Yes, they do.  Airstream celebrates its 80^th anniversary in 2011.  The hand riveted aluminium bodied Airstream travel trailer has been made continuously throughout the company’s history.    

From 1936 to 1969, Airstream travel trailers were all made 7ft 6” wide, making them well sized for narrower European roads.  The company founder Wally Byam led a tour (‘caravan’) of Airstreams throughout Europe in 1956, marking the start of a long association with the European continent. 

50 years later in 2006, Airstream launched a new range of its travel trailers designed specifically for European customer’s needs.   In 2011 the Series 2 European models start to be developed.

In the US, new Airstreams tend to sell for 300% more than the average white box brand and 200% more than the closest  competing brand.   Why?  The Airstream is a premium product with a rounded body shell that is very time consuming to make and pricing reflects this.

The mark up/ difference in price between an Airstream and competing white box brand is similar in Europe.   

The European Airstream travel trailer fleet shares the same design of body shell that makes the product distinctively and uniquely Airstream – the riveted aluminium aircraft-construction body with its curved side walls and stretch formed panels to the end shells.

The reduction in width to 7ft 6” and 8ft wide and preference for wider beds in Europe than in the US necessitated a re-think of floorplans.

Many other aspects of the construction were re-thought from the ground up, the main goal being to reduce gross weight by circa 20-30% and nose weight by 90% and more.  This allows the new EU range to be towed by smaller and lighter EU tow cars.  

Supporting the EU body shells is a galvanised steel chassis with overrun braking system developed with BPW of Germany, overlaid with a sandwich floor which increases insulation levels and allows the floor to span larger distances, thereby requiring fewer chassis members below.

The services specification includes EU origin electrical system, Alde wet central heating system, lighter weight joinery, slatted bases to beds and seats etc. 

Conversion of the length quoted in feet for US models to metres (for example 19ft = 5.79m) is misleading, because the US length quoted is the shipping length (bumper to ball) and the US drawbar is approx 30cm shorter than the EU drawbar.   The best way to compare body sizes like for like is using the internal area. 

The US body shell internal areas in metres are:

25ft CCD: 6.51 x 2.46 = 16.01 sq m

22ft CCD: 5.6 x 2.31 = 12.9 sq m

19ft CCD: 4.69 x 2.31 = 10.84 sq m

16ft CCD: 3.87 x 2.31 = 8.94 sq m

The 2007 EU body shell internal areas in metres are:

6.8m EU: 6.8 x 2.12 = 14.41 sq m

5.3m EU: 5.3 x 2.12 = 11.23 sq m

Conclusion? 

The single axle 532/534 EU Airstream is slightly larger than the 19ft CCD in the USA.

The twin axle 684 EU Airstream will be midway between the 22ft and 25ft CCD.

The new EU range has been developed in collaboration with the National Caravan Council (NCC) in the UK, who operate an independent certification scheme.  Each new Airstream Europe floorplan is inspected by an NCC certification scheme officer and only approved if it complies with the harmonised European standards (BS EN’s) and other relevant UK legislation.  Furthermore, membership of the NCC subjects Airstream to periodic production spot check inspections to ensure that the product continues to comply.

The NCC badge of approval on the finished vehicle, together with the supporting documentation gives the customer peace of mind that the product being purchased is compliant.

The Caravan Registration Insurance Scheme (CRiS) allocates a unique 17digit VIN (vehicle identification number) to each unit sold.  This is etched on windows and the chassis to provide visible identification and deter theft.   Read our detailed explanation of the Airstream EU VIN sequence.

Airstream will be applying for whole vehicle type approval for all European models

Average tow vehicle sizes and weights in Europe are lower than in the US, the main driver being fuel prices which are currently some 2-3 times higher in Europe, mainly due to higher taxation on fuel. 

The EU countries are more compact, have generally smaller roads, more congestion and distances travelled are often shorter than in the US.   Pitches on campgrounds tend to be smaller.   Ramps into service stations, ferries etc. tend to be steeper.

There are also restrictions on the weight of vehicle and trailer that an ordinary car licence holder can use (this mainly affects younger drivers).   

Hence the size and weight of caravan or trailer that can be safely and legally towed - and which will find a ready market - is less in Europe than in the US. 

Concerns about global warming now and in future are likely to influence customers to buy smaller towcars and therefore require lighter caravans.  Airstream is committed to giving its customers this choice.

Yes.  Up until 2010, the maximum allowable size of trailer that could be towed by a domestic vehicle (gross weight less than 3500kg) was 7m (22ft 11 ½”) long and 2.3m (7ft 6 ½”) wide.    The 7m length excludes the drawbar and is therefore the external body length.   The 2.3m width includes door handles and anything of permanent character, with a few exceptions, such as lenses of road lights.

Increasingly the UK needs to permit the same width trailers (including caravans) to be towed by cars on the public highway as in other parts of Europe.   The Department of Transport therefore amended Regulation 8 of the Road Vehicles (Construction and Use) Regulations 1986 to increase the maximum trailer width from 2.3 metres to 2.55 metres with effect from 20 April 2010. 

The “tow rating” is a recommendation set by the vehicle manufacturer, usually stated on the VIN plate (in the case of type approved vehicles) or in the manufacturer’s handbook. 

The maximum “tow rating” refers to the ability of the vehicle’s power, cooling and transmission systems to handle the load on that gradient - typically what it can pull up a 1 in 12 gradient at a standing start.

This is not necessarily what it is suited in reality to tow under a wide variety of conditions, not least speed.

Real life towing conditions impose greater demands on the tow vehicle than this theoretical test.   Hence, whilst some EU vehicles have tow ratings up to 3500KG, this does not mean caravans of this weight can be safely towed, thus tow ratings can be misleading. 

A caravan is a high sided object.  When towed behind a car, it behaves aerodynamically (reacting to side winds and passing vehicles) in a different way from say a flat bed trailer carrying cargo - which the wind can often pass through, reducing the potential for sway to develop.  

Hence recommendations for caravan towed weights are usually far more modest. 

The car manufacturer’s tow rating is not a legal maximum, but failure to comply with it could be viewed as using a vehicle in an unsafe condition, making the driver at risk of prosecution (under the Plating and Testing or the Construction & Use legislation).  It may also invalidate aspects of insurance. 

Kerb weight (as defined in UK Legislation – Construction & Use Regulations 1986)

Weight of a vehicle as it leaves the manufacturer will a full tank of fuel, adequate fluids for normal operation (lubricants, oils, water etc.) and its standard set of tools and equipment.  It does not include the weight of the driver, occupants or load.

Kerb weight (as defined by EU Directive 95/48/EC)

Weight of a vehicle as it leaves the manufacturer with its fuel tank 90% full, all the necessary fluids for normal operation (see above), a nominal driver weight of 68kg and 7kg of luggage.

Gross Train Weight (GTW)

The maximum allowable weights of the laden towing vehicle plus the laden trailer in total, the “train” weight.  Usually the simple sum of the vehicle’s gross vehicle weight plus its towing limit, but check the vehicle handbook, as it can be less than the simple total.

Noseweight

The weight imposed by the caravan coupling on the towball of the tow car.  Noseweight limits are stated by the vehicle and towball manufacturer.  Most are in the region of 50-100kg, with a few going up to 140/150KG, notably the larger Landrovers, Landcruiser, Touareg etc.

First, consider whether the laden weight of the Airstream is a match for the kerbweight of your proposed tow car.   Look in the car handbook or on the car manufacturer’s website, or speak to your local dealer to check the kerbweight of the car.

The Caravan Club and other Caravanning organisations in the UK recommend towing a caravan with an actual laden weight not greater than 85% of the kerbweight of the tow vehicle to achieve maximum control and stability. Towing a caravan with a laden weight greater than 100% of the kerbside weight of the towing vehicle is not recommended.

So, to correctly match your EU Airstream to a tow vehicle, we advise using the lesser of the tow vehicle manufacturer’s recommended “tow rating”, or 85% (or up to 100% for experienced caravanners) of the tow vehicle’s kerbweight.

Second, check that the predicted noseweight of the laden Airstream does not exceed the lower of the noseweight limit of your proposed tow car, or the towball fitted to it.  In reality, noseweight will change according to the options fitted and how you load the Airstream with personal effects.

UK Caravanning organisations recommend for maximum towing stability that the noseweight be about 7% of the actual laden weight of the caravan, providing this does not exceed:

• the noseweight limits stated by the towcar and towball manufacturer,

• or the trailer A frame or coupling maximum load rating as stated by the trailer chassis manufacturer.   We have worked with BPW to ensure both the chassis A frame and coupling ratings are sufficiently high (140-150kg) to not be a constraint.

If you have any doubts on matching your outfit, we recommend you seek independent advice:

• register with Towsafe, who operate a Car/Caravan Outfit Matching Service - http://www.towsafe.co.uk/what.asp.

• join a caravan club, to access their advice and services, for example in the UK, the Caravan Club (www.caravanclub.co.uk) provides advice free of charge to members.  One of their many technical leaflets that members can download gives common tow car kerbweights and noseweights.   

Once you start using your car/ Airstream outfit, visit a weighbridge to check your laden weights do not exceed what they should be, contact your local Council for a full list of weighbridges in your area.  Many larger builders merchants have one.

Generally:

• the single axle 532 EU Airstream has been designed to be within the capabilities of large estate cars, MPV’s, crew cab pick ups and mid sized 4x4’s.

• the larger twin axle 684 EU Airstream will require a large to extra large 4x4.

Your choice will depend on the engine size of the car (the larger engine models have higher kerbweights) and the options fitted to the Airstream, which will affect its actual laden weight. 

In the UK, yes.  Drivers who passed their car licence test in the UK after 1/1/97 (or who have been issued a new licence after this date, EG because of a ban) have lesser entitlements when it comes to towing – a category B licence holder cannot legally exceed 100% of the un-laden weight of the tow vehicle. 

There is also a lower Gross Train Weight limit of 3500kg for braked trailers over 750kg, unless the driver takes an additional practical driving test B+E, at which point the legal 100% limit and GTW limit does not apply.

Towbars fitted to EU cars first registered after 1 August 1998 must be type approved under Directive 94/20/EC (except off road vehicles and light commercial vehicles do not yet have to comply with the EC Directive).  In addition, a few models of car which are not themselves Type Approved – largely small volume imports – are exempt. 

Type approved towbars are stamped with an S value – the maximum vertical static load on the towball or eye, measured in kg (noseweight).   This tends to mirror the noseweight capacity of the vehicle it is fitted to. 

Before having a new towbar fitted, contact an industry association, such as the National Trailer and Towing Association (NTTA) in the UK, www.ntta.co.uk for advice on selection and fitting.

The requirements affecting EU tow vehicles and trailers are:

• Tow vehicle - EC Directive 94/20 requires vehicles registered since 1/8/98 (except off road vehicles which are exempt) to have a type approved tow bar with centre of ball between 350-420mm above ground when the vehicle is conventionally ‘loaded’. 

• Trailer – the same EC Directive 94/20 requires the coupling point of the trailer coupling to be 430mm +/- 35mm from ground – with the trailer laden to permitted axle load and the trailer horizontal.   In the UK, BS 6765 requires trailers in the UK to be at 415mm +/-30mm, but this is likely to be revised to come into line with the EC Directive.

In Europe, the same caravan could therefore be connected up to a vehicle with a tow ball height between 350-465mm, or even higher if that vehicle is classed as an ‘off road’ vehicle.   Estate cars have a typical towball height of 385/390mm, whereas a 4x4 towball is typically in the range 420/450mm. 

This variance in coupling height is less critical (in terms of stability) for single axle models, which are best towed slightly ‘nose down’.    

A twin axle caravan with standard axles working independently of each other needs to be towed level, not nose down (or worse still nose up), or one axle & set of wheels/ tyres may be taking more than its designated maximum loading – risking failure.   The tyre contact with the road also changes, affecting stability. 

For this reason, Airstream has specified load compensation axles for its twin axle model, these allow equal distribution of weight between both axles, ensuring optimum stability at different coupling heights. 

There is no substitute for weighing everything you wish to take with you, before you start loading, at least the first time you take the Airstream away for a trip. 

Then periodically take the towcar and Airstream when both are laden for travel to a weighbridge to ensure you are not exceeding either of the MTPLM of the caravan, gross vehicle weight of the car, or gross train weight (laden weight of car and caravan combined).   It is all too easy for other family members to keep adding extra items!

You should also check the noseweight of the Airstream periodically, which can be done using a set of bathroom scales.  

Next, consider what scope you have to place items in the tow car, as opposed to the Airstream.  

It helps to have self levelling suspension, such as airbags, on the car rear axle, failing which rear suspension aids can be fitted, to lessen the amount the car rear suspension drops when loaded

When loading the Airstream, remember that for/ aft (and to a lesser extent left/ right) weight distribution within a towed trailer affects stability.   Heavy items should be placed low and as close to the axles as possible – stability reduces the further away heavy loads are placed from the centre of gravity (the CofG is just forwards of the axles).  Be particularly careful of placing heavy loads towards the rear, for example under a rear bed locker, or in a rear wardrobe. 

The tyres on your towcar and Airstream must be inflated to the correct pressures to carry the designated loads safely.  Recommended tyre pressures can be found in the towcar user handbook, often the rear tyres of the car should be inflated to a higher pressure when towing. 

Purchase a tyre pressure gauge from a car accessories shop, keep it immediately accessible and visible in the tow car and get into the habit of always checking tyre pressures before travelling (when the tyre is cold – warm tyres give a higher pressure reading).

Very.  Always observe speed limits, for a towed trailer in the UK these are 50mph and 60mph on single and dual carriageways respectively.   

Aside from risking fines, speeding increases the risk of accidents, particularly when towing.

When travelling in Europe, know the speed limits of the countries you will be travelling in – purchase a touring handbook such as the excellent 2 part Caravan Europe published by the Caravan Club (www.caravanclub.co.uk), which lists speed limits.

Most accidents are due to mis-use – either driving at excess speeds, bad loading of the caravan, sudden direction change etc.  Accidents often occur down long gradual hills – where speed increases and the caravan catches up with the tow vehicle, so the 2 are no longer in tension.

The additional load of a caravan means the tow car will take longer to stop at speeds, hence it is all the more important to observe safe stopping distances.

The Airstream Europe chassis made by BPW is fitted as standard with a Winterhoff WS3000 overrun coupling, with integrated stabiliser, approved for noseweight up to 150kg and max trailer load of 3000kg.  A wear indicator shows when the friction pads require periodic replacement.

Stabilisers are designed to reduce/ dampen snaking and pitching between the towcar and trailer. 

Independent tests on caravan stability by the University of Bath in the UK show this type of tow ball frictional stabiliser does have a significant effect on the damping of the car/caravan yaw oscillation following a steer input, the conclusion being that the stabilised outfit has more satisfactory behaviour at any given speed.

Some consider stabilisers dangerous as they disguise early warning signs that would otherwise alert the driver to taking the right action (slowing down!).

Most importantly therefore, the use of aids such as stabilisers that help reduce snaking should not be seen as a substitute for a well matched tow vehicle/ trailer combination that is correctly set up (hitch height, tyre inflation etc.), properly loaded and driven at sensible speeds.  

Novice caravanners will gain increased confidence and also reduce the risk of accidents and damage to their outfit, or other persons/ property, by attending an instruction course before using the Airstream for the first time.  

In the UK, drivers who passed their test after 1 January 1997 (or who have been issued a new licence after this date, EG because of a ban) are likely to need instruction to pass the additional practical driving test B+E.  (This test is optional, if the driver wants to exceed the legal 100% ratio of towcar to caravan weight or exceed the Gross Train Weight limit of 3500kg for braked trailers over 750kg).

In the UK, we recommend the Caravan Club’s practical caravan course, see www.caravanclub.co.uk.  In other EU countries, local clubs are likely to run similar courses.

For background reading, we recommend ‘Towing Roadcraft - The Essential Towing Handbook, by the Police Foundation’, written by Phil Coyne and published by the Stationery Office (£9.99) in the UK.   ISBN 0-11-552022-8