On The Hook
Despite the freedom it brings, there are parts even your redoubtable motor caravan cannot reach. Motorhomer and journalist David Serpell explodes some myths in his personal investigation into towing with a motorhome.
It started in Canterbury eighteen months ago. We were staying at the Camping and Caravanning Club’s site about a mile and a half outside this historic city, which has something of a reputation for not welcoming motor caravans.
In the normal way, Shaz and I relish the brisk walk up and down the hill to get our provisions, but on this visit the heavens opened each time we set foot outside the door. After our second soaking, I reflected that a little car would have been a blessing.
Much the same rationale can be applied to many British towns. Supermarket carparks are a boon, but they are like policemen; there isn’t always one when you want one. If you try to park in, say, Dartmouth you will find there isn’t one at all.
In France it is access to the prettiest villages which can be denied to you. There is no experience like sitting out in the sun at Café Rene enjoying Plat du Jour by the fountain – but many French villages have changed little in 50 years, and parking caters at best for a handful of Renault Fives and baby Citroens; certainly not for three and a half tonnes of Hymer.
We came to the conclusion that a little runabout for local exploring would be a real asset – and would save fuel into the bargain.
How much can we tow?
First step in our researches was to tackle the arithmetic of towing. Our Hymer is plated at 3500 kilos maximum laden mass, with a maximum gross train weight of 5000 kilos, and while anyone contemplating towing should check their own official weights, these figures are fairly typical for a vehicle of medium size. What this means is that, technically, and subject to respecting the law regarding braking and nose weights, we are permitted to tow up to 1500 kilos. We would be daft to do so, because an extra tonne and a half dragging behind you up hills and pushing you on the way down would impose a massive strain on both driver and towing vehicle – let alone the consequences on fuel consumption.
Ask the Experts
To gain a better insight into the whole subject we consulted TOWtal in Staffordshire who build everything from trailers to bike racks at their Stoke-on-Trent workshops, and who have specialised in A-frame systems for over 15 years. They explained that, if you want to take a small car behind your motorhome, you may either tow the car upon a separate trailer, subject to your towing allowance, or you may use an A-frame to tow the car itself as a trailer. In either case the law stipulates that any trailer, (the term includes trailer plus load, or car plus A-frame), weighing over 750 kilos must have a braked system with automatic operation. No braking is required on trailers of less than 750 kilos.
'Trailer’ versus ‘on tow’.
There are reams and reams of paperwork relating to towing and trailers within the various Directives, particularly with regard to braked systems, and to claim that muddy waters are clear would be irresponsible. The whole subject may one day be clarified at law, but the current position seems to include the following points:
1.There is a difference between a ‘trailer’ and a vehicle which is ‘on tow’ for purposes of recovery. In many Continental countries towing for recovery is the prerogative of licensed operators. This also applies to rigs which lift two wheels off the ground in a ‘suspended tow’
2.When attached with a fixed towing frame the car is considered to be a steerable, multi-axled trailer, and is subject to the UK Construction and Use regulations governing trailers.
3.In these circumstances the trailer’s lights should operate with those of the towing vehicle and it should bear the towing vehicle’s Registration Number flanked by two red, reflective warning triangles to show its trailer status. It is as well to avoid the use of signs saying ‘on tow’, as this will confuse the issue.
4.The general practice agreements of the EU state:
“Provided a vehicle complies with the Construction and Use Regulations in its country of Registration, no modifications have to be made when the vehicle or vehicle/trailer combination is subsequently temporarily imported into another member country.”
In other words, if it is legal in the UK, this should be respected throughout the EU, provided (a) you are on a temporary visit, (b) the car is for your private use while there, (c) it is going home with you.
While some people have been put off by tales of being stopped by continental Police, it is clear that this happens rarely, and many incidents are the result of not understanding the language. I have copies of documentation relating to a UK citizen who was initially fined by the Spanish Police, and later had his fine returned when the above position was made clear. It is also worth remembering that, when towing, you should not exceed the relevant speed limits; 50 mph on normal roads and 60 on motorways and dual carriageways – and similar rules apply abroad.
Keep it simple – and keep the weight down
Thus encouraged, Shaz and I decided that two factors weighed most heavily. We like to roam right through France, and plan to go further. To us it makes mega sense to tow as little weight as possible to minimise fuel consumption and wear and tear on the motorhome. At the same time, we determined to avoid the complexities of braked systems which may or may not meet all the regulations, and go for an unbraked system.
The field of choice is a wide one. In the past many people have opted for Pandas and Fiat Seicentos, with some taking on Suzuki Altos or the heavier Ford Ka or Citroen Saxo. Although the Fiat and Suzuki options can be found in versions which scrape in under the 750 kilo mark, remember that the weight on which you are assessed includes the A-frame, fuel in the tank and any contents you have left in the car. In any case, would you like the thought of three quarters of a tonne running along at 60 mph without any brakes of its own?
Enter the Microcar
In the past couple of years, however, a new possibility has arrived from France – the microcar. In their country of origin these are popular among young people as no driving licence is required to drive one and running costs are extremely low. 
Here we are not quite so liberal-minded, but these fully equipped runabouts get minimum Road Tax and can be driven on a motorcycle licence as well as a normal car licence. With all-up weights of under 400 kilos the microcar recipe seemed just the ticket, and we went in search of the best.
Three makes have established themselves in the UK, and we quickly discovered that all microcars are not alike. In some examples, light weight is allied with quite fragile feeling bodywork, and we hesitated until we came upon Microcar (with a capital M, confusing isn’t it?) whose UK headquarters are at Stratford-upon-Avon. We did not have to migrate all the way to Stratford, however, as Microcar have established a 60 strong network of dealers in the UK, and we found four dealers in Suffolk alone. These little cars are an offshoot of the French company Beneteau, who specialise in high quality GRP boats, and have fabrication in reinforced fibreglass down to a very fine art. As a result the Microcar has reassuringly solid bodywork with finish better than some motorhomes I could mention.
On the road
Unlike noisier rivals, some of which use small diesels with minimal horsepower, the Microcar is powered by a 21 bhp twin cylinder petrol engine, which propels its 370 kilos with agreeable briskness. On test runs we were pleasantly surprised to find it quiet and smooth once the revs increase from tickover, with no impediment to civilised conversation. Transmission is automatic via variable V pulleys and belts, (remember the old DAFs?), so the gear lever has three positions; forward, neutral and reverse, and there are just two pedals, the brake and the accelerator.
The V pulley system does all the work, and, while it seems strange at first, you quickly get used to the fact that speed increases and decreases with little alteration in engine revs. It is not necessary to take it out of gear at traffic lights, as the drive disengages at idling speeds. Some steep hills in Staffordshire didn’t daunt the Microcar at all, and, once run in, it will clearly cruise all day at 50 mph. We wondered whether we would feel vulnerable in traffic, but this was not the case. The seating positions are reasonably upright and the Microcar’s height is not too different from other small cars.
We opted for the two seat version to gain useful rear luggage space, and the rear section comfortably holds golf gear for the two of us. A couple of small seats are available for the rear, though these are really only suitable for children. Small it may be, but the Microcar Virgo (yes, Virgo) has most mod cons including electric windows, two-speed wipers, reclining seats, heated rear screen and a radio/cassette player. With all this built in you pay about the same price for a Microcar as for a small Citroen or Fiat; prices start from around £6K.
For us the advantages of compact size and low towing weight made the Microcar the ideal choice. In town it is a dream, you can park its eight and a half feet anywhere – and how long is it since you could fill up a car at the pumps for £10?
Insurance, too, posed no problem. We found that SAGA, Norwich Union Direct and Direct Line would all cover the Microcar. Our existing NCD from elsewhere was not transferable as we are keeping our other car, but all three were willing to give us an introductory discount, with SAGA coming in ahead with a premium of just £175 for the first year.
Getting ready for towing
And so we found ‘Bleriot’, (well, it came across the Channel, didn’t it?) and duly took it to Bill at TOWtal to be equipped for towing.
The Microcar has a sturdy tubular sub-frame at the front, and this proved ideal for a specially designed towing bracket. We watched the whole process from beginning to end, and when the front bumper was clipped back into place just two robust eyes project for attachment to the A-frame when required.
TOWtal towing frames fold up flat when not in use, and are normally only installed at the works to avoid disastrous mistakes by well-meaning amateurs. However, Bill was so impressed with the sturdy design that he has drawn up a DIY kit for future Microcar customers, along with full instructions and illustrations. The cost? Just £395.
For those who prefer to take their spare transport on a separate trailer, TOWtal also produce a trailer specially for Microcars costing around £700. Total weight is still only about 500 kilos.
So there we are, proud owners of Bleriot, the Microcar. He tracks perfectly behind our motorhome and tows like a dream; on the first couple of journeys we had to go to the rear window now and again to check that he was still there. It is impossible to notice any difference to the Hymer’s driving, whether up hill or down.
I hope our odyssey through the maze of towing is helpful to others out there. One added ingredient was unexpected – driving around in Bleriot has brought fun back into our motoring.
