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Understand towing basics, types of hitches, and how to tow a trailer safely. Practical tips for confident towing, no matter your setup.
Axles – When building a trailer, the axle is the first component that should be considered, as it will determine the trailer’s load capacity and the physical size of the remaining trailer components. Axles are available in a few different styles and vary in load capacities. Snowmobile and smaller utility trailers, use 2,000 – 3,500 pound axles, and larger equipment trailers use extremely large axles. Due to certain regulations, dual and triple axles are required for heavier loads. This spreads the load over multiple axles, for road restrictions.
Depending on local transport regulations, trailers over a certain load capacity require trailer brakes. These can be controlled by an in-cab brake controller, or by a manual system that senses the vehicle braking. When the weight of the trailer pushes on the hitch, the trailer brakes are forced to engage.
Posi Flex axles are another option for trailers which allow for independent wheel movement. There are no springs attached to this type of system, allowing for a smoother ride when crossing rough terrain. Posi Flex axles allow for a higher clearance under the trailer, due to the fact there is no straight axle crossing the underside of the trailer.
*While often referred to as straight axle, axles do have a slight bow to them. This pre-loads them for the weight of the trailer, and should always be installed crown up. Improper installation will lead to decreased lifespan of the axle itself, the tires and other components.
Grease Caps – Axles have a housing that have bearings inside. Bearings reduce friction between the axle and the inside of the hub as it turns. Most axle assemblies have an inside and outer bearing. The outer bearing needs to have a cover because of sand, rocks, water and other contaminates. Contamination can prematurely wear the bearings, causing them to seize.
Bearing grease is packed into the bearings to keep them lubricated. There are standard grease caps and caps that have a grease nipple for easier lubrication. These types of grease caps are commonly referred to as Bearing Buddies or grease keepers.
Tires and Rims – Trailer tires are selected for the type of loads that will be placed on the trailer. High speed tires are used for regular towing and Turf / Garden tires are used on lawn tractors. Selection of tires is very important for heavier loads. If a tire is improperly selected, blowouts can occur.
Tire Size – The tire size and type is always marked on the sidewall and indicates several attributes. If the sidewall is marked as ST205/75R15, it indicates:
ST = Special Trailer as opposed to P for Passenger or LT for Light Truck which are common on vehicles.
205 = This is the width of the tire in millimeters.
75 = This is the size of the sidewall as a percentage\ratio of the width.
R = Radial. Trailer tires can also commonly be coded D for Bias Ply.
15 = This is the size of the rim in inches.
It is also important to keep the size of the towing vehicles tire size in mind. Generally, the trailer tire will be smaller therefore travelling faster to keep the same pace. If the difference is too much, it may exceed the speed rating of the tire.
Ply – Refers to the layers of nylon, steel or other lining material that makeup the tire. The more layers the stronger the tire is.
Radial vs. Bias Ply – These two types of tires are constructed a bit differently but both are great options. Radials are the better choice for higher speeds and highway driving. Bias Ply tires provide a better ride on slower and less even routes like gravel roads.
Load Range – This is a way to rate a tire for its ability to withstand weight and stress. It is measured for horizontal stress, due to the side-to-side motion that a loaded trailer can create. Trailer tires commonly experience this swaying motion so the tires have to be strong. The tire capacity may vary within the load range, based upon the size of the tire. Always check manufacturer's specifications.
Load Range / Ply Rating
A / 2 B / 4 C / 6 D / 8 E / 10 F / 12 G / 14 H / 16 J / 18 K / 20 L / 22 M / 24 N / 26
Fenders – Any trailers that do not have their wheels directly underneath the trailer require fenders. Fenders are available in a variety of sizes and materials such as steel, plastic and aluminum. Round, square, oval, and tandem fenders with steps are all available. Tandem fenders may cover two or more wheels depending on the size of the tires.
Trailer Jacks – Connecting and disconnecting a trailer is made easier with a trailer jack. Disconnecting is made simply by lowering the foot or wheel down until the jack pulls the trailer tongue away from the hitch ball. Trailer jacks with wheels allow the trailer to be moved without having to lift the front manually. Some models of trailer jacks have a fold away or swing back design that allows for storage when transporting the trailer. Top wind and side wind jacks are available depending on the setup of the trailer.
Safety Chains – Transport regulations require all trailers to be equipped with a set of safety chains. These chains attach from the trailer to the hitch on the vehicle. If a trailer bounces off the trailer ball, these chains will temporarily hold the trailer until the driver can pull over and correct the problem. It is good safety practice to cross the chains under the trailer tongue.
Coupler – Coupler mounts attach the trailer to the tow vehicle ball mount. Trailer couplers are commonly available in 1-7/8" and 2" ball sizes. Coupler mounts are available in an “A” frame tongue and straight tongue styles. Straight couplers are available in 2", 2-1/2" and 3" tongue sizes. Trailer couplers are rated using a “class” system determined by the Gross Trailer Weight (see chart below).
GTW – Gross Trailer Weight is the total weight of the load and trailer combined.
Tongue Weight – The tongue weight is usually around 10% of the GTW. It is the weight that is directly placed on the trailer coupler and hitch ball.
Class / Gross Trailer Weight I / up to 2,000 lbs II / up to 3,500 lbs III / up to 5,000 lbs IV / up to 12,000 lbs V / up to 13,000 lbs
Tail Lights – In order to be towed, trailers require working tail lights. Transport regulations vary between provinces, so consult your provincial department of transportation. Tail lights can be found in a variety of styles; LED (light emitting diode) lights, water proof lights, flush mounted lights, solid red and universal stop and turn lights.
Side Marker Lights/Clearance Marker Lights – Trailers towed on public roadways require side markers to clearly identify the length of a trailer. The specific regulations on placement of these lights may vary from province to province. However, most trailers have a marker on each corner of the trailer and some may have one on each side of the trailer tongue. Side markers are usually yellow or amber, and may or may not be electrically lit. Red lights may also be used as marker lights, as well as clearance lights. Clearance lights identify the width of a trailer.
Trailer Plug/Wiring – There are a variety of wiring setups that trailers may have. The 4-way, 5-way, 6-way and 7-way wire configurations are some of the most common.
Connectors – Various types of connectors are used to join the trailer and vehicle wires. Connector plugs have to be selected for the type of wiring that the trailer has. At bare minimum, trailers require running lights, brake lights, and turning signals.
4-Way Connectors – This is the most common connector that is used. Small utility trailers and boat trailers commonly use a 4-way connector which are available in flat or round styles. These connectors incorporate turn signals, running and brake lights, as well as a ground.
5-Way Connectors – Are similar to the 4-way flat connector except they have an added pin for other functions like surge brakes and reverse lights. These are used with snowmobile, boat, and small utility trailers.
6-Way Connectors – Have all the same features as the 4-way with an added brake and battery power set of pins. Horse trailers, car carriers, and heavier trailers may have this type of connector.
7-Way Flat Connectors – These have pins for tail lights, reverse, brakes, battery, turning, ground, and tail/marker lights. RVs and large trailers utilize this type of connector.
Adapter – In certain situations, the vehicle and trailer do not have the corresponding trailer connectors. An adapter must be used to make the proper connection. Many different styles of adapters are available depending on the connections needed.
Tow vehicles require equipment that meets provincial and transport regulations. Hitches, brake controllers, and ball mounts need to be installed correctly.
Tow Hitches – Are mounted under the rear bumper of the tow vehicle. It is important to know the towing capacity of the vehicle when selecting a hitch. Generally, you can find the information on the driver’s side door jamb.Towing is very hard on a vehicle’s transmission so it is very important to match the load being towed with the maximum capacity of the tow vehicle.
Hitches are rated for their max tongue and gross trailer weights. Hitches are usually rated in classes such as; I, II, III, IV and V. These classes match up with the coupler mount classes. Tongue weight is about 10% of the total GTW.Example: If the trailer and load are 3,500 lbs the tongue weight should be no more than 350 lbs.Hitches have a removable receiver bar called a ball mount. The ball mounts are inserted and held in by a pin. Hitches are able to hold a flat style receiver bar, 1-1/4" tube bar, 2" tube bar, or larger depending on its type, class, and style.
Ball Mounts – Due to the variety of hitches, classes, and styles, there are a wide range of ball mounts available. It is important to keep trailers as level as possible when they are being towed. A variety of drop down, adjustable, and straight ball mounts are available to help make a straight connection.
Trailer Balls – Connect the trailer coupler to the tow vehicle. The ball end allows the trailers to pivot and swing freely when turning. Trailer balls are available in a few common sizes. 1-7/8", 2", and 2-5/16". The threaded post that attaches to the ball mounts are available in sizes 3/4", 1", to 1-1/4" in diameter. Thicker posts allow for heavier load capacities. Hitch balls are simply attached by a lock washer and a nut.
Pintle Hooks – These types of hooks are used mainly on heavy equipment trailers. In some cases pintle hooks can handle up to 40,000 lbs. There is a clamping mechanism that latches onto either a tow ring or coupler.
Trailer Brake Controllers (TBC) – A control device that aids in the braking system when pulling a trailer. Electrical brakes are found on larger trailers that cause a lot of forward momentum while braking.Trailers that have a gross trailer weight of 2,000 lbs or more require trailer brakes. Surge brakes, that make use of the brake actuator coupler mentioned earlier, do not need electronic brake controllers. Large boat trailers, RV campers, and heavy equipment trailers do need electronic brakes.
Select a TBC that has a good +/- adjustment. This allows for better control of the trailer when braking. Fine tuning the brake only takes a few practice stops followed by an adjustment of the controller up or down. Set the controller to the highest setting without having the trailer brakes lock-up. Heavier trailers require more braking power from the controller.
There are a couple of different controllers available on the market. These are proportional brake controllers and time delayed brake controllers.
Proportional Brake Controllers – When the tow vehicle starts to brake, a sensing device applies power to the brakes on the trailer. The braking is equal to the tow vehicle, allowing for the trailer to stop at the same rate as the vehicle. In extreme braking situations, the controller will send maximum preset power to the trailer brakes, allowing for a smoother, more controlled stop. Proportional controllers are activated by the tow vehicle's brakes.
Time Delayed Brake Controller – This type of braking system requires the vehicle operator to manually set up the controller. Once the brake peddle is engaged there is a slight delay before the trailer brakes are activated. There is a switch or button to control this delay. Improper set up can cause either the trailer or the tow vehicle to do most of the braking, causing uneven wear on the braking system.