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Old 01-23-2010, 05:31 PM   #21 (permalink)
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bah. i tow things all the time. with a double hitch, lightweight trailer on caster, i can't imagine any front wheel drive being affected.

now, a rear wheel drive in the winter or heavy rain may = issues.
anyone would probably remove the trailer just because the car straddles slush and the trailer caster would be in slush 100% of the time.

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Old 01-23-2010, 07:03 PM   #22 (permalink)
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I tow... lots of things that I probably shouldn't. With vehicles that aren't meant for it.

There's alot to be said for a properly balanced load, I can say that much. A 2.2L I4 5 speed S10 wouldn't tow 7,000 lbs if it wasn't balanced properly. At least it wouldn't be happy about it.
"ʞɐǝɹɟ ɐ ǝɹ,noʎ uǝɥʍ 'ʇı ʇ,usı 'ʎlǝuol s,ʇı"

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Old 01-27-2010, 05:38 PM   #23 (permalink)
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The trailer pictured is beautifully executed but has very little going for it aerodynamically, as far as drag goes.
I was very encouraged by my trailer and will re-visit it one day.
If you have access to Hucho's work,you'll notice that the tow-vehicle/trailer gap is up to 20% of the drag ( 10% mpg ) and well worth killing.
I've no solution except for the movable gap-fillers.
Bob's comment on oversteer should be taken very seriously,as safety is paramount over all other considerations.
With respect to having a wheel,well,for me,if I'm going to add structure,then I want some synergy.Any support wheel can allow the car to be emptied into the trailer,for extra elbow room.I can sleep in mine.
I'm still crunching numbers on the "Viking" boat tail trailer.In a nutshell,allowing for the winter temps,elevation change over the test course,and added weight,with the gap,the truck/trailer combo has Cd 0.15.
If and when I can repair the damage and fab the gap-fillers,the Cd could go as low as 0.12.Even lower if I will "finish" the T-100.
I'm very confident that the trailer is already demonstrating a net gain in mpg compared to the "naked" T-100.
I believe you will have zero regrets if you pursue this target.

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