[hood]

Just wondering what are the highest wind gusts that are considered safe for driving the Medium Roof/Long Wheelbase Transits. Last night I faced crosswind gusts of around 40 mph and it was a challenge keeping the Transit from swaying into the other lanes on the highway.

So now I am wondering if there is a threshold where it then becomes wiser to sit tight and wait out the weather.

 

[JP4]

I've had my high roof in steady winds of 40 gusting to 60 last winter in the Columbia Gorge where I live. Right now I frequently drive in 30-40kt wind doing paddle board shuttles. Even in the high roof, 30-40 is no problem. 60 got my attention, but I was able to keep it in the lane. The unibody chassis is remarkably stiff and tracks quite well. Light years ahead of my old low roof Econoline's in stability.
JP

 

[Zyzzyx]

JP -

I've driven the Gorge in the winds, but I would suggest that most of the highway miles in the Gorge the winds aren't too much of a crosswind direction. Usually head or tailwinds, maybe quartering a bit. Big difference driving a 60mph headwind vs 60mph full side-on crosswind.

 

[JP4]

Yes you are right, it's predominantly either a head or tailwind, but driving in a Gorge east wind in the winter is probably as close to driving in a hurricane as I want to get. It is really swirly and does blow semis off the road on rare occasion. I've had my Subaru blown completely off into the shoulder before. That being said, if I was having to do a long drive in 40 knot crosswinds in the Transit or any other high profile vehicle, I think I'd sit it out for a while.
JP

 

[PeterR]

Just wondering what are the highest wind gusts that are considered safe for driving the Medium Roof/Long Wheelbase Transits. Last night I faced crosswind gusts of around 40 mph and it was a challenge keeping the Transit from swaying into the other lanes on the highway.

So now I am wondering if there is a threshold where it then becomes wiser to sit tight and wait out the weather.

How much weight were you carrying at the time? JP4 and Zyzzyx, what kind of loading do you typically carry in windy situations (incl. DIY mods)? It seems to me that some weight, close to the ground if possible, helps in cross-winds. Thanks.

 

[Zyzzyx]

Peter -- no experience yet driving the van in the winds, won't have it for another week or two. My vehicle for many years now has been a '99 Audi A4 Avant (wagon); lowered, with stiffer suspension/tires. It really doesn't notice the wind much at all (except if I'm watching the fuel mileage).


A few years ago I did get to drive a large (30' ?) class C rental motorhome headed east across Kansas with a 25-35mph wind from due South. That... was a handful.

 

[JP4]

I'm generally carrying under 1000 pounds all the time. Two extra seats plus the horse stall mat flooring and some camping gear, which I leave in the van all the time.
JP

 

[vanshopper]

We haven't had our van long but I took it on a longer drive where a few big wind gusts made me a bit nervous. To me it would also depend on where I'm driving. Windy with wide, flat shoulders wouldn't bother me nearly as much as windy on mountain roads or bridges.

 

[ted]

We haven't had our van long but I took it on a longer drive where a few big wind gusts made me a bit nervous. To me it would also depend on where I'm driving. Windy with wide, flat shoulders wouldn't bother me nearly as much as windy on mountain roads or bridges.

out of curiosity, do you know how fast the winds were moving at? looked at weather reports before or while you were out?

 

[Chance]

....cut....

A few years ago I did get to drive a large (30' ?) class C rental motorhome headed east across Kansas with a 25-35mph wind from due South. That... was a handful.

I've had same experience with the Class C I owned and with many larger rental Class Cs for long trips of 5000 miles or so each. All were Ford E-Series based. And while crosswinds are tough, strong gusts can be dangerous. The area around Amarillo, Texas is always challenging.

I think a main issue with many vehicles affected to a greater degree by crosswinds may be that the center of pressure is located so far back that it affects steering too much. Many Class Cs and even regular vans with long rear overhangs are vulnerable to this. Vehicles with longer wheelbase, by placing wheels close to ends, generally feel more stable. The new small Class As based on E-Series chassis are addressing this by stretching the wheelbase, which also places more weight on front wheels.

Obviously large size, low mass, small/flexible tires, high CG, etc... don't help either.

 

[Zyzzyx]

...snip...

I think a main issue with many vehicles affected to a greater degree by crosswinds may be that the center of pressure is located so far back that it affects steering too much. Many Class Cs and even regular vans with long rear overhangs are vulnerable to this. Vehicles with longer wheelbase, by placing wheels close to ends, generally feel more stable.

Bingo. That's also exactly what is seen in fully-faired recumbent bikes. Too much overhang front or rear can make for some tricky handling in crosswinds.

That's one of the reasons I passed on the Transit. I would have wanted the high roof extended. But with that much tail out the back (over 6' rear overhang), on only a 148" wb, I just wasn't comfortable with it. The extended PM has an 11" longer wb, only 12" less interior length, and much less rear overhang. Add in that its not as tall, and I expect (hope?) it will be more stable in crosswinds.

 

[alarmist]

Bingo. That's also exactly what is seen in fully-faired recumbent bikes. Too much overhang front or rear can make for some tricky handling in crosswinds.

That's one of the reasons I passed on the Transit. I would have wanted the high roof extended. But with that much tail out the back (over 6' rear overhang), on only a 148" wb, I just wasn't comfortable with it. The extended PM has an 11" longer wb, only 12" less interior length, and much less rear overhang. Add in that its not as tall, and I expect (hope?) it will be more stable in crosswinds.

They will sell more US Transits this month than all the Promasters ever sold. Might be something to that. Might be due to Fiat's Yugoesque reliability record. Just sayin...

 

[EddieZ]

They will sell more US Transits this month than all the Promasters ever sold. Might be something to that. Might be due to Fiat's Yugoesque reliability record. Just sayin...

Nice word-smithing!

 

[Zyzzyx]

They will sell more US Transits this month than all the Promasters ever sold. Might be something to that. Might be due to Fiat's Yugoesque reliability record. Just sayin...

Yes, yes they will. Might have something to do with the installed base that Ford has from van sales over the last few decades. Dodge/Ram/FCA has not had that luxury. But there's choices that we can make, and I'm glad for that. At least we're not all forced/required to drive a Trabant. :laugh:


Anyway, back to the topic...

I want to recall that in SoCal during Santa Ana winds, the high profile vehicles do start having problems at 40-50mph winds, and big trucks start getting blown over at 50-60mph.

 

[Chance]

They will sell more US Transits this month than all the Promasters ever sold. Might be something to that. Might be due to Fiat's Yugoesque reliability record. Just sayin...

Yet that's not the case in Europe where Fiat sells the Ducato, essentially a PM except for lack of RAM gasoline engine and transmission, in large numbers. For camper use Ducatos dominate with approximately 2/3 of market share.

I'm guessing there is a lot more to volume than which van is superior overall. Plus it's hard to compare because the vans are so different. I think the newer Transit is more refined while the Ducato is more utilitarian. That's got to make a huge difference to US market that historically has pursued a different type of vehicle. In my opinion we tend to be more into plush and appearance than practicality and efficiency, as just one example. But this too is changing slowly.

I personally like the PM's size and efficiency but dislike the plain interior and minivan transmission. And the ugly bumpers. I like the Transit's car-like refined interior and powertrain choices, but can't get over the narrower body or the exterior height over 9-feet for a camper build. Going down the road the high roof "looks" like it's about to fall over. Neither van is right for me at present, but it expect the PM can be revised much easier. Fortunately I can wait a little more.

On this subject of driving in high winds, I'd expect the high-roof ProMaster is significantly more stable than a high-roof Transit. These are the models I'm comparing to buy. The PM is lower, wider, lower center of gravity, longer wheelbase, less rear overhang, front-wheel-drive, etc... I'm not going to get to drive each in crosswinds, but based on reports both here and PM forum, I think it's a safe bet that the ProMaster would be superior in this area.

 

[driley]

We have the EB high roof and have driven it in some pretty good wind. I did not find it a problem. The chassis seems pretty solid and not at all like the overhang is an issue.

We had a Class A RV with a very long overhang. That was definitely an issue.

Small advantage with the overhang is parking. It is a long van but you often can find parking where you can back in and fit because of the ability to over hang. But then again, we find it fits in many more spaces than expected.

I was Leary about the extended body. After 1200 miles, those worries are gone. Besides, the shorter length would really not meet our needs.

 

[Chance]

We have the EB high roof and have driven it in some pretty good wind. I did not find it a problem. The chassis seems pretty solid and not at all like the overhang is an issue.

.....cut....

Does your van have single rear wheels, or dually? I'm interested to see if it makes much difference.

 

[driley]

Does your van have single rear wheels, or dually? I'm interested to see if it makes much difference.

Single. I was thinking the dually would feel more stable. I have not driven the dually, but I am no longer concerned.

Your mileage may vary, but we are happy.

 

[Chance]

Single. I was thinking the dually would feel more stable. I have not driven the dually, but I am no longer concerned.

Your mileage may vary, but we are happy.

Glad to hear the initial squirrelly feel went away after first few hundred miles.

I don't really like duallies if it can be avoided. I'm glad to see Mercedes brought the SuperSingle option to US market after having it in Europe and other markets. If I were to look at Sprinters the 3500 with Super Single tires would be my choice.

It would be nice if Ford offered a similar option on Transits, at least on the extended high-roof Jumbo model. If for no other reason than an optical illusion, at least the van would "look" more stable.

 

[V37]

Yes, yes they will. Might have something to do with the installed base that Ford has from van sales over the last few decades. Dodge/Ram/FCA has not had that luxury. But there's choices that we can make, and I'm glad for that. At least we're not all forced/required to drive a Trabant. :laugh:

Pretty risky buy. Like the Sprinter, the 3.0-Liter I4 Turbo EcoDiesel Engine only uses B5 fuel,...and in America, B5 is an endangered species with no hope of resuscitation.

B5 was the main reason I dumped my Sprinter for a Transit. The Midwest is pushing hard for the end of all bio fuel under 10%

For example, "To spur biodiesel output, Illinoiseliminated its 6.25 percent sales tax on fuel with at least 10 percentbiodiesel."

One should be able to get B5 at truck stops,...but higher cost and unavailability will be the norm. Like the new Sprinter's, I imagine the 2017 Promasters will come with B20 engines.

Quite frankly, I still like the Sprinter front end over all competitors,...but putting out $50K for a basic van, plus another $30K in conversion costs,...it is too big of an expenditure to have a powertrain go obsolete within the first few years of ownership.

One thing for sure,...Ford was paying attention.