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HOOKED UP!TIPS AND TRICKS FOR HEAVY TRAILER HAULING

EXTRA TOW HOW:

HOW TO AVOID CARNAGE!

9 MUST-HAVE PRODUCTS

HUSKY’S ALL-NEW LIFT BARS INSTALLED

DOs AND DON’Ts FOR BEGINNERS AND PROS

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[DIESELTECH] BY KJ JONES n PHOTOS BY KJ JONES

Singing high praises of the mega-powered diesel trucks so many of you create or conceptualize is one of the things we really enjoy doing. Let’s face it, a lot of blood, sweat, tears and hard-earned money is invested in making both old and new

rigs completely and totally awesome—and we’re glad we’re able to provide Diesel Power as an outlet for showcasing Ford, Ram, and GM badness.

Of course, getting down to the mechanics and technical aspects of diesel truckin’ is another big part of our gig. And, while we typically try and detail upgrades that are brand specific, there are occasions—like this one—when we’re able to give you the lowdown on a modification that is applicable for any pickup truck and trailer combination on the road.

With towing being the theme of this February issue, we

TOTALLY UNDER CONTROLHUSKY’S NEW BARS ADD LIFT AND PUT SWAY IN CHECK

There’s nothing “light” about Big White and our 26-foot enclosed race car hauler when the combination is loaded and headed down the highway. With a tongue weight of more than 1,000 pounds, it’s not hard to imagine the beating White’s rear suspension takes with how wildly the trailer starts swinging when weight- distribution and sway-control bars aren’t in place. While we’ve used an old setup for many years, attrition brings us to a point where upgrading is necessary.

TOTALLY UNDER CONTROL[DIESELTECH]

Here’s a look at our OG weight-distribution and antisway setup. While the combination did serve us well for many years, installing the heavy, antiquated bars (and keeping up with all the blasted pins and clips they need) has become somewhat burdensome, and we’ve noticed the stabilizers are not as effective as they have been (and they’ve become a lot noisier). The bottom line is, this system really has seen better days, so we’re replacing it with Husky Towing’s all-new Center Line Towing System.

TOTALLY UNDER CONTROL[DIESELTECH]This is the Center Line TS package (PN 32218) in its entirety. The kit consists of a 12-inch shank; a head assembly that features a 25⁄16-inch ball and a top plate forged from 1035 steel; hardened 1045 steel trunnions; tapered spring bars; heavy-duty, EZ-Adjust frame and lift brackets; and all the hard-ened bolts and nuts necessary for do-it-yourself installation.

Bear Trailersports hitch specialist Blaine Kolarik starts the project by determining the points where the mounting brackets will be installed. Blaine is recognized as one of the best trailer hitch installers in L.A.’s San Fernando Val-ley, and he says measurements must always be taken from the center of the coupler on the trailer’s tongue, to points that range from 28.5 to 30.5 inches down the framerails. We’re using the 28.5-inch distance for our application.

Blaine bolts the mounting plates (inside) and brackets (outside) for the frame onto our trailer, using carriage bolts that are included. It’s important to understand this bracketry does not have any role in sway control. Instead, they’re primarily in place for properly aligning spring bars with the head assembly and ensuring our truck-to-trailer align-ment is straight and true.

TOTALLY UNDER CONTROL[DIESELTECH]

think it’s appropriate and timely to highlight a new weight-distribu-tion-bar/sway-bar system that was brought to our attention by the folks at Husky Towing Products.

There’s nothing worse than towing…or attempting to tow…a trailer that won’t stay straight behind the truck—especially at freeway speed—swinging from left to right, in sometimes-wild, definitely unnerving oscillations better known as “sway.” The phe-nomenon is caused by side forces against a trailer (natural wind, “bow wind”/vacuum created by passing trucks, uneven pavement, and so on), which are typically much greater than the forces on the vehicle that’s pulling it.

The manner in which weight is distributed between the two also plays a critical role in a towing setup’s maneuverability. When the weight on the hitch is too excessive, the rear of the truck sags and the front tires’ contact with the road surface decreases. In a perfect world, a trailer’s tongue weight should be distributed as evenly as possible between the trailer’s axles and the axles (both front and rear) of the tow vehicle.

The trailer-to-truck coupling—at the hitch (and hitch ball)—is like

Blaine then installs thin metal shims to compensate for side-to-side clearances be-tween the lower ears of the head assembly and the U-channel affixed to the shank.

Next, the L-shaped, lift bracket/spring-bar supports are positioned on the frame brack-ets. Two 5⁄8-inch dog-point screws are used to secure them to the frame.

Once the correct angle for the hitch ball is established, a pin (with four hardened washers installed) is threaded into the head assembly. The amount of downward angle that’s required is totally dependent on the trailer’s tongue weight; the greater the angle, the greater the amount of lift there is available. When the bars are locked in place, the pin’s large face presses against the shank, closing the clearance between the shank and the head assembly.

TOTALLY UNDER CONTROL[DIESELTECH]

A 5⁄8-inch jam nut must be secured to ensure the bolt that puts constant pressure against the pin does not become dislodged.

As you can imagine, it is critical that all the fasteners that hold the Center Line TS’s head assembly to the shank are tight. Blaine puts the super-hard lean down on each ¾-inch nyloc nut, while a teammate holds the bolts in place.

a proverbial hub for sway, as it is the pivot point for weight distri-bution and all of the unequal forces that affect a setup. To control excessive movement, devices such as frictional sway bars (which help create a more unified feeling between the tow vehicle and trailer) and weight-distribution bars (which are designed to “lift” weight off of the hitch) are highly recommended.

While the majority of these systems are of “five-piece” configu-ration (primary pieces—shank, head assembly, two spring-steel bars, and a frictional sway-control bar), Husky’s Center Line TS is a four-piece unit. It features a shank and a head assembly, but it also incorporates sway control and weight distributing into just a single pair of spring-steel rods that are appropriately called “spring bars.”

With the head assembly fully installed, Blaine measures the distance from the floor to the bottom of the trunnions. The distance is 11 inches, which is the same amount that will be required for the spring-bar supports.

TOTALLY UNDER CONTROL[DIESELTECH]

[Sources]Bear Trailersports(818) 727-1585 • www.beartrailersports.com

Husky Towing Products(877) 544-4449 • www.huskytow.com

With the help of Blaine Kolarik, a master hitch technician at Bear Trailersports, we’re installing the new kit from Husky on Big White, your editor’s ’95 Ford F-350, and his 26-foot, enclosed car hauler.

Read on through the following photos and captions for highlights of the bolt-on process, which requires only sockets and wrenches (some much larger than a basic 9⁄16-inch), and approximately three hours to accomplish.

As we noted earlier in this report, the actual “bar-installation” process with our original weight-distribution setup was quite labori-ous and dangerous. (Remember, you’re deal-ing with hard steel and high tension with systems like this [above]. Shins, wrists, arms, and such can be shattered if a bar swings wildly and connects with a limb during installation or removal). The Center Line Tow-ing System features a very cool spring-bar lift tool (PN 32334) that simplifies lifting the bars onto their supports and safely removing them when your towing mission is completed. When the spring bars are placed on their supports, L-shaped retaining pins (left) are inserted into their square-shaped holes and secured with hairpin clips.

At the truck, the spring bars lock into the trunnions that are bolted between (and in full-time contact with) the head assembly’s top and bottom plates. The clamped force and friction that’s generated in the trunnion area while the trailer is moving creates a level of resistance that allows the bars to counteract the side forces that typically cause trailers to sway.

Here’s another look at the Center Line Towing System fully installed. The setup can be or-dered with spring bars that are suited for three popular maximum-tongue-weight ranges (400 to 600 pounds, 600 to 800 pounds, and 800 to 1,200 pounds). We’ve got the heavi-est-duty package, which supports a maximum gross trailer weight of 12,000 pounds.

Our truck/trailer combo’s tracking is smooth and straight-line true, and another very pleasant surprise is that the racket our previous stabilizing components made is gone. That’s right, it’s quiet back there now. Making the switch to the Center Line Towing Sys-tem has been an eye-opener to how worn out our original pieces were. The kit is all inclu-sive and can be self-installed (there’s no cutting or drilling involved), but we recommend seeking the assistance of professionals like Vic Meymarian and his team at Baer Trailers-ports—especially if you’re apprehensive about taking critical measurements or simply don’t have the facilities (tools and workspace) for this type of project.

Posted with permission from the February 2015 issue of Diesel Power ® www.dieselpowermag.com. Copyright 2014, Source Interlink Media, Inc. All rights reserved.For more information on the use of this content, contact Wright’s Media at 877-652-5295.

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Every Dog Has Its Day.I N T R O D U C I N G T H E N E W E S T M E M B E R O F T H E H U S K Y P R O D U C T L I N E

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CENTER LINE™TS Superior Performance and Value Center Line TS is a new, advanced, lighter, and more compact design based on the award winning Center Line HD. Lift brackets, head and spring bars all work together to deliver a very smooth and highly responsive ride – a ride that is noticeably quieter than other products on the market. Trunnion style spring bars are matched to popular weight ranges, delivering integrated weight distribution and sway control, superior performance, and an unmatched value.

RUGGED IS STANDARD EQUIPMENT.Husky manufactures a comprehensive offering of innovative, leading technology towing products including 5th Wheel Hitches, Brute Power Jacks, and the Husky 10 Composite Glider, all designed to enhance your towing experience. LEARN MORE: huskytow.com

Center Line TS replaces products that have been relatively unchanged for more than two decades. The result is the most dynamic new weight distribution system on the market today.

NEW!

Superior Performance and ValueCenter Line TS is a new, advanced, lighter, and more compact design based on the award winning

weight distribution system on the

Superior Performance and Value

weight distribution system on the