You may have seen my post about finally getting to look at a Foretravel. I have a couple questions about the size of a Foreravel. I have looked at all sorts of Motorhomes, most of which are very large...tall with flat sides. When I first saw this U225 Grand Villa I thought to myself how small it is, yet, inside I could stand no problem and I am 6'2". I did not have as much headroom as in other coaches. That evening I did some research on interior and exterior heights. I found that most Foretravels are about 11'6" exterior with other coaches being around 13'. Are Unihome and Unicoach motorhomes generally the same size at 11'6"? I am curious to know and I assume if this is true it is what gives them less prone to drag and crosswind effects. Also, more overall strength.
I would also like to ask your opinion about engine size. I want sufficient torque to tow a vehicle through the mountains. My current tow vehicle is a Saturn Vue (curb weight 3300lbs.) I would like an engine that would allow me to maintain 50 to 55 mph uphill with some power reserved if needed. Will a cummins 300...350 or M11 allow this?
I know I want a Foretravel. Your responses will help me determine what will fit my needs best.
Thanks,
Tom
300 HP in my 36" U-270 (1999) towing my 3200 pound Element - no issues at all - I traveled east of Missisippi in that coach, so can't speak to rockies. Took my 2000 U-320 40' out west, (450 HP) towing same toad - no issues maintaining 60 MPH on most grades.
If you are out west, opt for a slightly bigger motor in the same chassis if available, but most Foretravels have goor peer to weight ratios compared to other coaches (Same year 40' American Eagle with slide has a 350 HP engine vs my 450 by way of example)
Ah a difficult requirement. That being the 55-60 mph towing 3300 up an interstate grade with a throttle reserve....
My m11 won't do that. You may need a ism 2000 model 36'?
If I changed my cummins top end parts to what the bottom end is capable of then that scenerio would be easy at least for the power part.
No idea if the cooling system is robust enough for the added power. Not tested it.
My CPL of 2178 is 420hp/1050 torque. That's the critical part list of what is actually in the engine for parts currently.
$15k later mine could be CPL 2025 which is 450hp/1450 torque.
Funny enough a mechanical early mid 90's 8.3 cummins that were retuned by gale banks engineering very successfully and the added power over tge nominal 300 hp might well do what you are asking.
Drove several country coaches intrigues that were closer to 400hp after mods and they pulled the interstate grades towing at 65.
Interested to see if anyone here other than maybe the ism boys say they can do what you are looking for.
I am happy with a coach that will maintain 45 mph on a 6% grade. It will do that on long grades in 90F ambient temperatures without overheating. It will maintain higher speeds on lesser grades. Our coach weighs about 28K lbs when fully loaded for travel. We pull a 3100 lb Subaru. The engine is a C8.3-325 with Banks Stinger. I think our coach is somewhere in the middle of the range of weight/horsepower ratios for Foretravel coaches in the "U" series.
We have traveled many times is Montana, Wyoming, and Colorado. We have traveled from our home in Texas to Alaska (and back!). Our trips have included the Canadian Rockies, the Blue Mountains of Washington and Oregon, and the mountains in Idaho. I have found our weight/power ratio to be adequate. The engine doesn't overheat and the coach will hold its place in the climbing lanes.
Of equal importance to me is that the coach handles the 6%-7% downgrades with grace that provides comfort to the driver and passenger.
Our 2001 U30 with the ISM450 towing a 3600 lb Wrangler does everything we want it to do. There are long uphill grades that are fairly straight and are easy to maintain 55-60 mph. Many grades are much more winding with many curves with speed limits at 40 mph. On those lower gears dictate speed and 40-45 mph seemed pretty easy to maintain. I really don't try to go some particular speed rather what seems reasonable for the conditions. If it is really hot it makes sense to drop down one gear, let the engine run at a higher rpm to provide better cooling and if that means a bit slower then OK. I will get to the top without overheating. So speed, rpm, gear, cooling and safety are all part of it. More HP can make this easier but it is not critical.
And going downhill is the same thing. Speed and temps (coolant and transmission and retarder) are managed with gears, retarder and brakes. Sort of in that order for me. Again safety and your sense of comfort is the most important.
Whatever you get will take some time for you to understand how these things are interdependent on each other on your particular coach.. What gear, what speed, how many RPMs, what boost, what temps are OK, how much retarder to use? All of this balanced with your own sense of comfort level comes with some experience. Folks who drive pretty much in the flat lands have to learn what to do in the mountains when they go there. It is different.
The taller coaches add some more head room inside and a some more basement height. Some if the less tall coaches have almost the same amount of headroom but less basement space. At 11' 6" we can get through our 12' high coach house (barn) doors. Where we live that is the maximum height. And we really like having our coach nearby.
You have gotten some good info about power. I would agree with all that has been said. My U295 with the 8.3, 325hp, and 4500# Jeep runs way better than with my heavier 6500# Avalanche with topper. My power to weight ratio is about 87#/1hp without towing. (28,300#/325hp)
As to height, you were in a even shorter coach the U225, and U240, are just 10'8". But yes the other unihome and unicoach models are 11'6". Plus for us is we fit in under trees sometimes in driveways, thru 12' doors, and have less windage, and less to wash.
My joy is the 2001, 320, 36' with the ISM @500 HP & 1550 ftlb. that provides the 60 lb /hp and the 19.36 lb /ftlb that puts me in the very left lane on the up grades when not towing.
When towing my F150 the numbers go to 67 lb /hp & 21.8 lb /ftlb, still left lane 65-70 mph.
It is a matter of what is important to you, me, enjoying the Hemi Road Runner, 340 Dart, all my toys need to get up & go, no need for an over weight slug.
Do the happy thing, life is short.
keep in mind that U225 you looked at with only a 230hp 5.9 cummins probably weighs 10,000 lbs less than any of the rvs out there with the larger, more powerful engines. its not apples to apples. The engines keep getting more powerful, but the weights keep going up thru the years.
I'd bet that baby u225 has nearly the same power to weight ratio as my U300 with 350hp.
Yes, but transmission lockup is worth at least 75 hp in the U300 plus takes some of the load off the radiator (and transmission). The second gear shift into second lockup is like an afterburner when it happens.
Pierce
The one I owned was good when the RV was not towing. Once I hooked anything it would get me there but not near as fast as without and was not fun.
The best power in the Rockies in my experience was a 36' ORED 300 cat. Slowly unwind the speedo cable up all the grades.
350 hp Detroit was also fun. The few 3176 cats did not know what a hill was
according to the allison spec sheet, that u225 is a lockup unit as well, but only in 3rd and 4th.
We went from Chicago to southern Alabama via I65 and the William H. Natcher Green River Parkway this month. Parts are hilly but not mountainous. Saw 5th gear briefly on about four occasions towing a '08 Honda CRV at 3549lbs. Had lots more giddy-up than the trucks. Because the Honda is restricted to 65mph when towed could not get a run at the hills. Coach just went up them.
Keith