I am wondering if an available feature "Lane Centering Assist" in the tow vehicle can help against a fishtailing trailer ?Add weight to the nose of your glider trailer to help alleviate some/all fishtailing at lower speeds. I can tow my trailer comfortably at 75 mph in no wind conditions with my 2014 SUV.
Dan G
On Monday, July 10, 2023 at 6:01:29 PM UTC-7, Dan Goldman wrote:
I am wondering if an available feature "Lane Centering Assist" in the tow vehicle can help against a fishtailing trailer ?Add weight to the nose of your glider trailer to help alleviate some/all fishtailing at lower speeds. I can tow my trailer comfortably at 75 mph in no wind conditions with my 2014 SUV.
Dan G
Craig
I would be really concerned that inputs from a car computer wouldSome vehicles, such as my Ford F 150 pickup, have integrated 'anti-sway' technology built into the braking systems. Not sure how it all works, but if the truck 'senses' the trailer swaying, the brakes will be cycled left side/right side as needed to
exacerbate a trailer's fish tailing unless it was designed for that
specific purpose. My wife's car has that "feature" and it's disabled on purpose.
Dan
5J
On 7/11/23 08:10, Craig Reinholt wrote:
On Monday, July 10, 2023 at 6:01:29 PM UTC-7, Dan Goldman wrote:
I am wondering if an available feature "Lane Centering Assist" in the tow vehicle can help against a fishtailing trailer ?Add weight to the nose of your glider trailer to help alleviate some/all fishtailing at lower speeds. I can tow my trailer comfortably at 75 mph in no wind conditions with my 2014 SUV.
Dan G
Craig
I would be really concerned that inputs from a car computer would
exacerbate a trailer's fish tailing unless it was designed for that
specific purpose. My wife's car has that "feature" and it's disabled on purpose.
Dan
5J
On 7/11/23 08:10, Craig Reinholt wrote:
On Monday, July 10, 2023 at 6:01:29 PM UTC-7, Dan Goldman wrote:
I am wondering if an available feature "Lane Centering Assist" in theAdd weight to the nose of your glider trailer to help alleviate
tow vehicle can help against a fishtailing trailer ?
Dan G
some/all fishtailing at lower speeds. I can tow my trailer comfortably
at 75 mph in no wind conditions with my 2014 SUV.
Craig
On Tuesday, July 11, 2023 at 8:28:58 AM UTC-7, Dan Marotta wrote:counter the swaying. This is a feature that comes with the Ford trailering package option, don't know if other manufacturers have something similar. That being said, it's still best practice to load the trailer such that 10-15% of the weight of the
I would be really concerned that inputs from a car computer would exacerbate a trailer's fish tailing unless it was designed for that specific purpose. My wife's car has that "feature" and it's disabled on purpose.
Dan
5J
On 7/11/23 08:10, Craig Reinholt wrote:
On Monday, July 10, 2023 at 6:01:29 PM UTC-7, Dan Goldman wrote:
I am wondering if an available feature "Lane Centering Assist" in the tow vehicle can help against a fishtailing trailer ?
Some vehicles, such as my Ford F 150 pickup, have integrated 'anti-sway' technology built into the braking systems. Not sure how it all works, but if the truck 'senses' the trailer swaying, the brakes will be cycled left side/right side as needed toDan GAdd weight to the nose of your glider trailer to help alleviate some/all fishtailing at lower speeds. I can tow my trailer comfortably at 75 mph in no wind conditions with my 2014 SUV.
Craig
I am wondering if an available feature "Lane Centering Assist" in the tow vehicle can help against a fishtailing trailer ?I would not expect any feature to improve trailer handling unless it was offered explicitly for that purpose. "Lane Centering Assist" does not make that offer, but the F150 "antisway" feature appears to do so. If I had such a feature, I think I would
Dan G
I am wondering if an available feature "Lane Centering Assist" in the tow vehicle can help against a fishtailing trailer ?
Dan G
I am wondering if an available feature "Lane Centering Assist" in the tow vehicle can help against a fishtailing trailer ?
Dan G
Googled Lane Centering Assist while towing, and found out that Ford does not allow that
https://www.fordservicecontent.com/Ford_Content/vdirsnet/OwnerManual/Home/Content?variantid=8806&languageCode=en&countryCode=USA&Uid=G2166922&ProcUid=G2157464&userMarket=usa&div=f&vFilteringEnabled=False&buildtype=web
Dan
Some years ago I was towing a glider trailer that had a mild swaying tendency. Fortunately the tow vehicle was fairly heavy so it didn't get out of hand. I could see the fin of the trailer in the rear view mirror and so I experimented with steeringinputs relative to what I saw in the rear view. If memory serves, it was more intuitive to try and steer the same direction as the fin movement. In other words, if the fin was moving left to right in the rear view mirror, it was intuitive to steer to the
Since then I've managed to avoid any noticeable trailer sway issues and thus have not had reason to experiment further. Clearly the best approach is A. Heavy tow vehicle relative to the trailer weight. B. Plenty of tongue weight/forward weightdistribution on the trailer. C. Don't drive fast enough to induce the onset of sway.
On Tuesday, July 11, 2023 at 10:10:28 PM UTC-4, Mark Zivley wrote:inputs relative to what I saw in the rear view. If memory serves, it was more intuitive to try and steer the same direction as the fin movement. In other words, if the fin was moving left to right in the rear view mirror, it was intuitive to steer to the
Some years ago I was towing a glider trailer that had a mild swaying tendency. Fortunately the tow vehicle was fairly heavy so it didn't get out of hand. I could see the fin of the trailer in the rear view mirror and so I experimented with steering
distribution on the trailer. C. Don't drive fast enough to induce the onset of sway.Since then I've managed to avoid any noticeable trailer sway issues and thus have not had reason to experiment further. Clearly the best approach is A. Heavy tow vehicle relative to the trailer weight. B. Plenty of tongue weight/forward weight
Thanks all !Back in 1987 at the OSTIV Conference Nelson Funston presented a paper titled: THE INFLUENCE OF DESIGN PARAMETERS ON GLIDER TRAILER TOWING BEHAVIOR
Dan G
Some years ago I was towing a glider trailer that had a mild swaying tendency. Fortunately the tow vehicle was fairly heavy so it didn't get out of hand. I could see the fin of the trailer in the rear view mirror and so I experimented with steeringinputs relative to what I saw in the rear view. If memory serves, it was more intuitive to try and steer the same direction as the fin movement. In other words, if the fin was moving left to right in the rear view mirror, it was intuitive to steer to
Since then I've managed to avoid any noticeable trailer sway issues and thus have not had reason to experiment further. Clearly the best approach is A. Heavy tow vehicle relative to the trailer weight. B. Plenty of tongue weight/forward weightdistribution on the trailer. C. Don't drive fast enough to induce the onset of sway.
On Tuesday, July 11, 2023 at 10:10:28 PM UTC-4, Mark Zivley wrote:inputs relative to what I saw in the rear view. If memory serves, it was more intuitive to try and steer the same direction as the fin movement. In other words, if the fin was moving left to right in the rear view mirror, it was intuitive to steer to the
Some years ago I was towing a glider trailer that had a mild swaying tendency. Fortunately the tow vehicle was fairly heavy so it didn't get out of hand. I could see the fin of the trailer in the rear view mirror and so I experimented with steering
distribution on the trailer. C. Don't drive fast enough to induce the onset of sway.Since then I've managed to avoid any noticeable trailer sway issues and thus have not had reason to experiment further. Clearly the best approach is A. Heavy tow vehicle relative to the trailer weight. B. Plenty of tongue weight/forward weight
Thanks all !
Dan G
Back in 1987 at the OSTIV Conference Nelson Funston presented a paper titled:
THE INFLUENCE OF DESIGN PARAMETERS ON GLIDER TRAILER TOWING BEHAVIOR
The paper is available here: https://journals.sfu.ca/ts/index.php/ts/article/view/779/737
If the lane centering feature is designed for a primarily passenger vehicle it could make things worse - I have heard anecdotal stories to this effect from a couple of owners.road was a lane line and attempted to steer me away from it into oncoming traffic. Near my summer cottage, an old lane marker line becomes visible when wet and confuses the hell out of my car. Vehicle vision and intelligence still isn't quite up to human
My personal experience with this feature while not towing has not been good. With dry conditions and good road markings, it can work well. With faded or missing lane lines, it can be worse. One car assumed that a patch of shiny tar in the middle of the
Mike
REALLY looking forward to all the AI controlled self-driving cars, trucks and buses.truck was possessed by demons. It decelerated violently when the sensors picked up a car safely entering my lane ahead of me and acted like it was saving me from a head-on collision instead of encountering a very normal and benign road condition. I
Yes, that was sarcasm.
And all of the autonomously piloted drones and airliners should be even more entertaining.
Personally, I take the duties of driving quite seriously, and I only use basic cruise control. Drove a new Ram truck with all of the lane-hold, adaptive cruise bells and whistles recently. Disabled EVERYTHING as soon as I could, as it seemed that the
REALLY looking forward to all the AI controlled self-driving cars, trucks and buses.truck was possessed by demons. It decelerated violently when the sensors picked up a car safely entering my lane ahead of me and acted like it was saving me from a head-on collision instead of encountering a very normal and benign road condition. I
Yes, that was sarcasm.
And all of the autonomously piloted drones and airliners should be even more entertaining.
Personally, I take the duties of driving quite seriously, and I only use basic cruise control. Drove a new Ram truck with all of the lane-hold, adaptive cruise bells and whistles recently. Disabled EVERYTHING as soon as I could, as it seemed that the
As a retired control theory engineer, I'll offer the opinion that indeed electronic steering has the potential to do a lot better than a human at sway control. The potential is there because electronic sway detection is easily more sensitive than humanobservation and the electronic response is faster and potentially more dynamically accurate. This is the sort of thing that electronic controls can be very good at.
But the rub is that glider pulling is a very tiny corner of the market and different trailers have different dynamics. I don't imagine that trailer pulling gets much engineering attention quite yet. I think, for now, the design goals are just to getgood steering performance without a trailer and I know that in some cases trailers are overtly ruled out in the owner's manual. Hopefully that'll change in the future.
The analogy here is an advanced fly-by-wire aircraft that's intentionally designed unstable to get various aerodynamic benefits. Those systems can't possibly be controlled by slow humans but can be perfectly controlled by fast electronics. A swayingglider trailer is similarly an unstable system that's difficult for slow reaction humans, yet amenable to electronics.
Steve Koerner
Yup. In my graduate control systems class way back when I designed and built a weather vane that flew backwards. It was a simple Proportional-Derivative analog feedback and control system. Worked great - well damped with almost no overshoot. It alsohad a joystick. No one could fly it by hand. At most two cycles and you were done.
A glider trailer hooked to a passenger vehicle isn't as unstable as a weather vane with it's tail into the wind but it's not a well-damped system at all. So, beyond a certain point it can be uncontrollable by a human operator. A well-designed controlsystem could almost certainly out-perform a human operator, but - and here's the rub - the control system design really needs to integrate the dynamics of the system it is trying to control. 1500 lbs on a center pivot represents a huge rotational moment
I would definitely not turn on autopilot while towing a 6-figure sailplane.human observation and the electronic response is faster and potentially more dynamically accurate. This is the sort of thing that electronic controls can be very good at.
;-)
Andy Blackburn
9B
As a retired control theory engineer, I'll offer the opinion that indeed electronic steering has the potential to do a lot better than a human at sway control. The potential is there because electronic sway detection is easily more sensitive than
good steering performance without a trailer and I know that in some cases trailers are overtly ruled out in the owner's manual. Hopefully that'll change in the future.But the rub is that glider pulling is a very tiny corner of the market and different trailers have different dynamics. I don't imagine that trailer pulling gets much engineering attention quite yet. I think, for now, the design goals are just to get
glider trailer is similarly an unstable system that's difficult for slow reaction humans, yet amenable to electronics.The analogy here is an advanced fly-by-wire aircraft that's intentionally designed unstable to get various aerodynamic benefits. Those systems can't possibly be controlled by slow humans but can be perfectly controlled by fast electronics. A swaying
Steve Koerner
Yup. In my graduate control systems class way back when I designed and built a weather vane that flew backwards. It was a simple Proportional-Derivative analog feedback and control system. Worked great - well damped with almost no overshoot. It alsohad a joystick. No one could fly it by hand. At most two cycles and you were done.
A glider trailer hooked to a passenger vehicle isn't as unstable as a weather vane with it's tail into the wind but it's not a well-damped system at all. So, beyond a certain point it can be uncontrollable by a human operator. A well-designed controlsystem could almost certainly out-perform a human operator, but - and here's the rub - the control system design really needs to integrate the dynamics of the system it is trying to control. 1500 lbs on a center pivot represents a huge rotational moment
I would definitely not turn on autopilot while towing a 6-figure sailplane.human observation and the electronic response is faster and potentially more dynamically accurate. This is the sort of thing that electronic controls can be very good at.
;-)
Andy Blackburn
9B
As a retired control theory engineer, I'll offer the opinion that indeed electronic steering has the potential to do a lot better than a human at sway control. The potential is there because electronic sway detection is easily more sensitive than
good steering performance without a trailer and I know that in some cases trailers are overtly ruled out in the owner's manual. Hopefully that'll change in the future.But the rub is that glider pulling is a very tiny corner of the market and different trailers have different dynamics. I don't imagine that trailer pulling gets much engineering attention quite yet. I think, for now, the design goals are just to get
glider trailer is similarly an unstable system that's difficult for slow reaction humans, yet amenable to electronics.The analogy here is an advanced fly-by-wire aircraft that's intentionally designed unstable to get various aerodynamic benefits. Those systems can't possibly be controlled by slow humans but can be perfectly controlled by fast electronics. A swaying
Steve Koerner
As a retired control theory engineer, I'll offer the opinion that indeed electronic steering has the potential to do a lot better than a human at sway control. The potential is there because electronic sway detection is easily more sensitive than humanobservation and the electronic response is faster and potentially more dynamically accurate. This is the sort of thing that electronic controls can be very good at.
On my Kia Carnival the lane keeping with the trailer attached got very scary very fast. It seemed to increase the sway doing the lane centering exactly opposite of what was needed to stabalize the trailer. Without the trailer it works well althoughlike others I disable it as it is agressive in keeping to the center.
BVSame experience with my Honda Ridgeline. With lane centering turned off, a single abrupt steering wheel movement easily recovers from the sway on its own. But with lane centering turned on, any glider trailer sway event increasingly worsens. Also,
On Saturday, July 15, 2023 at 11:17:44 AM UTC+2, Andy Blackburn wrote:had a joystick. No one could fly it by hand. At most two cycles and you were done.
Yup. In my graduate control systems class way back when I designed and built a weather vane that flew backwards. It was a simple Proportional-Derivative analog feedback and control system. Worked great - well damped with almost no overshoot. It also
system could almost certainly out-perform a human operator, but - and here's the rub - the control system design really needs to integrate the dynamics of the system it is trying to control. 1500 lbs on a center pivot represents a huge rotational momentA glider trailer hooked to a passenger vehicle isn't as unstable as a weather vane with it's tail into the wind but it's not a well-damped system at all. So, beyond a certain point it can be uncontrollable by a human operator. A well-designed control
human observation and the electronic response is faster and potentially more dynamically accurate. This is the sort of thing that electronic controls can be very good at.I would definitely not turn on autopilot while towing a 6-figure sailplane.
;-)
Andy Blackburn
9B
As a retired control theory engineer, I'll offer the opinion that indeed electronic steering has the potential to do a lot better than a human at sway control. The potential is there because electronic sway detection is easily more sensitive than
get good steering performance without a trailer and I know that in some cases trailers are overtly ruled out in the owner's manual. Hopefully that'll change in the future.But the rub is that glider pulling is a very tiny corner of the market and different trailers have different dynamics. I don't imagine that trailer pulling gets much engineering attention quite yet. I think, for now, the design goals are just to
swaying glider trailer is similarly an unstable system that's difficult for slow reaction humans, yet amenable to electronics.The analogy here is an advanced fly-by-wire aircraft that's intentionally designed unstable to get various aerodynamic benefits. Those systems can't possibly be controlled by slow humans but can be perfectly controlled by fast electronics. A
overtaking/being overtaken by road trains.I drive about 3000km per year towing my quite large Diana 2 trailer with a Tesla Model 3, always on Autopilot. It just works, no wobbles. However it's usually not a particularly wobbly trailer, it only really gets a wobble going in crosswinds withSteve Koerner
Also, avoid drop-down hitches, use tires designed for trailer use, andDrop-down hitches are very common, and provide an easy way to keep the trailer horizontal. What makes them undesirable?
have the trailer close to horizontal, not nose high or low. Make sure
tires are fully inflated.
On Thursday, July 13, 2023 at 10:13:01 AM UTC-7, kinsell wrote:raised the start of swaying about 4 -5 mph.
Also, avoid drop-down hitches, use tires designed for trailer use, and have the trailer close to horizontal, not nose high or low. Make sure tires are fully inflated.Drop-down hitches are very common, and provide an easy way to keep the trailer horizontal. What makes them undesirable?
My van has such a low mounted receiver, I have to use the opposite of a drop-down, with the ball about 8" higher than the receiver. The hitch seemed loose and rattled in the receiver, so I added a clamp that stopped the looseness and rattle. It also
On Thursday, July 13, 2023 at 10:13:01 AM UTC-7, kinsell wrote:raised the start of swaying about 4 -5 mph.
Also, avoid drop-down hitches, use tires designed for trailer use, andDrop-down hitches are very common, and provide an easy way to keep the trailer horizontal. What makes them undesirable?
have the trailer close to horizontal, not nose high or low. Make sure
tires are fully inflated.
My van has such a low mounted receiver, I have to use the opposite of a drop-down, with the ball about 8" higher than the receiver. The hitch seemed loose and rattled in the receiver, so I added a clamp that stopped the looseness and rattle. It also
Hi Eric,raised the start of swaying about 4 -5 mph.
I'd be interested in what kind of clamp you used. I have the same issue with the OEM Honda receiver.
On 7/15/23 10:55 PM, Eric Greenwell wrote:
On Thursday, July 13, 2023 at 10:13:01 AM UTC-7, kinsell wrote:
Also, avoid drop-down hitches, use tires designed for trailer use, andDrop-down hitches are very common, and provide an easy way to keep the trailer horizontal. What makes them undesirable?
have the trailer close to horizontal, not nose high or low. Make sure
tires are fully inflated.
My van has such a low mounted receiver, I have to use the opposite of a drop-down, with the ball about 8" higher than the receiver. The hitch seemed loose and rattled in the receiver, so I added a clamp that stopped the looseness and rattle. It also
On Sunday, July 16, 2023 at 5:53:18 AM UTC-7, Sarah Anderson wrote:also raised the start of swaying about 4 -5 mph.
Hi Eric,
I'd be interested in what kind of clamp you used. I have the same issue with the OEM Honda receiver.
On 7/15/23 10:55 PM, Eric Greenwell wrote:
On Thursday, July 13, 2023 at 10:13:01 AM UTC-7, kinsell wrote:
Also, avoid drop-down hitches, use tires designed for trailer use, and >> have the trailer close to horizontal, not nose high or low. Make sure >> tires are fully inflated.Drop-down hitches are very common, and provide an easy way to keep the trailer horizontal. What makes them undesirable?
My van has such a low mounted receiver, I have to use the opposite of a drop-down, with the ball about 8" higher than the receiver. The hitch seemed loose and rattled in the receiver, so I added a clamp that stopped the looseness and rattle. It
I got it from Amazon: https://www.amazon.com/gp/product/B0001CMUV4/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&psc=1
Like anything, it depends. A model 3 weighs 4,000 lbs and that helps. If you tow a glider trailer behind large RV it won't notice, but your glider might be in for some nice g-forces. The lighter the tow vehicle, the more heavy and/or neutrally stablethe trailer, the smaller the contact patch on the tow vehicle tires and the longer the distance from the rear tires to the hitch and/or shorter the tow vehicle wheelbase, the more things are likely to get sketchy. At some point the problem migrates from
At least that's how I think about it from a systems perspective.Scirocco. That went sideways without warning.
My tow vehicle is a 5,000 lb SUV with fat tires. I've towed up to 100 mph without a wobble, so my main constraint is the speed rating on the trailer tires. I don't go that fast for long. It wasn't always that way. I towed my first glider with a VW
Andyalso had a joystick. No one could fly it by hand. At most two cycles and you were done.
On Saturday, July 15, 2023 at 5:01:04 AM UTC-7, Matthew Scutter wrote:
On Saturday, July 15, 2023 at 11:17:44 AM UTC+2, Andy Blackburn wrote:
Yup. In my graduate control systems class way back when I designed and built a weather vane that flew backwards. It was a simple Proportional-Derivative analog feedback and control system. Worked great - well damped with almost no overshoot. It
control system could almost certainly out-perform a human operator, but - and here's the rub - the control system design really needs to integrate the dynamics of the system it is trying to control. 1500 lbs on a center pivot represents a huge rotationalA glider trailer hooked to a passenger vehicle isn't as unstable as a weather vane with it's tail into the wind but it's not a well-damped system at all. So, beyond a certain point it can be uncontrollable by a human operator. A well-designed
human observation and the electronic response is faster and potentially more dynamically accurate. This is the sort of thing that electronic controls can be very good at.I would definitely not turn on autopilot while towing a 6-figure sailplane.
;-)
Andy Blackburn
9B
As a retired control theory engineer, I'll offer the opinion that indeed electronic steering has the potential to do a lot better than a human at sway control. The potential is there because electronic sway detection is easily more sensitive than
get good steering performance without a trailer and I know that in some cases trailers are overtly ruled out in the owner's manual. Hopefully that'll change in the future.But the rub is that glider pulling is a very tiny corner of the market and different trailers have different dynamics. I don't imagine that trailer pulling gets much engineering attention quite yet. I think, for now, the design goals are just to
swaying glider trailer is similarly an unstable system that's difficult for slow reaction humans, yet amenable to electronics.The analogy here is an advanced fly-by-wire aircraft that's intentionally designed unstable to get various aerodynamic benefits. Those systems can't possibly be controlled by slow humans but can be perfectly controlled by fast electronics. A
overtaking/being overtaken by road trains.I drive about 3000km per year towing my quite large Diana 2 trailer with a Tesla Model 3, always on Autopilot. It just works, no wobbles. However it's usually not a particularly wobbly trailer, it only really gets a wobble going in crosswinds withSteve Koerner
On Saturday, July 15, 2023 at 7:58:30 PM UTC-7, Andy Blackburn wrote:the trailer, the smaller the contact patch on the tow vehicle tires and the longer the distance from the rear tires to the hitch and/or shorter the tow vehicle wheelbase, the more things are likely to get sketchy. At some point the problem migrates from
Like anything, it depends. A model 3 weighs 4,000 lbs and that helps. If you tow a glider trailer behind large RV it won't notice, but your glider might be in for some nice g-forces. The lighter the tow vehicle, the more heavy and/or neutrally stable
Scirocco. That went sideways without warning.At least that's how I think about it from a systems perspective.
My tow vehicle is a 5,000 lb SUV with fat tires. I've towed up to 100 mph without a wobble, so my main constraint is the speed rating on the trailer tires. I don't go that fast for long. It wasn't always that way. I towed my first glider with a VW
also had a joystick. No one could fly it by hand. At most two cycles and you were done.Andy
On Saturday, July 15, 2023 at 5:01:04 AM UTC-7, Matthew Scutter wrote:
On Saturday, July 15, 2023 at 11:17:44 AM UTC+2, Andy Blackburn wrote:
Yup. In my graduate control systems class way back when I designed and built a weather vane that flew backwards. It was a simple Proportional-Derivative analog feedback and control system. Worked great - well damped with almost no overshoot. It
control system could almost certainly out-perform a human operator, but - and here's the rub - the control system design really needs to integrate the dynamics of the system it is trying to control. 1500 lbs on a center pivot represents a huge rotationalA glider trailer hooked to a passenger vehicle isn't as unstable as a weather vane with it's tail into the wind but it's not a well-damped system at all. So, beyond a certain point it can be uncontrollable by a human operator. A well-designed
than human observation and the electronic response is faster and potentially more dynamically accurate. This is the sort of thing that electronic controls can be very good at.I would definitely not turn on autopilot while towing a 6-figure sailplane.
;-)
Andy Blackburn
9B
As a retired control theory engineer, I'll offer the opinion that indeed electronic steering has the potential to do a lot better than a human at sway control. The potential is there because electronic sway detection is easily more sensitive
to get good steering performance without a trailer and I know that in some cases trailers are overtly ruled out in the owner's manual. Hopefully that'll change in the future.But the rub is that glider pulling is a very tiny corner of the market and different trailers have different dynamics. I don't imagine that trailer pulling gets much engineering attention quite yet. I think, for now, the design goals are just
swaying glider trailer is similarly an unstable system that's difficult for slow reaction humans, yet amenable to electronics.The analogy here is an advanced fly-by-wire aircraft that's intentionally designed unstable to get various aerodynamic benefits. Those systems can't possibly be controlled by slow humans but can be perfectly controlled by fast electronics. A
overtaking/being overtaken by road trains.I drive about 3000km per year towing my quite large Diana 2 trailer with a Tesla Model 3, always on Autopilot. It just works, no wobbles. However it's usually not a particularly wobbly trailer, it only really gets a wobble going in crosswinds withSteve Koerner
100 mph towing a TRAILER? REALLY?? That is clearly reckless and dangerous driving. You are lucky a cop wasn't around.
Tom 2G
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