See full version: TRAILER AXLE CAMBER ~ WHAT IT; S ALL ABOUT
There are several different parameters that are very important to finding a new axle for a trailer. The most obvious is the Gross Axle Weight Rating that defines the load properties of the axle (and trailer). Typical values of GAWR are 2200 lb, 3500 lb 5200 lb etc.
Both Sprung axles and Torsion axles typically are built with a slight positive camber but custom axles can be specified with or without camber. A trailer that runs long distances without a load may be better without axle camber. An example of this might be a long distance boat transport trailer.
Camber is another property that is defined by the trailer axle. Actually, camber is the effect of the tire alignment on the pavement as illustrated above. more
Trailer axles typically have the bow in them to help compensate for the vertical load they bear and still have proper wheel camber. Most trailer axles are designed with a “bend” in the tube that will deflect when the load (weight of the trailer) is applied.
What causes a trailer tire to wear on the inside?
Correspondingly, how do I know if my trailer axle is bent? more
It's quite possible the hub assembly and backing plate have been mis-positioned, probably during the initial installation, but it will require a detailed inspection and close measurements to be sure. That's why I'm hoping the installation guide will be helpful for a knowledgeable troubleshooter to verify.
I'm sure you're aware, but be sure the tire is inflated to the proper air pressure based solely on the weight that tire is carrying. A number of weight measurements are required to determine exactly how much weight each tire is supporting. Let me know if you need guidance for weighing your rig.
But after a close inspection and some crucial measurements, a good tech should be able to determine the cause of your uneven tire wear. I don't think the tire itself is the issue unless the inflation is incorrect for the amount of weight i t is carrying . I 'm guessing it's something peculiar to your trailer and that axle. Something in that alignment is just not correct. Of course, I know you're already aware of that! more
Strong crosswinds may tend to push the tow vehicle/trailer combination laterally, and it may end up wandering out of the traffic lane a bit if the driver isn't paying close attention. But steering should be predictable, and the driver should be able to use corrective steering measures without fear of sway. Likewise, it should be possible to drive a mountain road aggressively while being able to keep the tow vehicle in the proper position on curves. here
Sway is a fishtailing motion of the trailer, caused by external forces that set the trailer's mass into lateral motion with the trailer's wheels serving as the axis or pivot point. The motion is a sideways seesaw. All conventionally hitched travel trailers will sway slightly in response to crosswinds or the bow wave of an 18-wheeler semi tractor trailer rig passing you either coming or going. A poorly balanced trailer will continue to sway after the force that caused the instability has ceased. In a very bad balanced trailer, the sway motion may increase until control is lost. Beware - evaluations of sway problems focus on the hitch or the tow vehicle, CAUTION - the trailer's weight distribution often is the primary cause. here
Some bikes are factory fitted with steering dampers and aftermarket versions are also available.
I have since fitted a friction damper (sway control bar) to the hitch, but I still want to understand the problem - this was a professionally built vehicle towing a professionally built trailer within the published specifications, at the speed limit on a good road in good conditions. I've seen countless vehicles with larger trailers traveling significantly faster in similar conditions, with no damper and apparently no problem.
Hitch weight is determined by recording two trailer weights. For the first, weigh the trailer, unhitched, on the scale.