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I suspect that most customers will opt for
the deluxe trailer package, since most
states require trailer brakes. The
standard model will be useful as a yard
dolly or as a shipping cradle, and we
expect to sell a lot of these to the
overseas markets and any area that does
not require brakes on the trailers.
Surge brakes are simple and reliable.
When the car brakes are applied, the
boat trailer begins to push against the
trailer hitch, and an actuator built into
the trailer hitch creates pressure in the
hydraulic system to generated force to
activate the trailer's disc brakes.
The aluminum trailer is about 180 pounds
lighter than the comparable steel trailer.
This is a big benefit.
Both models of the aluminum offer
superior corrosion resistance. The deluxe
model, with the galvanized axle and zinc
plated brake parts, will be about as
corrosion resistant as a trailer can be.
The aluminum is not painted, and should
retain its good looks for a long, long
time. Steel parts are being painted with
epoxy primer and linear polyurethane
On both models, the trailer tongue and
bow stand will be painted steel. We are
required by law to have a steel trailer
tongue (tow bar). We are better off with
a welded steel bow stand and boarding
ladder to avoid drilling more bolt holes in
the 3” square trailer tow bar. The bow
stand is the least likely part of the trailer
to get in the water, and the painted steel
should hold up well. Everything else on
the trailers is aluminum, stainless steel,
plastic, galvanized steel or plated steel,
wood and carpet. Not much to corrode
BOW STAND AND AND BOARDING LADDER
CORROSION PROOF FIBERGLASS FENDERS
The fenders are fiberglass, and are
rather nifty looking. The license plate
and tail light holders are corrosion proof
plastic (the same material as the sliding
hatch rails on the MacGregor 26).
The main frames rails are I beams, 3 ½”
x 5” with .280" flanges. . These are a
lot more massive than the steel C
channel, and the trailer looks a lot more
This is a photo of the torsion bar axle.
The marine industry is switching away
from springs and shackles to the torsion
bar system. Virtually all of the
aluminum trailers being built for the
marine industry sit on torsion bar axles.
They are more costly, but well worth it.
The axle itself (3” x 3” x .180 wall) is
bolted directly to the trailer frame.
There is a rubber sleeve in each end of
the axle. A smaller square tube fits
inside the rubber sleeve, and the rubber
allows the smaller tube to rotate to a
limited degree within the axle tube.
The wheels are mounted to a trailing
arm that is part of the smaller square
TRAILER I BEAM SIDE RAILS
The vertical guide rails are aluminum,
taller than on the steel trailer, and keep
the boat centered.
We have eliminated the 2 guide tubes on
the bow stand. As the boat comes onto
the trailer, the steep V support at the
front of the hull centers the boat nicely
into the rubber bow block. This saves
some weight and complexity.
TORSION BAR AXLE END AND SURGE BRAKE
insert tube. The up and down motion of the trailing arms, rotating against the rubber
insert, provides the springing action.
The trailing arm fits over splines in the insert tube, and the angle of the trailing arm
can be adjusted to raise or lower the trailer. These systems provide a superb ride and
are very durable. This is high quality stuff made by one of the best axle suppliers in
To save weight, we have a length of 5/32 upper shroud wire steel cable across the
trailer to catch the daggerboard if it comes undone. This replaces the 1” pipe used on
the steel trailers.