RV Technician

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Towing the Load

NO

Proper Installation of Weight Distribution Kits and Sway Controls Page 5

YES

Recall Rules

Dealership Obligations under Federal Recall Campaigns Page18

New Products

Battery Basics Page 11

Page 22

Proper Maintenance for Extended Life Page 16

April/May 2012

Towing 5

Weight distribution kits and sway controls

Battery Technology

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11 Today’s battery basics

Battery Maintenance 16

Deep-cycle battery maintenance

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Rules of Recalls 18 Dealership obligations under recall campaigns

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Top This!

20

Hook me up!

DEPARTMENTS 3

Board of Directors

4

From the Editor

22 New Products 24 Recalls

Certification Page 25

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RV LEARNING CENTER BOARD OF DIRECTORS

Chairman Jeff Pastore Hartville RV Center, Inc. Hartville, OH (330) 877-3500 jeff@hartvillerv.com

Director Andy Heck Alpin Haus Amsterdam, NY (518) 842-5900 aheck@alpinhaus.com

Director Tim O'Brien Circle K RVs, Inc. Lapeer, MI (810) 664-1942 t.obrien@circlekrvs.com

Vice Chairman Dan Pearson PleasureLand RV Center, Inc. St. Cloud, MN (320) 251-7588 D.Pearson@pleasurelandrv.com

Director Jeff Hirsch Campers Inn of Kingston Kingston, NH (603) 642-5555 jhirsch@campersinn.com

Secretary/Treasurer Bill Koster Protective St. Louis, MO (636) 536-5704 bill.koster@protective.com

Director Rick Horsey Parkview RV Center Smyrna, DE (302) 653-6619 rhorsey@parkviewrv.com

Director Randy Packard Natl Assn of RV Parks & Campgrounds/Pine Acres Family Camping Resort Oakham, MA (508) 882-9511 opa203@aol.com

President Phil Ingrassia, CAE RVDA Fairfax, VA (703) 591-7130 pingrassia@rvda.org

Director Newt Kindlund Kindlund Investments Winter Park, FL (407) 628-4211 newt@kindlund.com

Director Bob Been Affinity RV Service Sales & Rentals Prescott, AZ (928) 445-7910 bobbeen@affinityrv.com

Director John McCluskey Florida Outdoors RV Center Stuart, FL (772) 288-2221 john@floridaoutdoorsrv.com

Director Randy Biles Pikes Peak Traveland, Inc. Colorado Springs, CO (719) 596-2716 rwbiles@pikespeakrv.com

Director Matthew Miller Newmar Corporation Nappanee, IN (574) 773-2381 mlmiller@newmarcorp.com

Director Eleonore Hamm RVDA of Canada Richmond, BC (604) 204-0559 eleonore_hamm@rvda.ca

Director John Myers Myers RV Center Inc. Albuquerque, NM (505) 298-7691 j.myers@myersrv.com

Director Steve Plemmons Bill Plemmons RV World Rural Hall, NC (336) 377-2213 steve@billplemmonsrv.com Director Jim Sheldon Monaco RV, LLC Rancho Mirage, CA (760) 883-5556 jim.sheldo@monacorv.com Director Tom Stinnett Tom Stinnett RV Freedom Center Clarksville, IN (812) 282-7718 tstinnett@stinnettrv.com Director Brian Wilkins Wilkins R.V., Inc. Bath, NY (607) 776-3103 bwilkins@wilkinsrv.com

RV LEARNING CENTER STAFF

Phil Ingrassia, CAE RVDA Education Foundation President Ronnie Hepp, CAE Vice President for Administration Karin Van Duyse Chief, RV Learning Center Mary Anne Shreve Editor

Page 3

Chuck Boyd Dealer Services Manager Susan Charter Associate Services Manager Hank Fortune Director of Finance Jeff Kurowski Director of Industry Relations Brett Richardson, Esq., CAE Director of Legal & Regulatory Affairs

Liz Shoemaker Education Coordinator Butch Thomas Field Representative Tony Yerman RV Service Consultant Isabel McGrath Technician Certification Registrar

FROM THE EDITOR

April/May 2012

Towing a Load Down the Road Welcome to the spring issue of RV Technician.

Many of your customers are getting ready to take to the roads, and one of their first potential hitches, if you’ll pardon the pun, could be their towing set-up. Weight distribution is critical so that the tow vehicle doesn’t end up “squatting.” The solution is a properly fitted and installed weight distribution kit that removes some of the tongue weight on the hitch ball and redistributes it to the trailer and tow vehicle’s axles.

You’ll find out how to install these systems, and the principles behind them, in “Weight Distribution Kits and Sway Controls” by Jack Lane and John Tiger, Jr. You’ll be reminded again of how important a seemingly straightforward subject like hitches can be in this issue’s “Top This!” column. It’s about a customer who didn’t immediately grasp the seriousness of the loud bang he kept hearing every time he drove his trailer over a bump. Luckily for him, he pulled into certified technician Tony Yerman’s shop in time to prevent a

potentially catastrophic accident. But it took Yerman awhile to gain the customer’s trust and convince him that repairs were needed immediately, not “later on down the road.”

Next up are two articles about today’s battery technology and maintenance. These stories, by Vicki Hall of Trojan Battery Co., will tell you all you need to know about the different kinds of batteries used in RVs and how they vary by use and maintenance.

Finally, a short refresher on the rules surrounding federal RV recall campaigns, which can be a little more complicated than automobile recalls. For example, here’s a question for you--True or false: It’s OK to sell a recalled part before it’s actually been repaired. If you’re not clear on the answer, you’d better read “Rules of Recalls: Dealership Obligations Under Recall Campaigns” by Michael Charapp, a partner with the law firm of Charapp & Weiss.

Mary Anne Shreve Editor 3930 University Drive Fairfax, VA 22030 mashreve@rvda.org (703) 591-7130 x117

RV Technician Advisory Group Randy Biles, Pikes Peak Traveland Inc. Tom Fribley, Fribley Technical Services Inc. Ellen Kietzmann, Blue Ox Gary Motley, Motley RV Repair Steve Savage, Mobility RV Service Tony Yerman, RV Service Consultant Page 4

Towing

Weight Distribution Kits and Sway Controls

By Jack Lane and John Tiger, Jr. W WR RO ON NG G

R RIIG GH HTT Here’s how they work to correct the unsafe condition described above.

When the trailer is coupled to the tow vehicle, there will be a noticeable sagging at the point of the hitchto-trailer connection. This sagging or “squat” at the rear of the tow vehicle will unload the front axle while overloading the rear axle of the tow vehicle, resulting in a loss of steering control and at the same time an overloading of the rear tires and axle. The under car receiver plays an important part in applying the load forces of the trailer when towing. The receiver is designed, engineered, and tested to apply the load forces properly to the tow vehicle’s frame.

Weight distributing kits consist of a shank/hitch bar, a ball mount, two spring bars, two chains, and frame brackets.

A weight distribution kit helps level the towed load and keeps your customer’s truck and trailer on the road.

on the road Page 5

Too much on the ball?

Most tow vehicles won’t handle 500 pounds on the hitch ball without “squatting.” Except for larger pickups like the Ford F-250 or Chevy Silverado/GMC Sierra 2500, most can’t handle even 250 pounds safely without some help. While there are vehicle aids such as air bags, air shocks, and stiffer springs that can be used to help a sagging rear end, the real solution is to add a weight distribution kit.

Weight distribution kits have been in use since the mid-1950s. They are relatively easy to install and set up. They remove some of the tongue weight on the hitch ball and redistribute it to the trailer axle(s) and the tow vehicle’s axles. The keys to a weight distribution kit are the spring bars, lift chains, and brackets. They work together to transfer weight through the trailer frame to the trailer axles by pulling up on the spring bars which pulls down on the trailer frame brackets, lifting up at the ball-to-coupler connection, thereby removing some of that load from the hitch ball.

A portion of the load lifted off the coupler ball is transferred to the vehicle receiver.

The receiver acts as a cantilever transferring that force into the tow vehicle frame to both axles. The weight distributing

hitch has now settled the tow vehicle and leveled the trailer so that all axles of the tow vehicle and trailer are sharing the load.

We installed a chrome 2-5/16-inch hitch ball to the head unit. Here, the recessed head platform allows the use of a socket to tighten, so accurate torque is applied with a torque wrench.

Properly loaded

While this article won’t cover an installation step-by-step, it will cover the basics of why weight distribution is so critical to a successful towing experience. To tow correctly, the trailer must be loaded so that most of the weight is centered on the axle(s). Only around 10 percent should be concentrated on the hitch ball coupler. For example, if you have a 5,000-pound gross combined weight (GCW), the tongue weight (TW) should be around 500 pounds. Of course, weight must be distributed evenly both fore-to-aft and side-to-side so one side of the trailer doesn’t “squat” more than the other.

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Experienced RV technicians, especially those who specialize in towing, know exactly how to set up a weight distributing system so the truck and trailer are properly loaded and balanced. Training, of course, is critical. Shop foremen, take note: A common mistake is to let experienced techs train “newbies” without using the manufacturer’s installation and set-up instructions. Trained this way, new installers learn by watching and never really understand why they perform the steps they do or what the net effect of an incorrect setup is. New technicians need to study and follow the installation instructions on many set-ups before they feel confident that they have memorized the procedure. It’s useful to periodically review the manufacturer’s instructions, in case there have been updates to the procedure.

Selection is critical It’s important to measure tongue weight before selecting a weight distribution kit for a trailer. Kits come in several classifications, typically 600-, 800-, 1200-, and 1700-pound ratings. Checking the tow vehicle’s weight capacity is a must before deciding which kit to install. Most full-size trucks can tow trailers in the 5,000-pound range. Heavyduty full-size trucks can do more--up to and beyond 10,000 pounds, depending on use of the proper equipment. Using the correct TW and the corresponding weight distribution kit provides a more comfortable ride and puts less stress on both the tow vehicle and trailer frames.

For example, using a 1,200-pound weight distribution kit with a trailer that has only 500 pounds of TW would result in over hitching and make for an uncomfortable trailering experience. It may even fatigue

the trailer frame due to the stiffness of the connection. Using a lighter kit--for example, a 600-pound TW kit with a trailer with a 900 pound TW--will be difficult to adjust, offer unsatisfactory handling, and fatigue the spring bars prematurely. If you’re in doubt about the tongue weight of a trailer, weigh it with a tongue weight scale, but be sure to add weight for the load the customer will place in the vehicle.

With the new hard and shank assembly installed in the hitch, we measured the initial ball height to see if we needed to adjust the head up or down on the shank, or the head angle forward or backward. This compensates for the amount of “squat” the truck suspension shows when the trailer is connected.

The cam arm brackets are used as the template to drill mounting holes. We used a smaller pilot drill bit first.

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How does it work?

We can compare the dynamics of the weight distributing hitch to a wheelbarrow and you. Your arms act as the spring bars of a weight distributing hitch. When lifting the wheelbarrow handles, you’re lifting a portion of the weight off the hitch ball and rear axle of the tow vehicle. A portion of the weight is taken off the rear axle of the tow vehicle and transferred to the front axle of the tow vehicle.

The chain hangers are assembled to the chains next; the attaching hardware is snugged but not so tight as to restrict movement of the chain.

Because the frame brackets are positioned approximately 30 inches behind the ball and pulling down on the trailer frame, a portion of that load is being transferred through the trailer frame to the axles of the trailer. Your back and legs represents the frame brackets, the trailer frame, and the trailer axles.

Set-up and adjustment Set-up is as critical as the proper kit rating.

The keys are measuring the vehicle’s ride height before and after installation and proper measuring and leveling of the trailer frame before hookup. The tow vehicle’s ride height needs to be measured with the truck loaded for towing, but without the trailer attached, on level ground. Measure from the ground to the tops of either the front and rear wheel wells or to the tops of the bumpers. Write the measurement down-don’t try to remember it!

important are the initial height measurements, the head/ball height and the angle adjustment, and the spring bar/chain installation. New technicians must pay critical attention to these sections of the installation and set-up instruments because these are the keys to the correct set-up.

Most kits take about an hour or so to install and set up the first time; subsequent hookups should take only a few minutes as long as the trailer’s load hasn’t significantly changed or moved.

Addressing trailer sway While weight distribution kits are sometimes referred to as “sway control” or “sway bars,” they are not. Adding weight distribution to a setup that’s towing poorly may help to reduce some trailer sway, but a sway control device is another thing entirely.

Then, the trailer must be leveled and the distance between the ground and the underside of the coupler, where the hitch ball goes, must be measured and recorded.

That way, when the trailer is coupled to the truck, and the weight distribution head and bars are installed and adjusted, the trailer frame and the tow vehicle will both be level.

The tow vehicle may “settle” as the trailer is coupled to the ball, but tensioning the spring bars should level the tow vehicle so that when the wheel well height measurement is taken again after installation, there’s no more than about one-half inch of difference between the front and rear.

It’s critical to follow the instructions provided with the weight-distribution kit step-by-step so that when it’s installed, the ride and steering/braking control of the truck and trailer assembly isn’t compromised. Most

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With the trailer coupler resting on the hitch ball—note the block of wood under the tongue jack foot—we installed the spring bars. They are installed by rotating them into their slots in the head from the side.

has to correct the situation to get the trailer back in line with the tow vehicle. Buffeting winds, large passing trucks, and slippery roads all contribute to trailer sway, but passive friction sway devices do nothing to correct it.

Passive sway controls can be bought separately and added on later or installed at the same time as a weight distribution kit.

The cam arm turnbuckles are easily adjusted; they must be moved back and forth until the cam is centered in the curve of the spring bar, then tightened.

There are two basic types of trailer sway controls: passive and active. A passive device resists sway and allows the driver to correct it. An active system not only resists sway but actually works to correct it.

How an active device works An active sway control system typically consists of an attachment between the tow vehicle and the trailer frame and uses both friction and the vehicle’s motion to correct sway. An example of this type of system is called dual cam and consists of two trailer frame brackets w/adjustable cam arms and chain hanger brackets. There are other active systems available, but this

A passive device typically consists of an attachment between the tow vehicle and the trailer frame and uses friction material to resist sway. Friction sway devices consist of a body, a slide bar, two friction pads, two balls, and a handle for adjustment.

How a passive device works One ball is attached to the trailer frame, while the other is attached to the head of the ball mount. The body and the slide bar are then attached to each ball. The amount of friction force is determined by tightening the handle that then forces the friction pads against the slide bar. The passive resistance force deters the side-to-side movement of the trailer. If the force against the trailer is greater than the resistance force applied to the slide bar, the slide bar will move fore and aft, allowing the trailer to be outside of the tow vehicle. The driver

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When we determined the head was adjusted correctly, we tightened and torqued the head bolts.

article will discuss the dual cam system.

Attach the trailer frame brackets with adjustable cam arms to the trailer frame, using the weight distributing chains, attach the chain hanger brackets. Follow the instructions for set-up and adjustment of the dual cam to the weight distributing hitch.

The dual cam uses friction force and also incorporates the detent at the end of each spring bar for additional sway control.

resisting the sway and bring the two units back to a straight line.

When properly connected, the dual cam and weight distribution combination create an active sway system. Here’s why. At the end of the cam arm is a round barrel that rides inside the detent at the end of the each spring bar. When tow vehicle and trailer are in a straight line, both barrels and detents are precisely mated. The only time the barrels are out of alignment is in the case of maneuvering a turn or a force great enough to push the trailer to the side.

When either occurs, the spring bars are free to move forward and aft of the cam barrels.

Down the road Properly installed and set up, a weight distribution kit helps a tow vehicle handle better with a trailer behind it. Many RVers say towing is easier and they’re more relaxed and refreshed at the end of a trip.

And that’s important for your customers’ satisfaction.

The downward load of the spring bar that’s created by the weight of the trailer will force the cam barrels back into the detent,

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One additional benefit of this system is that while it controls sway, it also enhances the steering control of the tow vehicle. The dynamics of an active system keep a positive load on the inside front tire at all times, making each turn feel like the banked curve of a race track.

Jack Lane is a 36-year towing industry veteran and employee of Cequent Performance Products. He has worked with and instructed customers on Reese products for more than 30 years. He can be contacted at jlane@cequentgroup.com.

John Tiger is an industry journalist with more than 20 years of experience with towing and towing related projects.

Battery Technology

Today’s Battery Basics

By Vicki Hall, director of quality assurance and technical services Trojan Battery Company In this article, I’ll discuss the various battery technologies and what to consider when determining which battery will best fit a particular application.

There are two types of deep-cycle battery technologies available on the market today - flooded lead acid (FLA) and valve regulated lead acid (VRLA). Deep-cycle flooded batteries are the most appealing due to their low initial cost and long life; however they require periodic “watering” to ensure the health and longevity of the battery. If you’d rather not worry about watering batteries and are willing to spend more money for maintenance-free convenience, AGM and gel batteries are other options.

Understanding the various battery technologies available on the market today enables you to select the best battery type that will provide greater performance, reliability and longevity to power your RV applications. Because there are several factors to consider when choosing a battery such as maintenance requirements, charging processes and lifespan, it’s important that you do your homework on the various battery manufacturers and their products. An initial investment in highquality, deep-cycle batteries will go a long way in keeping your total cost of ownership to a minimum and ensuring maximum performance of your vehicle.

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Overview of FLA (Flooded) FLA batteries provide the best cycling performance of all deep-cycle battery technologies and are the most ideal option for a majority of RV applications where lowest cost is a key deciding factor.

To achieve maximum potential cycle life, flooded batteries require regular maintenance. As FLA batteries charge, hydrogen gas is produced and vented in the process. This off gassing of hydrogen reduces the electrolyte level in the flooded battery, so periodic “watering” of the batteries is required to ensure maximum life. The frequency will need to be determined by the owner, based on his or her individual use. However, Trojan Battery recommends that electrolyte levels be checked at least every two weeks to ensure optimum performance.

Distilled water is recommended because it contains no impurities which can reduce battery life or impact its performance. You should never add acid to cells, since batteries come with all of the acid they need. Once electrolyte is lost, it can never be replaced, and the battery will not have the proper amount of sulfate needed for good performance and long life. That’s why regular watering is very important.

The proper maximum water level is 1/8” below the bottom of the fill well. It’s

important not to overfill the cell, since during charging the electrolyte levels will rise and if they are overfilled the electrolyte may come out of the batteries. This will reduce the life of the battery and affect its operation.

You should also never let the electrolyte level go below the battery plates, which will damage the plates and significantly impact the overall performance of the battery.

It’s important to note that water should only be added to batteries that are fully charged.

Never add water to discharged batteries.

The only exception is if the plates are exposed. In this case, add just enough water to cover the plates. Then, after charging, add enough water to bring the electrolyte to the proper level.

Watering batteries can sometimes be messy and difficult, so single-point watering systems have been designed to make the job easier. Trojan’s HydroLink™ is one of the products available on the market today to simplify the job of watering flooded batteries. The HydroLink manifold replaces the current vents on selected Trojan batteries and features tubing which is used to connect the group of batteries in your RV. The tubing is then easily connected to a water source and will deliver the proper amount of water to the batteries, filling a set of batteries in less than 30 seconds. Please note that HydroLink is not available for use with Trojan’s Plus Series batteries.

Overview of VRLA (AGM & gel) If maintenance cannot be guaranteed on a regular basis, FLA batteries are not a good choice. For those requiring maintenancefree battery technology, consider a sealed VRLA battery such as AGM or gel technology. However, while maintenancefree batteries provide more convenience, Page 12

that convenience comes with a price.

Sealed VRLA batteries are going to be more expensive and will have lower cycle life when compared to FLA batteries.

Because VRLA batteries don’t require regular maintenance, they’re known as sealed or maintenance free. VRLA batteries do not have openings to add water to the cells, but they do “off gas” so you should have good ventilation in your RV. AGM batteries have the electrolyte in Absorbed Glass Mat separators, so there is no free electrolyte. Gel batteries have the electrolyte immobilized in a gel-like substance, so they, too, have no free electrolyte. Both batteries use recombination to reduce the loss of H2 and O2 gases, which eliminates the need for watering.

Since VRLA batteries are sealed, they require a special charging algorithm that limits voltage to prevent overcharging, which causes dry-out. So if you currently have flooded batteries in your vehicle and want to move to a VRLA battery type, you’ll need to purchase a new charger.

Regardless of what battery technology you choose for your particular application, always read the battery manufacturer’s user manual, which should provide important information on installation, maintenance, trouble shooting, and storage.

Maintaining a deep-cycle battery In this section, I’ll discuss the importance of: * Measuring the state-of-charge of deepcycle flooded batteries using voltage, specific gravity, and ampere hours

be damaged by reverse polarity.

* Regularly determining batteries’ state-ofcharge to maintain their performance and lifecycle Evaluating the state-of-charge of your batteries is an important part of a regular battery maintenance program. Determining the state-of-charge of flooded or VRLA batteries can be done either by taking the open-circuit voltage reading with a voltmeter or, for flooded batteries, determining the specific gravity readings of individual flooded battery cells with a hydrometer.

Specific gravity is believed to be the more accurate indicator of state-of-charge, but both voltage and specific gravity readings will be more accurate if taken under a noload condition.



Wait two hours after any charging to take your measurement (use your disconnect switches to stop all charging or discharging if necessary).



Measure DC voltage across the main positive and negative terminals.

As batteries age, their voltage reading will gradually get lower. This will happen faster if the batteries haven’t been properly maintained.

You should keep a battery maintenance log to record both voltage and specific gravity readings over time. This will help when trouble shooting problems and will force commitment to a regular maintenance plan.

When using voltage or specific gravity readings to determine the battery state-ofcharge, it’s important to always consult the manufacturer’s technical specifications, since not all flooded batteries operate with the same specific gravity electrolyte.

Measuring voltage to determine state-ofcharge is the most economical method but tends to be the least accurate. It involves using an inexpensive digital voltmeter with a basic accuracy of at least 0.5 percent or better. Using a battery voltmeter is easy.

Just connect it to the battery’s main positive and negative terminals. Also, remember to: 

Examples of voltmeters

Measuring by specific gravity is the most accurate method. You'll need a good battery hydrometer, which measures the ratio of the density of the electrolyte (acid) to the density of water within a flooded battery cell.

Ensure the polarity is correct, because analog meters can Examples of hydrometers

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Here is the procedure:

•

Wear goggles and rubber gloves.

Keep baking soda and water handy in case of spills, which should be cleaned up immediately.

•

Open the cells on each battery and use a hydrometer to remove enough electrolyte to make the float rise in the tube.

•

Record the reading.

•

Calculate the average of each of the readings and using the following formula to compare the result with the chart below to determine the battery’s state-of-charge.

Specific gravity measurements should be temperature compensated to determine the true value. Specific gravity measurements should be used as a guide, since the actual value measured during use can be affected by temperature, battery age, and other

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Specific Gravity (SG): The density (mass/volume) of the liquid (electrolyte) relative to water, at the same temperature.

The density of water is 1.

Example:

1.277 kg/l =

1.277 1.000 kg/l  1.277 is referred to as “twelve-seventy-seven” acid  The difference between 1.277 and 1.270 is referred to as “7 points”

operating parameters. If specific gravity values seem to be consistently low across the cells (<1.250), it could be caused by not fully charging the batteries, or by the recent addition of water, which Specific gravity measurements should be dilutes the electrolyte at the top of the temperature compensated to determine the cell. In both of these conditions, the true value. Specific gravity measurements

battery should be given a sufficient equalization charge that results in specific gravity readings close to the specified value range.

Determining these measurements is important to know when conducting tests to assess the health of a deep-cycle battery and how quickly the battery is aging.

Equalizing flooded batteries Another important maintenance practice to keep flooded batteries operating at optimum levels is performing equalization.

Equalization is an overcharge of flooded batteries after they’ve been fully charged to address imbalanced cells and prevent stratification from undercharging, which will harm the batteries. Stratification occurs when the electrolyte concentration is greater at the bottom of the battery than the top, which will corrode the battery plates and eventually destroy the batteries.

Trojan recommends equalizing only when batteries have low specific gravity (below 1.250) or wide ranging specific gravity ( > 0.030 points between cells) after fully charging a battery.

Also, it’s very important to note that deep-

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cycle AGM or gel batteries should NEVER be equalized.

Conclusion By gaining a clear understanding of the various battery technologies available on the market today and committing to a regular maintenance schedule ensures that whichever battery type you choose, it will continue to operate at peak levels of performance and reliability. With proper care and maintenance, an initial battery investment can be extended as well as keep the total cost of ownership to a minimum resulting in more time on the road.

Vicki Hall is director of quality and technical services for Trojan Battery Company, a leading manufacturer of deep-cycle batteries. She has been with the company since 2006 and is responsible for Trojan’s overall product quality programs, initiatives, and strategies. She also oversees Trojan Battery’s application engineering support and manages its global technical support team, which addresses customer technical questions via Trojan’s toll-free technical support hotline and the company’s website.

She can be reached at vhall@trojanbattery.com.

Battery Maintenance

Deep-Cycle Battery Maintenance

By Vicki Hall, director of quality assurance and technical services Trojan Battery Company Proper maintenance of deep-cycle flooded, AGM, and gel batteries will extend their performance and protect your investment.

Follow these simple steps to ensure your batteries operate at optimum levels day in and day out.

• Never allow the electrolyte level to fall below the plates.

• Use distilled water.

Charging •

Tips for proper maintenance: • Safety The safety precautions and procedures outlined below should be followed whether handling flooded or valve regulated (AGM or gel) batteries.

• Always wear protective clothing, safety glasses, and gloves when handling and/or performing battery maintenance.

• Never add acid to a battery.

• Keep batteries clean and dry.

• Keep sparks, flames, and cigarettes away from batteries.

• Charge only in well-ventilated areas.

• Avoid skin contact with electrolyte.

• Always use insulated tools.

Watering (flooded batteries only) • Add water only after fully charging the battery (unless plates are exposed).

• Check with the manufacturer regarding proper electrolyte fill levels.

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•

• •

Charge batteries after each use, following the manufacturer’s instructions.

Add water to flooded batteries after they are charged, not before.

Do not interrupt a charge cycle unless opportunity charging.

Never charge a frozen battery.

Avoid charging at temperatures above 120°F (49°C).

Cleaning •

• •

Clean the battery terminals and cable lugs regularly with a solution of one cup of baking soda and one gallon of water, using a wire brush.

It’s imperative to maintain the entire connection in a flooded battery, because corrosion at either end of the connection can cause high resistance and potential battery failure.

Rinse with water and dry.

Thinly coat all connections with anti-corrosion spray or silicone gel to resist corrosion.

•

Torque •

• • •

Tighten all wiring connections per the manufacturer’s specifications.

Do not over-tighten—this could break the post.

Do not under-tighten—this could cause post meltdown.

Make sure there is good contact with the terminals.

•

• •

six weeks. Stored batteries should be given a boost charge when they are at 70 percent state-of-charge or less.

Store batteries in a cool, dry location and avoid areas where freezing temperatures are expected.

Keep batteries fully charged to prevent freezing.

When batteries are taken out of storage, recharge them before use.

Avoid direct exposure to heat sources such as radiators and heaters.

Equalizing (flooded batteries only) • Connect battery to charger, set to equalize mode, and start the charge cycle.

• Take voltage readings every hour.

• Equalization is complete when voltage no longer rises.

• If charger doesn’t have an equalization setting, call the battery manufacturer’s technical support staff to determine the setting.

You can also check out Trojan Battery’s latest “Trojan Tips” educational video tutorial for additional information on proper battery maintenance at http://www.trojanbattery.com/ProductLiterat ure/GeneralProducts.aspx?tab=1#TabbedP anels1#top.

Storing There are very important steps that should be followed when storing batteries for an extended period of time: • Completely charge batteries before storing and monitor every six weeks while in storage.

• Batteries gradually selfdischarge during storage.

AGM batteries self-discharge at a much slower rate than flooded batteries. Be sure to monitor voltage every four to

Vicki Hall is director of quality and technical services for Trojan Battery Company, a leading manufacturer of deep-cycle batteries. She has been with the company since 2006 and is responsible for Trojan’s overall product quality programs, initiatives, and strategies. She oversees Trojan’s application engineering support and manages its global technical support team, which addresses customer technical questions via Trojan’s toll-free technical support hotline and website. She can be reached at vhall@trojanbattery.com.

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•

Rules of Recalls

Dealership Obligations Under Recall Campaigns

By Michael Charapp

A manufacturer’s recall can have a much broader effect on RV dealerships than on automobile dealerships. In auto recalls, the dealer receives recall information and instructions from the franchisor. However, it may not be that simple in the RV industry.

RV dealers need to be aware of their liability, and the following insights will hopefully provide them and their staff with the tools to handle the sale of recalled RVs. Here are the dealer’s obligations in the event of a recall campaign.

Sale of new vehicles It’s a violation of federal law to sell a new motor vehicle that’s subject to a recall campaign before it has actually been repaired. The National Highway Transportation Safety Administration (NHTSA) has made it clear that dealers must not deliver a vehicle to a customer and promise to repair it later.

An RV dealer should remove a vehicle subject to a recall from sale as quickly as possible. Federal law says a dealer must not sell a recalled product until the dealership (or someone else) makes the repair.

Parts Replacement parts and equipment in a dealer’s parts inventory fall under the same rule as a motor vehicle--a dealer must not sell recalled parts until repairs are completed.

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Used vehicles Used vehicles subject to a recall are a sticky issue for dealers. The law doesn’t specifically penalize their sale. However, a dealer who sells new units of a particular brand who also sells a used vehicle of that same brand having an unrepaired recall defect runs the risk of significant liability. If there is an accident related to the unrepaired defect, the dealership is likely to see a lawsuit for negligence for selling a vehicle with a defect it knew, or should have known, was subject to recall.

NHTSA advises manufacturers to encourage their dealers to ensure that the used vehicles they built have all applicable recall work completed before resale to the public.

What Should You Do? Dealerships need procedures in place so employees are aware of their obligations.

The procedures should include the following: • Dealers need to forward all recall notification material to their sales department, their parts department, and their service department.

• In the sales department, management should determine whether the dealership stocks any new vehicles subject to the recall.

• In the parts department, management should determine whether motor vehicle equipment subject to recall is in inventory.

Dealers must not sell those parts until replacements arrive.

• Dealers should order the parts needed for recall repairs at expected levels.

• In the service department, dealers must implement procedures to carefully and appropriately handle customer requests for recall repairs and to handle recall repairs for units in inventory.

• In the case of used vehicles built by a manufacturer that you represent, your obligation to inspect used units is critical. The inspection must determine whether there is a recall

Page 19

on the vehicle. Dealership service personnel are generally cognizant of recalls applicable to the vehicles they service.

If the dealership takes the time to have a vehicle thoroughly inspected prior to retail sale, the dealership’s regular service technicians will likely know what to look for.

Technicians who inspect and recondition used vehicles need to be aware of all recall campaigns.

Michael G. Charapp is a partner with the law firm of Charapp & Weiss, LLP, based in McLean, VA. The information contained in this article is for educational purposes and should not be considered as legal advice.

Top This!

Hook Me Up

By Tony Yerman The first thing I Every so often, wondered was someone stops in why the trailer and presents you hadn’t just fallen with a problem that This customer had trouble off. It turns out really leaves you understanding the that the customer scratching your seriousness of his had loaded the head. This was one situation… back of the SUV of those times. One and the trailer to beautiful July day, a what I would customer pulled in consider a bit pulling a brand-new over the maximum. The excessive weight in hybrid trailer behind an SUV. I asked how I the back of the SUV required that the weight could help, and he explained that whenever distributing hitch spring bars be connected he went over a bump, he heard a loud with a great amount of tension on the bars banging at the back of the SUV. and chains. Even though the coupler couldn’t cover the ball and lock, the bars The pieces don’t connect and chains kept the two together tightly until Upon inspecting the hitch area, I noticed weight was taken off the hitch when the unit something amiss. The coupler didn’t look as bounced going over bumps. Then, the though it was locked down onto the hitch coupler would rise off the ball until the bar ball. I showed this to the customer and and chain tension caused them to slam explained that it probably wouldn’t take very back together, resulting in the banging long to fix, that I had to raise the trailer noise. tongue up from the ball, and that it would cost about $20 to investigate. He agreed and said he had just bought the trailer and started on his trip right from the dealership in Michigan, about 300 miles away. He said the dealer had assured him the unit was ready to hit the road.

I wrote a work order and assigned it to a tech. Within minutes, he had a diagnosis-the hitch ball was a 2- 5/16” ball and the coupler was 2”. I needed to confirm this for myself before I told the customer that his dealer had made a terrible error.

Page 20

Breaking the news I explained the situation to the owner and told him we needed to change the ball to the proper size and that the unit should be weighed and set up properly by moving things around in both vehicles and maybe even leaving something out. The customer just couldn’t believe that his dealer would have let him leave the lot in that condition, so I suggested he call the dealer and ask him about it.

Unfortunately, the dealership was closed that day, and the customer didn’t want to act until he’d talked to his dealer. He asked us to put everything back the way it was and said he’d continue on and try his dealer again later.

Now it’s MY problem!

I learned a long time ago that the customer can’t always be right, particularly when it comes to putting my business on the line.

And I couldn’t have lived with myself if I’d given in to his request to just “put everything back the way it was” and he had gone on to have an accident I could have prevented.

I knew that it had been sheer dumb luck that this set-up hadn’t already come apart and caused serious injuries, but now I had to convince him. I said we couldn’t leave it as it was because there was an issue of liability.

He wasn’t totally pleased with the exchange, but I could at least tell him to have a nice day on his way out and know that from then on, he probably would.

It took a few minutes for the customer to digest the seriousness of the situation, but he finally understood and agreed to the repair—but he wanted me to write a report he could present to his dealer. I could tell that for him, the situation was all about trust, not money.

RVDA Service Consultant Tony Yerman is a Master Certified Technician, an Ohio repair specialist, an RV Technician advisory group member, and author of The RV Damage Repair Estimator. If you have questions or comments, contact him at tyerman@rvda.org.

Page 21

New Products

Faulknerâ&#x20AC;&#x2122;s deluxe patio mats bring indoor comfort outdoors

Faulknerâ&#x20AC;&#x2122;s lightweight, fade-resistant, portable patio mats add a touch of color and comfort to outdoor settings. They come in three reversible patterns and a selection of colors and sizes.

The Monte Carlo and Vineyard patterns are available in beige, blue, and green. The Finish Line pattern is perfect for race fans with its black and white checkered flags. All mats come in three sizes: 6 x 9 feet, 9 x 12 feet, and 8 x 20 feet and have convenient corner tie-downs. Made from 100 percent PVC, they are easy to clean and are mold and mildew resistant.

The Faulkner furniture line is distributed across North America to specialty retailers, pool and patio furniture dealers, and RV and marine dealers. To see the complete line, visit www.faulknerfurniture.com.

Blue gel keeps surfaces stain-free RVs laid up for the winter usually need sprucing

Page 22

up before returning to the road. For spring cleaning and routine maintenance, Fiberglass Stain Remover (FSR) from Davis Instruments keeps small projects from becoming large, tedious ones.

With no need to scrub, nonabrasive FSR gel absorbs oil, rust, exhaust and waterline stains, and road dirt. In addition to fiberglass, it can be used on chrome, stainless steel, metal and painted surfaces.

The blue gel makes quick work of sinks and shower stalls and removes stubborn grime from grills and RV fenders. It can also tackle household cleaning jobs, from bathtubs to patio furniture.

FSR is easily applied with a cloth, sponge or soft brush. It remains on the surface to quickly absorb stains, then is simply wiped and rinsed clean.

New holding tank deodorant Thetford introduces EcoSmart Free & Clear for those sensitive to dyes and perfumes. Free & Clear provides excellent odor control and waste digestion, contains no formaldehyde and is 100 percent biodegradable. Designed specifically for RV holding tanks, this strong formula ensures year-round odor control. Available in a convenient, easy-to-use liquid, this product gives RV owners maximum performance with minimum effort. It comes in 36- and 64-oz. bottles with an easy-to-use, integrated dosage device.

Husky weight distribution hitch and sway control kits

supports feature quick-release buttons to eliminate twisting, and they install in seconds. Their heavy-duty steel construction saves wear and tear on slideouts by reducing sag.

Prevent scale in RVs and motorhomes Husky Towing Products offers four weight distribution and sway control kits that include the hitch, sway control, trailer and sway control balls, and all parts needed to install the system, all in one package. The trailer ball and sway control ball are preassembled and torqued to the weight distribution hitch head. The lift chains are also pre-installed, saving service personnel time searching for parts.

Kits are available in four tongue weight ratings: rated to 600 lbs. with a 2” ball; to 800 lbs. with a 2” ball; to 800 lbs. with a 2 5/16” ball; and to 1,200 lbs. with a 2 5/16” ball. The hitch lift brackets are designed so they won’t hit propane bottles and storage compartments on the nose trailers that don’t extend over the edge of the frame. Both hitch and sway control are heavy-duty steel construction with rust and corrosion resistant finishes.

Ultra-Fab slide-out supports Ultra Slide-Out supports keep slide-outs level and stable and prevent damage to the RV’s extension tubes. They come in three sizes that extend from 16 inches up to 47 inches. The

Page 23

More than 80 percent of North America is affected by hard water, a major problem for RV owners.

Limescale can clog pipes, ruin appliances, destroy faucets, and cloud glassware.

Scalewatcher electronic water conditioner offers a simple and permanent solution to limescale without plumbing, salt, or chemicals.

It works by producing a varying electronically applied force field, induced by a coil wrapped around the outside of the water pipe, which keeps the minerals in suspension and prevents limescale from forming. Pipes are kept scale-free, and as existing scale is dissolved, the hot water heater becomes more efficient.

Scalewatcher takes up very little space, uses minimum power, and is maintenancefree. It comes with a full guarantee. For more information, visit www.scalewatcher.com.

Recalls

Gulf Stream recalls some Class As and Cs Gulf Stream is recalling certain model year 2001-2005 Class A and C RVs built on floorplans 6316, 6317, 6330, 8325 and 8328, due to a section of unsecured wiring.

The wiring within the raceway may not be properly secured, leading to wear and potential heat between the exposed wiring and heated refrigerator coils. This could lead to failure of the 110 volt electrical wiring routed to the microwave cabinet, increasing the risk of fire, personal injury, or property damage.

Gulf Stream will notify owners, and dealers will repair the vehicles for free. Owners may contact Gulf Stream at 1-800-289-8787 or NHTSA’s vehicle safety hotline at 1-888327-4236 (tty 1-800-424-9153), or go to http://www.safercar.gov.

The affected models include: •

Cavalier

2002-2003

•

Conquest

2001-2005

•

Endura

2004-2005

•

Independence

2003-2005

•

Ultra

2001-2005

•

Yellowstone

2001-2005

Cruiser tag recall Cruiser RV is recalling certain model year 2013 Enterra RVs, models e303bhs and e314res, manufactured from December 16, Page 24

2011, through February 17, 2012. These vehicles have the incorrect federal ID tag, tire, and wheel information labels. Failure to follow proper tire and wheel specifications because of a misprinted label could increase the risk of a crash.

Cruiser RV will mail to consumers the corrected label, or customers can have dealers install the label for free. Owners may contact the company at 1-877-5147289 or NHTSA’s vehicle safety hotline at 1888-327-4236 (tty 1-800-424-9153), or go to http://www.safercar.gov.

Coachmen gear shifter cable recall Coachmen RV is recalling certain model year 2011-2012 Mirada and Encounter RVs built on a Ford F-53 chassis, manufactured from February 1, 2010, through February 17, 2012. The gear shifter’s cable may break at the attachment to the transmission control selector arm assembly mounted on the steering column. If the cable breaks, the transmission gear indicator in the gear display in the instrument panel will remain in the first gear position regardless of the gear selected. An incorrect gear indication in the instrument panel may prevent the driver from knowing if he or she is in park or reverse, increasing the risk of a crash.

Coachmen will notify owners, and dealers will replace the transmission selector arm assembly and the gear shifter’s cable assembly for free. Owners may contact Coachmen RV at 1-800-453-6064 or NHTSA’s vehicle safety hotline at 1-888327-4236 (tty 1-800-424-9153), or go to http://www.safercar.gov.

RV Technician Certification Preparation Course Every RV Technician Can Have Access to Individual Self‐Study Training and Certification Preparation Interactive-Multimedia, Online Format • Combines text, audio, graphics, and video, with mentor-led technician community forum – all content is online (no extra books or handouts needed)

Developed by RVIA Available through the RV Learning Center

Corresponds to RV Certification Test Sections • Propane; Electrical; Plumbing; Brakes, Suspension & Towing; Appliances; Generators; Hydraulics; Exterior; Interior; Expandable Rooms; Miscellaneous (Welding Safety, Customer Care) • Fulfills 40-hour RVDA-RVIA Service Technician recertification requirement • RVIA RV Service Technician recertification requirement

Personal Progress Tracking

• Automatically tracks individual’s progress • Quizzes after each chapter and section with immediate feedback • 205 question assessment that’s similar to the RV technician certification test

Registration information

$249 per technician*

Company: Address: City/State/Zip: Phone:

Fax:

In order for the program to function properly, each technician MUST have his own personal e-mail address that only he has access to.

*Quantity discounts available when registering four or more technicians at one time. E-mail info@rvda.org or call 703-591-7130 for details. Note: Registration fee subject to change without notice.

Sign up the following RV technicians from our dealership: Name: E-mail: Name: E-mail: Name: E-mail: Send progress reports to the following supervisor: Name:

Title:

E-mail:

Method of payment

Important: • The RV Technician Certification Preparation course offers RV service technicians the means to prepare for certification through an online, self-study format. A computer with high-speed Internet is needed to access the course.

• Visit www.rvtechnician.com for information about the RVDA-RVIA RV Service Technician certification program. The certification testing fee is not included in the course registration fee.

• Registration gives the technician 365 days to complete the course by achieving 80% or higher on the final practice test. The technician should plan for certification testing within the enrollment period since course extensions are not available.

All registrations must be pre-paid in U.S. funds.

□ Check enclosed (make check payable to The RV Learning Center) □ Send invoice (RVDA members only) □ VISA □ MC □ AMEX □ DISCOVER C Cardholder’sName:_____ Acct. number: Cardholder’s signature: Billing address:

Exp._______ Security code: _ Return completed form to: RVDA I 3930 University Drive I Fairfax, VA 22030 I Ph. (703) 591-7130 I Fax (703) 359-0152 www.rvlearningcenter.com I info@rvda.org

Page25

The RV Learning Center proudly recognizes these Additional/New Contributions Received 7/01/10-7/01/12 Ace Fogdall, Inc. Affinity RV Service Sales & Rentals All Seasons (CA) Alpin Haus Altmans Winnebago American RV Automotive Recruiting Best Value RV Bill Plemmons RV World Bill Thomas Bill Thomas Camper Sales, Inc. Bowling Motors & RV Sales Byerly RV Center Camp-Site RV Camperland of Oklahoma, LLC Campers Inn of Kingston Capital R.V. Center, Inc. Carolina Coach & Camper Carpenter’s Campers, Inc. Circle K RVs, Inc. Classic RV’s LLC Crestview RV Center Curtis Trailers, Inc. Diversified Insurance Management, Inc. Dixie RV Superstore Bill & Kristin Fenech Floyd's Recreational Vehicles Fretz Enterprises, Inc. Sherman Goldenberg Greeneway, Inc. (Route 66 Dealer) Hartville RV Center Hayes RV Center Hemlock Hill RV Sales, Inc. Ronnie Hepp Hilltop Trailer Sales, Inc. Holiday Hour, Inc. Holiday World of Houston Horsey Family Memorial Fund J.D. Sanders, Inc. Jamatt RV Sales Jayco, Inc. Kroubetz Lakeside Campers La Mesa RV Center, Inc. Madison RV Supercenter Manteca Trailer & Camper Maxxair Vent Corporation MBA Insurance, Inc. McClain's RV Superstore Craig Mellor Mike Molino Rose Zella Morris Motley RV Repair Myers RV Center, Inc. Newmar Corporation Newell Coach Niel’s Motor Homes Noble RV, Inc. Open Range RV Company Pan Pacific RV Centers, Inc. Paul Evert's RV Country, Inc. Pete’s RV Center PleasureLand RV Center, Inc. PPL MotorHomes Protective RCD Sales Company, Ltd. Reines RV Center, Inc. Rich & Sons Camper Sales Rivers Bus & RV Sales RV Assistance Corp.

RV World Recreation Vehicle Center RV Outlet Mall Skyline RV & Home Sales, Inc. Spader Business Management Spader 20 Group #20 Stag Parkway Steinbring Motor Coach Tacoma RV Center Tarpley RV The Trail Center Tiffin Motor Homes, Inc. Tom Stinnett Derby City RV United RV United States Warranty Corporation Wilkins R.V., Inc. Winnebago Industries, Inc. The Kindlund Family Scholarship Endowment

Page 26

CONTRIBUTORS Received 7/01/10-05/07/12

$3,500 $1,000 $49 $4,000 $5,000 $250 $30 $1,750 $2,550 $500 $500 $300 $16,000 $250 $750 $7,000 $1,000 $100 $3,000 $500 $10 $1,000 $1,000 $2,200 $5,000 $10,000 $250 $250 $25 $8,300 $250 $100 $2,000 $275 $41 $100 $5,000 $6,000 $250 $500 $1,000 $250 $10 $500 $501 $250 $1,100 $5,000 $100 $175 $25 $1,235 $1,200 $25,000 $1,000 $250 $900 $2,000 $500 $1,875 $1,000 $1,350 $100 $42,179 $500 $4,500 $4,000 $2,000 $3,000 $250 $200 $250 $1,000 $1,700 $5,250 $250 $500 $250 $100 $5,000 $500 $2,000 $3,000 $4,700 $7,000

Total Received

$37,100 $6,000 $37,049 $16,500 $50,500 $5,925 $30 $1,750 $7,550 $500 $20,500 $300 $36,000 $250 $3,850 $32,422 $6,000 $100 $4,000 $5,750 $10 $1,500 $7,000 $14,400 $15,000 $50,000 $250 $250 $25 $13,300 $10,250 $5,100 $6,000 $325 $1,581 $100 $25,000 $67,000 $2,500 $500 $18,500 $250 $3,510 $4,000 $4,501 $2,500 $13,100 $35,000 $100 $10,761 $25 $8,075 $2,000 $135,000 $1,000 $250 $900 $2,500 $36,500 $25,000 $1,000 $76,350 $100 $110,963 $1,250 $22,025 $6,000 $16,850 $26,000 $1,850 $1,550 $250 $1,000 $1,700 $32,100 $250 $500 $4,500 $1,100 $21,000 $101,000 $2,000 $5,250 $14,100 $34,000 $270,000

Last Contribution Received 12/272011 8/30/2010 7/10/2010 7/11/2011 1/21/2011 1/25/2011 11/7/2011 5/12/2011 5/27/2011 10/26/2010 10/26/2010 12/16/2011 1/3/2012 2/1/2012 7/1/2011 7/11/2011 12/7/2010 3/30/2011 6/24/2011 6/28/2011 4/18/2012 12/17/2010 12/7/2010 6/14/2011 8/18/2010 7/29/2010 10/19/2010 1/3/2012 2/23/2011 12/3/2010 6/28/2011 1/28/2011 9/16/2010 2/23/2011 6/20/2011 4/13/12 8/24/2010 6/17/2011 9/1/2011 12/3/2010 12/27/2011 12/2/2011 12/30/2010 8/22/2011 6/24/2011 6/30/2011 6/1/2011 6/14/2011 10/25/2010 2/17/2011 10/25/2010 11/4/2011 12/16/2010 10/28/2011 9/1/2011 6/20/2011 2/21/2012 4/6/2011 10/21/2010 4/14/2011 5/7/2012 12/16/2011 8/12/2010 12/2/2011 12/20/2010 12/22/2011 11/2/2011 6/21/2011 11/23/2011 12/10/2010 6/10/2011 7/14/2011 12/2/2011 3/30/2011 11/12/2010 10/14/2010 7/7/2010 9/10/2010 11/01/2010 4/18/2012 3/12/2012 10/17/2011 4/13/2012 5/7/2012 9/30/2011

RV Technician Certification Preparation Course Every RV Technician Can Have Access to Individual Self‐Study Training and Certification Preparation Interactive-Multimedia, Online Format • Combines text, audio, graphics, and video, with mentor-led technician community forum – all content is online (no extra books or handouts needed)

Developed by RVIA Available through the RV Learning Center

Corresponds to RV Certification Test Sections • Propane; Electrical; Plumbing; Brakes, Suspension & Towing; Appliances; Generators; Hydraulics; Exterior; Interior; Expandable Rooms; Miscellaneous (Welding Safety, Customer Care) • Fulfills 40-hour RVDA-RVIA Service Technician recertification requirement • RVIA RV Service Technician recertification requirement

Personal Progress Tracking

• Automatically tracks individual’s progress • Quizzes after each chapter and section with immediate feedback • 205 question assessment that’s similar to the RV technician certification test

Registration information

$249 per technician*

Company: Address: City/State/Zip: Phone:

Fax:

In order for the program to function properly, each technician MUST have his own personal e-mail address that only he has access to.

*Quantity discounts available when registering four or more technicians at one time. E-mail info@rvda.org or call 703-591-7130 for details. Note: Registration fee subject to change without notice.

Sign up the following RV technicians from our dealership: Name: E-mail: Name: E-mail: Name: E-mail: Send progress reports to the following supervisor: Name:

Title:

E-mail:

Method of payment

Important: • The RV Technician Certification Preparation course offers RV service technicians the means to prepare for certification through an online, self-study format. A computer with high-speed Internet is needed to access the course.

• Visit www.rvtechnician.com for information about the RVDA-RVIA RV Service Technician certification program. The certification testing fee is not included in the course registration fee.

• Registration gives the technician 365 days to complete the course by achieving 80% or higher on the final practice test. The technician should plan for certification testing within the enrollment period since course extensions are not available.

All registrations must be pre-paid in U.S. funds.

□ Check enclosed (make check payable to The RV Learning Center) □ Send invoice (RVDA members only) □ VISA □ MC □ AMEX □ DISCOVER C Cardholder’sName:_____ Acct. number: Cardholder’s signature: Billing address:

Exp._______ Security code: _ Return completed form to: RVDA I 3930 University Drive I Fairfax, VA 22030 I Ph. (703) 591-7130 I Fax (703) 359-0152 www.rvlearningcenter.com I info@rvda.org

Page27

10th Edition Service Management Guide (Flat Rate Manual) The expanded Service Management Guide offers over 100 pages of average work unit times for the most basic service functions performed by competent RV technicians. th



The 10 Edition of the Service Management Guide offers extensive updates and additions provided by dealers, service managers, and technicians.



It also offers all new Service Check Sheets that provide a valuable reference for service managers and technicians.



It is a great tool for the service department when working with extended service contracts.



The Service Management Guide is also available in CD-ROM.

The Service Management Guide is designed to provide reasonable guidance relative to the time required for competent technicians to complete assigned tasks. It is an important part of the service management system, but it is not intended to be the sole determinant of prices or rates charged in that sale of service.

Manual or CD-ROM: RVDA Members $164.95

Non-Members: $330.00

Manual and CD-ROM: RVDA Members $275.00

Non-Members: $550.00

Order Online at http://www.rvlearningcenter.com - prices are subject to change without notice

Order Form – 10th Edition Service Management Guide (Flat Rate Manual) Name:____________________________________________________________________________________________ Company Name:___________________________________________________________________________________ Address:_________________________________________________________________________________________ City:__________________________________________State:________Zip Code:______________________________ Phone:___________________________________Fax:______________________E-mail:________________________ ___RVDA Member

___Non-RVDA Member Manual - # of Copies:___ CD-ROM - # of Copies:____

Method of payment (Please check one) ___Check enclosed (Made Payable to The RVDA Education Foundation) ___Send an invoice (members only) Credit Card: __Visa __Master Card __American Express Card Number:____________________________________________Expiration Date:___________________________ Name on Card:_____________________________________Signature:______________________________________ Billing Address:_________________________________________________________Billing Zip:_________________

Page28

RVDA, 3930 University Dr, Fairfax, VA 22030 (703) 591-7130, Fax (703) 359-0152, Email: info@rvda.org

Online Training with FRVTA’s

DISTANCE LEARNING NETWORK supplier-specific advanced repair and troubleshooting classes designed to upgrade technicians’ skills.

Completion of these classes qualifies for recertification hours. Classes are available 24/7 throughout the program year, providing maximum flexibility.

FRVTA–RV Learning Center Partnership $995 per year for each dealership location.

Over 50 sessions available, 24 hours a day, seven days a week, with full access to training through July 31, 2012.

The DLN offers your dealership: • • • • •

Onsite training Group training No travel time or expenses Self-determined pace One fixed price of $995 for the subscription term

• Service Writers/Advisors – This three-hour program is valuable for both new staff and experienced personnel preparing for the RV Learning Center’s Service Writer/Advisor certification.

• Greeters/Receptionists – This 50-minute session is suitable for all employees who need customer service skills. It includes a final exam and certificate of completion.

The DLN offers online training for:

• RV Technicians – The certification prep course helps technicians get ready for the certification exam.

Your subscription includes unlimited access to more • Dealers/GMs – This program features important topics for management, including lemon laws, LP gas than 50 training sessions, reviews, and test preparalicensing issues, and the federal Red Flags Rule. tion sections. Also included are manufacturer- and

DEALERSHIP REGISTRATION Company

Name:

Address:

City:

State:

Zip:

Phone:

Fax:

Mentor Name:

Phone:

E-mail (at dealership) :

Fax:

**High speed Internet access required. RVIA service textbooks not included** location(s) at $995 each = payment due: $

PAYMENT METHOD

❑

(select payment method below)

Complete lower section and mail or fax to:

PAY BY CHECK OR MONEY ORDER

❑

PAY BY VISA OR MASTERCARD

Florida RV Trade Association, 10510 Gibsonton Drive, River view, FL 33578, (813) 741-0488, Fax: (813) 741-0688 Name

on

Credit

Card Number: Card Billing Address:

Card:

Security Code: City:

Expires: State:

Card Holder Signature:

For more information, call (386) 754-4285 or go to www.fgc.edu/rv-institute.aspx Page 29

Zip:

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888 274 5104 The XtraRide Service Agreement Program is backed by Lyndon Property Insurance Company, a Protective company, in all states except New York. In New York this product is backed by Old Republic Insurance Company. *An RVDA endorsed product or service is one that has been extensively evaluated by the RVDA to assure quality, dependability and overall value. RVDA and the RVDA Education Foundation receive compensation from a Protective company for business generated by RV dealers.