer frame, from ground contact. We'll see, there is only so much one can do if the design is off. This chain/cable length will be different for each TV/trailer setup. So supplying one length that "fits all" is not doing anyone any favors and could be hazardous in an emergency. If you have an articulating hitch, that could be very different, but I have no experience with those. Just my 2 cents. Dave
  18. The first thing that came to my mind that can cause this symptom is that your brake controller is set too high. Brake controllers are not a set and forget proposition, and need to be adjusted for the terrain and road conditions you are driving in. If the voltage is set too high the trailer will not brake in sync with your TV and cause some lurching. That said, all the other ideas presented here are valid and worth looking into. The old suspension shackles had nylon bushings, were not greaseable, and generally not up to the job. New suspension kits use bronze bushings and much heavier duty components: https://www.etrailer.com/Trailer-Leaf-Spring-Suspension/Dexter-Axle/K71-359-00.html One other possibility to check, even though your trailer is a 2016 would be to make sure your trailer is properly grounded to the TV as per this Oliver TSB: https://olivertraveltrailers.com/topic/7pin-ground/ Sub- optimal grounding would affect your braking also causing a rougher ride. I feel your pain about trying to get the trailer and TV in plane with each other. There are ball mounts, however, that have drops in 1/2" increments out there. What is your current drop? Good Luck!! Dave
  19. This thread could easily morph in to a whole new thread about safety chains or cables.... But to answer the OP's original question about clevis hook orientation, I would say it is always better to have the hook enter from the top of the receiver hitch if possible. This is how I was taught by the heavy equipment operators where I volunteer. In the event of a separation, the force of the drop will be directed to a thicker and stronger section of the hook. Also, if there is a malfunction of the safety latch, gravity will be more in your favor if the hook opening is facing down. Of course, if the hook won't fit in that position, then do it the other way! Or, better yet, follow Raspy's advice and get an appropriate hook with a larger throat opening, or get a suitable quick link to make hookup easier. My Oliver came with Grade 70, 1/4" chain and hooks. The laws regarding the connection and strength of the chains vary State to State, as RnA posted above. BUT, the very strange thing about all these laws is that the chain strength requirement is not based on the WLL of the chain directly, but the Minimum Breaking Strength of the chain. Grade 70 chain has a Design Factor of 4. This means its Minimum Breaking Strength (MBS) is 3150 (WLL) x 4= 12,600 lbs. When I was looking in to all of this some time ago, I'm pretty sure I read that it is best practice for each of the two chain assemblies to be sized to independently carry the load in a separation event. With a MBS of 12,600 lbs however, each of the supplied 1/4" Grade 70 chain and hooks easily accomplish this for both Olivers. Trainman, I don't like cables either, for a whole host of reasons worthy of a different thread. The main one being they are not adjustable for length. If you google safety chain length you will understand why. Dave
  20. I have the Elite1 with 200 watt PV on the roof. My MPPT Blue Sky controller is rated to a max PV input of 340 watts. So my thinking is that I would be fine to wire in a remote 90 watt panel like this in to my existing system. This would keep the distance from the controller to the batteries to a minimum, reducing voltage drop. And since the voltage from the solar panels to the controller is much higher, close to 18 volts, running a 20' x 10 gauge cable would not create as much energy loss to voltage drop. I'm no electrician, but this is what I have learned so far...subject to editing! Dave
  21. A question about these remote panels. If you have the factory installed solar power setup, wouldn't it be more efficient to order your remote solar panels without a charge controller and just wire them in to the onboard controller? If your remote panels do have a built in charge controller, then I assume you are wiring them straight to your batteries? With the controller on the remote panels, I would think there would be substantial voltage drop between the controller and battery, seeing as most wire used for remote panels are 10 gauge. Just trying to sort this out. Thanks Dave
  22. You can also get 2" balls rated at 8000 lbs. Although you may need to replace your ball mount to accommodate the 1-1/4" shank. It's the one I use. I don't use the Anderson WD hitch, so can't comment about John's comment about decreased wear with a larger ball. Makes sense though. https://www.etrailer.com/Hitch-Ball/Equal-i-zer/EQ91-00-6080.html Dave
  23. I would add to what Mike stated just so it's very clear: you also never want to leave your black tank valve open when you are at a site with full hook-ups. Let your black tank fill to 80% or more and then dump it all at once. Then, drain your gray tank. The GT is notoriously slow to get the last bit out. You don't need to raise the front to extreme heights however. Just raise it a bit and then wait if you have time. If you leave your BT valve open full time while camping, the liquid components of the tank will outrun, and separate from the solids. The solids then collect in the tank and will turn into a hard mass, often called the "brown pyramid". You don't want to go there! Waste tank management seems ominous at first, but you learn fast and it's very easy to balance the two come dump time. Enjoy! Dave
  24. Spike, is that 4.5 x 4.5 inch screen you linked the same one that covers the furnace vent? That is what it seems like. Thanks a lot. Dave
  25. Denise, Good idea to keep your safety chains (or cables) attached to your TV! When in any doubt, keep those on!! Topgun pretty much laid out all your options. Do you carry a shovel? Very handy for these situations. It will allow you to create a flat spot to stack your blocks, and in your case, trench out a spot to drop your tongue in to. Just be sure to put it in a plastic bag to keep the dirt out of it. Personally, I'd hate to put in right on the ground, even in a bag, but maybe use one block. Question: So has it been decided that temporary (a day or two) lifting of the rear wheels off the ground with the onboard jacks is not a good practice? I know it's best to block up the wheels and use the jacks more as stabilizers, but in extreme situations..?? Dave
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