Valor TRD-54-T User manual

Heavy Tiltbed
Owner Manual
Models:
18390 TRD-54-T (17.5)
18388 TD-42-T (5+)
18391 TRD-54-T (22.5)
18385 TD-40-T
18387 TD-42-T
18386 TD-40-T (5+)
For Warranty Information Contact Valor Trailers at
(208)-810-4900
Or find us on our website:
www.valortrailers.com

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Section 1 Operation 4
1.0 Introduction 4
1.1 Purpose 4
1.2 Rating 4
1.3 Design and Safety Factors 4
1.4 Vehicle Load and Handling Limits 5
1.5 Alert Symbols 7
1.6 Uncaging Air Brakes 8
1.7 Reporting Safety Defects 10
1.8 Pre-Trip Inspection 11
1.9 Hook-Up Procedures 11
1.10 Loading and Unloading 12
Trailers with Tilt Decks 13
Securing Loads with Chains 15
Section 2 Maintenance 16
2.0 Periodic Maintenance 16
New Trailer Break-In 16
Pre-Trip Inspection 16
Quarterly or 10,000 miles 16
Semi-Annually or 25,000 miles 16
Annually or 100,000 miles 17
Special 17
2.1 Structural Components 17
Sub Frame 17
Deck 17
2.2 Sub-Assembly Components 17
Pintle Eye or Ball Type Coupling 17
King Pin 18
Jack Assembly 18
Cushion Cylinder 18
Deck Latch 18
Deck Hinge Assembly 18
2.3 Rear Impact Guard (RIG) 19
2.4 Running Gear 20
Suspension 20
Section 2 Maintenance Continued
Torque Requirements 21
Axle Alignment 23

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Axle End Component Disassembly 23
Hub Inspection 23
Broken or Damaged Studs 23
Brake Drum Inspection 24
Brake Drum Troubleshooting Chart 25
Axle End Component Cleaning & Inspection 27
Axle End Component Assembly 27
Wheel Bearing Adjustment 27
Wheel Bearing Lubrication 27
2.5 Wheels and Tires 27
Wheels 27
Wheel Torqueing Procedures 28
Tires 30
Inflation Pressure 30
Tire Wear Diagnostic Chart 31
2.6 Electrical 32
Harnesses and Lights 32
Junction Block 32
Electrical Connection 32
2.7 Air Brake System 32
Preventive Maintenance 33
Manual Brake (Free Stroke) Adjustment 35
Slack Adjuster Function Test 36
Brake Lubrication 36
2.8 Trailers with Tilt Decks 37
Cushion Cylinder 37
Deck Latch 37
Deck Hinge Assembly 37
Section 3 Parts 38
3.1 Major Sub-Assemblies 38
3.1.1 Drawbar Eye 39
3.1.2 Jack Assembly 40
3.1.3.1 Deck Latch 41
3.1.3.2 Deck Latch 42
3.1.4 Deck Hinge 43
3.1.5 Cushion Cylinder 44
3.2 Rear Impact Guard 45
3.3 Running Gear 49
3.4 Accessories 52
3.4.1 Toolbox 52
3.4.2 Wheels and Tires 53
3.5 Electrical 54
3.5.1 Electrical Plug 54
3.4.2 Electrical Harness 55

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3.6 Decking 59
3.7 Air Brake System 61
Section 4 Warranty Procedure 64

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Section 1 Operation
1.0 Introduction
This section describes how trailers can have different operational characteristics based on
design, load configuration, gross weights, suspension characteristics, articulation and extreme
differences between loaded and unloaded weights.
Trailers have safe operating limits just as automobiles, airplanes, and other vehicles. The
interaction of the vehicle characteristics, maintenance, load, roadway, weather, the skill of the driver
and vehicle speed affect these limits. Knowledge of how these factors affect the vehicle’s operating
limits and utilization of defensive driving techniques should result in safer driving.
1.1 Purpose
The purpose of this section is to describe how the vehicle characteristics, maintenance, road
conditions, and weather can affect trailer control and stability limits, and how driver awareness and
skill can help compensate for these factors. This knowledge will assist you to safely enjoy the
maximum utility and productivity from your trailer.
First and foremost, DO NOT operate the trailer until you have read and fully understand this
instruction and operating manual. It is also important that each and every person who operates the
trailer be given the opportunity to read this manual.
1.2 Rating
Gross Axle Weight Rating (GAWR) is the rated load-carrying capacity of an individual axle and
wheel assembly. It represents the load that may be steadily sustained by the components in the
system; i.e., tires, wheels, hubs, bearings, axles, brakes, suspension, sub-frame, etc. with the GAWR
limited by the component with the lowest working rating.
Consideration of environmental and operational factors may require the manufacturer to reduce the
nominal rating.
Gross Vehicle Weight Rating (GVWR) is the maximum rated combined weight of a trailer and
its payload (uniformly distributed) based on its structural capabilities.
1.3 Design and Safety Factors
Valor Trailers are designed with a MAXIMUM load capacity, in ideal conditions,
to ensure a level of safety that can withstand all types of dynamic and static loading
conditions. Under dynamic conditions the trailer encounters shifting weight, vibrations,
shocks, and twists that elevate the stress levels with-in the major weight bearing
components of the trailer. Considering this, VALOR TRAILERS SHOULD NOT BE
LOADED PAST THE RATED CAPACITY AND SHOULD BE LOADED IN
CONSIDERATION WITH THE LOAD WARNING STICKER.

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Distributed Load is when a load is distributed evenly over the length of the trailer deck. This
would be considered as the ideal load scenario when fully loaded to rated capacity.
Concentrated Load is one that is localized over a shorter than normal distance and imposes
greater stress in the concentrated load areas. Under these conditions, it is not recommended to carry
the full rated capacity of the trailer. Extreme concentrated applications may require additional support
for the load.
1.4 Vehicle Load and Handling Limits
Vehicle handling limits can be greatly affected by the weight of a load, its placement, the
amount of weight distributed over the axles and whether or not the load is secured properly.
Tow vehicle and trailer combinations are designed to provide maximum directional control and
roll stability within the constraints of highway size and weight limits. Any combination can be rolled
over by driving too fast around a curve, making too abrupt a maneuver, or by leaving the roadway.
Locking up the wheels on an axle can result in a jackknife or trailer swing out.
One of the major contributing factors to vehicle rollover is high center of gravity on tall loads.
Extreme caution should be used in maneuvering a vehicle and trailer combination, or any unit that
has a tall load. Positioning the load in a central side to side location will
enhance directional control, roll stability and braking.
You should be aware that trailers with a shorter wheelbase are more prone to roll during an
abrupt lane change or quick reactions at the wheel. This tendency can be made dramatically worse
with a tall, high center of gravity load.
Overloading a vehicle should never be permitted. Overloading results in tire blowouts, spring
breakage, frame damage, diminished braking capacity, and will severely alter the vehicle’s normal
handling characteristics. All vehicles are designed with a maximum load capability. To best utilize
these vehicles in the safest manner the loads as shown on the certificate label should not be
exceeded.
Adequate tongue weight is required for trailers to tow correctly. Inadequate tongue weight can
cause a “whipping action” particularly in shorter wheelbase trailers. Too much tongue weight can
overload tow vehicle hitch resulting in reduced steering load and loss of steering control. Selecting
the correct tow vehicle is crucial for the application.
Always maintain enough braking and stopping distance. Erratic or unequal brake action from
side to side on either tow vehicle or trailer can cause handling problems in braking situations. A
balance between tow vehicle and trailer on brake application and release timing and synchronized
pressure will reduce push/pull characteristics which when excessive, may result in jackknife. The use
of properly matched brake lining is recommended to enhance safer braking.

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Proper alignment of both tow vehicle and trailer wheels will add significantly to the handling
characteristics of the combination and allow the driver to utilize all the design responses of the vehicle
to make evasive maneuvers in the safest manner.
Irregular terrain, steep grades and crowned roads, especially rural roadways, freeways, exit
ramps, curves, bumps and depressions introduce forces into a tow vehicle/ trailer combination that
could result in an accident if proper precautions and driving techniques are not followed. Even a
vehicle that meets all maintenance and load requirements can become hazardous when excessive
speeds and certain roadway characteristics are combined.
While on a downgrade, the force of gravity works against the driver in maintaining control of
the vehicle, particularly if the road surface is wet or slick from snow and ice or loose material. On
upgrades, the problem is spinning out due to insufficient traction at the drive wheels, particularly on
snow and ice.
Great care must be taken to avoid excessive use of brakes on long downgrades.
Overheated brakes are dangerously inefficient. It is very dangerous to brake on a downgrade using
only the trailer brakes. If this is done, the trailer brakes heat up and fade and the tow vehicle brakes
alone will not be able to stop the combination by
themselves. Drivers should reduce speed, downshift and use engine compression as the principal
means of controlling speed on long grades and using all brakes so brake temperatures can be held to
a safe level.
Weather conditions can be a major factor in the cause of accidents. Rain, ice, snow, high
winds and visibility combined with excessive speed, sudden lane changes, or other factors that put
lateral forces into a tow vehicle trailer combination contribute significantly to an accident.
Slippery roads can increase stopping distances and reduce the ability to control the vehicle.
When the road is wet, the available tire/road friction may be half that of a dry road, and icy roads can
reduce friction many times over wet roads. If hard braking or rapid acceleration occurs, there may be
little or no friction available to prevent tire lateral movement and skidding results.
The driver has a responsibility to compensate for the characteristics and conditions of his
vehicle, the road conditions and weather. Reducing speeds and increasing attentiveness may
compensate for most of these conditions. The more familiar the driver is with the vehicle and the
road, the less likely he will need to make abrupt emergency maneuvers which will take the vehicle to
its limits. Control and stability may be maintained if the driver knows his vehicle, his load, and the
road.
Either braking or accelerating while cornering can significantly reduce the controllability and
stability of the vehicle and should be avoided. The best driving practice is to decelerate to a safe
conservative speed before entering a corner or approaching congested traffic and then apply only
moderate power until an essentially straight path has been established.

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It is imperative that a safe speed always be maintained. The safe speed is that speed at which
control can always be maintained within the bounds of the vehicle. This speed will allow an
emergency change of lane maneuver, travel off an exit ramp with a tightening radius and recovery
from pavement drop-off or wet pavement. This speed will vary from one combination of vehicle to
another and takes into consideration such factors as road conditions, weather, traffic, visibility, type of
load and experience of the driver.
1.5 Alert Symbols
It is important that you know the meaning of the following symbols that are used throughout
this document.
SAFETY ALERT!
This is the safety alert symbol. It is used to alert you to potential personal injury hazards. Obey
all safety messages that follow this symbol to avoid possible injury or death.
DANGER!
DANGER! indicates an imminently hazardous situation which, if not avoided, will result in
death or serious injury.
WARNING!
WARNING indicates a potentially hazardous situation which, if not avoided, could result in
death or serious injury.
CAUTION!
CAUTION indicates a potentially hazardous situation which, if not avoided, may result in minor
or moderate injury.
CAUTION
CAUTION used without the safety alert symbol indicates a potentially hazardous situation
which, if not avoided, may result in property damage.

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1.6 Uncaging Air Brakes (for trailers with an Air Brake system)
Air brakes are designed with a safety feature called a spring brake, so that if no air pressure is
present in the system springs will apply force to the brake system linkages and apply the brakes. To
allow the trailer to be moved during shipping a release tool assembly is installed in each of the spring
brake cans to prevent the brakes from being applied. These release tools MUST be removed before
the trailer can be put into service.
INOPERATIVE BRAKE SYSTEM!
The spring brake release tool assemblies must be removed from the spring brake cans before
the trailer is put into service. The brake system WILL NOT
FUNCTION with the release tools installed, and the trailer will roll freely until they are removed.
To remove the release tool assemblies, use the following procedure (see illustration on next
page):
1. Hook up trailer to tow vehicle, and/or put air to the air brake system on the trailer.
2. Apply approximately 70 psi of air pressure to the brake system; this should be sufficient to
remove the spring pressure and loosen the release tool assemblies. NOTE: The release
tools can be removed without applying air pressure to the brake system, although the
removal process is easier if air is applied.
3. Slowly loosen the nut on the release tool until the spring pressure has been released.
4. Rotate the release tool approximately 1/4 turn to align the tee with the slots and pull out.
5. Install the release tool assembly in the storage position on the bottom of the can for future
use.
6. Cover the release tool assembly port with the attached rubber seal.
7. Repeat this procedure for all spring brake cans.

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1.7 Reporting Safety Defects
If you believe that your vehicle has a defect that could cause a crash or could cause injury or
death, you should immediately inform the National Highway Traffic Safety Administration (NHTSA) in
addition to notifying Gem State Mfg., Inc.
If NHTSA receives similar complaints, it may open an investigation, and if it finds that a safety
defect exists in a group of vehicles, it may order a recall and remedy campaign.
However, NHTSA cannot become involved in individual problems between you, your dealer, or Valor
Industries
To contact NHTSA, you may either call the Vehicle Safety Hotline toll-free at 1-888-327-4236 (TTY:
1-800-424-9153), go to http://www.safercar.gov; or write to:
Administrator NHTSA
1200 New Jersey Avenue S.E.
Washington, DC 20590
You can also obtain other information about motor vehicle safety from http:// www.safercar.gov.

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1.8 Pre-Trip Inspection
There are some items on every vehicle combination that can be and should be inspected prior
to every trip that require no special knowledge, training, or sophisticated equipment.
Before beginning a trip, make a thorough visual inspection of the trailer for cracks in the
structure, or bent components such as the tongue or frame. Check for any missing fasteners in
suspension as well as other areas and look for broken or bent springs and spring hangers or
otherwise damaged components.
Verify that the hitch on the tow vehicle is the correct size and configuration to fit the trailer
coupling. The hitch must be rated to meet or exceed the Gross Vehicle Weight Rating (GVWR) of the
trailer.
Check the hitch height of the trailer and compare it to the tow vehicle; it is very important that
the trailer be towed in the level position when loaded. In order to achieve the correct hitch height,
elevate the tongue of the trailer slightly (1" to 2") by adjusting the trailer hitch to compensate for
settling of tow vehicle springs when loaded.
Always visually inspect hitch for unusual appearances such as bent components, cracks in
welds or chipped paint where stress cracks may appear from high loads.
Check tires for proper inflation. Tire manufacturers recommend checking inflation pressure
while trailer is not loaded, and tires are cool. This will provide a more accurate reading. A drop of 10
PSI in tire pressure can reduce the carrying capacity of the tire as much as 20%. This reduced
capacity could cause tire failure and poor tire life.
Maintaining proper wheel nut torque value is essential to prevent wheel end separation or
potential damage to the hub or wheel. Always check wheel nuts every 50 to 100 miles for the first 200
miles of operation, then periodically thereafter. The same procedure should be repeated after
dismount and remount of wheels. It is important to follow the specified tightening sequence
recommended in the tire maintenance section
of this manual.
1.9 Hook-Up Procedures
TRAILER HOOK-UP
The consequences of not properly hooking the trailer to the tow vehicle can be
very serious. Failure to adhere to information in this section could lead to the trailer
becoming detached, the trailer brakes and/or lights not working correctly, or other
unsafe situations which could result in an accident causing property damage, bodily
injury or death.

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Connect the tow vehicle to the trailer and check that the coupler is completely latched. Be sure
that a safety pin is inserted to ensure coupler will not unlatch during transport.
Connect the electrical plug from the trailer’s harness to the receptacle of the tow vehicle.
Check all lights on the trailer to make sure they are working correctly with the tow vehicle’s electrical
system.
Be sure the landing leg and drop foot are fully retracted and the crank handle is stowed in
transport position. For trailers with 2-speed jacks, use low gear for raising and lowering the jack under
load, and high gear for raising and lowering the leg when it is off the ground.
Check all safety chains and their attachment to both the trailer and the towing vehicle. Connect
safety chains to tow vehicle using crossed pattern under tongue. Allow slack for turning but avoid
having chains drag on pavement. Make certain that all attachment devices are properly installed and
in good working order.
Heavy Tilt Trailers utilize Air Brakes, be sure to connect the Glad Hands (one service and one
emergency) to tow vehicle. Shut off petcock(s) on air tank(s) or if already shut, open to exhaust all
moisture, then shut off. It is very important that the air system be drained of moisture after each use
to keep all components functioning properly and to make equipment safe.
Always check that trailer brakes are working properly.
1.10 Loading and Unloading
TRAILER LOADING PRACTICES
The consequences of ignoring proper trailer loading practices can be very serious.
Failure to adhere to the information in this section could lead to unsafe handling, diminished
braking capacity, or other unstable trailer characteristics which could result in an accident
causing property damage, bodily injury or death.
It is the operator’s responsibility to take whatever steps necessary to load the trailer
properly, even when it is not easy to calculate the total load or determine the load center of
gravity.
A decal on the trailer similar to the one shown below indicates the correct placement of the
load. Load the trailer so that 60% of the total load weight is forward of the

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arrow, and 40% is rearward of the arrow. This will ensure that the proper load balance and tongue
weight are achieved.
ADVERSE WEATHER CONDITIONS!
Adverse weather conditions can cause wet and slippery trailer decks
and ramps. Depending on the type of equipment and typical weather conditions it may be
necessary to add traction aids to the trailer deck and ramps.
Always use extreme caution when loading and unloading equipment on trailer. Make sure road
surface is level. Loading and unloading on an uneven surface may cause damage to the trailer frame
and create unsafe loading conditions.
Always set brakes on tow vehicle and trailer before loading and unloading and use chock
blocks as an added safety precaution.
Before securing equipment, always lower booms, loaders and buckets. The parking brake on
the equipment being transported must be engaged, where applicable. Always make sure you are
under the maximum allowable height clearance.
Equipment with crawler tracks as well as wheel type equipment should be restrained in the
lateral, forward, rearward and vertical direction using a minimum of four direct tie-downs and binders
each having a working load limit of at least 5000 lbs. and should be blocked to prevent forward
movement.
Articulated vehicles shall be restrained in a manner that prevents articulation while in transit.
Trailers with Tilt Decks
It is very important that the deck latch is always in the locked position with the safety pin
inserted during transport. Always unlock deck when unloading equipment. Failure to do this may
result in damage to deck. Deck latch is adjustable to keep deck tight and rattle free.
When loading equipment onto deck, drive slowly until deck begins to tilt closed, and proceed
forward until 10% of load weight is on the hitch of trailer. Not enough tongue weight can result in
swaying of trailer, which can be an unsafe condition. When unloading use reverse procedure as

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loading. Back up slowly until deck begins to tilt, stop and wait for deck to completely open, then
proceed to back off slowly.
Trailer deck will tilt open and tilt closed with one person’s weight. The deck may tilt faster or
slower depending on outside temperature, because the temperature affects
the density of the fluid in the deck cylinder.

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Section 1 Operations
Securing Loads with Chains
NOTE: Only 5/16” or 3/8” Grade 70 Transport Chains are to be used with chain slots.
When securing loads with chains, the chains should not exceed angles shown in illustrations
below.
Viewed from above, chain should not be angled more than 45 degrees in either direction of
chain slot. In addition, chain should not be angled more than 45 degrees above the trailer floor.

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Section 2 Maintenance
2.0 Periodic Maintenance
New Trailer Break-in KEEP
✓Before loading the trailer, the “trailer brakes should be burnished-in, which is critical to brake
performance. The reason for a proper break-in is to establish an even layer of friction material
deposited on the rotors from the brake pads. It is very important that this initial layer of friction
material is evenly distributed. The tractor hand brake should be used cautiously for this
procedure. Always apply slow and steady pressure on the hand brake until the trailer can be
felt “pulling” on the tractor, and always be ready to release quickly in case of lockup.
✓Begin this burnishing process by applying the brakes 20-30 times (minimum) with
approximately a 20-mph decrease in speed, e.g. 40-mph to 20-mph. Allow ample time for
brakes to cool between application (roughly 1 mile at 40-mph). This allows the brake shoes
and magnets to slightly “wear-in” to the drum surfaces” (Recommendation from Dexter Axle).
May require over 50 to 100 applications to achieve a 100% burnishing of the trailer brakes.
✓10 to 15 miles –check and fill wheel hubs with 80w-90 gear oil.
✓50 to 100 miles - re-torque wheel flange nuts - see page 30-31.
✓1000 miles - check axle alignment and re-torque suspension fasteners - see pages 23-26.
Pre-Trip Inspection
✓Lube wear areas on hitch.
✓Examine frame and tongue members for evidence of damage or cracked welds.
✓Check suspension for bent or broken springs, damaged components, and loose or missing
fasteners.
✓Check wheel hub oil levels and for evidence of leaking wheel seals.
✓Check tire inflation pressures- see page 33.
✓Check hitch for damage or stress and verify correct hitch height.
✓Check lights for correct operation.
Quarterly or 10,000 miles
✓Check wheel flange nut torques- see page 31.
✓Check brakes for adjustment- see page 28, 29, & 45,46.
Semi-Annually or 25,000 miles
✓Lubricate jack- see page 21.
✓Re-torque suspension fasteners- see page 23-25.
✓Inspect and lubricate brakes and linings- see page 27-29 & 48.

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✓Lubricate tilt deck hinges- see page 21.
✓Replace wheel bearing lubricant (heavy duty/off-road service)- see page 30.
Annually or 100,000 miles
✓Replace wheel bearing lubricant (standard duty service)- see page 30.
Special
✓Accident or Overload- check all structural components for damage. Check tires and wheels for
damage. Check axle alignment.
✓Rear Impact- check impact guard components for damage- see page 22.
✓Skidding- check tires for flat spots.
2.1 Structural Components
Sub-Frame
Other than for periodic or special inspections the trailer sub-frame requires no regular
maintenance other than washing. Keeping the trailer clean will help you notice other things such as
cracked welds or corrosion. If your application requires the hauling of corrosives, then frequent
washdowns are very important.
Deck
The deck is the major load-carrying member of the trailer. It requires no regular maintenance
other than a periodic check for broken welds, loose fasteners and corrosion. If the trailer has been
overloaded or in an accident, inspect the tilt deck carefully.
It may be necessary to apply a new coat of wood preservative after decking has aged and
become dry. The best time to apply preservative is during warm weather for better penetration.
Replace decking when necessary. Occasionally check for loose, missing, or broken deck screws.
2.2 Sub-Assembly Components
Pintle Eye or Ball Type Coupling
Check for cracks, loose fasteners and wear. Regularly apply a coating of grease to the contact
areas to prevent accelerated wear.
The fasteners are very important and deserve careful attention. Replace the bolts if they are
damaged in any way and replace the locknuts if worn. Torque the fasteners to 315 to 420 lbs.-ft.

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King Pin
Check the king pin for cracks, wear and/or damage. Regularly apply a coating of grease to the
fifth wheel to prevent accelerated wear. Always ensure fifth wheel is completely latched before
transport.
Jack Assembly
Every six months, lubricate the jack in the following manner:
1. Extend the leg approximately 2 inches from the fully retracted position.
2. Add 1/4-pound molybdenum grease (with a temperature rating suitable for your
operating conditions) to each of the grease fittings. For 2-speed jacks there are two
on the gear leg, one on the swivel pad and one on the gear box. For single speed
jacks there is one on the gear leg and one on the swivel pad.
Cushion Cylinder
The fluid in the cylinder should be changed if the cylinder has leaked or if the deck action has
become jerky or sluggish. Fully collapse the cylinder, and then remove the filler plug and drain out the
old fluid. Add 10W hydraulic fluid until the cylinder is full and all the air has been expelled.
Deck Latch
The latch assembly is designed with replaceable, self-lubricating bushings at the wear points.
See the appropriate pages of the Parts section of this manual for further information.
Should the deck develop a rattle, adjust the hook receiver assembly on the tilt deck.
Deck Hinge Assembly
The hinge assembly is highly stressed during loading and unloading, so check it for cracked
welds frequently.
Every six months, or sooner if service dictates, grease the deck hinges. Apply grease to the
fittings (one per side) until fresh grease becomes visible.

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2.3 Rear Impact Guard (RIG)
Your trailer may be fitted with an energy absorbing RIG system that retracts
automatically when the deck is tilted for loading and unloading. Normally the RIG requires no
maintenance other than checking for loose fasteners or missing cotter pins.
In the event of a rear impact to the trailer, check the RIG system thoroughly for bent
or damaged components. There are two sacrificial elements in the system called crush
blocks that are intended to deform while absorbing the forces of an impact. If they show
any signs of deformity from having been impacted by the RIG pivot arms, they should
be replaced immediately. In no case should the crush blocks be ‘straightened’ or repaired in any way;
they both must be REPLACED if deformed by the RIG pivot arms.
Also check the deck beam flanges that the crush blocks bolt to for damage or bending.
The flanges may have to be straightened if the impact was particularly severe.
Other areas to check include cracked welds, damaged lighting or electrical harness,
bent hinge tube or hinge pin, bent retraction push rod, and bent or broken pivot
pins and fasteners. If, after impact, the RIG does not hang normally from the trailer
deck and no other damage can be found, it is possible that the torsion block assembly
has been overstressed and should be inspected and replaced if necessary.
As a last check, tilt the deck while observing the RIG and make sure that it retracts
and extends normally.
The above illustration shows the typical dimensions for a properly located Rear Impact Guard