Valor 12-TU User manual

Utility Trailer Manual
Utility Trailer
Owner Manual
Models:
12TU
16TU
12TUS (5’)
16TUS (5’)
18TUS (5’)
12TUS (6.5’)
16TUS (6.5’)
For warranty information contact Valor Trailers at (208)-810-4900
Or find us on our website:
www.valortrailers.com

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Table of Contents
1.0 Introduction .............................................................................................................................................................3
1.1 Purpose.................................................................................................................................................................3
1.2 Follow Vehicle and Axle Weight Ratings .....................................................................................................3
1.3 Understand Design and Safety Factors .......................................................................................................4
1.4 Vehicle Load and Handling Limits.................................................................................................................4
1.5 Meaning of Alert Symbols and Signal Words.............................................................................................7
1.6 Reporting Safety Defects .................................................................................................................................8
1.7 Pre-Trip Inspection ............................................................................................................................................9
1.8 Required Trailer Hookup Procedures.........................................................................................................10
1.9 Proper Use of a Trailer Brake Controller ...................................................................................................11
1.10 Proper Trailer Loading and Unloading Practices ....................................................................................12
Additional Trailer Loading Precautions .............................................................................................................12
Trailers with Tilt Decks ...........................................................................................................................................13
Section 2 Maintenance....................................................................................................................................................14
2.0 Periodic Maintenance......................................................................................................................................14
2.1 Structural Components ..................................................................................................................................16
Subframe ....................................................................................................................................................................16
Deck.............................................................................................................................................................................16
2.2 Sub-Assembly Components .........................................................................................................................16
Pintle Eye or Ball-Type Coupling.........................................................................................................................16
Jack Assembly..........................................................................................................................................................17
Cushion Cylinder......................................................................................................................................................17
Deck Latch .................................................................................................................................................................17
Deck Hinge Assembly.............................................................................................................................................18
2.3 Running Gear ....................................................................................................................................................18
Suspension................................................................................................................................................................18
Brake Drum Inspection...........................................................................................................................................19
Brake Drum Troubleshooting Chart...................................................................................................................20
Brake Drum Troubleshooting Chart (continued) .............................................................................................21
2.4 Wheels and Tires..............................................................................................................................................22
Wheels.........................................................................................................................................................................22

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Wheel Torqueing Procedures ...............................................................................................................................23
Tires.............................................................................................................................................................................25
Inflation Pressure.....................................................................................................................................................25
Tire Wear Diagnostic Chart ...................................................................................................................................26
2.5 Electrical.............................................................................................................................................................27
Harnesses and Lights .............................................................................................................................................27
Junction Block..........................................................................................................................................................27
Electrical Connection..............................................................................................................................................27
2.6 Trailers with Tilt Decks ...................................................................................................................................27
Cushion Cylinder......................................................................................................................................................27
Deck Latch .................................................................................................................................................................27
Deck Hinge Assembly.............................................................................................................................................28
Section 3 Parts..................................................................................................................................................................29
Coupler/Drawbar Eye:.................................................................................................................................................29
Jack Assembly..............................................................................................................................................................30
CUSHION CYLINDER...................................................................................................................................................30
Axle Assembly (See attached manual for specifications and parts list).......................................................32
HINGE ASSEMBLY.......................................................................................................................................................33
SLIDER LATCH ASSEMBLY ......................................................................................................................................34
FENDERS .......................................................................................................................................................................35
LIGHTS............................................................................................................................................................................36
ELECTRICAL HARNESSES .......................................................................................................................................36
TOOLBOX ASSEMBLY (cont. on next page).........................................................................................................38
STANDARD LATCH......................................................................................................................................................40
DECK BOARD SIZING .................................................................................................................................................41
ELECTRICAL PLUGS ..................................................................................................................................................42
Table of Tables
Table 1: Alert Symbols and Signal Words.............................................................................................................................. 7
Table 2: Pre-Trip Inspection...................................................................................................................................................9
Table 3: Trailer Hookup Procedure......................................................................................................................................10
Table 4: Setting Up Trailer Brake Controller .......................................................................................................................15
Table 5: New Trailer Break-In ..............................................................................................................................................14
Table 6: Periodic Maintenance Checklist.............................................................................................................................15

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Section 1 Safe Trailer Operation
1.0 Introduction
This section describes how trailers can operate differently based on design, load configuration, gross
weights, suspension, articulation, and extreme differences between loaded and unloaded weights.
Trailers have safe operating limits just as automobiles, airplanes, and other vehicles. These limits
are affected by the interaction of the vehicle characteristics, maintenance, load, roadway, weather, the skill of
the driver, and vehicle speed. 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. Awareness and knowledge of safe vehicle operating limits will
ensure you can enjoy the maximum utility and productivity from your Valor Trailer.
Do not operate the trailer until you have read and fully understand this instruction
and operating manual. It is also important that every person who operates the trailer
be given the opportunity to read this manual.
1.2 Follow Vehicle and Axle Weight Ratings
Your trailer’s load ratings are important to consider, prior to operating your vehicle. The following are the two key
load ratings, which you must adhere to when operating your trailer:
•Gross axle weight rating (GAWR) is the rated load-carrying capacity of an individual axle and wheel
assembly, which represents the load that may be steadily sustained by the components in the system. These
components include tires, wheels, hubs, bearings, axles, brakes, suspension, and subframe—with the
GAWR limited by the component with the lowest working rating.
•Gross vehicle weight rating (GVWR) is the maximum rated combined weight of a trailer and its payload or
cargo (uniformly distributed) based on its structural limitations.
Note: Consideration of environmental and operational factors may require the manufacturer to reduce the
nominal rating.

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1.3 Understand Design and Safety Factors
Valor Trailers are designed with a maximum load capacity rating, which is based on
trailer use in ideal conditions. Adherence to the load rating ensures the trailer operator can maintain
an adequate level of safety for all types of dynamic and static load conditions. Under dynamic
conditions the trailer encounters shifting weight, vibrations, shocks, and twists that elevate the stress
levels within the major weight-bearing components of the trailer.
Valor trailers should not be loaded past the rated capacity and should be loaded in
consideration of the load warning sticker. It is your responsibility to understand how load distribution
affects your trailer’s load-carrying capacity. The two types of load distribution are as follows:
•Distributed Load: A load is distributed evenly over the length of the trailer deck. Ideally, a trailer fully
loaded to rated capacity should have its cargo evenly distributed.
•Concentrated Load: The cargo is localized within a shorter than normal distance on the trailer deck and
therefore places greater stress in the concentrated load areas. When hauling a localized load configuration, it
is not recommended to carry the maximum rated capacity of the trailer. An extremely concentrated payload
might require additional support.
1.4 Vehicle Load and Handling Limits
The weight of a load, its placement and distribution over the axles, and whether or not the load is
secured properly can all greatly affect your vehicle’s handling limits. Tow vehicle and trailer combinations
are designed to provide the driver maximum directional control and roll stability within the constraints of
highway size and weight limits. Driving too fast around a curve, making too abrupt a maneuver, or leaving the
roadway can cause any combination of vehicle and trailer to roll over. Locking up the wheels on an axle can
also result in a jackknife or trailer swing out.
Extreme caution should be used in maneuvering a vehicle and trailer combination, or any unit
that has a tall load. One of the major contributing factors to vehicle rollover is a high center of gravity on tall
SAFETY ALERT

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loads. Positioning the load in a central, side to side location enhances directional control, roll stability, and
braking. Trailers with a shorter wheelbase are more prone to roll during an abrupt lane change or because of
quick reactions at the wheel. This rolling tendency can dramatically worsen with a tall load and a higher center
of gravity.
All trailer and tow vehicle combinations are designed with a maximum load rating. Overloading
the 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. To use these
vehicles safely, the load limits on the certificate label should not be exceeded.
Adequate tongue weight (TW) is required for trailers to tow correctly. TW is the measurement of
downward force that the tongue of the trailer exerts on the hitch ball of the tow vehicle. The safe range for TW
is between 10-15 percent of gross trailer weight (GTW). Inadequate TW can cause a whipping action or what is
known as trailer sway, particularly in shorter wheelbase trailers. Too much TW can overload a tow vehicle
hitch resulting in reduced steering load and loss of steering control. Selecting the correct tow vehicle is crucial
for the application. It is crucial to select a truck with the correct tow capacity rating for the trailer load being
carried.
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, release timing—and synchronized pressure—will reduce push/pull
tendencies, which when excessive may result in a jackknife. The use of properly matched brake lining is also
recommended to enhance safer braking.
Proper alignment of both tow vehicle and trailer wheels adds significantly to the handling characteristics
of the combination and allows the driver to utilize all the design responsiveness of the vehicle to make evasive
maneuvers in the safest manner.
Always be aware of your driving conditions/environment. Irregular terrain, steep grades and crowned
roads, especially rural roadways, freeways, exit ramps, curves, bumps, and depressions introduce forces into a
tow vehicle and 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 irregular roadway characteristics are
combined.

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While on a downgrade, the force of gravity works against the driver’s ability to maintain control
of the vehicle, particularly if the road surface is wet or slick from snow and ice or covered with loose material.
On upgrades, the problem changes to spinning out because of insufficient traction of the drive wheels,
particularly on snow and ice or other slippery road conditions.
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 of two vehicles. Drivers should reduce speed, downshift, and use engine compression as the
principal means of controlling speed on long grades; and use both trailer and tow vehicle 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
poor visibility combined with excessive speed, sudden lane changes—or other factors that put lateral forces into
a tow vehicle and trailer combination—may 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 to enable braking may be half that of a dry road. Icy roads can further reduce tire friction for braking
many times over the tire friction available for wet roads. If hard braking or rapid acceleration occurs, there may
be little or no friction available to prevent lateral tire movement and skidding results.
Control and stability may be maintained if the driver knows his or her vehicle, his or her load,
and the road. The driver must compensate for the characteristics and conditions of his or her 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 or she will need to
make abrupt emergency maneuvers, which will take the vehicle to its limits.
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.
It is imperative that a safe speed always be maintained. The safe speed is defined as that speed at
which control can always be maintained within the bounds of the vehicle. This reasonable speed will ensure
vehicle control is maintained to 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.
Note: Safe speed will vary from one combination of vehicles to another and takes into consideration such
factors as road conditions, weather, traffic, visibility, type of load, and experience of the driver.

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1.5 Meaning of Alert Symbols and Signal Words
It is important that you understand the meaning of the following symbols that are used throughout this
document. The signal words indicate the level of risk. Table 1 lists the various safety symbols used throughout
this document.
Table 1: Alert Symbols and Signal Words
Alert Symbols and Signal Words
Symbol
Signal Words
Definition
SAFETY ALERT!
Alerts operator to potential personal injury
hazards.
Note: 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,
might result in minor or moderate injury.
CAUTION
CAUTION used without the safety alert
symbol indicates a potentially hazardous
situation which, if not avoided, might result
in property damage.

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1.6 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 Valor Industries.
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
Note: You can also obtain other information about motor vehicle safety from http://www.safercar.gov.

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1.7 Pre-Trip Inspection
There are some items on every vehicle combination that require no special knowledge, training, or
sophisticated equipment to inspect—and can be and should be inspected prior to every trip.Perform the
following inspection in Table 3 prior to your departure.
Table 2: Pre-Trip Inspection
✓
Step No.
Pre-Trip Checklist
1.
Inspect the trailer for cracks in the structure or bent components such as the tongue or
frame.
2.
Check for any missing fasteners in the suspension—as well as other areas—and look for
broken, or bent springs and spring hangers, or otherwise damaged components.
3.
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 GVWR of the trailer.
4.
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. To achieve the correct hitch
height, elevate the tongue of the trailer slightly (1"–2") by adjusting the trailer hitch to
compensate for the settling of tow vehicle springs when loaded.
5.
Always visually inspect the hitch for unusual appearances such as bent components,
cracks in welds, or chipped paint where stress cracks may appear from heavy loads.
6.
Check tires for proper inflation. Tire manufacturers recommend checking inflation
pressure while the trailer is unloaded and tires are cool. This will provide a more accurate
reading.
Note: 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.
7.
Always check wheel nuts every 50–100 miles for the first 200 miles of operation, then
periodically thereafter. Maintaining proper wheel nut torque value is essential to prevent
wheel end separation or potential damage to the hub or wheel.
8.
Repeat the same procedure after dismount and remount of the wheels.
9.
Follow the specified tightening sequence recommended in the tire maintenance section
of this manual.

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1.8 Required Trailer Hookup Procedures
The consequences of not properly hooking the trailer to the tow vehicle can be very serious. Failure to
adhere to the information in this section could lead to the trailer becoming detached, the trailer brakes and/or
lights not working correctly, or other unsafe situations. Disregard of proper trailer hook-up could result in an
accident-causing property damage, bodily injury, or death.
TRAILER HOOKUP
Table 4 lists the steps to properly hook up your trailer to the tow vehicle.
Table 3: Trailer Hookup Procedure
Trailer Hookup Procedure
Step No.
Action
1.
Connect the tow vehicle to the trailer and check that the coupler is completely latched. Make sure
that a safety pin is inserted to ensure the coupler will not unlatch during transport.
2.
Connect the electrical plug from the trailer’s harness to the receptacle of the tow vehicle.
3.
Check all lights on the trailer to make sure they are working correctly with the tow vehicle’s
electrical system.
4.
Verify the landing leg and drop foot are fully retracted and the crank handle is stowed in transport
position.
Note: 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.
5.
Check all safety chains and their attachment to both the trailer and the towing vehicle.
6.
Connect the safety chains to the tow vehicle using a crossed pattern under tongue. Allow slack
for turning but avoid having chains drag on the pavement.
7.
Make certain that all attachment devices are properly installed and in good working order.
8.
Utility trailers utilize electric brakes and come equipped with an emergency breakaway device.
The breakaway system is designed to operate after the coupling system has failed. Connect
breakaway cable S-hook to bumper or hitch on tow vehicle. Allow sack for turning but avoid
letting the cable drag on pavement. Provide as straight a connection as possible. The breakaway
system is for emergencies and is not a parking brake.
9.
Always check that trailer brakes are working properly. If trailer is equipped with electric brakes,
use brake controller to adjust for load. See next page for setup of Trailer Brake Controller.

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1.9 Proper Use of a Trailer Brake Controller
Table 4: Setting Up Trailer Brake Controller
Setting Up Trailer Brake Controller
Step No.
Action
1.
Plug in the trailer wiring harness. With your trailer coupled to your vehicle, the first step when
towing with a brake controller is to make sure the trailer wiring harness is plugged into your
vehicle. A brake controller requires power from the vehicle and a connection to the trailer brakes
for proper towing. During setup, make sure your vehicle and trailer are parked on a level surface.
Also, make sure you are in a safe, open area with plenty of stopping distance and no other traffic
around.
2.
Allow the brake controller to calibrate. With the trailer plugged in, the brake controller may
need to be calibrated. Most brake controllers are self-calibrating. Others do not require calibration
at all. Typically, self-calibrating brake controllers will flash a light or signal to indicate when the
unit is calibrating and when calibration is complete.
3.
Select personal settings. Some brake controllers come with personal settings that can be
adjusted to your preference, such as the angle of the interface, the brightness of the screen and
even the location of the brake controller itself. Be sure to adjust all these settings before driving.
4.
Set the maximum output. Maximum output is the maximum amount of power the brake
controller will apply to the trailer brakes. You will need to set this level and adjust it depending
on the load size. To adjust your brake controller output, press and hold the vehicle brake pedal.
Set the output to the starting value specified in the instructions. Then, in an open area, test the
trailer brakes by driving forward at about 25 mph and applying the brakes. If the vehicle stops too
slowly, increase the maximum output. If it stops too abruptly or locks up, reduce the output.
5.
Adjust the sensitivity level. Sensitivity is how aggressively your brake controller will apply the
brakes. You can set sensitivity by testing the trailer brakes again. Drive forward at about 25 mph
and press the brake pedal. If the vehicle stops too slowly, increase the sensitivity setting. If it
stops too abruptly, lower the sensitivity. As operation becomes more comfortable, you can test
braking at various speeds to ensure smooth stops in any conditions.
6.
Manually activate brakes as needed. Most trailer brake controllers come with a manual
activation button. This allows you to activate the trailer brakes whenever desired, without
applying the vehicle brakes. Manual trailer brake activation can be useful for correcting minor
trailer sway and gradually slowing down on a steep hill or before stops.

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1.10 Proper Trailer Loading and Unloading Practices
CAUTION
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 that are necessary
to load the trailer properly—even when it is not easy to calculate the total load or
determine the load center of gravity.
Distribute the load of the trailer so that 60% of the total load weight is forward of the arrow and
40% is rearward of the arrow. This will ensure that the proper load balance and TW are achieved. A decal on
the trailer similar to the one shown below indicates the correct placement of the load.
CAUTION
Adverse Weather Conditions!
Adverse weather conditions can cause wet and slippery trailer decks and ramps.
Depending on the type of equipment and existing weather conditions, it may be
necessary to add traction aids to the trailer deck and ramps.
Additional Trailer Loading Precautions
It is crucial for operator safety to achieve proper load distribution, but also very important to
exercise extreme caution when loading and unloading equipment on a trailer. Make sure to always include
the following steps as a part of your routine:
1. Make sure the road surface is level. Loading and unloading on an uneven surface may cause damage to
the trailer frame and create unsafe loading conditions.
2. Always set brakes on the tow vehicle and trailer—before loading and unloading—and use chock blocks
as an added safety precaution.

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3. Before securing equipment, always lower booms, loaders, and buckets. The parking brake on the
equipment being transported must be engaged, where applicable.
Note: Always make sure you are under the maximum allowable height clearance.
4. Restrain equipment with crawler tracks as well as wheel type equipment in the lateral, forward,
rearward, and vertical directions using a minimum of four direct tie-downs and binders.
5. Verify each of these four tie-downs and binders has a working load limit of at least 5000 lbs.
6. Block the crawler track and wheeled equipment to prevent forward movement.
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.
7. Restrain articulated vehicles in a manner that prevents articulation while in transit.
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 the deck when unloading equipment. Failure to do this might result in
damage to the deck. The deck latch is adjustable to keep the deck tight and rattle free.
When loading equipment onto the deck, drive slowly until the deck begins to tilt closed, and
proceed forward until 10% of the load weight is on the trailer hitch. Not enough TW can result in trailer
sway, which can be an unsafe condition. When unloading, reverse the procedure that was used for loading.
Back up slowly until the deck begins to tilt, stop, and wait for it to completely open, and then proceed to back
off slowly.
The trailer deck tilts open and tilts closed with one person’s weight. The deck may tilt faster or slower
depending on outside air temperature, because the air temperature affects the density of the fluid in the deck
cylinder.

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Section 2 Maintenance
2.0 Periodic Maintenance
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.
Note: It is very important that this initial layer of friction material is evenly distributed.
Perform the steps in Table 5 for new trailer break-in.
Table 5: New Trailer Break-In
✓
Step
No.
New Trailer Break-In
1.
Use the tractor hand brake 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.
2.
Begin this burnishing process by applying the brakes 20–30 times (minimum) with
approximately a 20 miles per hour (mph) decrease in speed (e.g., 40 mph–20 mph). It may
require over 50–100 applications to achieve a 100% burnishing of the trailer brakes.
3.
Allow ample time for brakes to cool between applications (roughly one mile at 40 mph). This
allows the brake shoes and magnets to slightly “wear-in” to the drum surfaces.
(recommendation from Lippert Axles). For further details see the attached manual in the Valor
Dealer Packet.
For information on Burnishing your trailer brakes. Use the Link:
https://support.lci1.com/videos/the-proper-way-to-burnish-your-trailer-brakes
4.
10 Miles of Service
•Check Hubs for proper Grease lubrication. If oil bath hubs, check oil level.
5.
50–100 miles
•Re-torque wheel flange nuts.
•Apply 2-3 pumps of grease into bearings through the spindle grease zerk.
6.
1000 miles –Check axle alignment and re-torque suspension fasteners.

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Perform the following steps in Table 6 to complete the various stages of periodic maintenance.
Table 6: Periodic Maintenance Checklist
✓
Step
No.
Periodic Maintenance Checklist
Pre-Trip Inspection
1.
Lube wear areas on hitch.
2.
Examine frame and tongue members for evidence of damage or cracked welds.
3.
Check suspension for bent or broken springs, damaged components, and loose or missing fasteners.
4.
Check wheel hub for proper lubrication and for evidence of leaking wheel seals.
5.
Check tire inflation pressures
6.
Check hitch for damage or stress and verify correct hitch height.
7.
Check lights for correct operation.
Quarterly or 10,000 Miles
1.
Check wheel flange nut torques
2.
Check brakes for adjustment. For more information refer to specific axle manual.
Semiannually or 25,000 Miles
1.
Lubricate jack.
2.
Re-torque suspension fasteners.
3.
Inspect and lubricate brakes and linings. For more information refer to specific axle manual.
4.
Lubricate tilt deck hinges.
5.
Replace wheel bearing lubricant/grease (heavy duty/off-road service). For more information refer to
specific axle manual. For grease lubricant, regrease using spindle zerk.
Annually or 100,000 Miles
1.
Replace wheel bearing lubricant/grease (standard duty service). For more information refer to
specific axle manual. For grease lubricant, regrease using spindle zerk.

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✓
Step
No.
Periodic Maintenance Checklist
Special
1.
Accident or Overload: Check all structural components for damage. Check tires and wheels
for damage. Check axle alignment.
2.
Rear Impact: Check impact guard components for damage.
3.
Skidding: Check tires for flat spots.
2.1 Structural Components
Subframe
Other than for periodic or special inspections, and washing, the trailer subframe requires no
regular maintenance. Keeping the trailer clean helps you notice other things such as cracked welds or
corrosion. If your application of the trailer requires the hauling of corrosives, then frequent washdowns are also
very important.
Deck
The deck, which is the major load-carrying member of the trailer, requires no regular
maintenance other than a periodic check for broken welds, loose fasteners, and corrosion. Inspect the tilt
deck carefully if the trailer has been overloaded or in an accident.
It may be necessary to apply a new coat of wood preservative after decking has aged and become
dry. The best time to apply wood 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 ft-lbs.

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Self-lubricating
bushing located on
all contact points on
inner latch assembly.
Tighten/Loosen
Jack Assembly
Every six months, lubricate the jack as follows:
1. Extend the leg approximately two inches from the fully retracted position.
2. Add one-quarter pound molybdenum grease (with a temperature rating suitable for your operating
conditions) to each of the grease fittings. For two-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, 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 by tightening or loosening
the bolt until tight when in locked position. Figure 3 shows example of adjusting hook and self-lubricating
bushings.
Figure 1: Adjusting Hook Receiver on Tilt Deck

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Deck Hinge Assembly
Check the hinge assembly frequently for cracked welds; this assembly is highly stressed during
loading and unloading.
Grease the deck hinges every six months—or earlier, if service dictates. Apply grease to the fittings (one
per side) until fresh grease becomes visible.
2.3 Running Gear
Suspension
The suspension on your trailer is Rubber Torsion type and requires no maintenance.
The first maintenance check should be performed after an initial break-in period of
about 1,000 miles. A visual inspection of all suspension components and attachment welds should be
performed to reveal any obvious problems, such as cracks or unexpected wear.
During this 'walk-around', it is essential to also check the torque on all suspension
fasteners. During the initial 'shake down' period in which the components of the suspension system
'seat in', as much as 25% of the original clamp load on the bolted joints can be lost. After the parts of
the suspension have worked together for a very short period of time, re-torque the bolts to ensure that
undue movement are negligible, which results in excessive suspension wear, does not occur.
You cannot ascertain these torques values visually or by 'feel'. USE A TORQUE
WRENCH!
Axle Alignment
Torsion Axle alignment is set during manufacturing and no adjustment is needed.
More detailed information is contained in the supplied axle manufacturers manual.
Axle End Component Disassembly
Whenever the hub equipment on your trailer must be removed for inspection or
maintenance refer to the supplied axle manufacturer's manual.

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Hub Inspection
Clean the hub with a commercial solvent for inspection. Check for cracks,elongated holes,
evidence of overheating or foreign object damage. The hub is crucial to safe vehicle operation
and any doubt about its condition should be cause for replacement.
Broken or Damaged Studs
Typically, when a stud is damaged it is due to under torque (loose cap nuts), over
torque, or overloading. Because the studs act together to share the wheel loads, these
parameters must be followed:
1. If one stud is broken, replace the studs on either side of the broken one also.
2. If two or more studs are broken, replace the entire set.
3. A stud with damaged threads should be replaced immediately.
Electric Brake General Maintenance
Refer to the supplied manufacturer's manual for specifics.
Brake Drum Inspection
Clean and inspect the brake drums whenever relining the brakes. To be suitable for further service, the
brake drum should pass the following checks:
1. The brake surface should be free of scoring, excessive heat checks and free of cracks.
2. The brake surface diameter should be within the maximum diameter stamped on the drum.
3. The mounting holes and pilot must be round and true.
4. The mounting surface must be clean and flat.
BRAKE SYSTEM SAFETY!
If any of the above conditions are not met, the brake drum should be replaced. Failure to replace
the brake drum will result in an unreliable braking system and may lead to an accident.
It may be desirable to machine the braking surface to remove small heat checks or other surface defects
resulting from normal use. The following should be noted when turning the brake drum:
1. The maximum diameter cast into the back-plate portion of the brake drum is the discard diameter. If
any portion of the brake drum exceeds the maximum diameter it must be replaced.