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Old 03-04-2016, 09:53 AM   #15
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To tow the coach you either need a lowboy or the driver will disconnect the drive shaft and they can cage the brakes if needed. Caging the brakes only happens under the right conditions such as damage the the air system or brake chambers.
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Old 03-04-2016, 11:22 AM   #16
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Quote:
Originally Posted by Eyephoto View Post
you mean like this?
yeah...just like that!...
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Old 03-04-2016, 11:28 AM   #17
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you mean like this?
You know, I've taken a lot of chances in my life, in all sorts of circumstances. But, I gotta tell ya, that M/H on that truck, is a crackup. I'm presupposing that's either a photoshop or, some other way of imposing that coach on that size Tow truck. Wow.
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Old 03-04-2016, 11:44 AM   #18
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Thinking about the cost per mile for a tow on a DP would give me the shivers. ;-)
Having a DP towed correctly is no problem, (for either your coach or your pocket book), when you have any one of the 3 CoachNet ERS, (emergency road service), "Motorized RV Plans".
Limited ($69.00/year)..Basic ($89.00) or Premier ($159.00)
See: https://coach-net.com/Products/Compa...tance-Products
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Old 03-04-2016, 11:50 AM   #19
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Thinking about the cost per mile for a tow on a DP would give me the shivers. ;-)
Actually it might not be that bad. Friends we were traveling with in a 40' DP broke down and needed a tow to Cummins. A very experienced company showed up, had the drive disconnected, connected to the air system, and were off in maybe 45 minutes. Towed locally the bill was $250. I was surprised it was not higher. I haven't had an auto towed in many years so I don't know how that compares.
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Old 03-04-2016, 05:48 PM   #20
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Not a bad idea to plan ahead some. If your drive shaft is removed, it needs to go back to the exact place it was removed from. This means the universals have to be installed so they do not cause undue vibration due to improper phasing. I have marked my driveshaft in the event it has to be pulled some time in the future. To get it reinstalled correctly each universal yoke must be in the same position at each end of the driveshaft. In some cases the drive line is set up so the shaft cannot be installed out of phase. In other cases, proper mating of the drive shaft spline is necessary to get it right. See DRIVE LINE PHASING

In addition, the universal cross pieces must have their bearing cups taped on the ends they were originally installed on. The cups can easily fall off during transport and could be reinstalled wrong.

A bit of pre-planning now can eliminate problems later.
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Old 03-04-2016, 10:41 PM   #21
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Not always true, some drive shafts are installed with the yokes out of phase.

Never assume anything
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Old 03-04-2016, 10:54 PM   #22
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Yep, big tow truck: BTW, this one was not really big enough and needed another truck to help lift the stinger to get it to lock. In the first picture you can see that the tow trucks front tires are barely on the ground. Driver said they were off the ground on some bumps. Our dry, unloaded weight is over 46,000#'s, so I gigure we're about 50,000 here. Driver removed the drive shaft and ran an air line through the interior of the MH to the engine air pump rather than using the air fitting in the front. He said he didn't trust those setups.
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