pcassidy111 wrote:

Any real world numbers to show the amount of camber change loaded vs unloaded? Are you hanging heads on the trailer wheels or using a bubble gauge to capture the alignment angles? Are you taking the alignment angle measurements after neutralizing the suspension (on turn plates or some other method) to relieve any stress, torsional or otherwise, that was induced into the suspension while locating/parking it? Is the amount of camber change even significant in over the road travel? We are talking about a atraight axle here, .250 wall tubing. For the camber to change it has to pivot around a fulcrum. The force being applied by the load is acting on only about 6 inches of one side of the lever, not a very good mechanical advantage to overcome the strength of the axle tubing unless you are grossly overloaded. Not calling you on the carpet over this, the engineer side of me needs to see real numbers and not visual observation of a piece in motion with a constantly changing point of reference- we are not talking about a Ford Twin I Beam design where you can see camber change when jouncing the truck on the turn plates, we are talking about a straight axle located by two leaf spring packs.

And yes when you jack a trailer axle up in the middle you may exceed its design limits and it could fail because the weight that was once distributed between 2 points is now concentrated at one point.

pcassidy111 wrote:

I figured since axles and alignments were your primary business you could just run a printout next time you do a trailer alignment then add a little weight and run another print out. 5 minutes of your time vs me pulling my trailer to work, robbing the turn plates from the alignment racks and checking he alignment on my trailer.

I had a Ferrari that was perfect on the rack but the customer was not satisfied with on the road but was ok at speed on track days. I knew what the problem was when his wife came to pick him up and I realigned it with an extra 100 lbs over the required weight in the passenger seat. The wife rode with him on their Sunday drives but not on track days.

pcassidy111 wrote:

I figured since axles and alignments were your primary business you could just run a printout next time you do a trailer alignment then add a little weight and run another print out. 5 minutes of your time vs me pulling my trailer to work, robbing the turn plates from the alignment racks and checking he alignment on my trailer.

I had a Ferrari that was perfect on the rack but the customer was not satisfied with on the road but was ok at speed on track days. I knew what the problem was when his wife came to pick him up and I realigned it with an extra 100 lbs over the required weight in the passenger seat. The wife rode with him on their Sunday drives but not on track days.

pcassidy111 wrote:

I figured since axles and alignments were your primary business you could just run a printout next time you do a trailer alignment then add a little weight and run another print out. 5 minutes of your time vs me pulling my trailer to work, robbing the turn plates from the alignment racks and checking he alignment on my trailer.

Stroke of Power wrote:

I have a 2009 WW 21FB toyhauler and noticed the outside edge of all four tires are worn almost bald. The inside edges are almost full depth tread. I need to get new tires but want to fix any problems first, any thoughts on the cause of excessive wear only on the outside edges? The current tires are Transmaster ST225/75R15 load range D.

Any thoughts on best brand of new tires for the 15" rim? Is it better to upgrade to a range E tire? Is a radial or bias ply better?

Thanks for the help,

Josh