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Motorized mansions / Drivers and crews on the NASCAR circuit are helping fuel a growing demand for top-end RVs Drivers and crews on the NASCAR circuit are helping fuel a growing demand for top-end RVs" / SFGate Home Business Sports Entertainment Travel Jobs Real Estate Autos SFGate News Web by Motorized mansions Drivers and crews on the NASCAR circuit are helping fuel a growing demand for top-end RVs Susan Fornoff, Chronicle Staff Writer Saturday, August 6, 2005 now part of stylesheet -- More... Printable Version Email This Article More H&G Articles The Latest Green Gardener -- When the work day is done for Kevin Hamlin, he looks forward to plenty of wife Patti's cooking, a bit of remote surfing on the flat-screen TV and a good night's sleep in the Hamlins' king-size bed. Never mind that the setting for the Hamlins' domestic bliss rolls. With Kevin on the road 100 or more days of the year as crew chief for Jeff Burton's No. 31 Cingular car, the couple (and their three dogs) live the NASCAR lifestyle in the roaming community of luxury RVs that drivers and crews call home. And, really, with amenities like these, who wouldn't? "Double sinks, two-burner stove, microwave convection oven," Patti points out on a tour of the Hamlins' 45-foot Newmar Essex when it was parked at Infineon Raceway for June's Dodge/Save Mart 350. "Big refrigerator-freezer, Corian counters, plasma TV, washer-dryer. Full shower, full bathroom. King-size bed, cedar-lined closet, another TV. Lots of storage, with oak woodwork crafted by the Amish in Michigan. "We looked at a lot of motor homes. A lot of them can get really high-tech and modern looking. We liked this one because it has a more homey feel. It's very comfortable." At about $350,000, it also cost more than the house on 2 1/2 acres the Hamlins own back in Mocksville, N.C. -- but not nearly as much as the granite-countered, designer-furnished, million-dollar monsters that many of the circuit's drivers call home on the road. Actually, "motor coach" is what they call them, a fairy-tale-derived term that helps distinguish them from those pumpkin campers of old. More and more, it's the luxury model that's driving $14 billion a year in sales of RVs, the most popular search term on EBay last year. "High-end RVs are a small portion of the total RV market, but it's the fastest growing segment," says Ken Sommer, media relations director for the Recreation Vehicle Industry Association. "Today's high-end RV is fully loaded, it has all the bells and whistles, the high-tech entertainment system, high-tech gadgets, plasma screen TVs, surround sound, hookups to the Internet, gourmet kitchens, designer interiors, and, especially, slideouts. "Slideouts, where you have a button on the wall and the wall slides out to expand the interior of the living room or bedroom, are the hot thing today -- at our trade show, we just saw an RV with five slideouts. These alone are sparking sales." In 1992, fewer than 100 of the 203,400 RVs sold cost $200,000 or more; 10 years later, 11,600 of 311,000 RVs sold cost $200,000 or more. And that 11,600 increased nearly 20 percent over the next year. California's weather, state parks and even film industry make the luxury RV market particularly strong here. "I just wish I could bring my hot tub along," says Stanton Barrett, a Busch Series driver and Hollywood stuntman who takes his Fleetwood American Eagle out on the racing circuit. "With all the injuries from my stunts, I thought it would be good to be able to soak, but I just couldn't fit it in." Barrett actually does his own RV driving, unlike NASCAR's more prosperous drivers and top crew, who will board a team jet and head home (generally North Carolina) after Sunday's Brickyard 400 in Indianapolis to work on their cars, then reboard the team jet on Wednesday to head for Watkins Glen, N.Y., and the next race. By the time they land, often with families in tow, the luxury motor coach has arrived and been parked at a track-designated, security-patrolled area with RV hookups where the likes of Jeff Gordon and Al Unser Jr. can comfortably plant their families while shuttling to and from the nearby garage area. "The alternative is for the family to stay home and me to stay in a hotel,and that gets too hard," says driver Joe Nemecheck, whose Newell has four slideouts to comfortably house wife Andrea and their three kids. "This way, everybody's got their own space and their own toys, and we can spend time together." "The great appeal to them is to get to go home in the evening and be with their spouses and children," Sommer says. "A lot of them say it helps with their performance to be able to do that. That, and not having to pack and unpack the way you would in a hotel." For drivers and support personnel, the RV alternative runs laps around the hotel life. Access and egress at tracks hosting huge NASCAR events is notoriously horrendous, adding wasted minutes to the ride to a decent hotel. Drivers and crew often find themselves with short gaps in the workday that don't warrant leaving the track but do lend themselves to a quick nap in the motor coach or game of checkers with the kids. Like many frequent travelers, drivers worry about food poisoning and prefer the familiarity of a home-prepared meal. But here's something most of us don't have to think about: the emotional needs of our families while we're out risking our lives at speeds nearing 200 mph. "If anything happened to me, I would know that my family's in a place where they'd get the right support," Nemecheck says. The security comes not only from the 100 rolling homes congregating at most races, but from Motor Racing Outreach, a nonprofit Christian ministry that trucks around in a 53-foot hauler that carries, outreach staff member Monte Self says, "everything from foosball to TV" plus a fitness trailer for drivers and a staff for their kids. "On a typical weekend, there are about 37 kids here," says Self, who with his wife, Melanie, directs the community center. "It's nothing for a driver and his child to come to the community center and lie on the floor and play cards together." The Selfs sometimes lead field trips to nearby cities, and the families are by no means stuck at the track. All carry a "satellite vehicle" of some kind on the back. Stanton Barrett fits a Mini Cooper and two motocross bikes into a trailer; the Hamlins, who love wine-tasting and married at Chappellet Winery in St. Helena in 2003, tow a Chevy truck and have a pair of golf-cart-like vehicles for zipping around inside the track. RVs, of course, are not as much fun as race cars to handle or to park. "You don't need a special driver's license," Sommer says, "but you do need some training, which is usually provided by the dealer in a video or classes. The most important thing to remember is that driving an RV is different, but it's not difficult. Islands at gas stations are places where accidents might occur, because turning is going to be different, and backing up also takes practice." No wonder rear-view cameras have become standard equipment on even mid-priced RVs these days. And those popular slideouts can expand the RV for living and contract it for driving, a time when bigger isn't better. Even with single-digit gas mileage, Barrett guesses that he's saving money via luxury RV over planes, hotels and rental cars. When asked why a Californian wouldn't choose to live in a $300,000 RV rather than a $500,000 condo, he said he couldn't think of any reason. "I would live in one!" he says. "The only thing is your storage space. But I think if I got out of racing and wanted to travel a little, a motor home could be as nice as a home, especially if you spend a million or two." A million or two, figures Barrett, would get him more "cool stuff" and longer showers. "If your water tank's as small as mine," he notes, "10 minutes and you're out." E-mail Susan Fornoff at sfornoff@sfchronicle.com . Page F - 1 Get up to 50% off home delivery of the Chronicle for 12 weeks! From Serramonte Ford Acura 2003 TL $24,888 Dodge 2004 Neon $9,488 Dodge 2004 Neon $10,488 Dodge 2001 Dakota $14,488 Dodge 2004 Other $17,988 Dodge 2004 Dakota $20,588 Ford 2005 Focus $13,988 Ford 2005 Focus $14,288 Ford 2000 Mustang $9,688 Ford 2002 Taurus $8,988 Ford 2005 Taurus $17,188 Ford 2005 Econoline E350 $25,888 Ford 2005 Econoline E350 $25,988 Ford 2005 Econoline E350 $20,888 Ford 2005 Escape $25,288 See more from this dealer About Top Autos View All Top Autos Back To Top San Francisco Chronicle Sections Datebook Commentary Sports News Bay Area Home&Garden Business ©2006 San Francisco Chronicle | Privacy Policy | Feedback | RSS Feeds | FAQ | Site Index | Contact

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gas motorhomes diesel caravnas for hire rental camping-cars RV Central Site Directory Leaseback Program References Rental Rates Contact Us Home Rental Rates Make Money Reservations References List of Charges Insurance One-Way Trips Questions Tow Vehicles Housekeeping Kits Specials Breakdown of Fees Las Vegas Mexico Raceway Deal Contact Us Dump Sites Airport Shuttle RV Classes Your RV Traveler Help Campgrounds Pets Glossary RV History Los Angeles motorhome rentals rvs Las Vegas caravans for hire motorcaravans GAS OR DIESEL camping-cars Wohnmobilvermietung maisons motorises auto-caravannes rvs Engines Transmissions Chassis Hull Brakes Tires & Wheels Service Cost Cost Capacities returnto Rental Rates page recreational vehcicles california alquiler de autocaravanas motorse a louer RV Today all motor homes have many alluringfeatures, living comfort, power, torque, slide-outs, basement storage, ridingand driving comfort, fancy graphics and yesprestige. There is a wide array ofproducts to choose from for the first time owner or those considering anupgrade. They all share several common features, such roofair conditioners, hot water heaters, furnaces, kitchen stoves, refrigerators,and slide outs. Motor homes have become more luxurious and more sophisticated inthe last few years and of course with these enhancements the prices have goneup; so have the weights. To bridge the price gap between gas and diesels rigs,several new "entry level" diesel models have made their appearance.Their prices are only 20 to 30% more than the high-end gas motor homes. This hasled to a marked increase in diesel powered motor homes. So the question presents itself to the existinggas motor home owner or to the first time buyer: Should I spend more money andbuy a diesel pusher?" What follows is an attempt to give buyers some foodfor thought in the deliberation of this question. Lets compare the fundamentalparameters between todays gas powered motor homes vs. their dieselcounterparts. (This discussion will be limited to class A Motor Homes in therange of 32 feet to 40 feet in length.) Engines Herein lies the most distinguishing factorbetween the two types of motorhome. The gas power train will consist of a V 10,Ford or a V8, Chevy. These power plants were developed for the light dutytrucks. The horsepower rating of the V 10 has just been boosted to 310 hp, 6.8liter with 420 ft./lbs. of torque. The V8 offers 290 hp, 7.4 liter with 410ft./lbs. of torque. The gas hp ratings are "peak" and our onlydelivered at relatively high RPMs of 3600 to 4200. The diesel offerings are300hp, 8.3 liter with 860 ft./lbs. of torque, 330 hp, 8.3 liter with 950ft./lbs. of torque and 350 hp, 8.3 liter with 1050 ft./lbs. of torque; these areall the same Cummins (ISC) engine with different fuel management programs. Thediesel hp ratings are delivered at 2250 RPM. Caterpillar offers their 3126Bfamily in this range, with power ratings of either 300 hp or 330 hp. This classof engine was developed for RVs, delivery trucks, transit-mix trucks and schoolbuses. Even larger diesel power plants with ratings of 400 to 500 hp are alsoavailable on a few coaches. Cummins also makes the very popular entry-level ISB275 engine. It is a small (5.9-liter) engine, with a rating of 275-hp (2600 RPM)and 660 ft./lbs. of torque. A companion version is also now being offered with260-hp, 550 ft./lb. These smaller engines are all applied to lighter entry leveldiesel pushers. Diesel engines provide power and torque that agas owner can only dream about! Even the small 5.9-liter diesel will run off andleave a gas rig in hilly or mountain terrain. Torque is good, more of it isbetter; it is the force that causes something to move or go into motion. Dieselengines supply more torque than equivalent displacement gas engines and theydeliver their peak torque and peak horsepower at much lower RPMs. This resultsin less piston travel and engine crank rotations over a given distance. Thedirect result is less wear on engine components. This is why a diesel engine hasa life expectancy that is considerably longer than a gas engine; their longerwarranties reflect that fact. You wont see any commercial cross-countrytrucks with gas power plants; even the light intra city haulers are usuallydiesels. Another big plus for diesel power is the factthese turbo inducted units do not lose any of their power in the mountains. Gasengines typically lose 3 % of their power for each 1000-ft. of elevation.(Cummins power ratings are based on sea level to 7,000 ft. with no degradation.The diesel power plant is the big winner based on its ability to deliver higherhorsepower and more torque plus a much longer service life as opposed to the gasengine. Transmissions The gas motorhomes are coupled to, light truck, 4speed transmissions. The bigger, heavier diesels are all mated to the industrystandard, the Allison 6 speed World Transmission with few exceptions. (Some lowcost entry-level diesels offer the smaller 4 or 5 speed Allison transmission.)The 6-speed transmission is very rugged, and sophisticated. A powerful computercontroller adapts its shifting program to the drivers style and demands. Itis a true truck transmission. The shifting experience and power transfer withone of these transmissions has to be experienced. The electronic shift controlof the 6 close ratio gears, along with very timely converter lock-ups make for avery smooth and "seamless" operation! The gas engines transmissionstruggles because the ratio between the 4 gears is very wide. This is reallyevident when you have to start from a standing stop at the bottom of any kind ofincline. The diesel power train wins hands down, with the higher horsepower,higher torque, and 6 forward speeds. Chassis Before 1999 it was very easy to overload agas-powered motorhome. This was the year that one manufacture, (Ford), increasedtheir Gross Vehicle Weight Ratings (GVWR) by 3,500 lbs. This gives gas buyers a20,500-pound GVWR. Diesel-powered chassis offer GVWRs of 24,000 to 36,000lbs. Chassis lengths in gas rigs top out at 208 or 228 inches, beyond that theyresort to the use of a tag axle. Diesel chassis extend up to 278 inches, without a tag axle to supply 40 foot hull lengths. Some gas chassis extend 13.5feet beyond the drive axle; this creates a very significant "tailswing" when turning. The gas chassis are certainly adequate for mostmotorhome applications, however they do not begin to offer the quality of ride,steering control, nor the stability that is typically found in a diesel pusher.In a crosswind a gas rig driver will constantly be required to make steeringwheel adjustments to maintain course; this is referred to as "bumpsteering". It can be very tiring in the course of a days driving undersuch conditions. (The entry-level diesels will also exhibit this characteristicto a lesser degree.) The heavier diesel rigs with "active" air bagsuspension can typically be driven with one hand on the steering wheel, even inthe presence of a crosswind. They are much stronger and they of course are muchheavier. They have to be sturdier because they are supporting a very heavy powertrain and large payload capacity, compared with the typical gas powered unit.(An 8.3-liter diesel engine weighs 1530 lbs. while its Allision transmissionweighs 535 lbs.). The gas V10 engine weighs around 525 lbs. while itstransmission weighs in the area of 300 lbs. One subtle advantage of the dieselpusher with its rear engine is the fact the entry door can be placed up frontor mid-ship; this provides a more flexible floor plan that has no engine"dog house" in the front. The diesel chassis wins based on drivingstability, floor plan, quietness of operation, and comfort through out a day ofdriving. They produce less fatigue for driver and co-pilot; this yields moreenjoyment. The Hull The hulls or bodies of motor homes are all verysimilar. They all contain fiberglass exterior walls with aluminum or steelframes in the walls and roofs. Polystyrene foam board material is used forinstallation. The interior walls are covered with Luan and the ceilings androofs utilize a combination of plywood and Luan. The wall construction willtypically be done with vacuum bonding; Gel-Cote will cover the exterior walls.The graphics designs on the exterior of a gas rig will usually be accomplishedwith decals, whereas the diesel product will have those graphics spray paintedon. Decals have a limited life when exposed to the elements. The roof of the gasmotorhome will be rubber sheet (EPDM); it costs less than the fiberglass roofcoverings found on most diesels. Rubber roofs are harder to keep clean and treebranches can tear them. The diesel product will usually have fancier interiorswith cabinet quality that is generally superior to that found in the gasproduct. Gas rigs are not generally offered in lengths of over 36 feet (and thatis literally stretching itwith a tag axle). Diesels with lengths of 36, 38and 40 are the norm. Shorter, 32 and 34 foot, diesels are available They offer agreat power to weight ratio and they can go where many of the large rigs can't.If you are a full timer or extended traveler and you can afford onethe dieselpusher is highly desirable. Capacities These numbers are important to anyone who isgoing to "full time" or do extended travel in a motorhome. Gas modelsoffer a 75-gallon fuel tank; diesels offer fuel tanks of either 90, 100 or evenup to 150-gallon capacities. This provides the diesel owner with considerablygreater driving range between fuel stops. You will find larger capacities in theliquid tanks in a diesel. Storage capacity is generally bigger in a diesel vs. acomparable length gas unit. The diesel motor home has a definite advantage inall carrying capacities. Brakes The gas offerings have hydraulic disc brakes withABS. The diesels have air activated drum brakes with ABS. However, at least twodiesel pusher manufacturers offer very powerful hydraulic disc brakes with ABS.It is claimed that their braking efficiency is equal to or better than theconventional air brakes. It is generally an accepted fact that diesel motorhomes have superior braking systems compared to those of gas powered motorhomes.Today, all diesels come equipped with an exhaust brake retarder to help themease down grades; gas units lack this devise. A superior braking system is oneof the major strengths that diesels have over gas powered units. Tiresand Wheels Gas rigs come equipped with 19.5-inch wheels andlow profile tires; the 16-inch wheel is history. Diesel rigs come equipped with22.5 inch wheels and tires which may be of the low profile G 159 type or thelarge conventional truck tires that are either 250mm, 275mm or even 295mm insize. Whether gas or diesel powered, one needs to be assured that the tire loadratings are proper and have plenty of weight margin in their capacity. Largewheels and large tires help nullify the effects of road feedback; they generallyprovide a better rideassuming a decent suspension exists. Advantage diesel. ServiceCosts There can be no doubt that it is more expensiveto service and maintain a diesel powered motor home. The oil changes andfilters, diesel typically-24 quarts versus gas-6 quarts, plus the dieselslarge fuel and air filters will definitely cost the diesel owner a lot more.However Cummins has increased the oil service interval to 15,000 miles. Theheavier maintenance requirements for braking systems and the cost of tires willalso exceed the gas motor home service expenses. The diesel owner will nevermake up the difference based on the somewhat better fuel mileage that a dieselproduces. The advantage, here, lies with the gas-powered motorhome. Cost Finally there is the matter of price andaffordability. If price was not an objective, I suspect that almost everyone whowanted to own a motorhome would buy a diesel pusher. One must answer thequestion: "Is it worth it?" To many who can afford a diesel, theanswer is a resounding YES! The reasons are compelling and the value is therefor those who can see it. You may ask the question: "can I have fun andenjoy RVing in a gas rig"? Absolutely, they all can offer a lot ofpleasure. And the manufacturers are making our choices a lot easier by offeringso many entry-level models in gas and diesel. There is a suitable model outthere for everyone. It is hoped that the above discussion will assistmotor home buyers in their deliberations as to whether or not to make thefinancial investment in a diesel-powered motor home or a gas powered unit.

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