Martyn
Supporting Sponsor, Overland Certified OC0018
I thought I’d add a little more to the leaf spring discussion. There is more to deal with than just the influence one tire has on the other here. I’m not totally against leaf springs but they have some limitations.
Designing for load;
With a leaf spring the design has to take into account the maximum load of the trailer. In the case of most utility trailers the cargo capacity can be as much as the trailer weighs itself, so it has to be able to handle a 100% gain in weight. The smoothness of the ride will be dependant on the cargo load, the closer you are to maximum capacity the less the bouncing. This is less of an issue with a vehicle as the load capacity % is much less than a trailer.
Reduction in travel;
As the cargo load increase the leaf spring start to bend downward de arching the springs. This downward movement reduces the amount of travel the suspension has to use for absorbsion. A reduction in an already short travel spring.
Slow reaction time:
Leaf springs need to be long to absorb high frequency bumps, but even long leaf springs and shock absorbers are not quick enough to absorb wash board and rough terrain. All of the trailer bounce is then transmitted through to the tow vehicle making a bumpy ride even more uncomfortable and difficult, damages cargo, stresses the trailer.
Weight of assembly:
The live axle assembly accounts for a considerable amount of weight, the axle, long springs and a couple of shock absorbers adds hundreds of pounds in weight to your trailer.
Multiple connections:
To gain clearance for 33 –38” tires most spring combinations need a shackle. The combination of a mechanically clamped series of leaves, and 3 bushings increase the likelihood of sway.
So it may be more than scrambled eggs you have to worry about, it could be something devastating like broken bottles of beer !!!! :Wow1:
Designing for load;
With a leaf spring the design has to take into account the maximum load of the trailer. In the case of most utility trailers the cargo capacity can be as much as the trailer weighs itself, so it has to be able to handle a 100% gain in weight. The smoothness of the ride will be dependant on the cargo load, the closer you are to maximum capacity the less the bouncing. This is less of an issue with a vehicle as the load capacity % is much less than a trailer.
Reduction in travel;
As the cargo load increase the leaf spring start to bend downward de arching the springs. This downward movement reduces the amount of travel the suspension has to use for absorbsion. A reduction in an already short travel spring.
Slow reaction time:
Leaf springs need to be long to absorb high frequency bumps, but even long leaf springs and shock absorbers are not quick enough to absorb wash board and rough terrain. All of the trailer bounce is then transmitted through to the tow vehicle making a bumpy ride even more uncomfortable and difficult, damages cargo, stresses the trailer.
Weight of assembly:
The live axle assembly accounts for a considerable amount of weight, the axle, long springs and a couple of shock absorbers adds hundreds of pounds in weight to your trailer.
Multiple connections:
To gain clearance for 33 –38” tires most spring combinations need a shackle. The combination of a mechanically clamped series of leaves, and 3 bushings increase the likelihood of sway.
So it may be more than scrambled eggs you have to worry about, it could be something devastating like broken bottles of beer !!!! :Wow1:
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