There are many things to consider when determining which Trailer Tire is right for your trailer. We are going to discuss the main points that need to be addressed when outfitting your trailer with new Trailer Tires. Should you use Radial or Bias-Ply? Should you use Load range C or Load Range D? Do I have to use an ‘ST’ tire? These are all good questions.
First off, we will revisit the Radial vs. Bias-Ply debate that was covered in a previous blog, only today’s entry will be much briefer. Radial tires are going to be better suited for highway/high volume usage. This is because they tow better at higher speeds and last longer than a Bias. They also shed heat better, reducing the risk of blow-outs on long hauls. Bias Ply tires are cheaper alternatives that perform just fine under moderate to low use on mainly secondary (around town) roads. You can absolutely use them on the highway; they just won’t perform as well or last as long as a Radial.
Secondly, we will address how to determine the appropriate Load Range (L.R.) for your trailer tires. I would like to address the common perception that a higher L.R. automatically means a higher quality tire; this is not always the case. The L.R. should be determined by using the GVW or Gross Vehicle Weight. Depending on the type of trailer, tongue weight can be anywhere from 10-20% but we do not like to use that weight in our equation so that there is a built in safety margin. Take the GVW and divide it by the amount of tires. This will give you the minimum poundage that each tire should be rated at. Keep in mind that the higher the L.R., a higher PSI will be needed. If you go over and above on L.R. then the PSI will be higher than needed making the tires very hard and bouncy.
Finally, it is always recommended that an ‘ST’ or ‘LT’ tire should be used on trailers. This is a common question because many trailers are outfitted with tires that have a ‘P’ on them. A ‘P’ on the tire means that it is meant for use on a Passenger vehicle (car tire). ‘P’ tires are round and rubber and will surely fit on a trailer, but are not recommended due to the construction of the tire. ‘ST’ tires are designed to be towed and have stronger sidewalls needed for trailers.
We hope this was helpful but if you have additional questions, please give us a call @ 1-800-453-7379.
Disc brakes are not all created equally. Where and how you use them should help you decide on what to buy. Today’s disc brakes typically come in three types: painted or E-coat/ Dacromet coating, or stainless steel. The calipers are made the same, with some manufacturers offering them in aluminum also. If you plan to use them with an electric over hydraulic actuator, you will have to go with one made from steel. The aluminum calipers may not able to handle the added pressure from this type of system, designed for disc brakes.
In fresh water the E-coat will work well, but for a little extra money you can go with the Dacromet coating which should last longer with less maintenance. In brackish or salt water the E-coat offers little protection and is not an option you should consider. There are hybrid kits where the hub and rotor have the Dacromet coating, but the caliper is stainless steel. Being the most important part of the system, this will provide the best caliper available at a reduced cost of an all stainless system.
If you use the trailer often in salt or brackish water, going with an all stainless system is your best option. The initial cost may be a bit shocking over the other options, but down the road you will thank yourself for having spent the extra money. Typically the Dacromet or Dacromet/Stainless kits offer a 3 year warranty, where the all stainless kit (offered in both 10″ and 12″ ) will double this and provide a 6 year warranty. If you are tired of working on your trailer brakes instead of being out on the boat, consider going with all stainless disc brakes like what we offer from Kodiak. Having peace of mind in my opinion while towing, is priceless.
Written by Chris B.
It’s the great American summer, kids off school, everyone taking vacations and planning road trips with their RV’s that sat waiting through the long winter for this opportunity. Dust everything off, fire everything up and load that puppy up. It’s time to go where you’ve never gone before, see things you always wanted to see in the comfort of your own RV. Finally, wheels rolling!
But what happens when the heat and the humidity start to follow you on your road trip? Do you know the main cause of failures on RVs and campers is brought on by the blazing heat of the summer?
Tires, tires, tires.
The most important part to your trip and yet often the most overlooked part as well. If you’re hot then you know the black top is hot, if the blacktop is hot then the rubber tires are suffering. Take that heat and drive down into Texas or lower New Mexico and you could be in a bad place if you haven’t checked them recently. Always check the tire pressure in your tires and look them over before any trip, be it large or small. You never know when a little rubber could come between you and your vacation experience!
There’s another beast that can make your vacation hot, sweaty and miserable. It happens suddenly, that warm feeling and sweat starts to trickle down your back, suddenly you’re sticking to the seat when you weren’t a moment ago. You don’t want to look but you have to, glance at the thermostat and you know instantly.
The air conditioning stopped working!
With the heat waves hitting the country it’s no wonder people are grumpy and on edge, but take away that precious AC and you’ll see a whole new side to it. Instant vacation self-destruction.
After all, if you have to sweat you should be on the beach, not stuck in four lanes of stopped traffic miles from the next rest stop.
Don’t get caught in the ragged heat of the summer blues. It’s supposed to be an enjoyable vacation full of fun and beaches, road trips and sunshine. But it’s not really a vacation if you spend it being miserable and spending money you didn’t have to on hotel rooms because a part on your RV failed you at an inopportune moment.
No one wants their vacation destroyed and no one wants to deal with grumpy kids when they’re taking the RV across the country. Stock up on all your RV and summer vacation needs at Trailer Parts Superstore!!!
Here at Trailer Parts Superstore we are constantly looking to expand our product lines and more recently our OEM product lines. We do this so that we can offer direct OEM replacement parts for our customers that desire direct replacements. We have carried OEM replacement parts from trailer manufactures including EZ-Loader, LoadRite, Shorland’r, Magic Tilt, Venture, and Karavan for some time now. We now have the most common custom fit aftermarket replacement Axles for CARRY-ON Trailers.
They are replacement aftermarket trailer axles designed specifically for use with Carry-On open utility & enclosed cargo trailers. These quality aftermarket axles include pre-welded spring seats and have been precisely measured to perfectly fit your Carry-On Trailer frame assembly. Axle weldment includes spindles, spindle nuts, cotter pins & spring seats, Wheel Hubs and bearings sold separately.
We strive to offer our customers the parts that they need. We want to provide a place that you can count on for having the exact parts you need, while also having the ability to deliver those parts as quickly as possible. We are constantly looking to expand our product lines and would love your input to do so.
The two most common forms of suspension on general duty trailer axles (1,500 lbs – 5,200 lbs) are going to be leaf sprung or torsion. Leaf Sprung axles can be visually identified by the fact that they will sit either on top of or below a set of leaf springs. A torsion axle will mount directly to the frame and has giant rubber cords in the axle tubing that resist torsion and create suspension. Torsion axles will have torsion arms on both sides of the axle coming down to the spindle. We are going to discuss the Pros and Cons of both suspension systems and a few things to consider.
Leaf Spring Suspension:
Pros: One of the major benefits of a trailer leaf spring suspension is found on a tandem axle application. In a tandem axle application the leaf springs on each side are connected with an “Equalizer Bar”. The Equalizer bar is designed to equally distribute force between both axles. This will limit any damage caused by curbs, potholes, etc. Another positive with leaf spring suspensions is that many of the components are fairly easy and inexpensive to replace in the event of something needing replaced.
Cons: On the other end of the things, because there are a lot of components, there are a lot of components that can break. Another con to leaf spring suspensions is that leaf springs work on the premise of flexing metal. This can sometimes make for a bit of a bumpy ride.
Pros: Torsion suspension works on the premise of flexing rubber, which will create a smoother ride with less vibration. Another Pro of torsion axles is that, although expensive, they are relatively easy to replace. There is no welding required because they bolt directly to the frame. A torsion axle is a self-contained suspension unit, which eliminates many of the smaller components and moving parts that are found on leaf sprung suspensions.
Cons: Due to the fact that torsion axles are independent from each other, there is no transfer of impact. This means that in the event that a pothole or curb is hit, the full force of that impact will be on that one wheel creating more chance for damage. Secondly, it can be difficult and in many cases impossible to repair a torsion axle. The rubber inside the axle tubing makes welding out of the question, which also means in the event of catastrophic damage, the entire axle would more than likely need to be replaced.
Tis’ the Season for setting up your own Backyard Ice Rink for friends and family. With ice time at the local rink at a premium Backyard rinks are becoming more and more popular. It is perfect for training, practice, family fun, friendly games, and much more. When you have your own backyard ice rink there is no pressure to fit everything in during your you brief ice time slot at the rink. When you have a backyard ice rink, ice time is any time. Here is a quick ‘How to’ for setting one up followed by some pro tips to make your back yard ice rink the best on the block.
HOW TO INSTRUCTIONS
1. Where to Build the Rink. Find the most level area of your yard with relatively dry and solid soil. This space will be your workable area for building a rink. Rinks that have over 18” of water are very challenging to build and more expensive due to requiring additional bracing, more lumber for the rink frame, and increased water required for filling. It is advisable to try to avoid highly sloped areas when building a rink and also to be close to a water source.
2. How Big. Determine the desired size of the ice rink. Keep in mind that it must fit on the workable area that was determined in the step above. The size of your rink will be very important when purchasing a liner. A liner should be at least 4-5 feet longer and 4-5 feet wider than your rink frame.
3. Survey. Precisely determine and document the grade/pitch of your rink outline using a line level or a laser level. The grade will be your guide for spacing the Iron Sleek™ Brackets. It will also guide you on setting your board heights.
4. Layout and Build. Build your frame using the Iron Sleek™ Rink System. Typically, the brackets are spaced 4 feet apart and all corners are secured with Iron Sleek™ Corner Brackets. We strongly recommend using lumber versus plywood. Plywood is not durable and is flexible. For rinks that require higher board heights due to excessive land grade, you should use the Iron Sleek™ Extender Bracket to add extra boards. The major benefit of the Extender Bracket is that it CAN be an afterthought. If your rink is already built and you have an “oh no” moment, you can easily install the Extender Bracket WITHOUT disassembling any component of your rink!
5. Inspect Boards. After the frame is completely built, closely inspect the inside of the rink boards for protrusions or anything that could puncture the liner. Remove all protrusions and sharp ends. Also, be sure the frame is solid.
6. Fill Gaps. Inspect the bottom of the boards for air gaps. If you can slip your fingers between the bottom of the rink frame and the grass, you should back fill the inside of the rink with dirt to fill that gap. Air gaps can allow for liner “bladders” to get under the boards and possibly puncture the liner. A frozen “bladder” may expand to lift or loosen the rink frame. FILL THE AIR GAPS! Do not use snow to fill the air gaps. Snow will melt from the fill water. Use dirt, preferably top soil.
7. Inspect Playing Area. Closely inspect the grass area within your rink frame for anything that can puncture the liner. Also, clear all snow from the rink skating area.
8. Layout the Liner. Carefully stretch your liner inside of the rink frame. Be sure to leave plenty of slack in the corners and to tuck the liner down to the bottom of the boards. Drape the excess liner over the rink frame and the Iron Sleek™ Hardware. This will keep the brackets dryer through a thaw and will keep the boards from absorbing heat on sunny days.
9. The Pour. Fill the rink with water! When you have completed the water fill, the lowest part of your rink should have at least 4” of water. DO NOT LET THE WATER SPILL OVER THE RINK FRAME! If you are close to spilling over, turn off the water and add a “2nd story” of lumber to the high water end using the Iron Sleek™ Extender Bracket.
10. Secure the Liner. After the rink is full of water, you can staple the excess liner to the outside of the rink frame. A flapping liner can end up in the water possibly causing it to escape over the top of the liner.
11. Time to skate. You will need a solid 3” of ice to skate. We recommend you walk and inspect the rink after 3 or 4 days of temperatures under 20°F before skating. A skate that breaks through the ice can tear the bottom of the liner. Do not let this happen! Exercise patience before taking to the ice with skates.
Everyone that makes their own Backyard Ice Rink has their own little things that they do to improve the quality of the experience. We are going to go over something’s that will help anyone create a top quality Backyard Ice Rink at low cost.
- One tip to help give your rink a more authentic look is to add lines (red lines and blue lines). One way to do this is with Eco-Friendly paint. Ice Rink Makers have been known to both paint the tarp directly (depending on the depth of the ice) or fill halfway and let it freeze, paint the ice and fill the rest of the way and let freeze over paint.
- Another way to create lines would be again to use Eco-Friendly paint but in a different way. Some Pros will paint Ply Wood (cut in strips), old deck boards, or anything that will lay flat and can be frozen into the rink. Just make sure whatever you use will be flat enough not to protrude through the ice.
- No one likes to miss the net but we all know that occasionally it does happen. We suggest using netting or a mesh tarp strung between two fence posts mounted 20’ to 30’ apart. There are many other techniques to do this but this seems to be the most popular and cost effective.
Converting old drum brake systems to updated disc brake systems is becoming more and more popular. There are several reasons for these conversions but the most prominent being that a disc brake system is just more efficient. Other reasons include ease of maintenance and the longevity of the system. There are three main components of the system.
The first thing to decide when making the switch would be the type of actuator that best fits the application. There are two options for the actuator. First being the standard Surge activated hydraulic actuator. Second being an Electric activated hydraulic pump called an Electric over Hydraulic (EOH) actuator. The standard surge brake actuator is more applicable to single or tandem axle trailers rated at or below 7,000 lbs. While the EOH actuator is better suited for greater then 7,000 lbs applications.
The Second major thing to consider would be the brand/version of trailer disc brakes that you want to install. We have many different options available to fit different types of trailers. The two most popular brakes we have for Boat Trailers are Kodiak (Dacromet/Stainless) and the Tie Down Engineering ‘G5’. More popular brakes for an RV conversion would me the Kodiak (Dacromet) and the Tie Down Engineering Eliminator/Vented brakes.
The third and final component of the conversion would be the Brake Line Kit. The brake lines do not need to be replaced 100% of the time but with all the money being invested into a new system it is worth it to upgrade your lines. The most popular Brake line kits for both surge and EOH is the Tie Down Flexible brake lines. The flex lines are DOT approved for up to 3000 psi. and are the easiest to install. We also have a large assortment of AG coated steel and stainless steel line kits.
Summertime has come at last, a glorious time of cookouts and lounging by the pool in the blistering heat sipping on cool drinks. Some of us even weather the trip down to the beach on the packed highways and byways full of cars racing to get to the sand and the smell of salt water and fried food. What people don’t realize is that this is a truck driver’s worst nightmare. Roads full of cars bogging them down on their journey to pick up or drop off their scheduled load.
During the summertime the braking systems on tractor trailers take a beating. It isn’t just the ominous ‘gator’ with its glistening silver belted teeth waiting to eat your car tire that you need to worry about, it’s the tractor trailer who’s brakes suddenly decided to stop working on the trailer. Suddenly a fifty thousand pound wall is moving at you and the brakes only work on the tractor, effectively halving the stopping speed and power of one of these massive mountains of metal and fiberglass. Heaven only help you if you cut one off and his brakes don’t work, you won’t know what hit you.
So what, as a driver, can be done about the brakes on trailers to keep them working consistently and effectively? First you should do your standard walk around pre-trip inspection, if you hear any leaks or see any visual damage done to either the red or blue airlines linking the truck and trailer together. Check your belly lines to see if there is any visual wear or if one of the springs has broken to let them drag. D.O.T. checks these lines first as well and who really wants that ticket?
If you hear any leaks around your trailer tandems, odds are it could be either a line going or coming from an airbag or brake chamber. The same can be said if you hear a leak coming from the red and yellow parking brake on your dash when the trailer is attached, this can many times be a brake chamber back-feeding out through the valve in the dash.
Your brake shoes and drums themselves need to be inspected as well as the slack adjusters and s-cams that keep them working properly. These can fail without there ever being an indication that there was a thing wrong in the first place. Always check to see any damage done.
Nobody wants to be faced with the decision to hit a car that cut them off or roll their trailer on the shoulder because the brakes decided not to work. Check everything, keep an eye on it even if you think it is perfectly fine.
Summer is supposed to be about beaches and relaxation, not accidents and regret. Do what you can now to keep yourself and everyone else happy and safe this summer!
Check your lights and tires, spray your lines and cross your fingers. The season of DOT Blitz is upon us again.
Every year DOT pulls more drivers over and leaves them stranded on the side of the road or in a scale house, waiting on a repair shop to get a service truck out to them. In the end they wind up paying almost double what it would have cost just to fix it right the first time! Everyone dreads it and everyone waits until the last second to do something.
Buy that ten dollar gladhand that will save you $200 in service calls when that angry or grouchy DOT officer pulls you over. No one wants to pay that amount of money for something so trivial, so why not take care of it when you can?
There are many ways to check what’s going on with your trailer that start with just a simple pre-trip check, all the way to having a shop walk around it and check it for you. The first place to start checking your lights, for example, would be to start with your pigtail. Check the connections and make sure there are no cuts in the line that visibly show wiring.
Sometimes it isn’t always the most difficult thing that knocks a light out of service. Always start at the front of the trailer and go backwards. You know your truck and you know how it reacts to the trailers that you haul, you know when things go wrong. A mudflap gets ripped off, a tire goes bald. If you wouldn’t ignore your truck then you shouldn’t ignore your trailer either! Trailers almost always have problems before the truck and when things go wrong they can damage the truck.
DOT officers are looking for your trailer, one light out, a mudflap missing, and a bald or blown tire. If they pull you over one small audible air leak could shut you down and it is almost unbelievable how often leveling valves are to blame for air leaks that ruin runs and tie drivers up for hours waiting for repairs.
Take the time now to avoid time lost later! You’ll thank yourself in the long run.
Check out the parts mentioned above and our entire Tractor Trailer Parts offering at Trailer Parts Superstore.
Unfortunately there is no simple answer. There are a multitude of problems that will cause uneven tire wear and sometimes it has nothing to do with the tire at all. It can be caused by anything from the hitch height on the tow vehicle all the way back to your suspension on the trailer. We will go over the most common issues that cause uneven tread wear and how to identify it.
Ball Height on the tow vehicle is a main factor in determining wither the trailer rides level or not. If the trailer is not towed level it can affect the load pressure on the tires. This is more important on a tandem Torsion Axle trailer because the two axles are independent of each other and will not transfer load between the two. On a torsion axle trailer you will find inside wear on the front axle if the ball is to low and inside wear on the rear if the ball is to high. If you have a single axle trailer or a leaf sprung trailer it is still important to have a level trailer but it shouldn’t affect tire wear.
Trailer axles are design with specific cambers (or bends) that match the weight capacity of the axle. This is done to help the axle ‘flex’ into position when load is applied. The camber in the axle will flatten/level when the trailer is near or at the axle capacity. If the trailer is over loaded it can over camber the axle which will, over time, begin to wear the inside of the tires. If the trailer is under loaded over an extended period of time it can begin to wear the tires on the outside.
Trailer Tires (‘ST’ or ‘LT’) are designed and manufactured differently than car or truck tires. This can lead to some hesitance to inflate a ‘ST’ to the maximum pressure listed for the tire. Trailer tires should be inflated to the maximum pressure listed on the tire, which sometimes can me as high as 90- 110 psi. The tire is made to be able to hold the pressure as well as the fact that that pressure is needed to give the tire the carrying capacity that it is rated at. Under inflating a tire can cause not only a lower weight capacity but it can also cause wear on the outsides of the tire.
Broken Suspension/Bent Axle (Leaf Sprung trailer)
If you can eliminate all other issues that was discussed previously you can begin to check the trailer leaf springs or trailer axle. We put these two together because they are integrated systems on the trailer and is easy to check the both at the same time. It is best to let the tire tell you where to begin your search. Look at the tires and localize the wear, example: right side tire with inside wear, or both tires inside wear. Once you have the area localized first check leaf springs. The center bolt on the leaf springs should both be equal distance from frame rail. If this is not the case the springs should be replaced. Also visually inspect leaf springs for any broken springs, bolts, or shackles. Once you can eliminate leaf springs from the issue it might be time to replace the axle.