Optimum Trailer Braking

If there is one phrase I advocate it would be “you get what you pay for”. This phrase always holds true, regardless of what you are purchasing. If you are going to buy a product intended to perform a specific job it only makes sense to pay a little extra and get one that does the job flawlessly.


Let’s apply “you get what you pay for” to an important topic like towing a trailer. For the sake of an example let’s say you (the RV consumer) purchase a 6,000 pound travel trailer to tow behind your ½ ton truck. The brakes on the truck are designed to stop the truck, but not an additional 6,000 pounds behind the truck. You are aware that you need to purchase an electronic trailer brake controller to supply power from the tow vehicle to the trailer’s electric brakes. You soon discover there are lots of different choices when it comes to electric brake controllers, and they come in a wide price range too. Do you purchase the $50 time based model and hope it works effectively? Stopping a 6,000 pound trailer is not something you should take lightly. It is a safety issue for you, your loved ones and everybody else traveling on the same road as you.

This is where the phrase “you get what you pay for” really matters. You have the choice to purchase a less expensive, very basic, time delayed electric brake controller and save a few bucks, or you can spend more and get a network based controller that plugs into the On Board Diagnostic II (OBD II) connector in the truck cab and gathers data from the tow vehicle to effectively manage the trailer brakes. The less expensive model sends a pre-determined amount of power to the trailer brakes every time you step on the brake pedal. What if the pre-determined amount of power isn’t enough for the current conditions? The more expensive model is a network based controller. This DirecLink network based controller can observe the engine, transmission and vehicle speed and then analyze all of the data to determine the proper level of trailer braking required to safely stop the trailer, based on all of the current conditions. It links with your vehicle’s computer network and uses multiple data parameters in a proprietary way to create amazingly proportional trailer braking. For safety, reliability, performance and longevity there is no question you should go with the better network based controller.

Getting a high quality brake controller is a smart decision, but the only way to achieve optimum braking performance from the controller is to ensure that it is properly installed. If you use scotch-locks to make wire connections, rather than the correct type of sealed wire connectors, the more expensive brake controller might not work any better than the $50 model. The same is true if you use the wrong gauge wire over a certain distance, resulting in a drop in voltage and less efficient braking.

For optimum trailer brakes everything in the brake system must be in good working order.

In addition to proper installation of the network based brake controller it is extremely important that you perform routine maintenance on the remainder of the trailer brake system. This includes but is not limited to a 3,000 mile, or annual inspection of the trailer brake and bearing components. If you don’t feel comfortable performing this type of maintenance yourself you should have an authorized RV service center do it for you.

All too often a trailer sits for periods of time not being used, and in many cases this non-use is for extended periods of time. When it’s time to use the trailer we tend to just hook it up and drive off without really considering what may have gone wrong while it sat in storage. It’s common for a battery to discharge, for tires to be dangerously low on air, and the trailer plug contacts to get dirty and corroded. If the trailer brakes don’t work properly because of a bad contact in the plug, or a tire fails because of under inflation it puts us and others in harm’s way.

To help prevent these types of things from happening I want to include a simple pre-trip trailer checklist you can follow to make sure your trailer is ready to hit the road.

After properly hitching the trailer (i.e. WDH adjustments, sway control, safety chains) to the vehicle make the following checks:

■Inspect the trailer plug and vehicle receptacle contacts for dirt, debris and corrosion. Clean the plug and contacts as required, ensuring a proper connection. Plug the cord in and test all of the trailer lights.

■Connect the trailer break-away lanyard to a secure connection on the tow vehicle.

■Test the operation of the trailer brakes. Remove any wheel chocks. Pull the trailer forward slightly and press the brake pedal to verify the trailer brakes are engaging. Test the brake controller manual override for proper operation.

■Check all tires for abnormal wear and any weather cracking/checking. If any cracks in the tire sidewalls are deeper than 1/32” have the tire inspected by a professional before towing the trailer.

■Check and adjust tire pressure in accordance with the federal certification label on the trailer or using the tire manufacturer load and inflation tables.

■Check the condition of the battery. Check the water level in each cell and add distilled water as required. Check the battery state of charge with a multimeter or battery hydrometer. If you don’t feel comfortable working on or around lead acid battery’s have battery maintenance performed by an authorized service center.

■Every 3,000 miles, or annually, schedule a trailer brake and wheel bearing inspection.

For more great checklists check out our bestselling Checklists for RVers e-book with over 90 pages of checklists on all aspects of RVing.

Happy RV Learning,

Mark Polk
RV Education 101
RV University
RV Orientation
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Are Towing Laws Outdated?

I have always been an advocate for towing safety, whether it’s towing a trailer or towing a vehicle behind a motorhome. One of the most controversial topics I have run into is whether vehicles being towed behind motorhomes need to have a supplemental braking system. My argument is if the state that you reside in has laws requiring a trailer over a certain weight to have brakes; this would also apply to a vehicle being towed behind a motorhome. Another argument is that many state towing laws are antiquated and need to be updated. When some of these laws were written people weren’t towing vehicles behind motorhomes.

The brakes on a motorhome are designed by the vehicle manufacturer to stop the weight of that particular vehicle, not the additional weight being towed behind it. This additional weight adds a substantial increase to the distance required to stop safely. And, even if the motorhome is capable of stopping the vehicle the added stress from the force on the tow bar and hitch, when the vehicle doesn’t have brakes, can result in damage to the tow bar or separation from the hitch. Some motor home chassis warranties are voided if you tow over a certain amount without a supplemental braking system.

I’ll go even one step further. I am not a big fan of the Federal government regulating things that individual states should have control over, but when it comes to trailer towing laws I do believe the laws should be the same for every state. Trailers need safety chains, lights, proper hitchwork and if it weighs over a certain amount it needs brakes, period! It makes no sense that a trailer would need brakes in one state but not in another state. Why do we need 50 different sets of guidelines and laws regulating the operation of a trailer?

After analyzing a five year history of data collected through the National Highway Traffic Safety Administrations General Estimates System I discovered that on average there were 68,358 accidents involving passenger vehicles towing trailers per year. The average fatalities from accidents involving trailers are 446 per year. The average numbers of injuries from these accidents are 24,506 per year and the average instances of property damage resulting from these accidents are 43,405 per year. To me this is unacceptable.

It would be my guess that the majority of these trailer related accidents involve smaller utility trailers that the average homeowner might have, trailers used in construction and other businesses, horse trailers and of course boat and RV trailers too. The bottom line is there is no excuse for these kinds of statistics. I see unsafe trailers on the road all the time, but the way I see it is in most cases it is a lack of education or understanding of what is involved to safely and properly tow a trailer, regardless of the size or type trailer it is.

I think a good start to educating the consumer would be to standardize the laws and regulations regarding the operation of all trailers and vehicles being towed. It would simplify the process and answer questions that people have like:

1) What is required to be on the trailer i.e., safety chains, lights, break-away switch (with a charged battery)?2) How much can a trailer/vehicle weigh before it needs brakes?3) What type of hitchwork do I need?

Half of the battle to safe towing is using the proper equipment. The other half is enforcement. Law enforcement officers need to be trained on what the laws and requirements are for safe trailer towing and then enforce the laws.

There is no reason for over 68,000 accidents and over 440 deaths a year involving vehicles towing trailers.

That’s how I see it, how about you?

For proper trailer towing procedures check out our trailer towing DVD

Watch the video for information on safe towing procedures.

Happy & Safe Travels,

Mark J. Polk

RV Education 101

RV University

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