Leonard manufactures, sells, and services trailers. Each of our 59 trailer locations has a service center and can schedule a service check or perform most repairs. Leonard also offers trailer options and accessories for most standard utility and cargo trailers. Regular service check-ups help avoid voiding component warranties. Call a dealer near you to schedule an appointment or discuss repair costs.
*If work is needed, a quote will be provided.
**Overloading can cause stress to weld joints, causing them to crack.
|Tire Size||Max. P.S.I. cold|
UNDERINFLATION: Wear on both edges:
Underinflation of a tire reduces its tread life by increasing the tread wear on its outside edges, or shoulders. It also generates excessive heat, which reduces tire toughness. Finally, it reduces fuel economy through increased rolling resistance because soft tires make your trailer and vehicle work harder. Abnormal tire wear may also be caused by misalignment.
OVERINFLATION: Wear in center:
When a tire is overinflated, the center of the tread bears most of the load and wears out faster than the outside edges. Uneven wear reduces the useful life of a tire.
CUPPING: Cups or dips in the tread:
Cupping (also called dipping) is most common on front tires, although rear tires can cup as well. It may be a sign that wheels are out of balance, bearings are loose, or that suspension parts are worn out.
INSIDE OR OUTSIDE WEAR:
If the edges of your tire tread take on a sawtooth or feathered appearance, it's because of erratic scrubbing against the road. The solution is an alignment correction.
If the inside of tire is smooth or shows signs of excessive wearing, it is likely the result of overloading the trailer.
Use the dry wheel lug torque values specified in the vehicle's owner's manual, shop manual, or obtained from the vehicle dealer/service provider. The chart below lists typical torque values that should only be used temporarily until the vehicle's exact torque values can be confirmed.
Since the thickness of an alloy wheel can differ from Original Equipment wheels, also verify that the lug nuts or bolts will engage the threads. Refer to the chart below to determine the number of turns or the depth of engagement typical for your stud or bolt size.
|Hardware Bolt or|
|Typical Torque Range|
|Minimum Number of Turns|
of Hardware Engagement
|12 x 1.5 mm||70 - 80||6.5|
|12 x 1.25 mm||70 - 80||8|
|14 x 1.5 mm||85 - 90||7.5|
|14 x 1.25 mm||85 - 90||9|
|7/16 in.||70 - 80||9|
|1/2 in.||75 - 85||8|
|9/16 in.||135 - 145||8|
|1st Stage||2nd Stage||3rd Stage|
|20 to 25 ft/lbs||55 to 60 ft/lbs||85 to 90 ft/lbs|
When installing new wheels, you should re-torque the wheel lugs after driving the first 50 to 100 miles in case the clamping loads have changed following the initial installation. This is necessary due to the possibility of metal compression/elongation or thermal stresses affecting the wheels as they are breaking in, as well as to verify the accuracy of the original installation. When rechecking torque value, wait for the wheels to cool to ambient temperature (never torque a hot wheel). Loosen and retighten to value, in sequence. Simply repeat the same torque procedure listed above.
The most common reason for poor brake performance is improper brake adjustment. Adjusting the breaks is a procedure that you can do yourself, although most people leave it to service centers.
The second most common problem is faulty, improperly installed or improperly used wiring or electrical components.
The first step in isolating brake problems is to identify the amount of power going to the brakes. We have troubleshooting procedures based on the nature of the issue:
> No Brakes
> Ineffective or Weak
> Intermittent Surging
> Locking or Grabbing
Example of "No Brakes" cause/procedure
diagram is to the right.
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