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Old 01-09-2015, 05:53 PM   #29
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Corpus Christi , Texas
Join Date: Nov 2006
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So Vernons trailer means a TV that can handle roughly 400# per axle TW distribution. Not bad. It is really is in a sweet spot.

1990 35' Silver Streak Sterling; 9k GVWR.
2004 DODGE Cummins 305/555; 6-manual; 9k GVWR.
Hensley Arrow. 10-cpm solo, 18-cpm towing
Sold: Silver Streak Model 3411
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Old 01-09-2015, 07:36 PM   #30
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1973 Avion Travelcader 25' , ...
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Originally Posted by jcanavera View Post
Maybe some others can chime in here but I think there were some issues with the 34' Limited's built in the 90's with headliner glue failure. You might inspect your headliner carefully to see if it shows any evidence of bubbles or areas that aren't tightly secured to the overhead aluminum.


IIRC Aviator has, or had one of the 34's your reference Jack.


"You wouldn't worry so much about what others think of you if you realized how seldom they do."

Eleanor Roosevelt

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Old 01-10-2015, 09:59 AM   #31
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1986 34' Limited
1966 24' Tradewind
Conifer , Colorado
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Our 86 Limited is very nice. It's the twin bed layout with a street side dinette. There is room for my reliner and the wifes couch. The hickory cabinertry had held up well through the years. This trailer has been in the family since new.

There have been some tight right turns and curvy mountain hairpin corners where I need to encroach into the oncoming lane. The engine braking available on our F-350 turbo diesel makes long downhill grades safer. Trailer drum brakes can fade away pretty easily on long down hill runs.

We scale about 9000 loaded for travel and have 8800 for a tow vehicle weight. We average 13 plus minus 1 while towing.

I would buy another 34 if something happened to this one.

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Old 01-11-2015, 04:35 AM   #32
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1983 34' Limited
Utrecht , Utrecht
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using brakes down hill

Hi David,

You say the engine brake makes downhill grades safer. As if using the brake pedal would be an option at all.

I may devote a seperate post to this, but I do want to make the point here as well. Using the pedal brake on a long downhill grade is NOT an option as it can completely destroy all your brakes (both trailer and tow vehicle) in as much as one downhill run.

If your speed is too high for the engine brake, you can use your brake pedal to quickly slow down to a lower speed and shift down to a lower gear, so that your engine can get control over your speed again by itself. As soon as the engine by itself is able to keep the speed constant, let go of the brake pedal again and don't touch it again until you have to.
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Old 01-11-2015, 05:56 AM   #33
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1986 34' Limited
1966 24' Tradewind
Conifer , Colorado
Join Date: Jun 2009
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Yes, I get it. Long down hill grades require a speed where engine braking is doing most of the work. My old gas engine van had limited engine braking potential. Even in 2nd gear the weight of the trailer would tend to overspeed the engine. I had to apply brakes to control speed.

My point is modern diesels have excellent engine braking controls, almost like cruse control in reverse. I can set it at 40 mph and the thing will select the right gear and engine RPM to hold that down hill speed without using the vehicle or trailer brakes. My new Super Duty is so much more advanced than my old gas van.

Our engines and transmissions can overheat going up hill, and our brakes can overheat going down hill. There are well known phenomena to RV towers.

Our OP was asking about the Escalade pulling a 34 Limited. It can be done safely, it's just that some sections of up hill and down hill highway will be traveled somewhat slower. My family has lots of experience back in the 1980s pulling 34s with Suburbans with 454 V8s. The new ones are certainly more advanced than those old tow vehicles.

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Old 02-24-2015, 07:02 PM   #34
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1994 34' Limited
Salem , Oregon
Join Date: Jul 2012
Posts: 148
we have a 34' classic limited. with 3 axels and good torsion bars and sway control it tows like a dream. I have not done much towing at all since I was 18 so I was nervous. I am a big guy, 6'2" about 270, please don't think fat, I am built like a linebacker, and I just didn't fit in smaller RV's. The beds were too short, the couches too narrow the biffy too small. in some my knees would be up against the wall. The 34 has great room and is very comfortable. we tow with a F250 super duty. I like the weight, about 6000 lbs, it helps with control and stability. Fully loaded the book says we are about 8900 lbs in the TT. My F150 is only about 3000 lbs and personally I think the bigger truck is more stable. you will get a lot of different opinions on TVs though so don't believe any individual opinion. There is also a group under trailers for the limiteds you might want to post in that section for some more direct opinions. feel free to email or call if you have any questions that i can help with.
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Old 02-24-2015, 10:37 PM   #35
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2009 34' Panamerica
2008 22' Safari
Metro Detroit Area & Metro Dallas Area , Michigan & Texas
Join Date: Nov 2011
Posts: 168
34' PanAmerica Toy Hauler

Great and Unique AS. Towed and stopped by my 2010 Tundra 5.8L V8. I've been on both coasts - mountains and all - without problems. The key is trailer hitch setup, sway control bars, and trailer BRAKE controler!! There is science AND art to the proper way to do the job right. Contact the best guru on AS towing; he's often at the AS factory for Alumapaloza (May). Or, call Andy at his company in London, Ontario, CAN. (CanAm RV)

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