Valor 12-TU User manual

Utility Trailer
Owner Manual
Model:
12-TU
12-TUS
16-TU
16-TUS
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
Section 1 Operation
3
1.0 Introduction
3
1.1 Purpose
3
1.2 Rating
3
1.3 Design and Safety
4
1.4 Vehicle Load and Handling Limits
4
1.5 Alert Symbols
7
1.6 Reporting Safety Defects
8
1.7 Pre-Trip Inspection
9
1.8 Hook-Up Procedures
10
1.9 Loading and Unloading
11
Trailers with Tilt Decks
12
Section 2 Maintenance
13
2.0 Periodic Maintenance
13
2.1 Structural Components
14
Sub Frame
14
Deck
14
2.2 Sub-Assembly Components
14
Lunette Eye or Ball Type Coupling
14
Jack Assembly
15
Cushion Cylinder
15
Deck Latch
15
Deck Hinge Assembly
15
2.3 Running Gear
16
Suspension
16
Axle Alignment
17
Axle End Component Disassembly
17
Hub Inspection
17
Broken or Damaged Studs
17
Electric Brake General Maintenance
18
Axle End Component Cleaning & Inspection
18
Axle End Component Assembly
18

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Wheel Bear Adjustment
18
Wheel Bearing Lubrication
18
2.4 Wheels and Tires
18
Wheels
18
Wheel Torque Procedures
19
Tires
21
Inflation
Pressure
21
Tire Wear Diagnostic Chart
22
2.5 Electrical
23
Harnesses and Lights
23
Junction Block
23
Electrical
Connection
23
2.9 Trailers with Tilt Decks
24
Cushion Cylinder
24
Deck Latch
24
Deck Latch
Assembly
24
Section 3 Parts
25
Lunette
eye/Coupler
25
Jack Assembly
26
Cushion Cylinder
27
Axle Assembly
28
Hinge Assembly
29
Slider Latch
Assembly
30
Fenders
31
Lights
32
Electrical Harness
33
Toolbox Assembly
34
Standard Latch
36
Deck Board
Sizing
37
Electrical Plugs
38
Section 4 Warranty
39

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TRAILER KEY
TrailMax Equivalent
Valor Model Number
T-12-UT
12-TU
T-12-UT(4+16); T-12-UT(6+16)
12-TUS
T-16-UT
16-TU
T-16-UT(4+16); T-16-UT(6+16)
16-TUS
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

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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
Valor Trailers are designed with a MAXIMUM load capacity, in ideal condition, 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.
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 wheel base are more prone to
roll during an abrupt lane change or quick reactions at

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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 wheel base 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.
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.

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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
beenestablished.
It is imperative that a safe speed always be maintained. The safe speed is that
speed at which control can be maintained over the vehicle at all times. 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.

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1.5 Alert Symbols
It is important that you know the meaning of the following symbols that are used
throughout this document.
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! indicates an imminently hazardous situation which, if not
avoided, will result in death or serious injury.
WARNING indicates a potentially hazardous situation
which, if not avoided, could result in death or serious injury.
CAUTION indicates a potentially hazardous situation
which, if not avoided, may result in minor or moderate injury.
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 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
You can also obtain other information about motor vehicle safety from http://
www.safercar.gov.

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1.7Pre-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
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.

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1.8 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.
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.
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.
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 slack 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.
Always check that trailer brakes are working properly. If trailer is equipped with
electric brakes, use brake controller to adjust for load.

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1.9Loading 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.
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 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.

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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 in the locked position with the safety pin
inserted at all times 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 minimun10-15% 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 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 the weight of one person. 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 2 Maintenance
2.0 Periodic Maintenance
New Trailer Break-in
✓50 to 100 miles- re-torque wheel flange nuts- see page 20.
✓1000 miles- re-torque suspension fasteners.
Pre-Trip Inspection
✓Lube wear areas on hitch.
✓Examine frame and tongue members for evidence of damage or cracked welds.
✓Check axles for bent or broken supports, damaged components, andloose
or missing fasteners.
✓Check wheel hub oil levels and for evidence of leaking wheel seals.
✓Check tire inflation pressures- see page 21.
✓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 19.
✓Check brakes for adjustment- see manufacturer manual if necessary.
Semi-Annually or 25,000 miles
✓Lubricate jack
✓Lubricate tilt deck hinges- see page 15.
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.
✓Skidding- check tires for flat spots.

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2.1Structural 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 cracked 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.
2.2Sub-Assembly Components
Lunette 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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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 singlespeed 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 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. In the course of 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!

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Axle Alignment
Torsion Axle alignment is set during manufacturing and no adjustment is needed.
More detailed information is contained in the supplied axle manufacturersmanual.
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.
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 capnuts),
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

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Electric Brake General Maintenance
Refer to the supplied manufacturer's manual for specifics.
Axle End Component Cleaning and Inspection
Refer to the supplied manufacturer's manual for specifics.
Axle End Component Assembly
Refer to the supplied manufacturer's manual for specifics.
Wheel Bearing Adjustment
Refer to the supplied manufacturers manual for specifics.
Wheel Bearing Lubrication
Refer to the supplied manufacturers manual for specifics.
2.4 Wheels and Tires
Wheels
Wheels are a very important and critical component of your running gear.
Inspect them visually for cracks or elongated bolt holes whenever they are removed
for any reason. If it becomes necessary to replace the wheels on your trailer, be
certain that the replacement units match the originals in the following regards:
1. Type. The disc wheels and capnuts on your trailer are of the hub pilot design.
2. Material. Do not mix aluminum and steel disc wheels or aluminum and steel
disc wheel capnuts. This may result in incorrect components being used to secure the
wheels, which can lead to loose wheels resulting in a crash.
3. Fit. Use only the correct matched parts when mounting disc wheels.
Incorrect components can result in separation of the rim components.
4. Bolt Circle. Many bolt circle dimensions are available and some vary by so
little that it might be possible to attach an improper wheel that does not match the
axle hub. Be sure to match your wheel to the axle hub.
5. Capacity. Be sure your wheels have enough load carrying capacity and
pressure rating to match the maximum load of the tire and trailer.

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6. Offset. This refers to the relationship of the center line of the tire to the hub
face of the axle. Care should be taken to match a replacement wheel with the same
offset wheel as originally equipped. Failure to match offset can result in reduced
carrying capacity of your axle.
7. Rim Contour.
RIM CONTOURS!
Use only the approved rim contours as shown in the Tire and Rim Yearbook or the
tire manufacturers catalog. The use of other rim contours is dangerous. Failure to use the
proper rim contour can result in explosive separation of the tire and wheeland could cause
a serious accident.
WHEEL MODIFICATIONS!
Do not attempt to repair or modify a wheel. Even minor modifications can have a great
effect. Do not install a tube to correct a leak through the rim. If therim is cracked, the air pressure
in the tube may cause the pieces of the rim to explode with great force and can cause serious injury
or death.
Wheel Torque Procedures
When installing the wheels, make sure that the hub and wheel mating surfaces
are clean and free of rust, dirt and excess paint. The studs and threads must be
clean, dry and in good condition for applying installation torque.
The hand torque wrench or air wrench used to install the wheels must be periodically
calibrated to insure proper applied torque. Adjust the tools as necessary.
Position the disc wheel over the studs, being careful not to damage the stud
threads. Make sure the wheel is flat against the mounting surface.
Install the flange nuts and tighten to the Stage 1 torque value in the following chart
using the sequence shown, and then tighten the flange nuts to the Stage 2 torque value (if
applicable) and then the full Stage 3 torque value in sequence.