So you can bet the most wanted innovation that a motor home manufacturer would like to be able to provide in the future, is a more fuel efficient product. This would not only give them the competitive edge, but could also attract some potential buyers that might otherwise stay on the side lines.
Well, I don’t think we will be seeing any hybrid powered motor coaches in the near future. Fuel efficient automotive technology is focused on the development of hybrid cars and light trucks, a far larger world market than that of any larger type vehicle.
So what might we see motor home manufacturers do to improve on today’s fuel guzzlers?
Weight Reduction
The reduction of weight would be a step in the right direction. This could be accomplished by the use of lighter materials and structural design techniques. Using lighter material can have some costs challenges as it still has to be as strong. A composite or Corian counter top is made up of a solid structure. Similar material can be used, but by designing the inside to have a honey comb like structure, a substantial weight reduction can be achieved while still maintaining the strength. This, however, adds to the material manufacturing costs. Structural design changes to steel frames, brackets and supports can also have a positive affect on weight reduction. Instead of using a beam, bar or angle iron, a lighter stamped and formed steel piece can provide equal strength. This requires additional design and stamping costs. Use of aluminum in place of steel is again another way of cutting the weight. Nearly all these methods of weight reduction increase the costs, and costs are already an issue today for motor coach builders. Unfortunately, in most cases if you try to reduce the weight and the costs, it results in loss of integral strength and quality.
Smaller Engines
Reducing the engine size is probably a given. Similar to the automobile industry in the early ‘70’s, a decrease in horse power and engine size may be in order. The motor coach horsepower craze, where bigger is better, will inevitably fade away as smaller, more efficient engines fill the bill, like the Cummins ISB diesel shown in the photo. This will also help reduce the weight as these engines come in at several hundred pounds lighter than those that are fitted today. Cost wise this will be a savings for the manufacturer as will be the somewhat lighter frame needed to support the smaller power plant.
Efficient Ways To Get The Power To The Wheels
More efficient transmissions may help if costs budgets can be met. This could be in the form of additional gearing or overdrives. It may also be filled with electric drives with two motors, one for each drive wheel. (See earlier article covering this.) This would eliminate the need for a differential and banjo housing and may further reduce the overall vehicle weight. The prime mover in this case would drive a generator, therefore could be placed in a location best suited for vehicle balance and engine cooling.
Aerodynamics
Body and overall vehicle profile design changes that would reduce some of the drag coefficients that exist in many of today’s coaches. This would inevitably require a change in the design profiles of the front and rear caps. Additionally, the overall height would probably need to be reduced to also contribute to this end.
Overall Length
Shorter coach lengths may also be more in demand than in the past. This will reduce the vehicle weight and the B.T.U. demand for both heating and cooling within the coach. Additional cost saving may be realized for those that pay off season storage. This storage is generally charged as a per foot or square foot cost, where shorter is obviously cheaper.
Increased Non-Powered Engine Cooling
Better engine cooling package designs may contribute to reduced time needed for engine powered fan support. This would reduce the fan’s demand that typically draws up to between 20 to 70 horsepower while in full operation.
Enabled Engine Management System
Use of the already existing built in engine fuel management, ECM’s (Electronic Control Module) or similar named devices, are already programmed to reduce engine idle time. These employ an automatic shutdown at a pre-determined non-input idle time. This has been a standard built-in within these modules for many years and is used in some commercial applications. Basically it is capable of monitoring neutral gear idle time, giving a visual or audio warning, and if no operator input is detected, shutting down the engine. This could actually be a bonus for those times we pull into a rest stop or campground after a hard run. While you are checking-in at the camp office or having a well deserved stretch in a rest area, the engine can cool and shutdown without your needed input.
Well, I’m sure there are other fuel saving ideas that may be feasible to use in the short term. Some of the ones covered here will inevitably show up within the next year or two, while others may take a few years to properly develop. It is interesting that companies like Allison Transmission, have had the forward insight in this field and have developed highly efficient electric drives that are sold commercially today. These same diesel electric drive packages may one day drive our motor coaches.
These are but a few ways that may help to reduce fuel consumption in motor coaches in the coming years. Hopefully hybrid engines in the size required by these vehicles will eventually be available and thus keep the dream of roaming the highways and countryside alive, well and affordable.
What is your take? Do you have any ideas that may help the future of RV affordability? If so, let’s here your comments, and if not, let’s hear your comments anyway.
Note: The lead photo at the start of the article is a 2001 Newmar New Aire. These aerodynamic units were 29′ in length and were powered by a “B” series Cummins Diesel. In some ways they seem to conform to the changes outlined above. They were discontinued due to lack of demand, among other things. Perhap these futuristic looking vehicles were just ahead of their time.
Fuel For Thought – Lug_Nut – Peter Mercer