Roughing it with a trailer…
Trailers can be most useful on safari…
Just like that, December is here. As is the proud South African tradition, many are preparing for their annual holidays, which often involves long trips and far-off places. We live in Big Sky country, and there is nothing better than open roads, long distances and Grand Adventures!
Before you hit the rough stuff, do some research. Get a sense of the roads and the routes. What are the expected weather conditions? Whilst a sudden downpour on a highway doesn’t have too much effect on the road, in places such as Botswana, it can make what feels like “fesh fesh” sand into in impenetrable bog. The rain can fill up holes in the middle of the road that animals have been using as a mud bath, so they appear to be an innocuous puddle! Ideally plan your routes carefully – there are often seasonal roads, or high and low roads. They are there for a reason – if the locals use them, don’t pay school fees by choosing your own, more dangerous route. Also keep an eye out for animals in the road – it takes longer to stop with a larger trailer on the back!
Zebras enjoying the sandy road…
Another obstacle which often causes issues is the “middle mannetjie”, the hump in the middle of the road. The more large vehicles use the road (think huge game drive vehicles), the worse it becomes, as the tyres are eroding the track down, with the hump consequently becoming higher. These are not the places to take a little venter trailer – in effect, you simply end up dragging it through the whole route. Bad for the trailer, bad for the car. Plenty of digging. Rather use a proper off-road trailer, ideally sporting the same tyres as your vehicle. This is useful as it increases the clearance of the trailer, whilst also allowing for a “spare spare” if required. If you’re faced with a very high middle hump, try turning your steering wheel just 5% to the left/right of centre. The ruts hold you in, but the action of the wheels “climbing” the sidewalls just a little, gives you extra height, mitigating the continual scraping. This, of course, has no effect on the poor trailer…
In this image you can see how useful matching tyres like this would be in the bush…
In terms of checks prior to leaving, please refer to last week’s column – many of the same issues apply (https://preview.mailerlite.com/k0z8d1i8p5). It’s important to inspect the jockey wheel – is it operating with ease? Be sure to grease it if necessary, and also confirm that it stays secured until needed. The same applies to the levelling jacks (mainly on caravans) if equipped (always ensure that they are fully retracted before leaving the camp site). If equipped, the trailer brakes need to be inspected regularly and serviced at least once or twice a year, depending on the trailer usage.
Be sure that your driver’s licence code corresponds with the weight of the trailer you are planning to tow. A light motor vehicles’ licence code “B” allows you to operate vehicles (except motorcycles) with a tare weight of 3,500 kilograms or less. A trailer with GVM of 750 kg or less may be attached. A light motor vehicles’ licence code “EB” allows you to operate the same vehicles allowed by Code B but with a trailer with GVM greater than 750 kg. Many off-road trailers, especially when loaded, could easily weigh more than 750kg…
Rust is a sure sign of deterioration in the metal – be very careful…
Overloading is one of the primary causes of mishaps. Always avoid overloading a trailer (or the vehicle)! The Gross Vehicle Mass (GVM) is the maximum operating mass of a vehicle (or trailer) as stipulated by the manufacturer. This is the fully laden state. The maximum load it can carry is the difference between the Tare Mass of the trailer (what it weighs unloaded) and its Gross Vehicle Mass (GVM) rating. Always aim to be under the specified figures. REMEMBER: It is important that the tow vehicle can control the trailer/caravan and ‘ensure safe operation’ of the train. The National Traffic Act governs the trailer’s maximum-allowed GVM as a function of the tow vehicle’s tare mass. If you’re unsure, contact your vehicle dealer/AA etc.
Packing is almost as important as the weight itself. As a rule of thumb, pack heavy goods as close to the axle as possible. The ideal centre of gravity is just ahead of the axle. By law in South Africa, the mass of a caravan/trailer measured at the tow hitch has to be between 25 kg and 100 kg. You could use a bathroom scale to (gently) measure the weight, then move the load slightly forwards or backward to get this right. Somewhere between 75 kg and 100kg is ideal. Keep the load evenly distributed left to right, as well (as far as possible) – this promotes stability. A good rule of thumb is about 60% of load in front of axle and the remainder behind – which often facilitates the right weight on the hitch. Be sure all cargo is correctly secured so it cannot move around on rough roads.
You’re doing it wrong!
It helps to let some air out of the tyres on your trailer down (assuming you have the proper tyres which match the vehicle) in sandy spots – effectively match the vehicle and the trailer tyre pressures. If it’s very sandy, this is imperative – but remember you’re also losing height in the process. Always a fine line.
There’s no doubt that trailers are useful for many good reasons. So, learn how to drive correctly with a trailer (particularly reversing), or even better, take less and leave it at home! This is a personal opinion – I shudder to think about reversing with a trailer mid-elephant charge 😉.
Now whatcha gonna do??
Lastly, it is basically impossible to get a trailer through/over big sand dunes. Just don’t do it – it won’t end well.
Safe Travels start with pre-planning and attention to details…
Jacqui Ikin & The Cross Country Team
