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Editorial on the Eagle Economic featured in the
Motorcaravanner Magazine and reproduced in the MMM.

I long for automatic everything these days, but automation has a cost. Automatic gear boxes tend to use more fuel and cost more to buy. I think here we have a device giving automation and potentially improved economy, whilst being easier on my right knee - and all for £50!

When driving my motor caravan I suffer an ache in my right knee. This is worse on long motorway journeys when my right leg moves less than driving on roads or in town. From a safety point of view I was concerned that a Cruise Control would be useless without a traffic free motorway. This is not the case. Set a suitable speed, observe well ahead - and you can give your right leg a rest. If traffic ahead slows, reduce speed and as traffic clears again reset the device and carry on. Traveling on motorways at a relaxing speed around 55-60 mph, you keep up with most traffic, need few lane changes and fuel consumption should improve. Time will tell on the last point.

Cruise controls are normally around the £300 figure, which was just too much money. All I want is to rest my right leg from time to time. I found a company selling a mechanical Cruise Control and met Steve of Conrad Anderson at the NEC in February. Steve agreed with my thoughts that this modern version of a manual throttle would do most of what I wanted in a Cruise Control. They sell 3 versions of these manual models and also supply more sophisticated units ranging in price from £150 to £385. All are sold suitable for DIY fitting.

I decided to try the Eagle Economic model. The normal price is £39.95, a 'de-luxe' version with LED's giving confirmation of operation at £45.95. However, a long cable version is required to fit most motor caravans or larger vehicles, at £45.95.

A 'slave' cable follows the throttle pedal action and permits the driver to lock the throttle at the required opening. A screw control allows fine adjustment and a push button is provided so that the unit disengages if the foot brake is pressed.

Fitting the unit to our Hymer, which is built on the FIAT chassis with the 2.8 tdi engine, I had the benefit of help from a friend, who is an engineer. It was easier for two of us to route the cable into the engine bay and set up.

Reading the instruction sheet supplied, I was pleased to see...."It is easy to install in less than one hour - with no special tools required".

The installation instructions are brief and I would have preferred a little more detail, but the unit was successfully fitted following the instructions. Some of the cross-references in the diagrams were a little on the small side which had me reaching for my reading glasses!

The first task was to get the cable from the cab into the engine bay. We found a suitable grommet to the offside by following the bonnet release wire. The control box in the cab was fitted low down on the right hand side fascia, to the right of the drivers knees. This location makes for easy electrical connections to the brake light switch and gives safe access whilst driving.

The steering column/wheel shrouds are screwed together and these were removed for access. Two screws fix the lower edge of the fascia. The top has three clips and a row of lugs.

For access to the diesel pump, we removed the two turbo pipes above it at the front of the engine bay. Take care when refitting, they have been known to blow off under turbo pressure - the pipe clips need to be securely fastened. The control cable was fished back into the engine bay from the cab using a length of fine rod.

With any system like this, it is essential the cable outer is firmly secured to allow the inner sliding cable to operate. A 75 x 10mm bracket was made up from a scrap 3mm dural alloy plate to fit under the pump control arm for the slave cable. The outer cable was secured, using a 'P' clip and split rubber grip supplied. To a second bracket we fastened the top bolt of the lower radiator fan. The inner cable was attached using a tough nylon cable.

After testing for safe operation of the cable, the release mechanism and having set the free play in the slave cable as explained in the instructions, all seemed to work well. Our only worry - was there too much free play left in the slave cable? Well - time to try it out and see if we needed to do any more work. Everything was bolted back together - and we had a cuppa.

In summary, we made up two of our own brackets, soldered two connections for electrical security, took our time, shot half a roll of film for the article and the job took us 2.5 hours.

Rechecking all connections were safely made, start the engine, check all is well and road test the vehicle. Once up to speed on a main road with light traffic, it seemed all too easy to set the Cruise Control and 'let go' with my right foot. Any concern we had over the 'free play' in the slave cable was soon dispelled. It quickly became second nature to adjust speed using the accelerator pedal and trim the control knob to suit.

Fitting the Eagle Cruise Control is well within the capability of most home mechanics. If you can find the switched positive side of the brake light switch, you will complete the job.

One safety hint I want to mention. Use a socket or nut spanner for any 'Jubilee' type pipe clips you have to loosen or tighten. I know they are usually slotted and will take a screw driver, but there is a risk of the blade slipping, usually into your other hand.

Steve Anderson tells me they have a fitting service for customers who are not happy to do it themselves. Charges vary from £45 for the Eagle Cruise Control to £100 + extras + 35p per mile, calculated from Birmingham.

For them to fit this basic unit could more than double the cost. Steve is presently offering a 10% discount for members of the Motor Caravanners' Club. Ensure you have your membership card handy.

Acknowledging the limitation of this basic unit, there is no speed retention memory. I can tell you it works very well. Speed is 'fine tuned' by careful use of your right foot and the worn drive at the control box. On slight gradients the vehicle does not gain or lose much speed. I have yet to learn its effects on longer - or steeper hills!

I am in the habit of monitoring all fuel used, every visit to the diesel pump is logged, so I'll report on my findings after the next few hundred miles or so.

George Collings, Technical editor with Motorcaravan Motorhome Monthly Magazine, is to fit one of the electronic units from Conrad Anderson to his VW T4 2.41 diesel powered Auto Sleeper Clubman GL and we will let you know how he gets on with both fitting and running it.