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slowmover · 12-11-2014, 09:08 AM

". . Those older long airstreams are better priced than the shorter ones, I figure why not just shorten a long one and improve the trailing end while I'm at it. . . ."

One doesn't improve mpg wth this trailer type by decreasing size. Not in any significant way. Acceleration events and long grades may make increased weight more noticeable, but a properly-sized trailer is the point to the exercise of laying out trailer spec. IOW, the cost of time, labor and materials won't produce a mpg payoff. Given two identical rigs I can produce better mpg through other avenues. However, there is something to be said for better combined rig stability if aero is improved.

" . . I'm also trying to decide on a tow vehicle. I kind of want 6 passengers plus 2 dogs and a 6000# rating or so. Ultimate would be a new Ram ecodiesel but more likely will be 98ish conversion van which means I'm starting under 20 mpg without towing.

The new EcoDiesel is rated for up to 9,200-lbs. Close enough to haul my 35' Silver Streak. Capable of 30-mpg solo highway without really trying. And with a smaller cross-section Airstream of the 1970's is seeing 18+ towing (again, without really trying) in the hands of one man I know. Careful trip planning and favorable conditions could see one at/near 20-mpg. A combined rig of around 13,000-lbs with a 28-30' er.

A full-size passenger van with a diesel engine would be worth trying to locate even if it needed a new longblock and trans. FORD and GM each made them in the past twenty years. THe first generation DURAMAX has been the only mpg competitor to the CUMMINS. But one must be aware of any problems (and avoid altogether 6.0 and 6.4L FORD). Worth investigating as solo miles predominate 60/40 or better.

The short rear overhang of a van (rear axle center to trailer hitch head) makes this type highly desirable for cargo/passenger space efficiency versus overall length AND being resistant to trailer sway.

Also, there are those us of looking at roof area on the tow vehicle for solar panel installation and a van is excellent for this. Plus the battery bank can be located in the van. A minimal battery weight for the trailer. Same for adding a BIG propane tank. A 3500-series van with a diesel is insenstive to weight additions up to around 1,000-lbs. I'd look to keep van weight at 80% of tire/wheel/axle capacity once fully loaded with passengers, gear and additions of the sort mentioned here.

Generally speaking it is better to add weight to a trailer versus the tow vehicle. But a Clipper can be pulled by a range of vehicles. I'd keep it simple if for no other reason.

But were I trying to make for all weather accommodations for six I'd stick with a 1980's Airstream, Silver Streak or Avion. In particular a tridem 34' rear bath Avion where twin beds ahead of the aft bath can be converted with overhead bunks. The front lounge with a sleeper sofa and convertible dinette can sleep an additional two, three or four people. (The triple axle keeps tongue weight low, at 10% versus 13-15% on a tandem).

1980's AVION

My previous Silver Streak: A 1983 3411

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12-11-2014, 09:08 AM	#24 (permalink)
slowmover Banned Join Date: Oct 2009 Location: Fort Worth, Texas Posts: 2,442 2004 CTD - '04 DODGE RAM 2500 SLT Team Cummins 90 day: 19.36 mpg (US) Thanks: 1,422 Thanked 737 Times in 557 Posts	*". . Those older long airstreams are better priced than the shorter ones, I figure why not just shorten a long one and improve the trailing end while I'm at it. . . ."* One doesn't improve mpg wth this trailer type by decreasing size. Not in any significant way. Acceleration events and long grades may make increased weight more noticeable, but a properly-sized trailer is the point to the exercise of laying out trailer spec. IOW, the cost of time, labor and materials won't produce a mpg payoff. Given two identical rigs I can produce better mpg through other avenues. However, there is something to be said for better combined rig stability if aero is improved. " . . I'm also trying to decide on a tow vehicle. I kind of want 6 passengers plus 2 dogs and a 6000# rating or so. Ultimate would be a new Ram ecodiesel but more likely will be 98ish conversion van which means I'm starting under 20 mpg without towing. The new EcoDiesel is rated for up to 9,200-lbs. Close enough to haul my 35' Silver Streak. Capable of 30-mpg solo highway without really trying. And with a smaller cross-section Airstream of the 1970's is seeing 18+ towing (again, without really trying) in the hands of one man I know. Careful trip planning and favorable conditions could see one at/near 20-mpg. A combined rig of around 13,000-lbs with a 28-30' er. A full-size passenger van with a diesel engine would be worth trying to locate even if it needed a new longblock and trans. FORD and GM each made them in the past twenty years. THe first generation DURAMAX has been the only mpg competitor to the CUMMINS. But one must be aware of any problems (and avoid altogether 6.0 and 6.4L FORD). Worth investigating as solo miles predominate 60/40 or better. The short rear overhang of a van (rear axle center to trailer hitch head) makes this type highly desirable for cargo/passenger space efficiency versus overall length AND being resistant to trailer sway. Also, there are those us of looking at roof area on the tow vehicle for solar panel installation and a van is excellent for this. Plus the battery bank can be located in the van. A minimal battery weight for the trailer. Same for adding a BIG propane tank. A 3500-series van with a diesel is insenstive to weight additions up to around 1,000-lbs. I'd look to keep van weight at 80% of tire/wheel/axle capacity once fully loaded with passengers, gear and additions of the sort mentioned here. Generally speaking it is better to add weight to a trailer versus the tow vehicle. But a Clipper can be pulled by a range of vehicles. I'd keep it simple if for no other reason. But were I trying to make for all weather accommodations for six I'd stick with a 1980's Airstream, Silver Streak or Avion. In particular a tridem 34' rear bath Avion where twin beds ahead of the aft bath can be converted with overhead bunks. The front lounge with a sleeper sofa and convertible dinette can sleep an additional two, three or four people. (The triple axle keeps tongue weight low, at 10% versus 13-15% on a tandem). 1980's AVION My previous Silver Streak: A 1983 3411 . Last edited by slowmover; 12-11-2014 at 03:33 PM..