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It's a manual control, you just pump it up until the trailer is at the ride height you want. The maximum operating pressure is regulated by the maximum output of the compressor which ia 160 PSI in this case, the valves, bags and air lines are all rated over double that pressure.

​@@ultimatemanshedThank You for Your reply . That make sense to me now 😉

Well, Robert, we have built many of these trailers and spent many years in the engineering business, the following are my thoughts. I think it is pathetic that some would cast such aspersions upon another man's work without having the full knowledge to hand to make viable judgement :-) When designing and fabricating a trailer, the method of attaching the drawbar to the main body, particularly the front cross member, is crucial for both structural integrity and safety. The choice between welding the drawbar underneath the front cross member versus onto the cross member is often debated. However, with properly calculated material thickness and the correct welding techniques, welding the drawbar onto the front cross member can be just as effective, safe, and reliable as welding it underneath. Here are several key considerations that outline why the on-top welding approach is not necessarily inferior: 1. **Stress Distribution**: When a drawbar is welded onto the top of the front cross member, the design can distribute stress over a wider area, especially if the welds are done correctly and the material is of appropriate thickness and quality. This can mitigate the risk of stress concentration, which is a common concern with under-welding, where the load is more localized and can lead to fatigue and failure over time. 2. **Material Thickness and Quality**: With the right choice of material and thickness, the strength of the joint can be ensured. High-quality steel with the correct thickness, taking into account the expected load and usage conditions of the trailer, can create a bond that is just as strong and durable as any under-welded joint. Advanced materials and fabrication techniques allow engineers to create strong, resilient welds that meet or exceed the performance of traditional methods. 3. **Advanced Welding Techniques**: Modern welding techniques, such as Gas Metal Arc Welding (GMAW) or Gas Tungsten Arc Welding (GTAW), offer high precision and penetration, creating strong, reliable welds. When executed correctly by certified professionals, these welding techniques ensure that the joint's integrity is maintained, irrespective of whether the weld is on top or underneath the cross member. We have at our disposal both welders plus a 3Kw three-phase Laser welder. 4. **Engineering Design and Analysis**: Through advanced engineering analysis, including stress simulation and load distribution studies, the design can be optimized to ensure that the top-welded drawbar meets all necessary safety and performance standards. This includes considering factors like dynamic loads, vibration, and long-term fatigue. I hope you understand these things, Robert. 5. **Accessibility and Inspection**: Welding the drawbar onto the cross member can offer better accessibility for inspection and maintenance. It's easier to inspect the quality of the weld and address any issues that might arise over the lifetime of the trailer. I am sure you took this into consideration when calling our technique pathetic. 6. **Customization and Retrofitting**: For certain custom applications or retrofitting projects, welding the drawbar on top of the cross member might offer more flexibility in design and utilization of space, allowing for additional attachments or modifications that might not be possible with under-welding. 7. **Compliance with Standards**: Provided that the design and fabrication comply with relevant standards and codes (such as AWS, ASME, or ISO), and that the welding is performed by certified welders, a top-welded drawbar can be fully compliant with industry norms and safety requirements. In conclusion, the misconception that welding a trailer drawbar onto the front cross member is inferior to welding it underneath is not supported when modern engineering practices, materials, and welding techniques are employed. Each method has its own set of advantages, and the choice should be based on a comprehensive analysis of the specific application, load requirements, and operational conditions, ensuring that the final fabrication meets all safety and performance standards. Far be it for me to judge another man's ability, understanding of engineering principles or even his welding comprehension... perhaps you are right and I am just a pathetic fabricator... I am so pleased you were here to point out the error of our ways. Alan

If you are referring to that small mark on the left rear of the trialer, I believe thats oil drips from another vehicle, you can see other oil marks on the tarmac. We do have a water drain on the bottom of the air tank in the box. No water can leak out of the airbags, if water could get our, so could air, right :-)

@@ultimatemanshed well that so called oil leak did get bigger the next time he was walking around the trailer and then it should have a Air line bleeding valves on the Axle Air line and it should be just like a Normal Brake mineral based oil bleeder valve to get rid of the water that does accumulate in the line and then you can see that the so called oil leak isn't there on the first time of him showing it and then it's there 🤔 and I'm not being critical on this setup but it will need a bleeder valve on the Air System just like the Hydraulic System does 🤔.... and like the Brakes on your Car....

excellent, I'll come pick you up in it and we shall cruise around the nearest burger bar and large it up... we share the peddling...

sure, we have a twin cylinder onboard that switches off at 160PSI, The airbags run at the pressure required to lift the load which is variable and goes up dramatically over a bump. We use bags from a Chinese supplier as well as Firestone. hope this helps. We have built trailers that can carry 4 tons and the nag show no sign of failure. Hope this helps

@ultimatemanshed I see your using Vigor air springs which look a bit bigger then the recommended firestones. The fitestones seem to have a max working pressure if 120psi in their data sheet which doesn't seem like much especially as you say under load on bumpes etc and it takes 90-100psi to lift. So was just curious what Vigor springs these ones are as they look a bit chunkier and nicer than the forestones. Cheers for the info

I really have no idea what you want to know, you can see everything working here, up and down. Try being a bit more polite and asking a proper engineering-based question and you might find out what you need, being a cheeky smart-ass will not help you.

Thanks, we do our best..

Our medium trailer carries typically 5,000 pounds. 8,000 is a bit heavy for this setup, we would need larger air systems.

@@ultimatemanshed could the frame and plans be used and the bags get swapped for hydraulics. Just wanted to check. Thank you.

@@firehousecustomfab3286 We have not done this but I can't see why the average engineer could not do it. I would build more support on the chassis around the suspension pickup points

apologies for my poor german, I do not understand your response, are you saying I am nonsense, the airbags are nonsense, the screwdriver is nonsense or you are nonsense? Me thinks this is a better use of the word nonsense for any well-travelled german looking for a climax :-): In the forest of Quark, where cucumbers glow, A schnitzel man with green shoes, Sings songs loudly of cheese beer, And dances with squirrels in style. The bear paws clap in time The frogs croak in a frenzy, The world is crooked, the moon is flat, In the forest of Quark, where everything is dull!

Thank you! Cheers!

Price delivered to where?

Thanks!!

Hi, thanks for your interest, it is very difficult for us to comment on USA regulations for these trials, there are so many rules that differ between the states and regional rules and the The National Highway Traffic Safety Administration (NHTSA) that is part of the Department of Transportation (DOT) They also consider the tow vehicle and use etc. However, saying that there are many home-built trailers allowed as long as you are not selling them commercially and the rules appear to allow a wide range of options, again state rules apply. Be prepared for the cost of an inspection, titling and insurance. Some states might require this documentation to be notarized. Sorry, I can't help more than that.

Thanks for your comment. If you look carefully you can see that all the vertical uprights have two holes at the bottom for drainage, hard to see on the video I admit. It is a common fallacy to assume that a thru run is stronger. A high-quality weld, free from defects such as porosity, cracks, or inclusions, will have strength comparable to the base metal. We have never had a failure or cracks. Also to allow the tubes and wiring to run around the internals of the chassis this arrangement is less strong than a thru run with holes in it. Appreciate your point of view though. You are right about the long-term use highlighting issues, this is true of all engineering and this trailer is no exception. The main issue is the forward leverage on the rear wheel which is prone to impact stress as a result of hitting a potholes head on. Any impact on the tire is exacerbated and the trailer needs to be a lot stronger around the welded areas and mounting points. We have yet to find a solution to this problem. Once again thanks for your thoughtful comments.

The challenge in UK/Europe is how to incorporate our overrun braking systems. The only ones I’ve seen on TH-cam have electric brakes

Yes, this is an ongoing problem for airbag trailers of any sort. I do not have a viable solution yet but we are thinking about it every time we build. An easy fix is to include a tap on each of the bag inputs. they are cheap and small.

@@ultimatemanshedone hack the owners of early air suspension Range Rovers used to do (when compressor failure was common) was to fit a standard tyre valve in the lines somewhere. That allowed tou to temporarily inflate the system using an airline.

@@hughmarcus1 excellent idea, I'll do that on the next trailer, thanks

and is this a good thing or a bad thing? in my view, adding shock absorbers to a car transport trailer is a great idea for several reasons: 1. **Improved Stability**: Shock absorbers help keep the trailer stable, especially on uneven roads. This means less swaying and bouncing, which is safer for both the vehicle being towed and other road users. 2. **Better Handling**: They enhance the handling of the towing vehicle. With shock absorbers, the trailer follows the tow vehicle more smoothly, making it easier to maneuver, particularly at higher speeds or in windy conditions. 3. **Reduced Wear and Tear**: Shock absorbers reduce the stress on the trailer's structure and the tow vehicle. This can lead to less maintenance and repair costs over time. 4. **Protection of Cargo**: For a car transport trailer, this is crucial. Shock absorbers help protect the vehicles being transported from damage caused by vibrations and bumps on the road. 5. **Enhanced Comfort**: They make the towing experience more comfortable for the driver by reducing the amount of vibration and movement transferred to the towing vehicle. 6. **Safety in Emergency Situations**: In case of sudden stops or evasive maneuvers, shock absorbers help maintain better contact between the trailer and the road, providing more control.

I just think it may have to do with our roads? Pretty flat usually

Can I buy just the mounts and axles from you?

Jeremy, we do not sell for export, the parts are very heavy and shipping costs have proven to make it uneconomic. A local laser or waterjet company should be able to cut them for you.@@jeremylakenes6859

Thanks, no fines is always good right :-)

thanks.. the next one is very cool. photos and video in a week or so.

You can't drive into a mall with your car .....😂

Peter, yes, we have that one you see on the jig, It has had a hard life, but we have drawings, so can work around the inconsistencies. If you near ChCh feel free to drop in. many head make smart work :-)

thank you for your comments and yes, we understand how porosity and contamination on galvanised steel affects weld quality. We take great care with toxic fumes in our workshop and wear welding helmets with filters and purification systems, With regard to the weld quality. Whilst we are using a Mig here, we are experimenting with Laser welders and the heat and programming available allows us to burn through the galvanised coating deep into the weld pool and the welds do look much cleaner. However, we will have them cut open and properly inspected and will not rely on visual acceptance testing only. We will keep you appraised of our progress and just a note what you’re looking at here are our test pieces. We appreciate your comments and particularly take note of people that might be smarter or more experience than us, thank you.

sorry for the delays, we do not have a dealers in the USA..

We will start cutting them early next week. We will show the waterjet cutting job along with the welding procedure.

Opps we didn't start cutting sorry. See that Chassis jig in the background, well that took over our lives for a bit and we will get back to the trailer next week. Ill be doing a video and you should get a notification

At this time, we do not have a mechanism in place to prevent the trailer from lowering itself in the event of an airbag failure. However, similar to a flat tire or broken spring in a traditional trailer, repairs will need to be made. It is worth noting that over the three years we have been building these trailers, we have not experienced an airbag failure. We could easily install a tap in each airbag airline, which could be turned off and the trailer pumped back up on the remaining three bags. This would be an additional cost, but we receive this question frequently, so we may consider installing taps on the current build, which is our training video build. Our training video will be released as an online 8-week DIY build course. If you are subscribed, you will be notified when it is available. We will demonstrate a loaded trailer with a punctured bag so that you can see that it is not a violent explosion. We have had very slow leaks in the connection occasionally, but they go down over many days and are easily fixed. I hope this helps. Let me know if you have any other questions.

@@ultimatemanshed thanks. there's another company making a similar design trailer that has some sort of safety locks, but i've yet to see how they function. my thoughts would be that it would eliminate the functionality of the airbags as suspension and make it a rigid trailer, but it apparently doesn't. still trying to find a design that incorporates this. I'm actually wanting to build one of these myself since i have the tools and know how. thanks for the reply.

yes excellent idea and something we are considered. we proposed using a Z design at that joint and have the join in the center of one of the cross sections as well.