Hydraulic Disc Brakes for RV’s & Electric Brake Trailers

The traditional braking system for Utility and RV trailers has been the standard electric drum brake. This design has been in use for decades without much change. While electric drum brake systems still perform well in most trailering applications, a more versatile braking option has recently emerged. Hydraulic Disc Brakes coupled with an Electric-over-Hydraulic Actuator can now be used for better trailer brake control with less routine maintenance. With this new technology, owners of RV’s and other electric brake trailers can take advantage of the superior breaking performance of hydraulic disc brakes.

Here are some compromises associated with electric trailer brakes
1) Drum brakes need to be adjusted periodically to compensate for shoe lining wear – this adjustment is done mostly by “feel” and it is unlikely that the average person can get all four wheels calibrated properly
2) Drum Brake magnets tend to gradually lose their magnetic strength, causing more calibration problems and loss of braking power
3) Drum brakes are relatively complicated with many moving parts that can cause a failure and need some experience to rebuild the brake assembly
4) Drum brakes tend to accumulate corrosion faster than discs, especially in marine and snowmobile applications

Disc brakes do not have these issues to deal with and are relatively simple with fewer moving parts. Unfortunately, they are not available in an electrically actuated system like the aforementioned electric brakes. They are only available hydraulically actuated. In order to take advantage of disc technology, a new device has been developed to allow for electrically actuated disc brakes. It is called the Electric over Hydraulic Actuator. This device is nothing more than an electrically driven hydraulic pump and relief valve that is controlled by the standard cab mounted Electric Brake Controller, typically used for standard electric drum brakes.

The E/H actuator will be added to the trailer and connected electrically to the brake controller through the 7- blade RV socket on the tow vehicle bumper. Also connected in line will be a Breakaway kit with a 9 amp-hour battery that provides enough power to actuate the pump should the trailer accidentally separate from the tow vehicle while on the road. The output will be connected to the trailer hydraulic system through a standard trailer hydraulic brake line. The E/H system can handle trailers with up to 4 axles by providing 1600 psi maximum. The E/H actuator device does add some expense to the installation.

Of course, the electric brake assemblies and drums on the trailer will have to be replaced with hydraulic disc brake assemblies and brake lines.

The Electric/Hydraulic actuation system also has advantages over trailers that already have hydraulic disc brakes with a Surge Actuator.

1) The E/H actuator keeps the trailer brakes active while in reverse – with the surge actuation, the brake lines must be locked out so that the trailer can be backed up. There is no need for a brake line lock out device.
2) In hilly or mountainous areas, the surge system can incidentally engage the brakes while going down a grade; this will not happen with the E/H system
3) The tongue mounted Surge brake actuator can still be used as the trailer’s ball coupler with a small modification

The Electric/Hydraulic actuation system blends the advantages of disc brakes with the benefits of the cab mounted brake control for the safest experience in trailer towing.

The Trailer Parts Superstore carries a complete lineup of TITAN Brake-Rite E/H actuators as well as the DEXTER 1000-1600. We also carry a complete assortment of KODIAK Disc Brake assemblies for to fit most any trailer application. You can check out our complete trailer brake selection online at: http://www.easternmarine.com/em_store/trailerbrakes/

Heavy-Duty ‘LT’ Light Truck/Trailer Tires

‘LT’ signifies the tire is a “Light Truck/Trailer” series that can be used on trailers that are capable of carrying heavy cargo such as equipment trailers. ‘LT’ tires are commonly found on medium to heavy-duty utility trailers, race car trailers, cargo trailers, dump trailers and livestock trailers.  The higher capacity requirements of these vehicles require using a heavier weight range tire then is usually available with the ‘ST’ series of trailer tires.

If a tire size begins with ‘LT’ it signifies the tire is a “Light Truck-metric” size that was designed to be used on trailers that are capable of carrying heavy cargo or tow vehicles. Tires branded with the “LT” designation are designed to provide substantial reserve capacity to accept the additional stresses of carrying heavy cargo.

If a tire ends with ‘LT’ it signifies the tire is an earlier “Numeric” Light Truck/Trailer size designed to be used on trailers that are capable of carrying heavy cargo or tow vehicles. Tires branded with the “LT” at the end of their size designation are also designed to provide substantial reserve capacity to accept the additional stresses of carrying heavy cargo.

Trailer Parts Superstore now offers a wide selection of ‘LT’ Trailer Tires only plus Tire/Rim Assemblies online at: TrailerPartsSuperstore / Trailer Tires

REPLACING LEAF SPRINGS ON A TRAILER

One of the major components of a trailer’s running gear is the leaf spring. These provide an inexpensive and effective method of cushioning the ride of a trailer, thus protecting the cargo on a trailer from the shock of rough road surfaces. The springs also protect the rest of the running gear e.g. axles from damage. Occasionally, springs will need to be replaced prematurely due to hitting a pothole or in the case of a boat trailer, excessive corrosion.

In a leaf spring system, the springs are mounted to the frame-mounted hanger (or shackles) with a bushing and fluted shackle bolts. The axle in this system is fastened to the leaf springs with u-bolts (called a tie plate kit).

In recent years, some trailer manufactures have added the newer Torsion Axle to their line-ups as an option. The cushioning function is “built-in” to the axle and this precludes the need for leaf springs. However, you will find that most trailers on the road today have the leaf spring design.

There are several components that make up a leaf spring; the leaves, center-pin, straps and eyes. The number of leaves, the width, thickness and the heat treatment of the leaves all can affect the Load Rating of the spring. The springs have a load rating from the manufacturer and matching this to your trailer is a primary concern when replacing springs. Typically, we recommend that you replace your springs with the same part that was originally on the trailer so that it matches the rest of the running gear components like axles, coupler, brakes and tires / rims. Also, we recommend replacing both springs on an axle even if only one is damaged.

Many trailer manufacturers recommend that the springs be replaced approximately every five years as part of the maintenance plan.

There are several types of leaf springs used on trailers. The double eye spring is unique in that it mounts to the spring hangers using a pair of shackle links. Measuring this spring for replacement is to measure a straight line from the center of the front eye to the center of the rear eye. This measurement can be done on the trailer.

The Open Eye Slipper design uses a special hanger that allows it to flex. This system does not use shackle links. It is also measured on the trailer from the center of the front eye to the center of the rear shackle bolt

The Hook-End Slipper spring is measured on the trailer from the center of the front eye to the middle of the rear spring hanger.

The Radius End Slipper and the Flat End Slipper are both measured on the trailer from the center of the front eye to the end of the spring

Boat trailers face the same road hazards as utility trailers plus the corrosion that is caused by immersion in water, especially salt water. Several attempts have been made to design springs that will not corrode but these have met mixed reviews.

In salt water, salt crystals work their way between the leaves, causing corrosion from the inside out. The best way to prevent this from happening is to rinse the springs in fresh water immediately after immersion in salt water. Also, the best treatment to prevent corrosion is to use a product like CRC Marine Corrosion Inhibitor. This is a spray that will deposit a wax-like substance on the springs, inhibiting water and salt crystals from spring leaves.

We have about 80 different sizes and styles and it isn’t often that we cannot fill a customer’s needs for new replacement leaf springs and accessories at the Trailer Parts Superstore. Check out our complete Leaf Spring selection online at: TRAILER LEAF SPRINGS

TRAILER TIRES: BIAS PLY vs. RADIAL

Here, at the Trailer Parts Superstore, we offer a huge selection of trailer tires and wheels. Each customer has their own set of requirements, from price to place of manufacture. We have endeavored to offer a large variety of tires to fit almost any customer’s needs. In this mix, are both Bias-Ply and Radial tires.

What is the difference between the two designs and how can this impact you?

The difference is the way the tires are constructed as well as the materials used. Bias ply tires have the plies (layers of rubberized nylon or polyester mesh) laid in at a 30 – 45 degree angle to the centerline of the tire and in alternating directions. There are usually fiberglass belts added for strength.

In the Radial design, Polyester cords are laid in and overlapped at 90 degrees to the centerline of the tire and then steel mesh belts are added. The Radial design prevents the point of contact (where the rubber meets the road) from deforming, unlike the Bias Ply, which does deform under load.

There are a number of benefits to the Radial design for the trailer operator.
1) Softer, smoother, quieter ride
2) Improved fuel economy
3) Flat, wider footprint for better tire wear
4) Runs cooler than a bias ply, minimizing risk of a blowout on the highway
5) Longer tire life
6) Better tracking – Improved sway control

The main benefit for the Bias-Ply design is that the sidewall is more rugged and bruise resistant, plus Bias-Ply tires are usually less expensive. This could be an important consideration in a trailer application because many trailers are used infrequently, minimizing some of the Radial’s benefits.

Here at the Trailer Parts Superstore, we carry both RADIAL and BIAS PLY tires in many different sizes from LoadStar and Carlisle . Check out our complete offering at www.easternmarine.com

Advantages of L.E.D. Trailer Lights

Just like the camera industry is getting away from film and going to digital format, the trailer lighting industry is slowly starting to transfer to LED technology. As you drive down the road today you will see more and more cars with LED lighting. The tractor-trailer industry is embracing this technology, as it is a more reliable and cost effective method to illuminate their trucks and trailers.

There are several advantages to using LED lights. They require less amperage to operate then traditional incandescent lights. Since the LED emits light in a very narrow band wavelength, heat is not an issue. LED lights feel cool to the touch even during operation. LED lights stay brighter longer and can be seen during daylight hours much more easily then traditional light bulbs. This is a major advantage in safety allowing other drivers to see them from greater distances. Because they are based on a semiconductor diode this enables them to have an expected lifespan previously unheard of from traditional lights.

The only major disadvantage is the cost of manufacturing. This makes the initial investment to install them relatively high. But cost analysis tests have shown that with their longevity, in the long run they are a more cost effective lighting solution.

I am sure if you have any experience towing trailers chances are you have had lighting problems. They seem to happen at the most inopportune times and can stop a trip before it happens. With incandescent lights having spare bulbs is a must. Half of the time when one does go bad you can’t get the bulb out because it is rusted into the housing. I can’t begin to tell you how much money and time I have spent in the past replacing and repairing these lights.

Boat trailer owners experience more lighting problems then other types of trailers. When you back them into cold water your traditional bulbs are hot and the temperature contrast can shatter them. The best way to avoid this was to unplug your lights before you backed into the water. Since most new boat trailers come from the factory with disc brakes, when you backup you must have a reverse solenoid to allow this. This solenoid must be hooked up to your tow vehicle when backing up. Since you can’t unhook the trailer the lights are still operating and creating heat. LED lights don’t have this problem, as they do not create heat like incandescent lights.

If you are frustrated with replacing your trailers lights make the switch to LED lights. Eastern Marine stocks a wide variety of LED lights for many applications. Come visit us at our retail store in Newark, DE. Or visit us online at Trailer Parts Supertores – Lights for all you LED trailer lighting needs.

Trailer Tires by LoadStar & Carlisle

After several years of answering customer questions on trailer tires, it is clear that a frequently asked question is “Where are they made”. In addition, there are many horror stories posted on different websites about new tires that delaminate, show sidewall stress cracking or fail catastrophically within a short time of purchase. Many of these victims of poor quality product attribute their problems to the fact that the tire was made “overseas”. It is my opinion that a brand will be well received here if the manufacturing company does the proper quality checks and is responsible to their customers, no matter where it is produced.

A case in point of a company not being responsible to its customers is the recent news of the Mattel Toy Company. This company recently had problems with products they had outsourced to China. The Mattel CEO was seen on Network News pointing the finger at his Chinese suppliers as the cause of the problem. What exactly does Mattel contribute to the profit they make selling these products here if they do not do Quality Assurance? This was a valuable example to American customers because they now see that they have to ask questions about products before purchase.

Trailer Parts Superstore has sold the imported LOADSTAR brand trailer tires for many years and in my opinion, judging from the feedback or lack of same, the performance of this tire brand has been outstanding. The quality control measures that this manufacturer has in place assure each production run will produce a reliable product.

In addition to the LOADSTAR series, Trailer Parts Superstore also offers the U.S.A. Made CARLISLE USA TRAIL® series of trailer tires. Check out our entire trailer tire offering at Trailer Parts Superstore – Trailer Tires

Hydraulic Trailer Brakes – Drum-to-Disc Conversion

There are two basic types of hydraulic trailer brakes typically seen on trailers: Drum brakes and Disc brakes. Drum brakes are an older style and use a hydraulically actuated wheel cylinder to force a pair of spring loaded brake “shoes” against the internal braking surface of brake drum, which also acts as the hub.
Disc brakes use a hydraulic actuation of a piston in the caliper to force the pads to close (pinch) both sides of the rotor. This is a newer design found on most modern automobiles.

Disc brakes have a few advantages over drum.
1) Better stopping power
2) No adjustment necessary to compensate for shoe wear
3) Easy pad replacement
4) Less complicated – no springs
5) For boat trailers, reduced incidence of corrosion

Disc brakes come in two basic designs: Vented and Non-vented. Vented rotors are preferred because they tend to dissipate heat better than non-vented rotors, minimizing a main cause for failure.

For boat trailers, corrosion caused by immersion in fresh or salt water is always a main concern. The salt water can also cause problems when salt crystallizes in the moving parts of the caliper and on the caliper pins. The disc brakes available today, come in either powder coated for standard use, silver cadmium plated for standard salt-water use or stainless steel for extended saltwater use.

To begin the conversion from drum to disc brakes, it is best to start at the front of the trailer. The Hydraulic actuator, (surge or electric/ hydraulic) will need to be either modified or changed out to one that is designed for disc brakes. The disc brake actuator will have an outlet brass fitting with a larger aperture (5/32”) and the check valve found in the drum brake actuator will be absent. Disc brakes require more flow of brake fluid than drum brakes.

Since disc brakes are not designed with the (free-backing) feature, a method to lock out the brake lines will be required. This can be accomplished by installing either an electric lockout solenoid or a mechanical manual ball valve placed in the brake line.

The disc brake calipers require a flexible brake line leading into the piston to work properly. Inspect your brake line and install if necessary.

Safely jack up and block your trailer. Remove the tire / rim assembly. Remove the old brake drum and the brake assembly. The brake assembly is fastened to the axle brake flange with 4 or 5 bolts.

The new disc brake assembly will have a bracket, caliper, rotor and mounting hardware included. General steps to make the conversion are as follows.
Step 1: mount the bracket to the axle flange.
Step 2: prepare and slide the rotor on to the axle spindle and lock in place. Follow standard practice to set the bearings.
Step 3: The caliper will then sit on the rotor and be fastened to the bracket with “slider pins”. Read your assembly instructions before beginning the installation.

Trailer Parts Superstore carries Disc Brakes by Reliable, Kodiak and Tie-Down Engineering. You can find everything you need to make a drum to disc brake conversion at TrailerPartsSuperstore.com

Electric Trailer Brakes – Introduction

Electric brakes are a very common and reliable means to control your trailer while towing. They are used most often used on utility and smaller equipment trailers. When the time comes to repair or replace them there are many choices available. It can be confusing to decide what brakes or parts you need for your trailer.

Parts most often replaced are the shoes and magnets. They wear from use and should be inspected periodically and replaced when needed. Depending on how often you use the trailer will determine how often to inspect them. The shoes are easier to check then magnets. You can just measure the thickness of the shoe to find of they need to be replaced. Magnets are harder to troubleshoot sometimes they quit working or will just get weak over time. To replace the shoes or magnets look at your existing brakes. For the shoes measure the diameter of the drum and the width of the shoe. This should help you to determine the correct shoes. Sometimes different weight capacity brakes will have the same size shoes. When this happens you will use the magnet to determine the correct replacement. Use the wires that come directly out of the magnet the color will determine what exact brake you have.

Replacing the entire brake backing plate is sometimes a more cost effective and easier to install. The new magnet and shoes are already mounted on the backing plate. You just unbolt your existing plate bolt on the new plate hook up your magnet wires and adjust for tension. This eliminates having to take apart and rebuild the old brakes, which can be a difficult job. To determine the correct brake assembly use the methods discussed above for the drum diameter, shoe width, and magnet wire color. Also you are going to count the number of bolts that attach the backing plate to the axle. With this information you should be able to easily determine the correct brake for your axle.

A question often asked is if the brake magnets are polarity specific. The magnets do not have polarity they work like a common resistor. One wire is attached to the power and one is attached to the ground wire. It is recommended to run a common ground wire from the plug to the magnets. The brakes should be wired in parallel, not in series.

Installing brakes on a new trailer or one that doesn’t have brakes is very common. You will need to determine if the axles you have are designed to have brakes. There will be a steel plate welded to the axle behind the spindle. This will most often have four or five holes drilled in them. They are critical to install brakes on a trailer. If your axle doesn’t have the flanges installed it is recommended to replace the axle assembly with one that does.

Electric brakes are an economical and reliable way to control your trailer. Eastern Marine stocks a full line of electric brakes and related products for towing. Give us a call or visit us online at TrailerPartsSuperstore.com for all your electric brake needs.