Everything you ever wanted to know about boat trailers but were afraid to ask

We're now well into the 2003/04 boating season, and some of you might be considering buying your first boat, motor and trailer package, upgrading your current BMT setup or looking at buying a new trailer.

Boats and motors are the most obvious side to providing good times on the water. But our focus here is on the less glamorous but no less important "business end" of things - the boat trailer.

While there are varied opinions on the actual size of the boat trailer market in Australia, Gary Patrick - sales manager for Dunbier - estimates his company will supply about 12,000 new trailers to the Australian market this year. Dunbier is Australia's largest manufacturer of trailers, and the company also exports a number of its products. It is thought Dunbier's output represents around 60 per cent of the total number of new boat trailers sold every year in Australia.

Patrick is of the opinion that the average recreational boat owner will use his or her boat and trailer about 12 times a year. Just enough for things to go pear-shaped if you've bought the wrong trailer!

TRENDS IN TRAILERS
So what are the current trends in trailer manufacturing, and what demands are made on the humble trailer compared to, say, trailers sold 10 years ago?

The situation seems to be one of evolution rather than revolution. The latest trends in design have been in the form of refinement of trailer components, electrics, brakes, stronger and shapelier frames, security locks and cosmetic changes to wheels and mudguards. You might say there has been an attempt to make boat trailers look a little "sexier".

But on the other hand, some trailer components are changing in line with improved reliability and performance rather than just aesthetics.

Some trailers are more expensive than others. Some have one, two or even three axles, and some have brakes fitted. Quite a few manufacturers also produce different model ranges and model types.

Dunbier has about 130 different models in its range, and Mackay has split its model range into two: the higher-quality Mackays and the cheaper Multi-link line.

It's getting harder to establish what constitutes a "standard" trailer these days, so it might be worthwhile to think about some of the features offered by these two major manufacturers.

SEE FOR YOURSELF
Next time you're at your local launching ramp, have a look at the different types of trailers other boat owners are using. Some of the brand names might be local manufacturers in your state, while others may be the nationally-distributed models, or bigger names re-badged. At a popular ramp on the weekend you might have 50-odd trailers to check out without the pressure of a visit to a trailer dealership.

Ask yourself: how are these trailers wearing? Which ones look to be in better condition than others? Perhaps it will be easy to spot the trailer owners who have been negligent in maintaining their boat trailers. Maybe some trailer models, due to their vintage and quality of construction, are standing up to the wear and tear better than some other brands.

On the other hand, while the frame may still be going strong, some components on the trailer might be broken, missing, damaged, rusted or wearing out. A carpark survey can give you a starting point in terms of what brands to research before you hand over your money.

A CLOSER LOOK AT COMPONENTS
Looking at the average boat trailer, you can see that a variety of components have to be fitted. By examining boat-trailer catalogues and carrying out some personal observation, it isn't difficult to compile a long list of components found on your typical boat trailer.

Some of these include mudguards, bearings, lights, springs, skids, rollers, winches, chains, axles, wheels and tyres, couplings, and jockey wheels. This gives you an idea of how much boat-trailer manufacturers rely on outside suppliers to provide components to make up a trailer "package". This in turn relates to how a buyer might be affected by warranty issues associated with all these different bits on their new trailer.

Whatever observations you make out in the field, today's boat trailer has to measure up to engineering standards set according to the latest Australian Design Rules (ADRs). These standards are set by the Department of Transport & Regional Services (DOTRS) in Canberra and manufacturers must comply. (For more info: www.dotrs.gov.au/transreg/str_adrindx.htm.)

So when considering purchasing a boat and trailer package, what features should you be looking for to be sure you get value for your money? Read on...

STRIKING A BALANCE
Ian Mackay, managing director of Mackay-Multilink based in Chelsea Heights, Victoria, has been successfully manufacturing and selling boat trailers for 28 years. His view of the current trends in manufacturing and marketing boat trailers comes down to two key factors.

"Without a doubt, the trend is still for simplicity and trouble-free operation," he says. "With simple design, you can go too far; on the other hand you can get too complicated. So it's a matter of finding a happy medium. Most of our competitors manufacture trailers to a standard that I'd consider to be too simple. We try to go a step up from that. When I say trouble-free, everything's got to be galvanised and coated."

Mackay says his company has been "galvanising everything" on its trailers since 1993 and says there are now new types of coatings emerging with which the company is experimenting.

"Australian design rules have changed, and perhaps as a reflection of that, our frames are heavier, our drawbars thicker, materials overall are a little bit thicker and stronger. A lot of people with bigger boats want to use swaybars, which on a caravan is okay because caravans have two drawbars coming together, whereas a boat trailer has a single drawbar. If you go too light on a boat-trailer drawbar, it creates a stress point."

Mackay makes an important point in terms of the value offered in a boat trailer from the consumer's point of view when weighing up the BMT package.

"When you take an average boat package, it might be worth $50,000 all up. This might comprise $25,000 worth of boat, $15,000 worth of engine and there might be $10,000 worth of electrical gear. So what's left for the value of the trailer is very roughly 10 per cent of the total value of the entire rig," he says.

It is also recognised in the industry that the first-time consumer often takes a trailer product that's packaged up with the boat. Second time around, when considering buying his next boat, the consumer has learnt from experience what problems he's had with a particular brand or type of trailer, is likely to be more fussy, and will start considering what trailer comes with what package.

Patrick is very much aware of the pre-purchase decisions customers go through.

"Boaters buying these BMT rigs have got to look at what motor they've got on the back of their new boat. Is it a two-stroke or four-stroke; is it a fibreglass boat or an aluminium boat? Because that's going to influence the type of trailer required. First and foremost, they have to establish and qualify that trailer is the right one for the boat."

ROLLER NUMBERS IMPORTANT
The number of rollers fitted to a trailer will give a prospective buyer an idea of how well the trailer has been built.

Mackay says the more rollers a boat trailer has, the less the rollers are working, and the less stress the trailer will experience. For example, boats up to 6m in length require a trailer with a minimum of 12 keel rollers.

For transporting a fibreglass boat, Dunbier recommends that the trailer be fitted with 30-36 rollers.

Incorporating more rollers on trailers has become a trend more to do with an understanding of boat weight distribution as it sits on a trailer.

A lack of rollers on the hull creates pressure points on the hull, which over a period of time can produce stress fractures on the hull.

"When you buy a boat, you have to look to see if the trailer complies with the boat manufacturer's needs in terms of warranty requirements. There are two ways you can do that: either call the trailer manufacturer and ask them if the trailer you're thinking of buying meets the requirements of your boat; or contact your boat manufacturer," says Patrick.

For fibreglass boats, Mackay says his company uses soft polyurethane for boat-trailer rollers.

"We don't want to damage the boat by using a material that's too hard or too soft. It's got to be soft enough to absorb a little bit of vibration and impact, but not so soft that road grit and stones get embedded in it. We experimented with our rollers for more than 10 years, and now we're happy with them."

Rubber, he says, has long won as a roller material.

ALUMINIUM OR FIBREGLASS?
When it comes to rollers for aluminium boats, Mackay Multi-link uses a different material than rollers designed for fibreglass trailers. Its aluminium boat-trailer rollers are made from a solid bar of polypropylene machined to shape. But not all aluminium boats require rollers.

"If an aluminium boat has a hull thicker than 4mm, a roller trailer is recommended," says Patrick. "Any boat up to 4mm thickness, I would suggest a trailer with a keel support that has longitudinal skids to prevent the hull from being damaged."

Both manufacturers suggest there has been strong growth in aluminium boats in preference to fibreglass in the Australian recreational boat market.

"In Canberra, it's difficult to sell a 'glass boat," Patrick says. "We've had to dedicate a certain number of our trailers to suit aluminium boats. Our Loader-series trailer was basically designed for that market. That's because boat manufacturers such as Quintrex, Stacer and Savage require keel support with longitudinal skids to support the hull. You couldn't put a 'glass boat on a poly-skid type trailer as it would damage the boat."

Putting keel rollers on a trailer is important, but Mackay also points out the importance of side rollers: "Side rollers and skids are used to guide the boat back to the keel rollers. We design our trailers so a customer can't take a chunk out of his boat by hitting steel."

WARRANTY ISSUES
Differing warranties on the various trailer components put the onus on consumers to properly maintain their trailer. Although boat-trailer manufacturers are specialists in assembling their products and have a warranty on the trailer frame, many of the components outside the basic frame are supplied by different manufacturers. This raises warranty and quality issues of which trailer buyers should be aware.

Dunbier describes warranties on trailer components as something the consumer must understand as being part of the responsibility of ownership.

"If we import components, then we're directly responsible for covering them. But if a winch that's made in Australia breaks for some reason, I'll replace the winch, but I'll expect the supplier to come good for me. You can't cover wheel bearings for two years because there's a huge customer influence on that. The customer has to maintain his bearings.

"If a bearing on a trailer is faulty in the first three months after purchase, then we'll cover it. But after a year or so, it's the customer's responsibility to make sure they use the trailer appropriately and regularly maintain the bearings."

Dunbier's warranty comprises differing levels depending on the component used on the model of trailer. For example:

Mackay says warranties are "a big issue" for manufacturers.

"With anything that we manufacture, I'll warranty for two or three years. But we can't [cover] products made by other companies that we fit on our trailers such as lights, bearings, the winch, tyres and even the rollers. So anything that we make we don't mind warranting, but when it comes to the individual components we have to stick with those manufacturer's warranties.

"We have always tried to fit the best components. We never put the cheapest on. In every market for components there's always bottom, middle and top quality; and we choose the middle to top quality components."

HANDY ACCESSORIES
Things like swing-around drawbars weren't traditionally offered as an option on mass-produced trailers, but a strong demand - especially in Sydney, where there are many small garages - has arisen for this option. Swing-around drawbars cost about $450-$500 extra, but for many people it's the difference between being able to buy and store a 17ft boat rather than compromising with a 15-footer.

While not exactly one of the latest trends, Bearing Buddies are still a reasonably popular feature.

"Bearing Buddies fit on the hubs so you can grease your bearings without stripping them down," says Mackay. "It's handy to have, but it can make the customer complacent towards maintaining his bearings properly. If you don't have Bearing Buddies, then you'll strip your hubs and check them more thoroughly."

Tow balls are pretty much standard items. Tow balls larger than 50mm in diameter are necessary for heavier trailer loads. For loads up to 3.5 tonnes, tow balls of 50mm are needed, and loads over 3.5 tonnes require a 70mm unit.

Some trailers can have up to three axles.

"Customers should be aware of the axle rating on their compliance plate to ensure against overloading," says Mackay. Excessive loading of trailers, especially on longer trips, can lead to wheel and bearing damage, and can also bend axles.

The compliance plate on all registered boat trailers indicates the Gross Vehicle Mass (GVM). GVM is calculated by Hull Weight + Engine Weight + Trailer Weight + Fuel & Battery + Options Fitted.

Mackay says there are good reasons to select a trailer with more than one axle.

"You can't beat single-axle trailers for manoeuvrability when you're reversing or pushing by hand. Tandem axles are much better for travelling from A to B. It evenly distributes the weight - you can even get a flat tyre and you probably won't even know about it. If you are doing a lot of road miles, I'd always consider buying a tandem. If you're staying around city areas and manoeuvrability is important and you can get away with a single axle trailer, stick with it," he advises.

"We can give you a 2000kg trailer with a single axle if you want, and these are a very popular trailer in Sydney." Dunbier recommends boat trailers with three axles when the towing loads over 4.5 tonnes.

In the past, pushing your boat off the trailer often meant you ended up straddling a submerged, slippery frame. The possibility of slipping and doing yourself a mischief was a likely one. So it's easy to see why ribbed or meshed walkways have caught on as options.

Mackay acknowledges more people want walkways on their trailers these days. About 10 years ago, two or three per cent of its trailers had a walkway, whereas today it is close to 50 per cent.

"We use truly-expanded mesh. It's the dearest non-slip and you can still walk on it in bare feet even with seaweed all over it without slipping over."

Dunbier's trailers are used and proven by government parks departments in the Northern Territory, and are particularly appreciated as protection from the odd launching-ramp crocodile!

"Walkways are big. Everybody wants a walkway," says Patrick.

While walkways have helped with negotiating a submerged trailer, so too has the addition of steps. Steps on the mudguard have become more of a standard feature over the last five or six years, and have been either made from steel or plastic.

"It's easier to get into the boat by stepping onto the transom step than onto your mudguard then into your boat," says Mackay. Plastic mudguards, he claims, simply look better than steel, and often it comes down to cosmetics. The same applies to white "mag" wheels.

"White guards and white wheels are very popular. I think it lifts the appearance and most of the boat manufacturers and customers like it."

GALVANISING DEVELOPMENT
In order to give trailers a rust-proof coating, a galvanising process involves dipping the steel trailer frame into molten zinc. An electrolytic process occurs where the zinc is chemically fused to the base metal, and does not merely cover it. Rust cannot form under the fused surface.

However, the zinc itself exudes a powdery white substance known as calcium carbonate that serves as protection for the zinc coating. This white powder is normal and may be more pronounced in areas of heat and humidity.

Apparently there are only two companies in Australia that carry out the galvanising process for Australian trailer manufacturers. So it is likely your new trailer will be taken through this process and be consistent throughout Australia. However, new technology in galvanising boat-trailer frames is just around the corner, according to Mackay.

"The traditional method is a hot-dipped galvanising process. However, you can't do fine threads such as wheel nuts and wheel studs. There are two types of coating: there's mechanical galvanising, and there's a new sheridised coating, which we're experimenting with. Then there's the zinctec method. They're all new processes we're looking at."

TRAILER SECURITY
Leaving your boat trailer unattended at the launching ramp raises security issues. One way around this is to have a locking device over your tow-ball connection.

Patrick says trailer coupling locks are becoming popular as an aftermarket accessory. "I think a lot of insurance companies have a reduced excess if you have a trailer lock on. It's a big market, and in the last two years the trailer-lock market has grown tenfold. I believe 80 per cent of all boat owners would have a lock or intend to purchase a lock."

LIGHTING OPTIONS
Although water and electricity don't mix, boat-trailer lights are often submerged in water. Conventional sealed lamps and airlock submersible types are still going strong, but the latest option is for a sealed Light Emitting Diode (LED) lamp system.

"LED lights are waterproof, but they're not particularly shockproof or impact resistant. We've found the Premier light - the little round ones made in South Australia - to be popular. As for LEDs, we do fit them, but maybe in the future it'll grow volume-wise," says Patrick. At around $170 a throw, he thinks they are still too expensive for most buyers.

Mackay agrees. The patent for the design is controlled by one manufacturer. At the moment, LED lights are guaranteed for three years, which does make for good economy in the long run.

BRAKES OR NOT?
Another trend in boat trailers - driven by compliance more than market forces - stipulates the use of trailer brakes on boat trailers carrying a certain load.

"The customer should study the VIN plate on the trailer, look at the vehicle identification number, look at the weight capacity of the trailer, and the TARE weight of the trailer," says Patrick. They should understand that if, for example, the trailer weighs 250kg, the boat hull weighs 360kg and the motor's 300kg, the rig exceeds the non-braked load limit and requires brakes."

Patrick advises that customers should always allow 200-250kgs for equipment.

"And if they do that and they come in under 2000kgs, then they're going to be okay," he says. Use these measurements as a guide:

MORE THAN MEETS THE EYE
The most un-trendy part of the total BMT package - the boat trailer - has been experiencing a bit of a makeover in the last decade to keep pace with the demands of the market.

As the trailer manufacturers continue to improve their products by researching new protective coatings, source improved components, improved brakes and electrical fittings, the 21st-century boat trailer has become stronger and more aesthetically pleasing. The use of curved frames and classier-looking wheels and guards are the order of the day.

Gary Patrick offers some telling advice: "The most important thing is, don't skimp on the trailer. If the trailer is going to cost $300 or $400 more, but is of better quality and has the features you need, then pay the extra money.

"It doesn't matter if you've got the best boat; if it's on the worst trailer you're not going to get it to the water to use it, and your boating experience will be a frustrating one."

Get quality at Easytow
Victoria-based Easytow builds 1600 boat trailers per year, ranging from smaller trailers for aluminium fishing boats to larger units for skiboats and cruisers.

The company's forte is making skiboat trailers, and it has a very loyal following in this section of the market. Its trailers are customised to suit the shape of the hull of each boat. Easytow draws on 100 different trailer spec sheets, which its employees use to make the various trailers.

Ray and Thelma Johnson established the company in 1965. Working out of their backyard, they produced 30-40 trailers per year. Ray and Thelma's son Steve joined the company in 1972, initially working as a boilermaker. Due to increasing demand, the need for more room became evident. In 1974 the company moved to a factory in Eltham, and quickly boosted production to 200-300 trailers a year.

The family longed for a country life, and in 1978 took advantage of a government decentralisation scheme and moved their business to Heathcote (85 High St). It was here that Easytow employed its first apprentice.

Ray and Thelma retired in 1988, and Steve and Gaye Johnson took over the business. By 1990, and with the business showing no sign of slowing down, Steve decided to move to the current location, and again productivity increased.

While Easytow does manufacture trailers to suit all budgets, it's best known for delivering an exceptional level of quality, workmanship and attention to detail. Things like LED submersible lights as standard on galvanised trailers, carpeted walkways, curved metal mudguards, ROH mag wheels (in both Falcon and Commodore), and a host of drawbar options - from swing-around, extendable and removable - are all available. Customers can select from a long list of options from specialised paint jobs, graphics, carpet, custom setups and more. The trailers really do look outstanding, and Easytow has an enviable reputation for making a high-quality product and looking after its customers long after the money's been handed over.