Introduction - Pirate 4x4...These manufactured components include the axle beam, hubs, drums, spindles, brakes, magnets, rims, wheels and most of the steel stampings used in the attachment

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IntroductionThis manual is designed to provide information for you to under-stand, use, and maintain and service your trailer running gearsystem. Your axles are manufactured by Dexter Axle. The Dexterproduct line, the most complete in the industry, is the result ofover 30 years of experience in the design, testing and manufac-ture of trailer axles. The Dexter running gear system consists ofspindles, hubs, drums, brakes, and wheels which are engineeredto provide you the finest towing and stopping performancecurrently available in the industry today.

Two Dexter philosophies are at work to provide you the bestproduct available and have enabled us to maintain our position ofleadership. First we operate on the theory that “there is always abetter way” for a product to operate, to be manufactured, and/orto be serviced. We are constantly striving to find that better way.

Secondly, we maintain wall-to-wall production control so that allthe major components of your running gear system are manufac-tured in Dexter facilities under our strict quality control standards.These manufactured components include the axle beam, hubs,drums, spindles, brakes, magnets, rims, wheels and most of thesteel stampings used in the attachment of your axle to yourtrailer. Dexter has the most complete, state-of-the-art manufac-turing facilities which enables us to provide you, the trailer owner,with the finest product possible.

For all your running gear needs...

Now visit us at our web site!www.dexteraxle.com

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Tabl

e of

Con

tent

s

IntroductionImportant Safety Notice ...............................................4Set-up and Adjustment ................................................4

Electric BrakesFeatures .......................................................................5Operation .....................................................................5Electric Brake Line Diagram ........................................6

Typical Connector Wiring ......................................8Parking Brake Option ............................................9Trailer Wire Size Chart ..........................................9How To Use Your Electric Brakes Properly ...........9To Synchronize .................................................. 11Controllers .......................................................... 11

General Maintenance ............................................... 12Brake Adjustment ............................................... 12Brake Cleaning and Inspection ......................... 13Brake Lubrication ............................................... 14

Magnets .................................................................... 14Magnet Kit Chart ................................................ 15

Shoes and Linings .................................................... 15Shoe and Lining Replacement Chart ................ 16

Troubleshooting ........................................................ 16How to Measure Voltage .................................... 16How to Measure Amperage ............................... 17Magnet Amperes Chart ..................................... 19Chart - Electric ................................................... 20

Hydraulic BrakesVacuum / Hydraulic ................................................... 22Air / Hydraulic ............................................................ 23Surge Braking System .............................................. 23Hydraulic Brake Line Diagram .................................. 24Hydraulic Brake Operation ....................................... 26

Duo-Servo .......................................................... 26Uni-servo ............................................................ 26Self-Adjusting Mechanism for 121/4" Brakes ...... 27Hydraulic Parking Brake Option ........................ 28

TroubleshootingChart - Hydraulic ................................................ 29

Maintenance ............................................................. 31

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Table of Contents

Hubs / Drums / BearingsHub Removal ............................................................ 32Brake Drum Inspection ............................................. 33Bearing Inspection .................................................... 34Bearing Lubrication .................................................. 35Bearing Replacement Chart ..................................... 35E-Z Lube ................................................................... 36Recommended Wheel Bearing Lubrication

Specifications ...................................................... 37Seal Inspection and Replacement ........................... 38Seal Replacement Reference Chart ........................ 38Bearing Adjustment and Hub Replacement ............. 39

Nev-R-Lube Drums/BearingsDrum Removal .......................................................... 39Bearing Inspection .................................................... 40Bearing Replacement and Drum Installation ........... 40

SuspensionSuspension Types ..................................................... 41

Double Eye Leaf Springs ................................... 41Slipper Leaf Springs .......................................... 42Torflex Suspension............................................. 43

Inspection and Replacement .................................... 44Suspension Fastener Torque Values Chart .............. 44

Wheels and TiresWheel Selection ........................................................ 46Torque Requirements ............................................... 47Wheel Torque Chart .................................................. 48Tires .......................................................................... 48Tire Wear Diagnostic Chart ...................................... 49

OperationStorage Preparation ................................................. 49After Prolonged Storage - Inspection Procedures ... 50Trip Preparation Checklist ......................................... 51Dexter Axle Limited Warranty ................................... 52Service Record ......................................................... 55

Maintenance Schedule ......... Inside Front Cover

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Important Safety NoticeAppropriate service methods and proper repair procedures areessential for the safe, reliable operation of all running gear as wellas the personal safety of the individual doing the work. Thismanual provides general directions for performing service andrepair work with tested, effective techniques. Following theseguidelines will help assure reliability.

There are numerous variations in procedures, techniques, tools,parts for servicing axles, as well as in the skill of the individualdoing the work. This manual cannot possibly anticipate all suchvariations and provide advice or cautions as to each. Accordingly,anyone who departs from the instructions provided in this manualmust first establish that they neither compromise their personalsafety nor the vehicle integrity by their choice of methods, tools,or parts.

Refer to your vehicle manufacturers owner's manual for addi-tional procedures, techniques, and warnings prior to performingany maintenance or repairs.

! THIS SYMBOL WARNS OF POSSIBLE

PERSONAL INJURY.

Set-up and AdjustmentFor proper performance, all new axles should have the followingchecked at the specified intervals:

l Wheel Nut Torque: at 10, 25, and 50 miles (page 45)l Brake Adjustment: at 200 and 3000 miles (page 31)l Tire pressure: to manufacturers requirements (page 46)l Brake synchronization - set brake controller per controller

manufacturer’s directions (page 10)

Intro

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Electric Brakes -FeaturesElectrically actuated brakes have several advantages over otherbrake actuation systems.

1. They can be manually adjusted to provide the correctbraking capability for varying road and load conditions.

2. They can be modulated to provide more or less brakingforce, thus easing the brake load on the towing vehicle.

3. They have very little lag time from the moment the towvehicle’s brakes are actuated until the trailer brakes areactuated.

4. In an emergency situation, they can provide some brakingindependent of the tow vehicle.

OperationThe electric brakes on your trailer are similar to the drum brakeson your automobile. The basic difference is that your automotivebrakes are actuated by hydraulic pressure while your electrictrailer brakes are actuated by an electromagnet. With all of thebrake components connected into the system, the brake willoperate as follows: (see electric brake assembly illustration onpage 10)

When the electrical current is fed into the system by thecontroller, it flows through the electromagnets in thebrakes. The high capacity electromagnets are energizedand are attracted to the rotating armature surface of thedrums which moves the actuating levers in the directionthat the drums are turning.

The resulting force causes the actuating cam block at theshoe end of the lever to push the primary shoe out againstthe inside surface of the brake drum. The force generatedby the primary shoe acting through the adjuster link thenmoves the secondary shoe out into contact with the brakedrum.

Increasing the current flow to the electromagnet causes themagnet to grip the armature surface of the brake drum morefirmly. This results in increasing the pressure against the shoesand brake drums until the desired stop is accomplished.

Braking Systems - Electric

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Breakaway BatteryProvides power to actuate

trailer brakes in the event of trailer breakaway.

Front Axle Resistor(Optional)

Helps eliminate front wheellockup and front axle bounceif problem occurs with tandem

axle trailers.

Dexter Electric BrakesWired in parallel

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(Optional)

BatteryConnect controller directly.

Hydraulic LineConnects master

cylinder to controller. (Not required on

electronic controllers.)

ControllerControls the set point

at which the trailer brakes are energized during braking.

System ResistorPermits adjustment of trailer braking power for

varying driving or load conditions.

ConnectorUsed to connect and disconnect

trailer and tow vehicle. (Always ground trailer brakes

through connector.)

Breakaway SwitchSwitches battery power

to brakes if breakaway occurs.

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BR

OW

N

BLUE

WHITE

RE

D

GREEN BLACK

BLA

CK

BROWNGREY

BLU

E

WH

ITE

ORANGE RED

GR

EE

N

7

1 2

3 4

5 6

YELLOW

7

1

2

3

4

5

6

YELLOW

9

8

DoubleFilamentBulb

License Tail &Running LightsTerminal #3

Battery ChargeTerminal #4 Black

Yellow Auxiliary CircuitTerminal #7

Stop & Left Turn SignalTo Terminal #5

Auxiliary CircuitTerminal #8

#1 Common Ground

Grey

RedGre

en

Breakaway Switch

White Common GroundTerminal #1

Orange Auxiliary CircuitTerminal #9

Batt.

Stop & Right Turn SignalTerminal #6

Electric BrakeTerminal #2 Blue

Electric BrakeGround Terminal#1 White

DoubleFilamentBulb

Bro

wn

Yellow

White

Green

RedBlack

Orange

Brown

BlueGrey

#3 To Tail Running & License Lights#5 Stop & Left Turn

#4 Battery Charge

#7 Aux. Circuit#9 Aux. Circuit

#6 Stop & Right Turn#2 Electric Brake

#8 Aux. Circuit

Trailer Car

Clearance & Tail Lights

Stop & LH Turn

Ground

Auxiliary

Brakes

Stop &RH Turn

Battery Charge

Clearance & Tail Lights

Stop & LH Turn

Ground

Auxiliary

Brakes

Stop &RH Turn

Battery Charge

7-Circuit Receptacle

Auxiliary

Auxiliary

9-Circuit Receptacle

View Lookin g into Tow Vehicle Receptacle

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Typical Connector Wiring

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Parking Brake Option (not available on all sizes)

Dexter electric brakes with parking brake option, are mechani-cally operated by cable means. The cable attachment occursoutside of the brake backing plate. Cable force applied to theparking lever creates a torque through the pivot pin and camassembly. Torque transferred to the parking cam results in aspreading force between the primary and secondary shoes. Theshoes in turn, move towards the drum until contact is made.Friction generated between the drum and lining contact surfaceresults in parking brake capability.

Trailer Wire Size ChartNumber Hitch-to-Axle Recommended

of Distance Minimum HookupBrakes in Feet Wire Size (Copper)

2 12 AWG

4 Under 30 12 AWG

4 30-50 10 AWG

6 Under 30 10 AWG

6 30-50 8 AWG

How To Use Your Electric Brakes ProperlyYour trailer brakes are designed to work in synchronization withyour tow vehicle brakes. Never use your tow vehicle or trailerbrakes alone to stop the combined load.

Your trailer and tow vehicle will seldom have the correct amper-age flow to the brake magnets to give you comfortable, safebraking unless you make proper brake system adjustments.Changing trailer load and driving conditions as well as unevenalternator and battery output can mean unstable current flow toyour brake magnets. It is therefore imperative that you maintainand adjust your brakes as set forth in this manual, use a properlymodulated brake controller, and perform the synchronizationprocedure noted below.


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In addition to the synchronization adjustment detailed below,electric brake controllers provide a modulation function thatvaries the current to the electric brakes with the pressure on thebrake pedal or amount of deceleration of the tow vehicle. It isimportant that your brake controller provide approximately 2 voltsto the braking system when the brake pedal is first depressedand gradually increases the voltage to 12 volts as brake pedalpressure is increased. If the controller “jumps” immediately to ahigh voltage output, even during a gradual stop, then the electricbrakes will always be fully energized and will result in harshbrakes and potential wheel lockup.

Proper synchronization of tow vehicle to trailer braking can onlybe accomplished by road testing. Brake lockup, grabbiness, orharshness is quite often due to the lack of synchronizationbetween the tow vehicle and the trailer being towed, too high of athreshold voltage (over 2 volts), or under adjusted brakes.

Before any synchronization adjustments are made, your trailerbrakes should be burnished-in by applying the brakes 20-30times with approximately a 20 m.p.h. decrease in speed, e.g. 40m.p.h. to 20 m.p.h. Allow ample time for brakes to cool betweenapplication. This allows the brake shoes and magnets to slightly“wear-in” to the drum surfaces.

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Self-Adjusting Cable

Adjuster Spring(hidden)

Adjuster Lever

Magnet

Adjuster Assembly

Backing Plate

Primary Shoe

Secondary Shoe

Retractor Spring

Actuating Lever

CenteringSprings (2)

Electric brake assembly

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To SynchronizeTo insure safe brake performance and synchronization, read thebrake controller manufacturer's instructions completely beforeattempting any synchronization procedure.

! CAUTION:Before making road tests, make sure the area is clear of

vehicular and pedestrian traffic.

Make several hard stops from 20 m.p.h. on a dry paved road freeof sand and gravel. If the trailer brakes lock and slide, decreasethe gain setting on the controller. If they do not slide, slightlyincrease the gain setting. Adjust the controller just to the point ofimpending brake lockup and wheel skid.

Note: Minimum vehicle stopping distances are achieved whenwheels approach lock up. Brake lock up should be avoidedas it results in poor vehicle stability and control. Dependingon load, brake type, wheels and tires, not all trailer brakesare capable of wheel lockup.

If the controller is applying the trailer brakes before the towvehicle brakes, then the controller level adjustment should beadjusted so the trailer brakes come on in synchronization with thetow vehicle brakes. For proper braking performance, it is recom-mended that the controller be adjusted to allow the trailer brakesto come on just slightly ahead of the tow vehicle brakes. Whenproper synchronization is achieved there will be no sensation ofthe trailer “jerking” or “pushing” the tow vehicle during braking.

! CAUTION:Do not adjust this control outside the parameters outlined by

the brake controller manufacturer's instructions.

ControllersStart by making sure the trailer brakes are properly adjusted.(see page 12 & 27) Some controllers have a gain control to varythe amount of current to the brakes, and a level control whichsets the controller's inertia sensor to sense deceleration. The

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level adjustment also can be used to vary when the trailer brakingis felt. The gain or output control adjustment usually controls themaximum amount of amperage available to the brakes. This canbe adjusted for varying trailer loads. The chart below detailsadjustments available for different brake controllers.

Controller* Adjustment to control Adjustment forbrake timing brake force

Tekonsha Level Gain9030,9035,

9040,9045,9055

Kelsey Level Gain81741A

Draw-Tite Sync Output5100

*See manufacturers instructions

General MaintenanceBrake AdjustmentBrakes should be adjusted (1) after the first 200 miles of opera-tion when the brake shoes and drums have “seated,” (2) at 3000mile intervals, (3) or as use and performance requires. Thebrakes should be adjusted in the following manner:

1. Jack up trailer and secure on adequate capacity jackstands. Follow trailer manufacturers recommendations forlifting and supporting the unit. Check that the wheel anddrum rotate freely.

! CAUTION:Do not lift or support trailer on any part of the axle or the

suspension system.2. Remove the adjusting hole cover from the adjusting slot on

the bottom of the brake backing plate.3. With a screwdriver or standard adjusting tool, rotate the

starwheel of the adjuster assembly to expand the brakeshoes. Adjust the brake shoes out until the pressure of thelinings against the drum makes the wheel very difficult toturn.Br

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Note: With drop spindle axles, a modified adjusting tool withabout an 80 degree angle should be used.

4. Then rotate the starwheel in the opposite direction until thewheel turns freely with a slight lining drag.

5. Replace the adjusting hole cover and lower the wheel tothe ground.

6. Repeat the above procedure on all brakes.

! CAUTION:Never crawl under your trailer unless it is resting on properly

placed jack stands

Follow the trailer manufacturers recommendations for lifting andsupporting the unit. Do not lift or place supports on any part ofthe suspension system.

Brake Cleaning and InspectionYour trailer brakes must be inspected and serviced at yearlyintervals or more often as use and performance requires. Mag-nets and shoes must be changed when they become worn orscored thereby preventing adequate vehicle braking.

Clean the backing plate, magnet arm, magnet, and brake shoes.Make certain that all the parts removed are replaced in the samebrake and drum assembly. Inspect the magnet arm for any looseor worn parts. Check shoe return springs, hold down springs, andadjuster springs for stretch or deformation and replace if required.

! CAUTION:ASBESTOS DUST HAZARD!Since some brake shoe friction materials contain asbestos,

certain precautions need to be taken when servicingbrakes:

1. Avoid creating or breathing dust.2. Avoid machining, filing or grinding the brake linings.3. Do not use compressed air or dry brushing for cleaning.

(Dust can be removed with a damp brush.)


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Brake LubricationBefore reassembling, apply a light film of Lubriplate or similargrease, or anti-seize compound on the brake anchor pin, theactuating arm bushing and pin, and the areas on the backingplate that are in contact with the brake shoes and magnet leverarm. Apply a light film of grease on the actuating block mountedon the actuating arm.

! CAUTION:Do not get grease or oil on the brake linings, drums or

magnets.

MagnetsYour electric brakes are equipped with high quality electromag-nets that are designed to provide the proper input force andfriction characteristics. Your magnets should be inspected andreplaced if worn unevenly or abnormally. As indicated below astraightedge should be used to check wear.

STRAIGHT EDGE

ABNORMAL WEAR(REPLACE MAGNET)

NORMAL WEAR

Even if wear is normal as indicated by your straightedge, themagnets should be replaced if any part of the magnet coil hasbecome visible through the friction material facing of the magnet.It is also recommended that the drum armature surface be re-faced when replacing magnets. (See Brake Drum Inspection onpage 32.) Magnets should also be replaced in pairs - both sidesof an axle. Use only genuine Dexter replacement parts whenreplacing your magnets. Noted on the next page are the magnetreplacement kits which will include the necessary specific instruc-tion for replacement.

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Brake Size Magnet Kit No. Wire Color(one magnet per kit)

7 x 11/4 K71-057-00 Since 4/90 White

7 x 11/4 K71-056-00 Prior to 4/90 Yellow

10 x 11/2 K71-057-00 Prior to 9/88 White *

10 x 11/2 K71-177-00 Since 9/88 Yellow

10 x 21/4 K71-104-00 Green

12 x 2 K71-105-00 White

12 x 2 K71-125-00 (7K) Black

121/4 x 21/2 K71-441-00 Red

121/4 x 33/8 K71-375-00 oval magnet White* Slight actuating arm magnet tab modification required.

Shoes and LiningsA simple visual inspection of your brake linings will tell if they areusable. Replacement is necessary if the lining is worn (to within1/16" or less), contaminated with grease or oil, or abnormallyscored or gouged. Hairline heat cracks are normal in bondedlinings and should not be a cause for concern. It is important toreplace both shoes on each brake and both brakes of the sameaxle. This is necessary to retain the “balance” of your brakes.Contained in the chart on the next page are the Dexter replace-ment shoe and lining kits which will contain the specific instruc-tions necessary for proper replacement.


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Brake Size Shoe and Lining Replacement (1 Brake)Electric Hydraulic

7 x 11/4 K71-045-00 N/A

7 x 1¾ N/A K71-466-00

10 x 21/4 K71-047-00 K71-267-00

Free Backing K71-393-00

Corrosion Resistant K71-423 -00

12 x 2 (5.2K) K71-048-00 K71-268-00

12 x 2 (6K) K71-269-00 LH K71-270-00 RH

Free Backing K71-394-00 LH K71-395-00 RH

Free Backing, Corrosion Resistant K71-427-00 LH K71-428-00 RH

12 x 2 (7K) K71-127-00

121/4 x 21/2 K71-410-00 N/A

121/4 x 33/8 K71-049-00 LH K71-050-00 RHK71-165-00 LH K71-166-00 RH

TroubleshootingMost electric brake malfunctions that cannot be corrected byeither brake adjustments or synchronization adjustments cangenerally be traced to electrical system failure. Mechanicalcauses are ordinarily obvious, i.e. bent or broken parts, worn outlinings or magnets, seized lever arms or shoes, scored drums,loose parts, etc. Voltmeter and ammeter are essential tools forproper troubleshooting of electric brakes.

How to Measure VoltageSystem voltage is measured atthe magnets by connecting thevoltmeter to the two magnetlead wires at any brake. Thismay be accomplished byusing a pin probe insertedthrough the insulation ofthe wires dropping downfrom the chassis or by

VOLTMETER

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cutting the wires. The engine of the towing vehicle should berunning when checking the voltage so that a low battery will notaffect the readings.

Voltage in the system should begin at0 volts and, as the controller bar isslowly actuated, should graduallyincrease to about 12 volts. This isreferred to as modulation. No modula-tion means that when the controllerbegins to apply voltage to the brakes itapplies an immediate high voltage,which causes the brakes to applyinstantaneous maximum power.

The threshold voltage of a controller is the voltage applied to thebrakes when the controller first turns on. The lower the thresholdvoltage the smoother the brakes will operate. Too high of athreshold voltage (in excess of 2 volts as quite often found inheavy duty controllers) can cause grabby, harsh brakes.

How to Measure AmperageSystem amperage is the amperage being drawn by all brakes onthe trailer. The engine of the towing vehicle should be runningwhen checking amperage.

One place to measure systemamperage is at the BLUE wireof the controller which is theoutput to the brakes. TheBLUE wire must be discon-nected and the ammeterput in series into the line.System amperage drawshould be as noted inthe following table. Make sure your ammeter has sufficientcapacity and note polarity to prevent damaging your ammeter.

If a resistor is used in the brake system, it must be set at zero orbypassed completely to obtain the maximum amperage reading.

AMMETER


Ideal

Voltag

e Inc

rease

Outp

ut T

orqu

e

Voltage

Abrupt

Incre

ase

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Individual amperage draw can be measured by inserting theammeter in the line at the magnet you want to check. Disconnectone of the magnet lead wire connectors and attach the ammeterbetween the two wires. Make sure that the wires are properlyreconnected and sealed after testing is completed.

By far, the most common electrical problem is low or novoltage and amperage at the brakes. Common causes of thiscondition are:

1. Poor electrical connections2. Open circuits3. Insufficient wire size4. Broken wires5. Blown fuses (Fusing of brakes is not recommended.)6. Improperly functioning controllers or resistors

Another common electrical problem is shorted or partially shortedcircuits (indicated by abnormally high system amperage). Theseare occasionally the most difficult to find. Possible causes are:

1 Shorted magnet coils2. Defective controllers3. Bare wires contacting a grounded object

Finding the system short is a matter of isolation. If the highamperage reading drops to zero by unplugging the trailer, thenthe short is in the trailer. If the amperage reading remains highwith all the brake magnets disconnected, the short is in the trailerwiring.

All electrical troubleshooting procedures should start at thecontroller. Most complaints regarding brake harshness or mal-function are traceable to improperly adjusted or non-functioningcontrollers. See your controller manufacturer’s data for properadjustment and testing procedures. If the voltage and amperageis not satisfactory, proceed on to the connector and then to theindividual magnets to isolate the problem source. 12 volts outputat the controller should equate to 10.5 volts minimum at eachmagnet. Nominal system amperage at 12 volts with magnets at

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normal operating temperatures, i.e. not cold, system resistor atzero and controller at maximum gain should be as detailed in thefollowing chart:

Magnet Amperes Chart

Brake Amps/ Two Four SixSize Magnet Brakes Brakes Brakes

7 x 11/4 2.5 5.0 10.0 15.0

10 x 11/4 3.0 6.0 12.0 18.0

10 x 21/4 3.0 6.0 12.0 18.0

12 x 2 3.0 6.0 12.0 18.0

121/4 x 21/4 3.0 6.0 12.0 18.0

121/4 x 33/8 3.0 6.0 12.0 18.0


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Open Circuits

Faulty Controller

Short Circuits

Grease or Oil onMagnets or Linings

Worn Linings or Magnets

Scored or GroovedBrake Drums

ImproperSynchronization

Underadjustment


SevereUnderadjustment

Corroded Connections

Glazed Linings

Overloaded Trailer

Underadjustment

Faulty Controller

Loose, Bent or BrokenBrake Components

Out-of-RoundBrake Drums

Insufficient Wheel Load

Faulty Controller

Broken Wires

Loose Connections

Find & Correct

Adjust Brakes

Test & Correct

Clean or Replace

Clean & CorrectCause of Corrosion

Replace

Machine or Replace

Correct

Adjust Brakes

Reburnish or Replace

Correct

Adjust

Correct

Test & Correct

Replace Components

Machine or Replace

Adjust System Resistorand Synchronize

Test & Correct

Repair or Replace

Find & Repair

No Brakes

Weak Brakes

Locking Brakes

Intermittent Brakes

Find & Correct

SYMPTOM CAUSES REMEDIES

Faulty Ground Find & Repair

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Incorrect Adjustment

Broken Wires

Bad Connections

Underadjustment

Improper Controller

Faulty Controller

Underadjustment

Lack of Lubrication

Out-of-Round orCracked Brake Drums

Grease or Oil onLinings or Magnets


BrokenBrake Components

Incorrect BrakeComponents

Grease or Oil onLinings or Magnet

Faulty Controller

Overadjustment

Out-of-RoundBrake Drums



Faulty BreakawaySwitch

Loose WheelBearing Adjustment

Adjust

Clean or Replace

Find & Repair

Find & Repair

Adjust

Correct

Change

Test & Correct

Adjust

Lubricate

Replace Component

Correct

Clean or Replace

Machine or Replace

Test & Correct

Readjust

Machine or Replace

Replace

Replace

Repair or Replace

Adjust

Bent Spindle Replace Axle

Harsh Brakes

Noisy Brake

Surging Brakes

Dragging Brakes

Brakes Pull to One Side

SYMPTOM CAUSES REMEDIESCorrectWrong magnet

lead wire color

TroubleshootingBraking System

s - Electric

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Hydraulic BrakesThe hydraulic brakes on your trailer are much like those on yourcar. The hydraulic fluid from a master cylinder is used to actuatethe wheel cylinder which, in turn, applies force against the brakeshoes and drum. The main differences between automotivehydraulic brakes and hydraulic trailer brakes are the actuationsystems which transfer the braking signal from the tow vehicle tothe brakes. Descriptions of the most popular hydraulic actuationsystems are as follows:

Vacuum / HydraulicThe basic actuation system consists of a vacuum booster,synchronizing valve, check valve and a plumbing kit whichincludes all lines and fittings. A vacuum supply from the enginemanifold is routed to the front of the booster and the top chamberof the synchronizing valve through flexible hoses. The rear of thebooster and the lower chamber of the synchronizing valve areconnected by a separate line. The vacuum from the engine mustpass through a normally closed check valve. The check valvekeeps gas vapor out of the system and insures that the highestvacuum available will be kept in the system. With the enginerunning and with no brake pedal pressure, a vacuum existsthroughout the system. The synchronizing valve is connected tothe master cylinder hydraulic supply. When the brake pedal isapplied, the hydraulic pressure in the synchronizing valve forcesa poppet to open which allows atmospheric air to enter thebottom chamber of the valve. Since this part of the valve isconnected to the rear of the vacuum booster, the vacuum on thisside of the booster chamber is lost. The vacuum on the front sideof the booster chamber is maintained and this atmospheric /vacuum pressure differential causes a piston to move in thebooster's slave cylinder. This piston applies the hydraulic pres-sure to the brakes through the connecting hydraulic line. Whenthe pedal is released, the poppet in the synchronizing valve isclosed, and by internal passages, the air in the rear of thebooster chamber is removed. This restores a vacuum which isequal to the vacuum in the front part of the booster chamber. Thepressure balance allows the slave cylinder piston to be pulledback to its original position and the hydraulic pressure to thebrakes is released.

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Air / HydraulicAir / hydraulic braking systems are commonly used when the towvehicle has a diesel engine which does not develop manifoldvacuum. The air / hydraulic tow vehicle has an air compressormounted on the engine to supply compressed air for the brakingsystem and other needs required by the tow vehicle trailercombination. This air is routed to a booster chamber attached tothe trailer master cylinder. The air pressure multiplies hydraulicoutput pressure which then sends fluid to the wheel cylinders.The air over hydraulic systems are often controlled by a series ofcontrol valves and servos to insure proper braking under allconditions.

Electric / HydraulicElectric over hydraulic systems consist of an actuator and batterymounted on the trailer that contains an electric powered hydraulicpump or an electric powered ball screw that strokes a mastercylinder. A standard electric brake controller is used in the towvehicle to control the actuator by sending a proportional signal tothe actuator. After receiving the signal, the actuator generates aproportional hydraulic pressure in the trailer brakes.

Surge Braking SystemThe surge braking system uses a specially designed trailer hitchcoupler which has a hydraulic cylinder built in. When the towvehicle applies its brakes, the tow vehicle decelerates causingthe trailer to apply a pushing force against the hitch. This forceactuates the surge hitch hydraulic cylinder, transferring highpressure brake fluid to the wheel cylinder. The trailer brakes arenow applied.

DECELERATINGFORCEAPPLIEDAT TRAILERHITCH

SLIDING TONGUE

BEARING PAD SPRING

FIXED FRAME BEARING PAD

MASTERCYLINDER

TOCONVENTIONALHYDRAULICBRAKES

Braking Systems - Hydraulic

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Check valve

Intake manifold

Master cylindertap-in

Control valve

To tow vehicle brakes

Vacuum tanks

Hand controlfor applying

trailer brakes only

Vacuum / Hydraulic braking system

Brak

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Vacuum boosters

Quick disconnectcouplers

Vacuum lines

Hydraulic linesto trailer brakes

Dexter hydraulicdrum brake or

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Hydraulic Brake OperationDuo-ServoThe duo-servo brake uses a dual piston wheel cylinder to applythe brakes. This type of brake is typically used in a vacuum/hydraulic, electric/hydraulic or air/hydraulic system. A descriptionof operation of thisbrake is as follows:

When the brakes areapplied, the double-acting wheel cylindermoves the primaryand secondary shoestowards the drum. Thefrictional force be-tween the brake drumand lining attempts toturn the primary shoeinto the secondaryshoe. The secondary shoe is forced onto the anchor pin and fromthis point, the secondary and primary shoes attempt to ‘wraparound’. In essence, the brake has utilized frictional force to helpthe applying force on both shoes.

If the brakes are applied while the vehicle is backing, the shoesrotate in the direction of the drum rotation. This causes thesecondary shoe to leave the anchor and causes the primary shoeto move against the anchor. Action of the brake is therefore thesame in reverse as forward.

Uni-servoThis type of hydraulic brake utilizes a single acting cylinder. Uponactuation, the primary shoe is pressed against the brake drum,which causes the shoe to move in the direction ofrotation. This movement in turn actuates the secondary shoethrough the adjuster link assembly. Another variation is called a“free backing” brake which is commonly used on trailers with asurge hitch system. When backing with a surge brake hitch, thebrakes are applied through the surge mechanism, and if there ismore brake force on the trailer than the tow vehicle can override,

Anchor Post

Retractor Springs

Backing Plate

Secondary Shoe

Adjuster SpringAdjuster Assembly

Primary Shoe

Hold Down Spring

Actuating Pin

Hydraulic Wheel Cylinder

Brak

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no backing is possible.The free backing brakewas developed to allowbacking in this applica-tion. This brake has aprimary shoe on apivot which allowsnormal application inthe forward direction,but allows the primaryshoe to rotate awayfrom the drum surfacewhen backing.

Self-Adjusting Mechanism for 12 1/4" BrakesElectric Brakes

Design prior to 10/96 only adjusts the brake shoes outwardduring a reverse stop. The mechanism consisted of an adjusterscrew, an adjuster lever, pivot pin, an adjuster return spring (blueor white), a cable, and a cable anchor (also known as shoe guideplate). On one end, the adjuster lever pivots on the pivot pin thatis pressed into the shoe web. The other end of the adjusting leverengages the teeth of the star wheel. A cable guide is staked intothe secondary shoe web. When a reverse stop is made and thereis need for shoe adjustment, the secondary shoe moves awayfrom the anchor post pulling on the cable. Since the cable isanchored on the top end and hooked on the lever on the otherend, the lever is pulled upward turning the star wheel and thusincreasing the diameter of the shoes. When the brake is releasedand the secondary shoe returns to the anchor post, the adjusterreturn spring returns the lever and cable to their starting position.

Forward self adjust brakes released after 10/96 adjusts thebrakes on both forward and reverse stops. The reverse stopadjustment is the same as the previous design. Forward brakeadjustment occurs when the modified shoe guide plate (cableanchor) rotates when engaged by the pin that is staked in therotating magnet lever arm. A modification to the anchor postprevents the shoe guide plate from being clamped tight as in theprevious design. The rotating shoe guide plate (cable anchor)pulls the cable that lifts the adjuster lever to turn the adjuster star

Anchor Post

Retractor Springs

Backing Plate

Secondary Shoe

Adjuster SpringAdjuster Assembly

Primary Shoe

Hold Down Spring

Actuating Pin

Hydraulic Wheel Cylinder


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wheel. After the brake shoes obtain proper adjustment, there isinsufficient movement of the magnet lever arm to cause enoughrotation of the shoe guide to pull the cable to engage the nexttooth on the adjuster star wheel. When the linings have wornsufficiently, the increased rotation of the lever arm and shoeguide plate will cause the adjuster lever to engage the next toothon the adjuster and adjust the brake continuing to maintain asuperior level of adjustment.

Hydraulic BrakesPrevious design prior 3/97 adjusts only on reverse stops. Themechanism functions identical to the electric brake designdescribed earlier. The only difference is the hydraulic brakeadjuster cable is anchored directly on the brake anchor post andthere is not a shoe guide plate.

Forward self adjust brakes released after 3/97 adjusts the brakeson both forward and reverse stops. Components include a newadjuster, adjuster lever arm, adjuster return springs, cable, cableanchor bracket, and an extension spring. The new cable anchorbracket fits over the anchor post and has a slotted hole. Theextension spring attaches the cable anchor bracket to the pri-mary brake shoe. The brake adjuster cable is routed from thecable anchor bracket, over the cable pulley, to the adjuster lever.The forward stop adjustment is accomplished when the primaryshoe lifts sufficiently far off the anchor post. The extension springconnecting the primary shoe to the slotted cable anchor bracketpulls the bracket and the cable causing the adjuster lever torotate the adjuster screw star wheel. This will continue on eachbrake apply until the shoe clearance is sufficiently small so thatthe primary shoe movement is insufficient to pull the cable toengage the next tooth on the adjuster star wheel.

Hydraulic Parking Brake OptionThe parking feature on Dexter hydraulic brakes are cable oper-ated. Cable attachment occurs inside of the brake backing plate.On Dexter 10" and 12" brakes, the parking cable mounts to thebrake backing plate. The cable end is attached to the internalparking brake lever. On Dexter 121/4" brakes, the parking cablemounts to a support plate which is attached to the inboard side ofBrak

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Troubleshooting

Broken or Kinked Brake Line

Malfunctioning Actuation System

Brake AdjustmentNot Correct

Excessively WornBrake Linings

Grease or FluidSoaked Lining

Glazed Lining

Excessive Drum Wear

Severe Underadjustment

Incorrect Lining

Trapped Air in Lines

Overloaded Trailer

Repair or Replace

Adjust Brakes

Troubleshoot System

Replace Shoeand Lining

Install Correct Shoe and Lining

Repair Grease Seal orWheel Cylinder. Install New Shoe and Lining.

Recondition or ReplaceAll Cylinders, Brake Fluid

Reburnish or Replace

Replace

Bleed System

Correct

No Brakes

Weak Brakes

Frozen Master Cylinderor Wheel Cylinder Pistons

Manual-Adjust BrakesAutomatic-Make Several

Reverse Stops


MalfunctioningActuating System

TroubleshootSystem

Grease or Fluidon Linings

Replace Shoesand Linings

Manual-Adjust BrakesAutomatic-Make Several

Reverse StopsHarsh Brakes

Brake AdjustmentNot Correct

Machine or Replace

Surging Brakes

Grease or Oil on Linings

Out of Round Drums orCracked Drums

Clean or Replace


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TroubleshootingBr

akin

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ydra

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Underadjustment

Out-of-Round Drums

Replace Components

Adjust

Machine or Replace

Locking Brakes

Incorrect TirePressure

Restricted BrakeLines or Hoses

Malfunctioning CylinderAssembly

Defective or DamagedShoe and Lining

Blocked MasterCylinder

Parking BrakeCable Frozen

Unmatched Tireson Same Axle

One Side Out-of-Adjustment

Improper LiningThickness or Location

Inflate Evenly on BothSides to Req. Pressures

Match Tires on Axle

Repair or Replace

Install New Shoe andLining-Complete Axle

Adjust

Replace Rubber PartsFill with DOT4 Fluid

Open with CompressedAir or Replace Cylinder

Free Cable and Lubricate

Install New Shoesand Linings

Pulls to One Side

Improper Fluid

Dragging

Check for Stuckor Sluggish Pistons


Lack of Lubrication

Broken BrakeComponents


Adjust

Lubricate

Replace Components

Correct

Underadjustment

Noisy Brakes

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the brake mounting flange. The cable end is routed through thedust shield and the brake spider to attach to the internal parkingbrake lever.

The internal parking brake lever of 10" and 12" Dexter brakes,which is mounted to the secondary shoe, transfers applied cableforce through a parking strut which is attached to the primaryshoe. This transferred load generates a spreading force betweenthe primary and secondary shoes. The shoes in turn, movetowards the drum until contact is made. Friction generatedbetween the drum and lining contact surface results in parkingbrake capability.

The internal parking brake lever of Dexter 121/4" brakes transfersthe applied cable force through a cam mechanism. The cammechanism generates a spreading force between the primaryand secondary shoes. The shoes in turn, move towards the drumuntil contact is made. Friction generated between the drum andlining contact surface results in parking brake capability.

Note: The parking brake option is not available on some torflex axles.

MaintenanceA properly installed vacuum / hydraulic, electric / hydraulic or air /hydraulic system should not require any special attention with theexception of routine maintenance such as shoe and lining re-placement. If problems occur, the entire tow vehicle / trailerbraking system should be traced by a qualified mechanic using amethodical approach to determine the exact source of theproblem. Typical problems in a hydraulic braking system are:

l Air or Vacuum leaksl Hydraulic system leaksl Air in brake linesl Water or other impurity in brake fluidl Rusted or corroded master or wheel cylinders.l Weak trailer battery on electric / hydraulic

Most of the brake components are very similar to those used inelectric brakes, and maintenance is comparable for the hub anddrum, shoes and linings, and bearings. Specific maintenance


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activities are as follows:

Brake AdjustmentAs mentioned in the electric brake section, adjustment of yourbrakes is critical to proper brake performance. Adjustmentintervals are after the first 200 miles, and every 3000 milesthereafter.

Wheel CylindersInspect for leaks and smooth operation. Clean with brake cleanerand flush with fresh brake fluid. Hone or replace as necessary.

Brake LinesCheck for cracks, kinks, or blockage. Flush with fresh brake fluid.Bleed system to remove all air. Replace as necessary.

Shoes and LiningsInspect visually. Replace if the lining is worn (to within 1/16" orless), contaminated with grease or brake fluid, or abnormallyscored or gouged.

HardwareCheck all hardware. Check shoe return spring, hold downsprings, and adjuster springs for stretch or wear. Replace asrequired. Service kits are available.

DrumsCheck drums for scoring, cracking, or uneven wear. Turn drumsmooth only if under maximum diameter. Replace as necessary.

Hubs / Drums / Bearings(For Nev-R-Lube drums and bearings see page 39)

Hub RemovalWhenever the hub equipment on your axle must be removed forinspection or maintenance the following procedure should beutilized.

1. Elevate and support the trailer unit per manufacturers’instructions.Hu

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2. Remove the wheel.3. Remove the grease cap by carefully prying progressively

around the flange of the cap. If the hub is an oil lube type,then the cap can be removed by unscrewing it counter-clockwise while holding the hub stationary.

4. Remove the cotter pin from the spindle nut or, in the caseof E-Z Lube versions, bend the locking tang to the freeposition.

5. Unscrew the spindle nut (counterclockwise) and removethe spindle washer.

6. Remove the hub from the spindle, being careful not toallow the outer bearing cone to fall out. The inner bearingcone will be retained by the seal.

7. On 7200# and 8000# a hub puller should be used to assistdrum removal.

Brake Drum InspectionThere are two areas of the brake drum that are subject to wearand require periodic inspection. These two areas are the drumsurface where the brake shoes make contact during stopping andthe armature surface where the magnet contacts (only in electricbrakes.)

The drum surface should be inspected for excessive wear orheavy scoring. If worn more than .020" oversized, or the drumhas worn out of round by more than .015", then the drum surfaceshould be turned. If scoring or other wear is greater than .090" onthe diameter, the drum must be replaced. When turning the drumsurface, the maximum rebore diameter is as follows:

l 7" Brake Drum-7.090"l 10" Brake Drum-10.090"l 12" Brake Drum-12.090"l 121/4" Brake Drum-12.340"

The machined inner surface of the brake drum that contacts thebrake magnet is called the armature surface. If the armaturesurface is scored or worn unevenly, it should be refaced to a 120micro inch finish by removing not more than .030" of material. Toinsure proper contact between the armature face and the magnetface, the magnets should be replaced whenever the armature

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surface is refaced and the armature surface should be refacedwhenever the magnets are replaced.

Note: It is important to protect the wheel bearing bores frommetallic chips and contamination which result from drumturning or armature refacing operations. Make certain thatthe wheel bearing cavities are clean and free of contamina-tion before reinstalling bearing and seals. The presence ofthese contaminants will cause premature wheel bearingfailure.

Bearing InspectionWash all grease and oil from the bearing cone using a suitablesolvent. Dry the bearing with a clean, lint-free cloth and inspecteach roller completely. If any pitting, spalling, or corrosion ispresent, then the bearing must be replaced. The bearing cupinside the hub must be inspected.

IMPORTANT: Bearings must always be replaced in sets of acone and a cup.

When replacing the bearing cupproceed as follows:

1. Place the hub on a flatwork surface with the cupto be replaced on thebottom side.

2. Using a brass drift punch,carefully tap around thesmall diameter end of thecup to drive out.

3. After cleaning the hub borearea, replace the cup by tapping in with the brass driftpunch. Be sure the cup is seated all the way up against theretaining shoulder in the hub.

Replace only with bearings as specified in the accompanyingBearing Replacement Chart.

! CAUTION:Be sure to wear safety glasses when removing or installing

force fitted parts. Failure to comply may result in seriouseye injury.

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Bearing LubricationAlong with bearing adjustment, proper lubrication is essential tothe current function and reliability of your trailer axle. Bearingsshould be lubricated every 12 months or12,000 miles. The method to repack bearingcones is as follows:

1. Place a quantity of grease into thepalm of your hand.

2. Press a section of the widest end ofthe bearing into the outer edge of thegrease pile closest to the thumbforcing grease into the interior of the bearing.

3. Repeat this while rotating the bearing from roller to roller.4. Continue this process until you have the entire bearing

completely filled with grease.5. Before reinstalling, apply a light coat of grease on the

bearing cup.

Bearing Replacement Chart

Brake Hub Bearings Dexter Part # Industry Part #Size Size Cup & Cone Cup /Cone

7 x 11/4 4 or 5 Inner 31-31-4 L44610 / L44649Bolt Outer 31-31-4 L44610 / L44649

10 x 11/2 4 or 5 Inner 31-32-3 LM67010 / LM67048Bolt Outer 31-31-4 L44610 / L44649

10 x 21/4 4 or 5 Inner 31-33-3 L68111 / L68149Bolt Outer 31-31-4 L44610 / L44649

12 x 2 4 or 6 Inner 31-30-3 25520 / 25580Bolt Outer 31-32-3 LM67010 / LM67048

12 x 2 5 Bolt Inner 31-30-3 25520 / 25580Demount Outer 31-29-3 15245 / 15123

12 x 2 8 Bolt Inner 31-30-3 25520 / 25580Outer 31-17-3 14276 /14125A

12 x 2 * 6 Bolt Inner 31-30-3 25520 / 25580Outer 31-29-3 15245 / 15123

121/4 x 21/2 8 Bolt Inner 31-30-3 25520 / 25580Outer 31-28-3 02420 / 02475

121/4 x 33/8 8 Bolt Inner 31-30-3 25520 / 25580Outer 31-28-3 02420 / 02475

*Special Application

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E-Z LubeIf your axle is equipped with the Dexter E-Z Lube feature, thebearings can be periodically lubricated without removing the hubsfrom the axle. This feature consists of axle spindles that havebeen specially drilled and fitted with a grease zerk in their ends.When grease is pumped into the zerk, it is channeled to the innerbearing and then flows back to the outer bearing and eventuallyback out the grease cap hole.

Inner Bearing

Outer Bearing

Rubber Plug

E-Z LUBE

GreaseFlow

Grease Zerk

Metal End Cap

Spring LoadedDouble Lip Seal

The procedure is as follows:

1. Remove the rubber plug from the end of the grease cap.2. Place a standard grease gun onto the grease zerk located

in the end of the spindle. Make sure the grease gun nozzleis fully engaged on the fitting.

3. Pump grease into the zerk. The old, displaced grease willbegin to flow back out the cap around the grease gunnozzle.

4. When the new, clean grease is observed, remove thegrease gun, wipe off any excess, and replace the rubberplug in the cap.

5. Rotate hub or drum while adding grease.Hubs

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Note: The E-Z Lube feature is designed to allow immersion.Axles not equipped with E-Z Lube are not designed forimmersion and bearings should be repacked after eachimmersion. If hubs are removed from an axle with the E-ZLube feature, it is imperative that the seals be replacedBEFORE bearing lubrication. Otherwise, the chance ofgrease getting on brake linings is greatly increased.

If your axles are equipped with oil lubricated hubs, then yourlubrication procedure is to periodically fill the hub with a highquality hypoid gear oil to the level indicated on the clear plastic oilcap. The oil can be filled from either the oil fill hole, if present, inthe hub or through the rubber plug hole in the cap itself.

Recommended Wheel Bearing LubricationSpecificationsGrease:

Thickener Type ............................................. Lithium ComplexDropping Point .................................. 230OC (446OF) minimumConsistency ........................................................... NLGI No. 2Additives ........................ EP, Corrosion & Oxidation InhibitorsBase Oil ................................... Solvent Refined Petroleum OilBase Oil Viscosity .......... @40OC (104OF) 150cSt(695 SUS) Min.Viscosity Index ..................................................... 80 MinimumPour Point ............................................ -10OC (14OF) Minimum

Approved Sources:Mobil Oil ......................................................... Mobilgrease HPExxon/Standard ...................................................... Ronex MPKendall Refining Co. .......................................... Kendall L-427Ashland Oil Co. ......................... Valvoline Val-plex EP GreasePennzoil Prod. Co. .......... Premium Wheel Bearing Grease 707L

Oil:SAE 90 Hypoid Gear (Hypoid Rear Axle Oil)

Use only with hubs equipped with oil option.

Approved Sources:Union Oil Co. ...................................Union MP, Gearlube - LSExxon Co. USA .......................................Gear Oil GX 80W-90Mobil Oil Corp.. ................................... Mobilube SHC 75W-90Pennzoil Prod. Co. ................ Multipurpose Gear Lubricant 4092,

........................................... Multipurpose Gear Lubricant 4096

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Note: The convenient lubrication provisions of the E-Z Lubeand the oil lubrication must not replace periodic inspectionof the bearings.

Seal Inspection and ReplacementWhenever the hub is removed, inspect the seal to assure that itis not nicked or torn and is still capable of properly sealing thebearing cavity. If there is any question of condition, replace theseal. Use only the seals specified in the Seal ReplacementChart. To replace the seal:

1. Pry the seal out of the hubwith a screwdriver. Neverdrive the seal out with theinner bearing as you maydamage the bearing.

2. Apply a PERMATEXsealant to the outside ofthe new seal.

Note: Permatex sealantshould not be used onrubber encased seals, i.e. 10-10 and 10-63.

3. Tap the new seal into place using a clean wood block.

Seal Replacement Reference

Brake Hub Seal Part No.

Size Std. E-Z Lube Oil

7 x 11/4 4 or 5 Bolt 10-9 10-60 NA

10 x 11/2 4 or 5 Bolt 10-42 NA NA

10 x 21/4 4 or 5 Bolt 10-4 10-19 NA

12 x 2 4 Bolt 10-1 10-10 NA

12 x 2+ 5 Bolt Demount;

6 or 8 Bolt 10-1 10-10 10-10

12 x 2* 5 Bolt Demount;6 or 8 Bolt 10-54 10-36 10-63

121/4 x 21/2 8 Bolt 10-63 10-63 10-63

121/4 x 33/8 8 Bolt 10-63 10-63 10-63

*2.25 diameter seal journal after 10/97 +2.12 seal journal prior ro 10/97Hubs

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Bearing Adjustment and Hub ReplacementIf the hub has been removed or bearing adjustment is required,the following adjustment procedure must be followed:

1. After placing the hub, bearings, washers, and spindle nutback on the axle spindle in reverse order as detailed in theprevious section on hub removal, rotate the hub assemblyslowly while tightening the spindle nut to approximately50 lbs.-ft. (12" wrench or pliers with full hand force.)

2. Then loosen the spindle nut to remove the torque. Do notrotate the hub.

3. Finger tighten the spindle nut until just snug.4. Back the spindle nut out slightly until the first castellation

lines up with the cotter key hole and insert the cotter pin (orlocking tang in the case of E-Z Lube.)

5. Bend over the cotter pin legs to secure the nut (or lockingtang in the case of E-Z Lube)

6. Nut should be free to move with only restraint being thecotter pin (or locking tang.)

Nev-R-Lube Drums/BearingsDrum RemovalWhenever the hub equipment on your axle must be removed forinspection or maintenance the following procedure should beutilized.

1. Elevate and support the trailer unit per manufacturer'sinstructions.

2. Remove the wheel.3. Remove the grease cap from the hub by carefully prying

progressively around the flange.4. Remove snap ring on the end of the spindle. Remove

“torque instruction” washer.5. Unscrew the spindle nut (counterclockwise) and remove

the spindle washer.6. Remove the hub from the spindle, the Nev-R-Lube bearing

package will remain with the hub as a one piece unit whendisassembling. Note: Do not remove cartridge bearing fromthe hub bore as this will damage the bearing unit, unlessreplacing with a new bearing pack.

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Bearing InspectionImportant:

1. Elevate and support the trailer unit per manufacturers’instructions.

2. Check for excessive wheel end clearance by pulling the tireassembly towards you and by pushing the assembly awayfrom you. Slight end play is acceptable.

3. Rotate tire slowly forwards and backwards. The wheelassembly should turn freely and smoothly.

4. Excessive wheel end play, restriction to rotation, noise, or“bumpy” rotation should be remedied by replacing thebearing unit.

5. Bearing units should be inspected every year or 12,000miles whichever comes first.

Note: A slight amount of grease weeping from the seal area isnormal. Excessive leakage may indicate abnormal bearingoperation.

Bearing Replacement and Drum Installation1. Once the drum and bearing assembly is removed from the

axle, remove “internal” snap ring from the bearing bore thatretains bearing.

2. Using an arbor press and mandrel, press the bearing out ofthe drum. Bearing will exit on the wheel side of the drum.

3. When replacing a Nev-R-Lube bearing pack, the bore inthe hub should be cleaned and inspected for visual dam-age (replace as necessary).

4. Installing the new bearing should be conducted using anarbor press and a “hollow” or “stepped” mandrel to pressonly on the outer housing of the bearing assembly (failureto follow procedure will damage bearing and/or sealsduring installation). Press bearing until it seats against theback-up shoulder machined into the hub.

5. Install “internal” snap ring into hub.6. Clean and inspect spindle shaft. Apply never-seize

lubricant to the spindle shaft prior to assembling drum.7. Install drum assembly onto spindle (DO NOT FORCE).8. Install steel washer onto spindle end.

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9. Start self-locking nut onto spindle thread by hand. Com-plete installation using a 1½" or 1 7/16" socket and torquewrench. Nut should be torqued to 145-155 lb.-ft. (Thistorque will set the internal bearing adjustment, no otheradjustments are to be made.)

10.Install “torque instruction” washer onto end of spindle.11.Install “external” snap ring onto end of spindle to retain

washer.12.Inspect assembly for excessive end play, noise, and

rotation restriction prior to mounting final wheel endhardware.

SuspensionTypesThe suspension systems incorporated into Dexter axles aredesigned to provide the trailer owner three basic functions:

1. Attach the axle to the trailer2. Dampen the effects of road shock3. Provide stability to the trailer

All Dexter suspension systems are available in single andmultiple axle configurations. These suspension systems are:

Double Eye Leaf SpringsDouble eye springs have eyes formed in each end of the springand are attached to the trailer as follows:

1. The front spring eye is attached directly to the front hangerwith a bolt andnut.

2. The rear springeye is attachedto a pair ofshackle linkswhich are

Suspensions

Center Hanger

Equalizer

Rear Hanger

Front Hanger

Tie Plate

U-Bolt

Shackle Bolts

Shackle Link

Underslung Shown

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attached to either a rear hanger (in the case of single axleinstallation), or an equalizer (in the case of a tandem axleinstallation.)

3. For triple installation, the middle axle is towed by equalizereye attachment.

The articulation of this suspension occurs when the springbecomes loaded and consequently lengthens. The double pivotaction of the shackle links accommodates this articulation andallows the system to move freely.

In multiple axle installations the action is the same but with theadditional movement of the equalizer assembly which serves totransfer instantaneous loads from one axle to another in an effortto “equalize” the load between the axles.

Grease Lubricated Suspension Bushings

In the optional heavy duty attaching parts kits, the suspensionbolts and equalizers have grease zerks which provide alubrication path to the bronze bushing located in the spring eyesand equalizer. These parts should be periodically lubricated andinspected for signs of excessive wear, cracking, or holeelongation. If excessive wear, cracking or hole elongation exists,all links and worn parts should be immediately replaced.

Slipper Leaf SpringsSlipper springs have an eye formed in one end only with theother end formed into a reverse curve. The attachment of thesesprings is as follows:Su

spen

sion

s

C B

CCD

B

X

Z

Y

SLR

front

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1. The front eye is attached directly into the front hanger witha bolt and nut.

2. The rear end of the spring is captured in the rear hanger orequalizer with a “keeper bolt” that prevents the spring fromcoming out when the trailer is jacked up for service.

The articulation of this suspension occurs when the rear end ofeach slipper springslides against the wearsurfaces provided inthe rear hangers orequalizers. Thissuspension is alsoavailable in single andmultiple axleconfigurations.

Note: Failure to do properand periodic maintenance of these important structural parts may result in severeand catastrophic injury or damage to property.

Torflex SuspensionThe TORFLEX suspension system is a torsion arm type suspen-sion which is completely self contained within the axle tube. Itattaches directly to the trailer frame using brackets which are anintegral part of the axle assembly. The TORFLEX axle providesimproved suspension characteristics relative to leaf spring axlesthrough the unique arrangement of a steel torsion bar surroundedby four natural rubber cords encased in the main structuralmember of the axle beam.

The wheel/hub spindle isattached to a lever, calledthe torsion arm, which isfastened to the rubberencased bar. As loadis applied, the barrotates causing arolling/compressiveresistance in therubber cords. This actionprovides the same functions as

Suspensions

Torsion Arm

Torsion Bar

Axle TubeMounting Bracket

Spindle

Center HangerEqualizer

Rear Hanger

Front Hanger

Tie Plate

U-Bolt

Spring Eye Bolts Keeper Bolts

Overslung Shown

U-Bolt

Tie Plate

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conventional sprung axles with several operating advantagesincluding independent suspension.

Inspection and ReplacementAll the components of your suspension system should be visuallyinspected at least every 6,000 miles for signs of excess wear,elongation of bolt holes, and loosening of fasteners. Wheneverloose or replaced, the fasteners in your suspension systemshould be torqued as detailed in the charts below.

Suspension Fastener Torque ValuesItem Torque (lbs.-ft.)

Min Max3/8" U-Bolt 30 357/16" U-Bolt 45 601/2" U-Bolt 45 60

Non shoulder typeShackle Bolt Snug fit only. Parts must rotate freely. Locking nuts

Spring Eye Bolt or cotter pins are provided to retain nut-bolt

Equalizer Bolt assembly.

Shoulder Type 30 50Shackle Bolt

Worn spring eye bushings, sagging springs, or broken springsshould be replaced using the following method.

1. Support the trailer with the wheels just off the ground.Follow the trailer manufacturer's recommendations forlifting and supporting the unit. Do not lift or place supportson any part of the suspension system.

2. After the unit is properly supported place a suitable blockunder the axle tube near the end to be repaired. This blockis to support the weight of the axle only so that suspensionCOMPONENTS can be removed.

3. Disassemble the U-bolts, nuts, and tie plates.4. Remove the spring eye bolts and remove the spring and

place on a suitable work surface.Susp

ensi

ons

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5. If the spring eye bushings are to be replaced, drive out theold bushing using a suitable drift punch.


force fitted parts. Failure to comply may result in seriousinjury.

6. Drive the new bushing into the spring eye using a piloteddrift punch or a close fitting bolt inserted through thebushing.

7. Reinstall repaired or replaced components in reverse order.Note: For multiple axle units, the weight of each axle must be

supported as outlined in Step 2 before disassembly of anycomponent of the suspension system.

If the equalizer or equalizer bushings must be replaced, followthe instructions above for lifting and supporting the trailer unitand then proceed as follows:

1. With both axles blocked up, remove the spring eye bolt,shackle bolt, and equalizer bolt from the equalizer to berepaired or replaced.

2. Take the equalizer to suitable work surface and remove theworn bushings using a suitable drift punch.

3. Drive the new bushings into place using a piloted driftpunch or a close fitting bolt through the bushing.


force fitted parts. Failure to comply may result in seriousinjury.

4. Reassemble in reverse order.

All of the pivot points or your suspension system have been fittedwith anti friction bearing materials which do not require routinelubrication. However, when otherwise servicing the unit, thesepivot points may be lubricated if you so desire.

Except for periodic inspection of the fasteners used to attach theTORFLEX axle to the vehicle frame, no other suspension mainte-nance is required on TORFLEX axles. They are, of course,subject to the maintenance and inspection procedures regarding

Suspensions

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brakes, hubs, bearings, seals, wheels, and tires as outlined inthis manual.

! WARNING:DO NOT WELD ON THE TORFLEX BEAM. It has rubber

cords inside and the heat generated by welding coulddamage the cord.

WheelsWheel SelectionWheels are a very important and critical component of yourrunning gear system. When specifying or replacing your trailerwheels it is important that the wheels, tires, and axle are properlymatched. The following characteristics are extremely importantand should be thoroughly checked when replacement wheels areconsidered.

1. Bolt Circle. Many bolt circle dimensions are available andsome vary by so little that it might be possible to attach animproper wheel that does not match the axle hub. Be sureto match your wheel to the axle hub.

2. Capacity. Make sure that the wheels have enough loadcarrying capacity and pressure rating to match the maxi-mum load of the tire and trailer.

3. Offset. This refers to the relationship of the center line ofthe tire to the hub face of the axle. Care should be taken tomatch any replacement wheel with the same offset wheelas originally equipped. Failure to match offset can result inreducing the load carrying capacity of your axle.

4. Rim Contour.

! DANGER:Use only the approved rim contours as shown in theTire and Rim Yearbook or the tire manufacturerscatalog. The use of other rim contours is dangerous.Failure to use the proper rim contour can result inexplosive separation of the tire and wheel and couldcause a serious accident.

Whe

els

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Tire

s

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! WARNING:Do not attempt to repair or modify a wheel. Even minormodifications can have a great effect. Do not install atube to correct a leak through the rim. If the rim iscracked, the air pressure in the tube may cause thepieces of the rim to explode with great force and cancause serious injury or death.

Torque RequirementsIt is extremely important to apply and maintain proper wheelmounting torque on your trailer axle. Torque is a measure of theamount of tightening applied to a fastener (nut or bolt) and isexpressed as length times force. For example, a force of 90pounds applied at the end of wrench one foot long will yield90 lbs.-ft. of torque. Torque wrenches are the best method toassure the proper amount of torque is being applied to a fastener.

Note: Wheel nut or bolts must be applied and maintained atthe proper torque levels to prevent loose wheels, brokenstuds, and possible dangerous separation of wheels fromyour axle.

Be sure to use only the fasteners matched to the cone angle ofyour wheel (usually 60o or 90o.) The proper procedure for attach-ing your wheels is as follows:

1. Start all bolts or nuts by hand to prevent cross threading.2. Tighten bolts or nuts in the following sequence.3. The tightening of the fasteners should be done in stages.

Following the recommended sequence, tighten fastenersper wheel torque chart below.

4. Wheel nuts/bolts should be torqued before first road useand after each wheel removal. Check and re torque after

Wheels and Tires

4 BOLT 5 BOLT 6 BOLT 8 BOLT

1 1 1 1

22

2 2

3

3 33

44

4

4

55 5

6 6

78

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the first 10 miles, 25 miles, and again at 50 miles. Checkperiodically thereafter.

Wheel Torque RequirementsWheel Torque SequenceSize 1st Stage 2nd Stage 3rd Stage

12" 20-25 35-40 50-75

13" 20-25 35-40 50-75

14" 20-25 50-60 90-120

15" 20-25 50-60 90-120

16" 20-25 50-60 90-120

TiresBefore mounting tires onto wheels make certain that the rim sizeand contour is approved for the tire as shown in the Tire and RimAssociation Yearbook or the tire manufacturers catalog. Alsomake sure the tire will carry the rated load. If the load is notequal on all tires due to trailer weight distribution, use the tirerated for the heaviest wheel position.

Note: The capacity rating molded into the sidewall of the tire isnot always the proper rating for the tire if used in a trailerapplication. Use the following guideline:

1. LT and ST tires. Use the capacity rating molded into thetire.

2. Passenger Car Tires. Use the capacity rating molded intothe tire sidewall divided by 1.10.

Use tire mounting procedures as outlined by the RubberManufacturers Association or the tire manufacturers.

Tire inflation pressure is the most important factor in tire life.Inflation pressure should be as recommended by the manufac-turer for the load. Pressure should be checked cold beforeoperation. Do not bleed air from tires when they are hot. Checkinflation pressure weekly during use to insure the maximum tirelife and tread wear. The following tire wear diagnostic chart willhelp you pinpoint the causes and solutions of tire wear problems.

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Note: Tire wear should be checked frequently because once awear pattern becomes firmly established in a tire it isdifficult to stop, even if the underlying cause is corrected.

Tire Wear Diagnostic Chart

Center Wear

Edge Wear

Side Wear

Toe Wear

Cupping

Flat Spots

Over Inflation

Under Inflation

Loss of camberor overloading

Incorrect toe-in

Out-of-balance

Wheel lockup &tire skidding

Adjust pressure toparticular load pertire catalog

Adjust pressure toparticular load pertire catalog

Make sure load doesn'texceed axle rating. Align at alignment shop.

Align at alignment shop.

Check bearing adjust-ment and balance tires.

Avoid sudden stops when possible andadjust brakes.

Wear Pattern Cause Action

OperationStorage PreparationIf your trailer is to be stored for an extended period of time orover the winter, it is important that the trailer be prepared prop-erly.

1. Remove the emergency breakaway battery and storeinside, out of the weather. Charge the battery at least every90 days.

2. Jack up the trailer and place jack stands under the trailerframe so that the weight will be off the tires. Follow trailermanufacturers guidelines to lift and support the unit. Neverjack up or place jack stands on the axle tube or on theequalizers.

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Oper

atio

n3. Lubricate mechanical moving parts such as the hitch, and

suspension parts, that are exposed to the weather.4. Boat trailer axles are subject to repeated immersion.

Before storing, remove brake drums; clean, dry andre-lubricate moving brake components; inspect bearings -clean and re-lubricate.

Note: On oil lubricated hubs the upper part of the rollerbearings are not immersed in oil and are subject to poten-tial corrosion. For maximum bearing life it is recommendedthat you revolve your wheels periodically (every 2-3 weeks)during periods of prolonged storage.

After Prolonged Storage -Inspection ProceduresBefore removing trailer from jack stands:

1. Remove all wheels and hubs or brake drums. Note whichspindle and brake that the drum was removed from so thatit can be reinstalled in the same location.

2. Inspect suspension for wear.3. Check tightness of hanger bolt, shackle bolt, and U-bolt

nuts per recommended torque values.4. Check brake linings, brake drums and armature faces for

excessive wear or scoring.5. Check brake magnets with an ohmmeter. The magnets

should check 3.2 ohms. If shorted or worn excessively,replace.

6. Lubricate all brake moving parts using a high temperaturebrake lubricant. (LUBRIPLATE or Equivalent).

! CAUTION:Do not get grease or oil on brake linings or magnet face.

7. Remove any rust from braking surface and armaturesurface of drums with fine emery paper or crocus cloth.Protect bearings from contamination while so doing.

8. Inspect oil or grease seals for wear or nicks. Replace ifnecessary.

9. Lubricate hub bearings. Refer to procedure in manual.

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10.Reinstall hubs and adjust bearings per instructions inmanual.

11. Mount and tighten wheels per instructions in manual.

Trip Preparation ChecklistThere are a number of simple rules to follow in caring for yourtrailer axle assembly that can add to its life - and in the case ofsome of these rules, you may be protecting your own life as well.Using the following checklist before starting a trip with your traileris highly recommended. Some of these items should be checked2-3 weeks prior to planned trip to allow sufficient time to performmaintenance.

1. Check your maintenance schedule and be sure you are up-to-date.

2. Check hitch. Is it showing wear? Is it properly lubricated?3. Fasten safety chains and breakaway switch actuating

chain securely. Make certain the breakaway battery is fullycharged.

4. Inspect towing hookup for secure attachment.5. Load your trailer so that approximately 10% of the trailers

total weight is on the hitch. For light trailers this should beincreased to 15%.

6. Do Not Overload. Stay within your gross vehicle ratedcapacity. (Consult your trailers identification plate.)

7. Inflate tires according to manufacturers specifications;inspect tires for cuts, excessive wear, etc.

8. Check wheel mounting nuts/bolts with a torque wrench.Torque, in proper sequence, to the levels specified in thismanual.

9. Make certain brakes are synchronized and functioningproperly.

10.Check tightness of hanger bolt, shackle bolt, and U-boltsnuts per torque values specified in manual.

11.Check operation of all lights.12.Check that your trailer is towing in a level position and

adjust hitch height if required.

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War

rant

yDexter Axle Limited Warranty

WHAT PRODUCTS ARE COVEREDDexter Axle’s spring suspension type axles (“Spring SuspensionAxles”) and Torflex Axle Suspensions (“Torflex Axles”).

LIMITED WARRANTY FOR SPRING SUSPENSION AXLES DexterAxle warrants to the original purchaser that the Spring SuspensionAxles will be free from defects in material and workmanship for aperiod of one (1) year from the date of purchase by the originalpurchaser.

LIMITED WARRANTY FOR TORFLEX AXLESDexter Axle warrants to the original purchaser that the Torflex

Axles, exclusive of hubs, drums, brakes, bearings and seals, will befree from defects in material and workmanship for a period of five (5)years from the date of purchase by the original purchaser.

Dexter Axle warrants to the original purchaser that the hubs, drums,brakes, bearings and seals that are part of the Torflex Axles will befree from defects in material and workmanship for a period of one (1)year from the date of purchase by the original purchaser.

LIMITED WARRANTY FOR NEV-R-LUBE™ BEARINGSDexter Axle warrants to the original purchaser that these bearings

will be free from defects in material and workmanship for a period offive (5) years OR 100,000 miles from the date of purchase by theoriginal purchaser.

EXCLUSIVE REMEDYDexter Axle will, at its option, repair or replace (without installation)

the affected components of any defective Spring Suspension Axle orTorflex Axle, repair or replace (without installation) the entire defectiveSpring Suspension Axle or Torflex Axle, or refund the then-current listprice of the Spring Suspension Axle or Torflex Axle. In all cases, areasonable time period must be allowed for warranty repairs to becompleted.

WHAT YOU MUST DOIn order to make a claim under these warranties:

1. You must be the original purchaser of the vehicle in which theSpring Suspension Axles or Torflex Axles were originally in-stalled.

2. You must promptly notify us within the warranty period of anydefect and provide us with any substantiation that we may

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reasonably request.3. The Spring Suspension Axles and Torflex Axles must have been

installed and maintained in accordance with good industrypractice and any specific Dexter Axle’s recommendations,including those specified in Dexter Axle’s publication “Operation,Maintenance Service Manual.”

EXCLUSIONSThese warranties do not extend to or do not cover defects caused

by:1. The connecting of brake wiring to the trailer wiring or trailing

wiring to the towing vehicle wiring.2. The attachment of the running gear to the frame.3. Hub imbalance, or any damage caused thereby.4. Parts not supplied by Dexter Axle.5. Any damage whatever caused by or related to any alteration of

the axle.6. Use of a Spring Suspension Axle or Torflex Axle on a unit other

than the unit to which it was originally mounted.7. Normal wear and tear.8. Alignment.9. Improper installation.10. Damage (not resulting from defects in material or workmanship)

while in the possession or the original purchaser.11. Unreasonable use (including failure to provide

reasonable and necessary maintenance as specified in DexterAxle’s publication “Operation, Maintenance Service Manual”including required maintenance after “Prolonged Storage”.)

12. Improper wheel nut torque.13. Welding supplemental brackets/members onto the existing

Torflex Suspension beam.LIMITATIONS

1. In all cases, Dexter Axle reserves the right to fully satisfy itsobligations under the Limited Warranties by refunding thethen-current list price of the defective Spring SuspensionAxle or Torflex Axle (or, if the axle has been discontinued, ofthe most nearly comparable current product).

2. Dexter Axle reserves the right to furnish a substitute or replace-ment component or product in the event a Spring SuspensionAxle or Torflex Axle or any component of these axles is discon-tinued or is otherwise unavailable.

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3. These warranties are non-transferable.GENERAL

THE FOREGOING WARRANTIES ARE EXCLUSIVE AND IN LIEUOF ALL OTHER WARRANTIES EXCEPT THAT OF TITLE,WHETHER WRITTEN, ORAL OR IMPLIED, IN FACT OR IN LAW(INCLUDING ANY WARRANTY OF MERCHANTABILITY OR FIT-NESS FOR A PARTICULAR PURPOSE).

These warranties give you specific legal rights, and you may alsohave other rights which vary from state to state.

THE DURATION OF ANY IMPLIED WARRANTIES, INCLUDINGTHE IMPLIED WARRANTIES OF MERCHANTABILITY AND FIT-NESS FOR A PARTICULAR PURPOSE, ARE LIMITED TO THEDURATION OF THE EXPRESS WARRANTIES HEREIN. DEXTERAXLE HEREBY EXCLUDES INCIDENTAL AND CONSEQUENTIALDAMAGES, INCLUDING LOSS OF TIME, INCONVENIENCE, LOSSOF USE, TOWING FEES, TELEPHONE CALLS OR COST OFMEALS, FOR ANY BREACH OF ANY EXPRESS OR IMPLIEDWARRANTY, INCLUDING THE IMPLIED WARRANTIES OF MER-CHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE,APPLICABLE TO THE SPRING SUSPENSION AXLES AND THETORFLEX AXLES.

Some states do not allow limitations on how long an implied war-ranty lasts, or the exclusion or limitation of incidental or consequentialdamages, so the above exclusion or limitation may not apply to you.

The remedies of the original purchaser set forth herein are exclusiveand the liability of Dexter Axle with respect to the Spring SuspensionAxles and Torflex Axles, whether in contract, tort, warranty, strictliability or other legal theory shall not exceed the then-current averagelist price charged by Dexter Axle to its customer for the affected SpringSuspension Axle or Torflex Axle at the time that the claimis made.

Inquiries regarding these warranties should be sent to:Dexter Axle P.O. Box 250 Elkhart, Indiana 46515

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Service RecordRefer to inside front cover for Maintenance Schedule

Date Service Performed Mileage

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Service RecordRefer to inside front cover for Maintenance Schedule

Date Service Performed Mileage

Documents

Introduction - Pirate 4x4...These manufactured components include the axle beam, hubs, drums, spindles, brakes, magnets, rims, wheels and most of the steel stampings used in the attachment