Thinking generator- many watts to run block heater?

[Maniac]

I don't disagree, but where is the regulation to support this? I sure can't find anything to support this claim. After we talked about this on the phone I checked extensively for something that would show that it can't be done, but I can't find it.

Again, it isn't so much that it is written, but how the badge interprets it, if the badge says it ain't a go, then you ain't goin !

Check with Tom in Avenel, see what he has to say about it, remember the company rules supercede the book.

[Rev.Vassago]

remember the company rules supercede the book.

Only if they are more restrictive. The "book" is the base line.

[Maniac]

Only if they are more restrictive. The "book" is the base line.

Yep, should have mentioned that.

[catalinaflyer]

Could it be that since the hydraulic power units are permantly mounted as are the fuel tanks and they are a required part of the system that they fall into a different and more obscure set of regulations??

The trailers I'm refering to are our Schnables, the front power unit runs the hydraulics for the tower that holds the tube and the rear unit runs the tower and the steering. The front one only runs when loading/unloading but the rear unit runs all the time when running down the road under a load as it hadles the self steering system. When empty, we pull the rear unit backwards behind the front unit with a pintle hook and a-frame. There's no need for it then since the hydraulics are left floating and it just follows along like a full trailer (kinda like the pups behind a grain hauler).

On our hydraulic RGN's the Honda power unit on them just has a 1 gallon tank mounted to the engine itself. It falls into the whole "no gravity feed" rule but that's the way they have been building them for 40+ years so I guess there again there must be an obscure rule covering that as well. I'm pulling one right now and yesterday when I crossed the Wibaux, MT scales, the officer came out and all he was worried about was whether or not I had articulation locks on the tractor. He never gave a second thought to the 2 1/2 gallon gas can bungied in the gooseneck. He did have me adjust my tag axle to put a little more weight on the steer since I was about 800# heavy on the drivers+tag but other than that he was cool with everything.

[Rev.Vassago]

Everything I've ever read, and I've searched out any and every DOT regulation in regards to auxiliary power systems, states that 8 gallons is the maximum amount of gasoline that can be hauled without it being placarded.

[mike3fan]

Check with Tom in Avenel, see what he has to say about it, remember the company rules supercede the book.

Why would I do that, atleast I can pleade ignorance the first time...

[catalinaflyer]

Everything I've ever read, and I've searched out any and every DOT regulation in regards to auxiliary power systems, states that 8 gallons is the maximum amount of gasoline that can be hauled without it being placarded.

Do the units on the trailers fall into the aux. power system since they have nothing to do aux, power for the tractor itself? I'm just curious since he whole topic was brought up. I have seen the schnables built this way for at least 10 years and I can't imagine Trail-King building something that doesn't comply or is that just a grey area that hasn't been addressed yet??

[Rev.Vassago]

I'll dig up all the regs for you that I am aware of.

[YerDaddy]

That's the neat thing about the DOT. If they want to find something bad enough, they will. No sense in making it any easier for them.

I'm sure nobody would like leaving their generator sitting at the scale because DOT said it wasn't allowed on a CMV. Personally, if they ever complain about mine, I'll drain the gas out of it, and leave the gas at the scale. They can't cite me if the generator is empty.

Yeah that'll open you up for a HazMat spill. Or planting an incendiary device on government property.

[Rev.Vassago]

Do the units on the trailers fall into the aux. power system since they have nothing to do aux, power for the tractor itself? I'm just curious since he whole topic was brought up. I have seen the schnables built this way for at least 10 years and I can't imagine Trail-King building something that doesn't comply or is that just a grey area that hasn't been addressed yet??

Here's the reg on carrying gasoline:

§392.51 Reserve fuel; materials of trade.

Small amounts of fuel for the operation or maintenance of a commercial motor vehicle (including its auxiliary equipment) may be designated as materials of trade (see 49 CFR 171.8).
(a) The aggregate gross weight of all materials of trade on a motor vehicle may not exceed 200 kg (440 pounds).
(b) Packaging for gasoline must be made of metal or plastic and conform to requirements of 49 CFR Parts 171, 172, 173, and 178 or requirements of the Occupational Safety and Health Administration contained in 29 CFR 1910.106.
(c) For Packing Group II (including gasoline), Packing Group III (including aviation fuel and fuel oil), or ORM-D, the material is limited to 30 kg (66 pounds) or 30 L (8 gallons).
(d) For diesel fuel, the capacity of the package is limited to 450 L (119 gallons).
(e) A Division 2.1 material in a cylinder is limited to a gross weight of 100 kg (220 pounds). (A Division 2.1 material is a flammable gas, including liquefied petroleum gas, butane, propane, liquefied natural gas, and methane).

And the reg on the engine itself:

Subpart E—Fuel systems §393.65 All fuel systems.
(a) Application of the rules in this section. The rules in this section apply to systems for containing and supplying fuel for the operation of motor vehicles or for the operation of auxiliary equipment installed on, or used in connection with, motor vehicles.
(b) Location. Each fuel system must be located on the motor vehicle so that—
(b)(1) No part of the system extends beyond the widest part of the vehicle;
(b)(2) No part of a fuel tank is forward of the front axle of a power unit;
(b)(3) Fuel spilled vertically from a fuel tank while it is being filled will not contact any part of the exhaust or electrical systems of the vehicle, except the fuel level indicator assembly;
(b)(4) Fill pipe openings are located outside the vehicle’s passenger compartment and its cargo compartment;
(b)(5) A fuel line does not extend between a towed vehicle and the vehicle that is towing it while the combination of vehicles is in motion; and
(b)(6) No part of the fuel system of a bus manufactured on or after January 1, 1973, is located within or above the passenger compartment.
(c) Fuel tank installation. Each fuel tank must be securely attached to the motor vehicle in a workmanlike manner.
(d) Gravity or syphon feed prohibited. A fuel system must not supply fuel by gravity or syphon feed directly to the carburetor or injector.
(e) Selection control valve location. If a fuel system includes a selection control valve which is operable by the driver to regulate the flow of fuel from two or more fuel tanks, the valve must be installed so that either—
(e)(1) The driver may operate it while watching the roadway and without leaving his driving position; or
(e)(2) The driver must stop the vehicle and leave his seat in order to operate the valve.
(f) Fuel lines. A fuel line which is not completely enclosed in a protective housing must not extend more than 2 inches below the fuel tank or its sump. Diesel fuel crossover, return, and withdrawal lines which extend below the bottom of the tank or sump must be protected against damage from impact. Every fuel line must be—
(f)(1) Long enough and flexible enough to accommodate normal movements of the parts to which it is attached without incurring damage; and
(f)(2) Secured against chafing, kinking, or other causes of mechanical damage.
(g) Excess flow valve. When pressure devices are used to force fuel from a fuel tank, a device which prevents the flow of fuel from the fuel tank if the fuel feed line is broken must be installed in the fuel system.

Since the tractor/trailer combination is considered the "Motor vehicle", the regs would apply even if the unit were mounted on the trailer.

[Myth_Buster]

My, my, my, the topic continues to carry over to other sites. That or the same person asked the question more than once.

The issues of generators on trucks is problamatic at best. The portable generators used to power hydraulics on trailers or power for cooling or heating in the cab is not freight, i.e. a 1,000 KW generator mounted to a trailer for portable power for industry. Therefore, it would appear the portable generators fall under the FMCSR for regulatory guidance for safe transportation of the vehicle.

The gas can used to carry the fuel for the portable generator would have to meet the requirements of the Materials of Trade exception for shipping papers, labeling, marking, and driver HM training or be fully subject to the HMR (Haz Mat Regulations):

§ 171.8 Definitions and abbreviations.

Material of trade means a hazardous material, other than a hazardous waste, that is carried on a motor vehicle—

(1) For the purpose of protecting the health and safety of the motor vehicle operator or passengers;

(2) For the purpose of supporting the operation or maintenance of a motor vehicle (including its auxiliary equipment); or

(3) By a private motor carrier (including vehicles operated by a rail carrier) in direct support of a principal business that is other than transportation by motor vehicle.

Since the gasoline is for the portable generator I believe it could be argued the gas is for the health and safety of the driver (hate to see folks all frozen stiff ).

So now the gas must be transported in a OSHA or UL approved container in less than 8 gallons:

§ 173.6 Materials of trade exceptions.

When transported by motor vehicle in conformance with this section, a material of trade (see §171.8 of this subchapter) is not subject to any other requirements of this subchapter besides those set forth or referenced in this section.

(a) Materials and amounts. A material of trade is limited to the following:

(1) A Class 3, 8, 9, Division 4.1, 5.1, 5.2, 6.1, or ORM-D material contained in a packaging having a gross mass or capacity not over—

(i) 0.5 kg (1 pound) or 0.5 L (1 pint) for a Packing Group I material;

(ii) 30 kg (66 pounds) or 30 L (8 gallons) for a Packing Group II, Packing Group III, or ORM-D material;

(b) Packaging. (1) Packagings must be leak tight for liquids and gases, sift proof for solids, and be securely closed, secured against shifting, and protected against damage.

(2) Each material must be packaged in the manufacturer's original packaging, or a packaging of equal or greater strength and integrity.

(3) Outer packagings are not required for receptacles (e.g., cans and bottles) that are secured against shifting in cages, carts, bins, boxes or compartments.

(4) For gasoline, a packaging must be made of metal or plastic and conform to the requirements of this subchapter or to the requirements of the Occupational Safety and Health Administration of the Department of Labor contained in 29 CFR 1910.106(d)(2) or 1926.152(a)(1).

(5) A cylinder or other pressure vessel containing a Division 2.1 or 2.2 material must conform to packaging, qualification, maintenance, and use requirements of this subchapter, except that outer packagings are not required. Manifolding of cylinders is authorized provided all valves are tightly closed.

Now what of the portable generator used on a "Commercial Motor Vehicle" or "Motor Vehicle":

Subpart A—General applicability and definitions
§390.5 Definitions.

Motor vehicle means any vehicle, machine, tractor, trailer, or semitrailer propelled or drawn by mechanical power and used upon the highways in the transportation of passengers or property, or any combination thereof determined by the Federal Motor Carrier Safety Administration, but does not include any vehicle, locomotive, or car operated exclusively on a rail or rails, or a trolley bus operated by electric power derived from a fixed overhead wire, furnishing local passenger transportation similar to street-railway service.

Subpart A—General
§393.1 Scope of the rules in this part.

(a) The rules in this part establish minimum standards for commercial motor vehicles as defined in §390.5 of this title. Only motor vehicles (as defined in §390.5) and combinations of motor vehicles which meet the definition of a commercial motor vehicle are subject to the requirements of this part. All requirements that refer to motor vehicles with a GVWR below 4,536 kg (10,001 pounds) are applicable only when the motor vehicle or combination of motor vehicles meets the definition of a commercial motor vehicle.


Subpart E—Fuel systems
§393.65 All fuel systems.

(a) Application of the rules in this section. The rules in this section apply to systems for containing and supplying fuel for the operation of motor vehicles or for the operation of auxiliary equipment installed on, or used in connection with, motor vehicles.

(b) Location. Each fuel system must be located on the motor vehicle so that—

(b)(1) No part of the system extends beyond the widest part of the vehicle;

(b)(2) No part of a fuel tank is forward of the front axle of a power unit;

(b)(3) Fuel spilled vertically from a fuel tank while it is being filled will not contact any part of the exhaust or electrical systems of the vehicle, except the fuel level indicator assembly;

(b)(4) Fill pipe openings are located outside the vehicle’s passenger compartment and its cargo compartment;

(b)(5) A fuel line does not extend between a towed vehicle and the vehicle that is towing it while the combination of vehicles is in motion; and

(b)(6) No part of the fuel system of a bus manufactured on or after January 1, 1973, is located within or above the passenger compartment.

(c) Fuel tank installation. Each fuel tank must be securely attached to the motor vehicle in a workmanlike manner.

(d) Gravity or syphon feed prohibited. A fuel system must not supply fuel by gravity or syphon feed directly to the carburetor or injector.

(e) Selection control valve location. If a fuel system includes a selection control valve which is operable by the driver to regulate the flow of fuel from two or more fuel tanks, the valve must be installed so that either—

(e)(1) The driver may operate it while watching the roadway and without leaving his driving position; or

(e)(2) The driver must stop the vehicle and leave his seat in order to operate the valve.

(f) Fuel lines. A fuel line which is not completely enclosed in a protective housing must not extend more than 2 inches below the fuel tank or its sump. Diesel fuel crossover, return, and withdrawal lines which extend below the bottom of the tank or sump must be protected against damage from impact. Every fuel line must be—

(f)(1) Long enough and flexible enough to accommodate normal movements of the parts to which it is attached without incurring damage; and

(f)(2) Secured against chafing, kinking, or other causes of mechanical damage.

(g) Excess flow valve. When pressure devices are used to force fuel from a fuel tank, a device which prevents the flow of fuel from the fuel tank if the fuel feed line is broken must be installed in the fuel system.

Subpart E—Fuel systems
§393.67 Liquid fuel tanks.

(a) Application of the rules in this section. The rules in this section apply to tanks containing or supplying fuel for the operation of commercial motor vehicles or for the operation of auxiliary equipment installed on, or used in connection with commercial motor vehicles.

(a)(1) A liquid fuel tank manufactured on or after January 1, 1973, and a side-mounted gasoline tank must conform to all the rules in this section.

(a)(2) A diesel fuel tank manufactured before January 1, 1973, and mounted on a bus must conform to the rules in paragraphs (c)(7)(iii) and (d)(2) of this section.

(a)(3) A diesel fuel tank manufactured before January 1, 1973, and mounted on a vehicle other than bus must conform to the rules in paragraph (c)(7)(iii) of this section.

(a)(4) A gasoline tank, other than a side-mounted gasoline tank, manufactured before January 1, 1973, and mounted on a bus must conform to the rules in paragraphs (c)(1) through (10) and (d)(2) of this section.

(a)(5) A gasoline tank, other than a side-mounted gasoline tank, manufactured before January 1, 1973, and mounted on a vehicle other than a bus must conform to the rules in paragraphs (c)(1) through (10), inclusive, of this section.

(a)(6) Private motor carrier of passengers. Motor carriers engaged in the private transportation of passengers may continue to operate a commercial motor vehicle which was not subject to this section or 49 CFR 571.301 at the time of its manufacture, provided the fuel tank of such vehicle is maintained to the original manufacturer’s standards.

(a)(7) Motor vehicles that meet the fuel system integrity requirements of 49 CFR 571.301 are exempt from the requirements of this subpart, as they apply to the vehicle’s fueling system.

(b) Definitions. As used in this section—

(b)(1) The term “liquid fuel tank” means a fuel tank designed to contain a fuel that is liquid at normal atmospheric pressures and temperatures.

(b)(2) A “side-mounted” fuel tank is a liquid fuel tank which—

(b)(2)(i) If mounted on a truck tractor, extends outboard of the vehicle frame and outside of the plan view outline of the cab; or

(b)(2)(ii) If mounted on a truck, extends outboard of a line parallel to the longitudinal centerline of the truck and tangent to the outboard side of a front tire in a straight ahead position. In determining whether a fuel tank on a truck or truck tractor is side-mounted, the fill pipe is not considered a part of the tank.

(c) Construction of liquid fuel tanks—

(c)(1) Joints. Joints of a fuel tank body must be closed by arc-, gas-, seam-, or spot-welding, by brazing, by silver soldering, or by techniques which provide heat resistance and mechanical securement at least equal to those specifically named. Joints must not be closed solely by crimping or by soldering with a lead-based or other soft solder.

(c)(2) Fittings. The fuel tank body must have flanges or spuds suitable for the installation of all fittings.

(c)(3) Threads. The threads of all fittings must be Dryseal American Standard Taper Pipe Thread or Dryseal SAE Short Taper Pipe Thread, specified in Society of Automotive Engineers Standard J476, as contained in the 1971 edition of the “SAE Handbook”, except that straight (non-tapered) threads may be used on fittings having integral flanges and using gaskets for sealing. At least four full threads must be in engagement in each fitting.

(c)(4) Drains and bottom fittings.

(c)(4)(i) Drains or other bottom fittings must not extend more than 3/4 of an inch below the lowest part of the fuel tank or sump.

(c)(4)(ii) Drains or other bottom fittings must be protected against damage from impact.

(c)(4)(iii) If a fuel tank has drains the drain fittings must permit substantially complete drainage of the tank.

(c)(4)(iv) Drains or other bottom fittings must be installed in a flange or spud designed to accommodate it.

(c)(5) Fuel withdrawal fittings. Except for diesel fuel tanks, the fittings through which fuel is withdrawn from a fuel tank must be located above the normal level of fuel in the tank when the tank is full.

(c)(6) [Reserved]

(c)(7) Fill pipe. (i) Each fill pipe must be designed and constructed to minimize the risk of fuel spillage during fueling operations and when the vehicle is involved in a crash.

(c)(7)(ii) For diesel-fueled vehicles, the fill pipe and vents of a fuel tank having a capacity of more than 94.75 L (25 gallons) of fuel must permit filling the tank with fuel at a rate of at least 75.8 L/m (20 gallons per minute) without fuel spillage.

(c)(7)(iii) For gasoline- and methanol-fueled vehicles with a GVWR of 3,744 kg (8,500 pounds) or less, the vehicle must permit filling the tank with fuel dispensed at the applicable fill rate required by the regulations of the Environmental Protection Agency under 40 CFR 80.22.

(c)(7)(iv) For gasoline- and methanol-fueled vehicles with a GVWR of 14,000 pounds (6,400 kg) or less, the vehicle must comply with the applicable fuel-spitback prevention and onboard refueling vapor recovery regulations of the Environmental Protection Agency under 40 CFR part 86.

(c)(7)(v) Each fill pipe must be fitted with a cap that can be fastened securely over the opening in the fill pipe. Screw threads or a bayonet-type point are methods of conforming to the requirements of paragraph (c) of this section.

(c)(8) Safety venting system. A liquid fuel tank with a capacity of more than 25 gallons of fuel must have a venting system which, in the event the tank is subjected to fire, will prevent internal tank pressure from rupturing the tank’s body, seams, or bottom opening (if any).

(c)(9) Pressure resistance. The body and fittings of a liquid fuel tank with a capacity of more than 25 gallons of fuel must be capable of withstanding an internal hydrostatic pressure equal to 150 percent of the maximum internal pressure reached in the tank during the safety venting systems test specified in paragraph (d)(1) of this section.

(c)(10) Air vent. Each fuel tank must be equipped with a non-spill air vent (such as a ball check). The air vent may be combined with the fill-pipe cap or safety vent, or it may be a separate unit installed on the fuel tank.

(c)(11) Markings. If the body of the fuel tank is readily visible when the tank is installed on the vehicle, the tank must be plainly marked with its liquid capacity. The tank must also be plainly marked with a warning against filling it to more than 95 percent of its liquid capacity.

(c)(12) Overfill restriction. A liquid fuel tank manufactured on or after January 1, 1973, must be designed and constructed so that—

(c)(12)(i) The tank cannot be filled, in a normal filling operation, with a quantity of fuel that exceeds 95 percent of the tank’s liquid capacity; and

(c)(12)(ii) When the tank is filled, normal expansion of the fuel will not cause fuel spillage.

(d) Liquid fuel tank tests. Each liquid fuel tank must be capable of passing the tests specified in paragraphs (d)(1) and (2) of this section. The specified tests are a measure of performance only. Alternative procedures which assure that equipment meets the required performance standards may be used.

(d)(1) Safety venting system test—

(d)(1)(i) Procedure. Fill the tank three-fourths full with fuel, seal the fuel feed outlet, and invert the tank. When the fuel temperature is between 50°F. and 80°F., apply an enveloping flame to the tank so that the temperature of the fuel rises at a rate of not less than 6°F. and not more than 8°F. per minute.

(d)(1)(ii) Required performance. The safety venting system required by paragraph (c)(8) of this section must activate before the internal pressure in the tank exceeds 50 pounds per square inch, gauge, and the internal pressure must not thereafter exceed the pressure at which the system activated by more than five pounds per square inch despite any further increase in the temperature of the fuel.

(d)(2) Leakage test—

(d)(2)(i) Procedure. Fill the tank to capacity with fuel having a temperature between 50 °F. and 80 °F. With the fill-pipe cap installed, turn the tank through an angle of 150° in any direction about any axis from its normal position.

(d)(2)(ii) Required performance. Neither the tank nor any fitting may leak more than a total of one ounce by weight of fuel per minute in any position the tank assumes during the test.

(e) Side-mounted liquid fuel tank tests. Each side-mounted liquid fuel tank must be capable of passing the tests specified in paragraphs (e)(1) and (2) of this section and the test specified in paragraphs (d)(1) and (2) of this section. The specified tests are a measure of performance only. Alternative procedures which assure that equipment meets the required performance criteria may be used.

(e)(1) Drop test—

(e)(1)(i) Procedure. Fill the tank with a quantity of water having a weight equal to the weight of the maximum fuel load of the tank and drop the tank 30 feet onto an unyielding surface so that it lands squarely on one corner.

(e)(1)(ii) Required performance. Neither the tank nor any fitting may leak more than a total of 1 ounce by weight of water per minute.

(e)(2) Fill-pipe test—

(e)(2)(i) Procedure. Fill the tank with a quantity of water having a weight equal to the weight of the maximum fuel load of the tank and drop the tank 10 feet onto an unyielding surface so that it lands squarely on its fill-pipe.

(e)(2)(ii) Required performance. Neither the tank nor any fitting may leak more than a total of 1 ounce by weight of water per minute.

(f) Certification and markings. Each liquid fuel tank shall be legibly and permanently marked by the manufacturer with the following minimum information:

(f)(1) The month and year of manufacture.

(f)(2) The manufacturer’s name on tanks manufactured on and after July 1, 1989, and means of identifying the facility at which the tank was manufactured, and

(f)(3) A certificate that it conforms to the rules in this section applicable to the tank. The certificate must be in the form set forth in either of the following:

(f)(3)(i) If a tank conforms to all rules in this section pertaining to side-mounted fuel tanks: “Meets all FMCSA sidemounted tank requirements.”

(f)(3)(ii) If a tank conforms to all rules in this section pertaining to tanks which are not side-mounted fuel tanks: “Meets all FMCSA requirements for non-side-mounted fuel tanks.”

(f)(3)(iii) The form of certificate specified in paragraph (f)(3) (i) or (ii) of this section may be used on a liquid fuel tank manufactured before July 11, 1973, but it is not mandatory for liquid fuel tanks manufactured before March 7, 1989. The form of certification manufactured on or before March 7, 1989, must meet the requirements in effect at the time of manufacture.

(f)(4) Exception. The following previously exempted vehicles are not required to carry the certification and marking specified in paragraphs (f)(1) through (3) of this section:

(f)(4)(i) Ford vehicles with GVWR over 10,000 pounds identified as follows: The vehicle identification numbers (VINs) contain A, K, L, M, N, W, or X in the fourth position.

(f)(4)(ii) GM G-Vans (Chevrolet Express and GMC Savanna) and full-sized C/K trucks (Chevrolet Silverado and GMC Sierra) with GVWR over 10,000 pounds identified as follows: The VINs contain either a “J” or a “K” in the fourth position. In addition, the seventh position of the VINs on the G-Van will contain a “1.”

As mentioned, IMHO since the portable generator is being used as an auxilliary power source for the CMV or Motor Vehicle the HMR is out regarding the applicablity of Class 9 HM and all of the exceptions for "Engines Gasoline Powered:

Engines, internal combustion, flammable liquid powered 9 UN3166

Since the portable generator is not freight, the HMR no longer applies.

Now with all of that said, IMHO, as long as the fuel doesn't leak, the generator is properly secured, no one burns their truck down because they tried to fuel a hot engine and ignited a fire, or a million other thaings that could go wrong most officers will ignore the generator.

Subpart A—General
§392.9 Inspection of cargo, cargo securement devices and systems.

(a) General. A driver may not operate a commercial motor vehicle and a motor carrier may not require or permit a driver to operate a commercial motor vehicle unless—

(a)(1) The commercial motor vehicle’s cargo is properly distributed and adequately secured as specified in §§393.100 through 393.136 of this subchapter.

(a)(2) The commercial motor vehicle’s tailgate, tailboard, doors, tarpaulins, spare tire and other equipment used in its operation, and the means of fastening the commercial motor vehicle’s cargo, are secured; and

However, if the generator is poorly secured and presents a danger, is leaking oil or fuel, is poorly maintained, etc. then the generator will draw attention and the driver will have to square things away.

Best of luck and as always be safe....

[mike3fan]

Thanks for taking the time to reply.

[lowrange]

I asked the original question. I haven't asked it anywhere else. Remember though, I don't have a CDL, I just do this for fun.

[Jumbo]

I asked the original question. I haven't asked it anywhere else. Remember though, I don't have a CDL, I just do this for fun.

Neither do any of us. I am actually the assistant to the assistant manager at McDonalds. You wanna supersize that?

[lowrange]

Neither do any of us. I am actually the assistant to the assistant manager at McDonalds. You wanna supersize that?

LOL That's a lot of responsibility, you probably have a key to the mop closet. That's more interesting than my job, photographer for Playboy. I get so tired of beautiful, naked chicks all time....

[Bigmon]

What's the latest with gasoline generators? Is the DOT getting more picky about these being legal?

[GMAN]

I have not heard anything about further restrictions on gas powered generators. In fact, I am seeing more of them on trucks. I think that they would need to address cars and pollution if they started restricting gas generators. And that is not something that they really want to do.

[Kranky]

I can't see how having a generator securely mounted on a tractor would be subject to any different regulations than one of these:

Gas Engine / Dual Hydraulics Trailer Option

[Copperhead]

I'm just questioning your reasoning, since I'm facing the same things. You're thinking $4,000 - $4500 for the above instead of just $8000 for the Tri-Pac? It is as you said, the generator comes off and goes where you want it to.

Wow, inflation must be worse than I thought. Last time I checked, I can get the espar unit and installation for around $1500 (Interstate Power in Altoona, IA). The EU2000i is around a grand. How did you get to $4000-$4500?

[kotflb]

Something, that hasn't been mentioned with the Espar, is the high maintenance + high priced parts. I have both an APU and the Espar hydronic heater on my trucks. Sure, you will save a little fuel when heating with the Espar, but you already paid for that fuel difference if you paid full price for the heater.

If I were to start from scratch, I'd buy a Honda 3000i and have it wired so I could start it from inside the sleeper. It's a great quiet, fuel efficient generator that can run your engine block heater, tv computer, microwave, battery charger, and a small bathroom heater (the kind that has the tip over shutoff) all at the same time in the winter. Then in the summer, it can run the rv air conditioner when you won't need the engine block heater.

And you can have it all, including the a/c installed for less then half the cost of a APU. I also notice that an APU a/c struggles to keep the sleeper cool on very hot days, whereas the rv a/c will keep the sleeper and cab COLD, on the hottest days.

For the money and dependability, I'd go with the Honda generator over a APU and Espar any day.