![]() ![]() The theory does work!Īlthough that ratio is a decent approximation for rigs where the wheelbase of the TV is roughly half the distance from the ball to the axles of the trailer, it's only a rule of thumb where those measurements fit those proportions. Quote: (from, Just Got Back From the CAT Scale)Ī good rule of thumb for a range of TV/TT combinations is load transferred to steer axle = about 2 times load transferred to TT axles, and load removed from drive axle = about 3 times load transferred to TT axles. This is about the play of under & over steer (induced yaw) and is part and parcel of what the big truck manufacturers speak of when looking at Steering corrections per 100 miles as a factor in FE. Posts by Ron Gratz on the Towing subforum at RV.net (I use the WOODALLS portal to same) are the best guide in how to set up hitch rigging. This "noise" can change the FE results "achieved" by the wind deflector completely. How well they work is ironically better credited with the "mistake" of leaving a wind deflector in place once the trailer is unhitched (ha!)įor the purposes of this thread, the TT rig in question probably has noise in the system in re proper hitch rigging (applied leverage by the weight distributing hitch) that is, first, only solved by using weight scale data and, two, proper steering alignment of both vehicles three, proper tire pressures (weight scale data for the tow vehicle) four, the elimination of brake drag on both vehicles five, elimination of steering wander by the tow vehicle. Plus, attention to hitch rigging, vehicle steering alignment and proper tire pressures make air deflector gains/losses not much more than "noise" (at present).īut, as with AIRTABs, the wind deflectors are nearly always credited with greater stability in the face of crosswinds, especially as generated by other traffic (semi-tractor trailers). Inconsistent results, overall, and "general impressions" predominating. Record-keeping is the real bug-a-boo of the RV world. They all agreed it was accurate in the way it simulated air flow. This was presented to a group of aviation professionals. ![]() I need to add here that I used this very same software for recreating an engine explosion on an aircraft while in-flight. Beyond approximately 30 inches, every 10-inch increase in tractor-trailer air gap increases aerodynamic drag by approximately 2%.ĭid some more digging around last night on the subject of rooftop air deflectors and came up with these from the RV world: To minimize drag resulting from crosswinds and turbulent air, tractor-trailer gaps should be minimized or aeroskirts should be used to smooth the airflow.
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