SuperSteer Parts Blog

Liquid Spring RV test

November 17th, 2017 by Chris Hemer


Striking the right balance between smooth ride and confident handling has always been a challenge for chassis designers. Especially in a motorhome, a smooth ride means soft shock absorbers and small sway bars, which results in excessive sway in corners, and “porpoising” over bumps. Aggressive shock valving and larger sway bars can result in good handling, but also a jarring, noisy ride over rough roads and railroad crossings.

For years, SuperSteer parts and our service division, Henderson’s Line-Up have worked diligently to create the best handling/ride improvement solutions for our customers–to the point that we never stop researching and testing new products and technologies that can address a specific issue. We now offer several suspension/handling products for specific motorhome chassis, the most common of which today is the Ford F-53. SuperSteer offers Trac bars, Koni shock absorbers and larger sway bars that really transform this motorhome, and these can be added either individually or as a package as your needs and budget allow. Visit or, for a complete list of products available for the Ford F53, check out–rv/class-a/f-53-chassis/index.html

One product that is creating a real buzz among RV owners right now is the Liquid Spring CLASS® suspension system, which stands for Compressible Liquid Adaptive Suspension System CLASS does away with the original leaf spring/shock absorber suspension, replacing it with a five-link rear suspension, strut modules containing a compressible fluid as the spring/damping medium, large reservoirs for each strut module (called secondary volumes) and a sophisticated on-board microprocessor that monitors driving conditions. Like the adaptive suspension systems available in some of today’s finest luxury vehicles, CLASS allows for automatic and instantaneous (40 milliseconds) change of spring stiffness and damping at each rear wheel, which gives the system the ability to reduce ride harshness and reduce sway. A driver interface allows the user to adjust modes and suspension height.

We test drove a Ford F-53 Class A motorhome fitted with the Liquid Spring CLASS system in the past and were impressed with the results. Although it is not available for the front suspension yet (we will let you know when it is), we found that the coach road much more smoothly and more quietly than the stock suspension and did yield much improved handling. But without having any other suspension set-ups to compare it to, we couldn’t be sure how much of an improvement the system offered compared to traditional suspension upgrades like a SuperSteer Trac Bar, Koni shock absorbers and Roadmaster sway bars. The only way to find out was to conduct our own testing.

To get the ball rolling, we talked to our old friend, Wayne Wells. Wayne has a long history in the motorhome suspension business, and we have worked on many projects together over the years. He recently started working at Liquid Spring, and was also interested in conducting some testing with us. So he agreed to visit us at our headquarters in Grants Pass, Oregon and arranged for Gary Ford, the Vice President and Director of Engineering of Liquid Spring, to fly in from Los Angeles to assist in the installation and provide his technical expertise.

First, we needed to establish a baseline. Our 2016 Tiffin Alegro on a Ford f-53 chassis had served as a testbed for a number of SuperSteer and other products/kits for quite a while, and at the time of the Liquid Spring installation it had been fitted with a combination of components that yielded great handling and stability. These include:

Front suspension

  • SuperSteer Quad shock kit with four Koni FSD (Frequency Selective Damping) shock absorbers, part number 8805-1018
  • SuperSprings Sumo Spring Rebel helper springs, part number SSF-173-40-2
  • Roadmaster 1-3/4-inch diameter front sway bar, part number 1139-140
  • Safe-T-Plus steering stabilizer, part number 1139-140

Rear suspension

  • Koni FSD shock absorbers, #8805-1019
  • SuperSteer Quad Shock mounting kit, part number SS2426R
  • Ultimate Dual Rear Auxiliary Sway Bar system, part number SS293
  •  SuperSteer Trac Bar, part number SS525


We fitted the test coach with a variety of sensors to monitor suspension travel. This would be useful not only to measure the suspension movement over bumps, but also around corners. We first collected this data with all of the above components installed, then with four shocks (two front, two rear), SuperSteer sway bars and Trac Bar, then with stock suspension. Finally, the Liquid Spring system was installed and monitored on the same roads at the same speed. This would give us a comprehensive view of how the Liquid Spring system works compared to the stock suspension as well as to readily-available bolt-on products.

Because the Liquid Spring is a complete rear suspension system, not a product that is added to the existing system, installation is permanent and is quite involved. On average, installing the Liquid Spring System takes 30 hours to complete, which typically comes to $12,000-$13,000 in total with parts and labor factored in. Let’s go through the installation and then we’ll get to the results.

Before any testing was initiated, the motorhome was fitted with an array of sensors and data acquisition equipment to measure suspension movement before and after the Liquid Spring system was installed.

The Liquid Spring system is very comprehensive and includes heavy duty mounting brackets, upper and lower control arms, track bar and all necessary mounting hardware.

The Liquid Spring system also uses large external reservoirs (called secondary volumes) to provide the struts modules with a constant supply of compressible silicon fluid. The fluid has a wide temperature range, so it can cope with any weather a motorhome may encounter.

The first step is to remove the original leaf springs, starting with the U-bolts. Note that these are the lower plates for the SuperSteer Dual auxiliary sway bars; the original plates look different.

We use the biggest jack stands you’ve ever seen to support the frame so the rear axle can be lowered and raised as needed to install of the CLASS Suspension System.

John Henderson of SuperSteer and Gary Ford of Liquid Spring pull the original leaf springs out next. This is definitely a two-man job!

The original spring perches are cut off, then the top of the axle housing ground smooth. This is necessary so that the new control arm bracket fits flush to the axle tube.

The brake line boss that secures the brake line to the rear axle housing is also cut off and ground smooth. The new lower control arm bracket has a provision for re-attachment.

Next, the front upper and lower control arm bracket is mounted to the frame using existing holes.

Two brackets for the strut secondary volumes are mounted on the outside of the frame on either side.

With the secondary volume mounted (passenger side shown, looking rearward), the massive 1-inch I.D. (or dash 16) diameter hose is routed rearward, over the axle to the strut module mounting location. It incorporates a rate valve that controls the interaction of fluid between the strut and secondary volume.

Mounted between the reservoirs on the inside of the driver’s frame rail is the power module with ECU, which integrates the pump, motor, manifolds, control valves, filters, low pressure reservoir and ECU in one, compact unit. It comes already mounted to the bracket and pre-filled with the compressible silicone fluid. The unit monitors and processes various vehicle signals and motion at each wheel and instructs each strut module to change its stiffness and damping characteristics as required.

Here, both the reservoir mounting brackets have been mounted on the passenger side (looking rearward) and the clamps installed in preparation for the secondary volumes.

Power for the control unit comes from a wire harness underneath the dash. Identifying them takes some time depending on the coach.

Power for the power module uint is supplied by a fused connection at the positive battery terminal. Liquid Spring supplies the connector which is then crimped onto battery positive.

The controller fit perfectly on the left side of the dash and is secured by two-sided tape. Note that the user can select Sport, Normal or Comfort ride modes, and five ride height settings.

Because the weight of the coach will now be supported by struts instead of leaf springs, a massive substructure is installed between the two frame rails at the rear of the coach, tying the two frame rails together and substantially increasing structural rigidity. This step requires several holes to be drilled into the frame on either side using a special piece of equipment called a magnetic frame drill. Note that the bolts have been left loose; they will not be tightened until all the other components have been fitted.

Here, the upper and lower control arms have been installed. Normally, the stock leaf springs control axle wrap-up (where the rear axle tries to turn upward under acceleration), but since they have been removed, the control arm system is employed. As the axle tries to turn, the top bar pulls while the bottom bar pushes, helping to transfer weight rearward under acceleration and preventing axle wrap-up.

The reservoirs are made from heavy steel and are filled with the compressible silicone fluid, so they are very heavy. The shop forklift worked perfectly at lifting the reservoir in place while Gary positioned the reservoir and tightened the clamps.

Next, the system’s track bar is located. This bar bolts to the substructure on the driver’s side, and to a bracket on the passenger side that is welded to the top of the rear axle housing. Bolting it in place first helps determine correct location before the bracket is welded.

Here the bracket has been welded. Note that Liquid Spring supplies this bracket with the end nearest the housing unpainted, as the paint would burn away during welding anyway. Once the weld cools it is painted black to match the bracket and to prevent rust.

Finally, the struts are installed and connected to the hydraulic hose from each reservoir.

With everything in place, all of the fasteners are finally torqued to spec and the installation complete.

On our first test drive, we noticed there was less road noise, and low-speed body roll was practically eliminated. By the seat of our pants, we didn’t notice a notable improvement in high-speed sway compared to our quad shock/dual sway bar set-up, but the graph provided by Liquid Spring did show a small improvement on the two sharp turns we used for comparison on our test route.

The Liquid Spring system was originally developed to reduce ride harshness, so it was no surprise to us that the system provided a significant improvement here. In fact, it shows there was actually a 32%  increase in shock and vibration over the stock suspension when striking a large pothole with our quad shock and dual sway bar kit installed, and an 11% increase over stock when driving over a large bump. This is caused by the spring wrap-up effect of the larger sway bars. The Liquid Spring CLASS system provided a 37% and 45% decrease, respectively.


What we learned is that the CLASS system is amazing for low-speed sway control and ride quality, while our Ultimate Dual Sway Bar/Quad Shock system really shined at higher speeds. Working with Wayne Wells and Gary Ford from Liquid Spring, our Tiffin Alegro handled better than any other Ford F53 chassis motorhome they had ever tested. That allowed us to see where we could possibly make some programming changes to improve the high-speed handling characteristics of the CLASS system. We’re confident that we can make this game-changing product even better.

Anyone that wants to drive an F53 with amazing handling characteristics should make an appointment to take a test drive in our Tiffin and prepare to be astounded by the improvements affected by our SuperSteer upgrades to the front suspension and the Liquid Spring CLASS system on the rear. Check our rally/show schedule and make arrangements if you aren’t going to be in Grants Pass, Oregon soon. Whatever system you choose, our goal is always to help our customers get the most out of their motorhome.


RV Buying Tips

August 22nd, 2017 by Chris Hemer

We’re always surprised at how many people purchase a new motorhome without even driving it. When you think about it, many of us will spend more on a new motorhome than we did on our first or even second home, so it makes sense to carefully consider your first purchase. This is a very big investment that you’ll be living with for some time to come, so it’s important to take your time and not be rushed into a decision. We’ve met many customers who thought they had purchased the RV of their dreams, only to find out it was a nightmare to drive.

The first thing to take into consideration is the floorplan. When RVs are displayed on a dealer lot, they usually have the slideouts open to show off how roomy and luxurious the interior is. Take a look at what is placed in those slideouts, and how well balanced the floorplan appears. For example, if it has one large slideout on the kitchen side and all of the appliances are in it, it could be heavier on that side if the manufacturer didn’t plan things carefully. We’ve seen coaches that are 2,000 pounds heavier on one side than the other. If everything looks okay, ask the dealer to bring all of the slideouts in. Remember, you’ll spend probably half of your time on the road, and you want to make sure that at least the most important parts of the interior (like the bathroom and kitchen) are easily accessible during travel. And if you’re going to be with family, you’ll undoubtedly want to be able to see and interact with your loved ones—not just hear their voices from behind a retracted slideout. Even some of the best motorhomes on the market miss out on this important detail. For example, we recently were in a million-dollar diesel pusher that was equipped with a motion satellite system, but the TV was hidden behind the forward slide out in travel mode.

Once you’ve decided on the coach and floorplan you like, arrange for a test drive. Not just a drive around the block, but ask for a drive that encompasses some country roads, maybe some railroad crossings, hills and the like if possible. Most motorhomes ride well and are quiet on a stretch of highway, but their true character is revealed in a “real world” driving situation. That’s why we created the Road Performance Assessment, and it’s how we decide what needs to be addressed in a motorhome’s suspension and steering systems. A narrow road will show you how easy it is to keep the coach in its lane, while a railroad crossing will give you a good indication of how well (or how poorly) the motorhome will cope with rough roads. Make sure you go through some turns as well, and apply full throttle a few times (where it is safe and appropriate to do so, like a freeway onramp) so you can see how well it accelerates and how noisy the engine is. Drive it in and out of a couple of driveways to see how much it rocks and rolls. And remember, if the coach feels loose, sloppy and bouncy on a test drive, it will be worse once it’s filled with water and all of your supplies. If the dealer has two of the same coach/floorplan, ask to drive the other one as well. If they don’t, find a dealership that does—we’ve found that no two motorhomes drive the same due to production tolerances. Don’t buy into myths and lies like, “They all drive like that” or “You’re the first person that’s ever complained about this.”

Take a good look around the motorhome and make sure that it looks good and that it isn’t sagging on one side or the other. Diesel pushers have air suspension and many only have three ride height valves (two front, one rear for example), so even with auto leveling, there might be one corner that’s low.

Last, but most important, is weight considerations. The Recreational Vehicle Industry Association (RVIA) mandates a weight sticker that tells you the Gross Vehicle Weight Rating (GVWR; the maximum the coach can weigh) and Unloaded Vehicle Weight (UVW; the weight of the coach full of fuel and engine fluids but no water or LP-gas). Subtract the UVW from the GVWR, minus the water weight (number of gallons x 8.3 pounds) and LP-gas (number of gallons x 4.5 pounds) and the Sleeping Capacity Weight Rating (number of people the coach can sleep times 154 pounds) and you have the Cargo Carrying Capacity, or CCC of the coach. It’s a good guideline, but it doesn’t tell you the whole story. Consider that the UVW is likely for the base coach without any factory or dealer installed options, and that will eat into your CCC. Also, the weight sticker doesn’t tell you if the coach is properly balanced (front to rear or side to side) and that can make a huge difference on how the coach rides and handles.

This is why you should ask the dealer or seller if you can have the coach weighed. A public scale will work well enough for this, particularly one where you can weigh either side as well as front to back to determine the actual weight of the coach you plan to buy. Ideally, you’ll want to find a shop like Henderson’s Line-Up ( that has wheel scales and can weigh each corner of the motorhome. If the dealer balks at this, take your business elsewhere—this is too big of an investment to take chances. You might consider finding a scale nearby that you can suggest in case the dealer doesn’t know of one.

Making a careful purchase will ensure that you’ve gotten the best driving motorhome you can afford, but that doesn’t mean it can’t be improved upon. SuperSteer offers a variety of parts designed to improve the ride and stability of motorhomes, and we also work with a variety of other reputable companies like Roadmaster, SuperSprings and Safe-T-Plus to develop products for Safer and Happier Driving.

Double the shocks, four times the control

July 24th, 2017 by Chris Hemer

Our new SuperSteer quad shock kits for the Ford F53 motorhome chassis are generating a lot of excitement, but also a lot of questions. The most common one we get is, “Why do I need quad shocks?” Well, to understand the answer, first it’s helpful to know a little bit more about the Ford F53 motorhome chassis.

SuperSteer quad shock kit shown with SuperSteer Ultimate Dual Sway Bar kit

At the risk of telling you something you already know, the F53 chassis is built by Ford and is available in a variety of gross vehicle weight ratings (GVWR) from 16,000 pounds all the way up to 26,000 pounds. Though the ratings give motorhome manufacturers more flexibility in the products they build, Ford has no way of knowing how their chassis will be used when it leaves the factory. The coach that is built on that chassis may be near the GVWR, or may be well below it; it may have a lot of rear overhang, be heavier at one end or the other, or even be heavier on one side than another. Because of these factors, the F53 chassis is like a one size fits all T-shirt–it works on most motorhomes, but is usually not a perfect fit for any of them. Think about it in car terms–can you imagine if there was only one chassis for all the car manufacturers to build on? How could any of them ride or handle to their best potential?

At Henderson’s Line Up and our sister company, SuperSteer parts, we are always looking for ways to improve the ride, handling and safety of motorhomes. Obviously, one big factor in ride and handling is the shock absorbers–so in the late 90’s we started experimenting with the Chevy P32 chassis. We tried Bilsteins, then Konis, but found that they still couldn’t produce the result we wanted. Eventually we decided to try both–one Bilstein and one Koni on each side of the rear suspension. Our logic was, one has different valving than the other, and they will complement each other. It worked, but our customers were having to sacrifice ride quality for better handling. We wanted to improve both. So when the new Koni FSD (frequency selective damper) was introduced, we tried using four of them on the front suspension. We found that the two FSDs created an amazing result: The coach rode and handled better, produced less road noise, vibration and porpoising (when the coach continues to bounce after a bump). How can that be? We figured that, by using two pairs, the shocks were able to stay in their higher frequency longer when going over rough pavement, railroad crossings, etc. We thought it might be a fluke, so we tried the rear suspension. By golly, it fixed the ride in the rear as well!


Since the number one complaint we get about the Ford F53 chassis is rough ride and excessive noise, we began working on quad shock kits for the F53 as well. My brother, John our sales director and engineer/fabricator, figured out an easy solution that consists of longer Grade 8 bolts and custom made steel spacers (that vary in width depending on application) that make it possible to mount four shocks on each side. The only exception is the 24,000 and 26,0000 GVWR chassis, which requires a bracket to slightly relocate one left front shock to clear the steering arm and drag link; one left rear shock to clear the larger rear differential on these bigger chassis. The result? Motorhomes on the Ford F53 chassis with our quad shock kit ride quieter with less vibration and a lot less body roll and porpoising. Front and rear quad shocks with brackets runs about $2,000, but man does it transform the motorhome. Call us for a fit list for your specific motorhome.


We’ve got a lot of options for the F53 now, depending on how well you want it to drive including SumoSprings, front and rear sway bars and more. We’ll blog about these improvements in upcoming posts.

SS701 Trac Bar for 3500 Sprinter Chassis

May 11th, 2016 by Dave Stephens

Media Contact:
Mike Demith
Marketing Manager


The Mercedes Benz Sprinter is one of the most popular and versatile commercial vehicles on the market today, and is widely used in the RV industry for everything from Class B van conversions to luxury Class C models and beyond. SuperSteer, a division of Henderson’s Line-Up, recently introduced a new Trac Bar for the Sprinter chassis (part #SS701) that dramatically reduces sway and improves steering control by positively centering the rear axle. The bar bolts on easily in about 90 minutes with no drilling or welding required, and comes with all necessary hardware and instructions. MSRP is $583 plus shipping. For more information on this and other SuperSteer suspension products, contact SuperSteer at 888-898-3281 or visit


SuperSteer, a division of Henderson’s Line-Up, specializes in suspension, steering and brake components that solve common handling issues in trucks, vans, SUVs and motorhomes. Based in Grant’s Pass, Oregon, SuperSteer products are direct result of the ongoing research and development at Henderson’s Line-Up—the recognized authority in vehicle dynamics since 1961. 

SuperSteer opens new distribution and installation center in Bedford, Ohio

March 28th, 2016 by Dave Stephens

HLU-SS logos


Grants Pass, Oregon, March 8, 2016, Mainline Truck and Trailer Service Inc. is proud to announce that it has become the east coast distributor and installation center for Henderson’s Line Up of SuperSteer motorhome steering products.  This will enable customers on the east coast to receive Super Steer products in a timely manner and also give RV owners the opportunity to receive a Road Performance Assessments (RPA) to find out how we can maximize ride quality and handling.

Mainline Truck and Trailer Service Inc. was established in 1982, and has a very dynamic team of employees. From fabricating custom truck and trailer bodies to major RV Chassis repairs, our specialists can make repairs and enhance virtually every situation. Our 16,000 square foot repair facility has the abilities to repair Class 8 trucks, trailers and RVs. Included in our service facility is a 4000 square foot area designed to accommodate light duty pick-ups and vans including cab over RV’s and dual wheel vehicle.

Road Performance Assessment (RPA’s), are one of Mainline’s more desirable interactions with the customer. An RPA consists primarily of test driving the coach with the owner, to enhance the handling and suspension qualities, but can also be utilized for diagnosing road vibrations as well as low power and performance complaints.  RPA’s allow quality time between the customer and technician to establish  trust and relationships to grow, after all, relationships allow Mainline to continue serving the RV Industry with great satisfaction.

Mainline currently serves as Warranty Centers for Spartan and Tiffin and proudly served as one of Workhorses major warranty repair facilities.  Mainline will continue to look for better ways to proudly serve the RV industry and looks forward to working with Super Steer in an everlasting partnership.

Contact:, Phone: 800-545-8501, Operating hours: 7:00am to 5:30 M-F.

For more information contact:
Mike Demith
Marketing Manager

Newmar RECALL Steering Gear Mounting Bracket may Crack

January 5th, 2016 by Dave Stephens

Report Receipt Date: DEC 09, 2015 
NHTSA Campaign Number: 15V829000 
Component(s): STEERING 
Potential Number of Units Affected: 1,920

All Products Associated with this Recall 

Make Model Years
Newmar Dutch Star 1997-2005
Newmar Essex 2004
Newmar Kountry Aire 1997-1998
Newmar London Aire 1998-1999
Newmar Mountain Aire 1997-2005


Manufacturer: Newmar Corporation

Newmar Corporation (Newmar) is recalling certain model year 1997-2005 Dutch Star and Mountain Aire, 1998-1999 London Aire, 2004 Essex and 1997-1998 Kountry Aire motorhomes. The affected vehicles have a steering gear mounting bracket that may crack, causing a loss of steering ability.


A loss of steering increases the risk of a crash.


Newmar will notify owners, and Spartan dealers will replace the steering gear mounting brackets, free of charge. The recall is expected to begin February 5, 2016. Owners may contact Newmar customer service at 1-800-731-8300 or Spartan customer service at 1-800-543-4277. Newmar’s number for this recall is 15V 633.


Owners may also contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236 (TTY 1-800-424-9153), or go to

For Source Click HERE

DIY SuperSteer Trim Unit

July 1st, 2015 by Dave Stephens

Like many smaller companies, we here at SuperSteer LOVE to see our customers happy with the products we sell. When it comes our products and the products we are distributors for, if we don’t believe in it, we don’t sell it.

Here is a case where a customer purchased a SuperSteer trim unit for his Freightliner motorhome. We were pleased to see the awesome write up that he did on the forum. Click below to read the full thread.

Dave ~ SuperSteer



May 18th, 2015 by Dave Stephens

Bellcrank Advisory Circular

April 20th, 2015 by Dave Stephens




    1. PURPOSE.   This advisory circular recommends checking the bell crank assembly on all Freightliner Chassis equipped motor homes that have exceeded 10,000 miles.  Freightliner/Magnum chassis affected are XC and XCS chassis with a I beam front axle.  Chassis that should be inspected were produced from the year 1993 to 2012 with a 2 piece drag link. The bell crank affected has a 3 bolt mounting pattern





Land Yacht



Sky Deck



Alpha Leisure

See Ya




Cross Country

2008-2012/3 bolt only



2008-2012/3 bolt only


Sport Coach

2008-2011/3 bolt only




2005-2012/3 bolt only








2002-2012/ 3 bolt only

Ultra Sport



Aspire 40/42

2009-2012/3 bolt only



2009-2012/3 bolt only










2003-2012/3 bolt only








Forest River










Georgie Boy




Cruise Air (XL)













Friendship (G)






Scenic Cruiser



Tour Master




2002-2012/3 bolt only













2002-2013/3 bolt only




2009-2012/3 bolt only


King of the Road




Mandalay Coach







National RV








Dutch Star



Kountry Star



Northern Star





Sport Coach

Cross Country (SE)












Sport Coach





2005-2012/3 bolt only



2005-2012/3 bolt only



Allegro Bus



Allegro Bus






Triple E






















  1. BACKGROUND. The original equipment bellcrank idler assembly has been observed to seize and/or  becomes  loose, causing reduced steering control (play) in the steering wheel.  This does not create a safety hazard but will produce steering  play, poor return to center, or wander in the steering system.
  2. RECOMMENDED ACTION. When play in the steering is discovered the following procedure are suggested to check the bell crank idler assembly.
    1. Inspection of outer case for damage
    2. Detach the bellcrank arm (do not check if a 4 bolt assembly)
    3. Check shaft for side to side movement and stiffness
    1. Re-install the OEM bell crank arm if shaft turns freely and shows no side to side movement.
    2. Replace with a SS-100 part bell crank or new OEM bell crank part if the shaft has seized and or side play in the shaft is observed.
  4. Information to obtain and install an SS-100 SuperSteer Bell Crank
    1. SuperSteer customer service line is 1-888-898-3281. Operating hours are Monday thru Friday 7:00am – 4:00pm Pacific.
    2. Website:
    3. Removal/Installation video can be viewed at:

Tiffin Motorhome Recall

March 31st, 2015 by Dave Stephens


Monday, March 30, 2015

Tiffin Motorhomes is recalling certain 2014 Breeze motorhomes equipped with a steering knuckle that may fracture, according to the National Highway Traffic Safety Administration.

The recall affects about 83 units, and Tiffin will notify owners, and dealer representatives will come to where the motorhome is parked, looking for any steering knuckle in the affected production lot.

If the motorhome has the affected steering knuckle, the vehicle will be towed to the dealer and the knuckle will be replaced. The manufacturer has not yet provided a notification schedule. Owners may contact Tiffin customer service at 1-256-356-8661.


Original Post by

RV PRO Staff



Since 1961

SuperSteer  -  458 Redwood Hwy., Grants Pass, OR, 97527

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