Axle to Spring Spacers to level coach

[M&EM]

My mh seems to be heavier by significant amounts on curbside(600lb) unloaded. As a consequence there is some lean toward that side. This amount was difficult to compensate for with cargo redistribution. The effect is an uncomfortable lean when turning left. Neither coach mfr. or WH were interested in getting the coach more level. Each claimed the other was at fault. Weak springs versus coach to frame construction errors and weight distribution etc etc. Curb side is lower by 1 1/2 ". Since I was paying for most of the needed labor anyway, I had a 1/2" shim spacer added to curb side rear axle at the time a rear IPD sway bar was added. Now the coach sits darn near level and certainly corners much better.

[M&EM]

My mh seems to be heavier by significant amounts on curbside(600lb) unloaded. As a consequence there is some lean toward that side. This amount was difficult to compensate for with cargo redistribution. The effect is an uncomfortable lean when turning left. Neither coach mfr. or WH were interested in getting the coach more level. Each claimed the other was at fault. Weak springs versus coach to frame construction errors and weight distribution etc etc. Curb side is lower by 1 1/2 ". Since I was paying for most of the needed labor anyway, I had a 1/2" shim spacer added to curb side rear axle at the time a rear IPD sway bar was added. Now the coach sits darn near level and certainly corners much better.

[YosemiteBobR]

Now that is what spacers are used for. When I am empty I have about a 100 lb difference with me in the drivers seat, so take me out of the picture and there is about a 70 pound difference. Now when I add water to the tank and five or so gallons to the black water tank I am about 150 pounds heavey on the driver side. My co pilot will help that out. So I load from there. But on most trips I will end up about 200 to 300 pounds difference from side to side. That changes as we drive and just use things. By the time we got accross country I had it weighted in Kentucky and we were 500 pounds out, could not figure that one out. It could have been after we went shopping and my DW puts stuff away where she wants it. Had it weighed again when we got back to SoCal and it was back to normal. So I guess I'm saying that it will vary several hundred pounds.

[M&EM]

Well, been thru the numbers several time and agree with you. Also made measurements between chassis and coach and it is really hard to resolve without a very level starting plane. Haven't weighed it since shim was installed. Bottom line is it is better now and well worth time, dollars, and aggravation avoided. Certainly, it is easier to get level at camp sites now.

[DriVer]

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by M&EM:
Each claimed the other was at fault. Weak springs versus coach to frame construction errors and weight distribution etc etc. </div></BLOCKQUOTE>When Workhorse assembles the chassis they have a certification sheet that follows the chassis throughout the build. Every torque value and every component is cataloged with the VIN# for WCC to pull up at any time and check the specs on any given chassis, value and component.

It is unlikely that WCC installed a weak spring. Question is as always, was it like that from the day you bought the motorhome and did you buy it new?

It's unlikely that WCC is to blame since they didn't load the frame with the box.

A 4 point scaling would be invaluable here if you could ever hook up with RVSEF. Given the 4 point weights you can then make an better decision as to what you need to do. I've seen some OEMs use air bags to level their coaches but that usually applied to raising a rear axle for instance and not normally a single point.