Center Line TS reviewed in the February 2015

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DIESELTECH
BY KJ JONES n PHOTOS BY KJ JONES
TOTALLY
UNDER
CONTROL
HUSKY’S NEW BARS ADD LIFT
AND PUT SWAY IN CHECK
S
inging high praises of the mega-powered diesel
trucks so many of you create or conceptualize is
one of the things we really enjoy doing. Let’s face
it, a lot of blood, sweat, tears and hard-earned
money is invested in making both old and new
rigs completely and totally awesome—and we’re glad we’re
able to provide Diesel Power as an outlet for showcasing
Ford, Ram, and GM badness.
Of course, getting down to the mechanics and technical
aspects of diesel truckin’ is another big part of our gig. And,
while we typically try and detail upgrades that are brand
specific, there are occasions—like this one—when we’re able
to give you the lowdown on a modification that is applicable
for any pickup truck and trailer combination on the road.
With towing being the theme of this February issue, we
There’s nothing “light” about Big White and our 26-foot enclosed race car hauler
when the combination is loaded and headed down the highway. With a tongue
weight of more than 1,000 pounds, it’s not hard to imagine the beating White’s
rear suspension takes with how wildly the trailer starts swinging when weightdistribution and sway-control bars aren’t in place. While we’ve used an old setup for
many years, attrition brings us to a point where upgrading is necessary.
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Here’s a look at our OG weight-distribution and antisway setup. While the combination did serve us well for many years, installing the heavy, antiquated bars (and keeping up
with all the blasted pins and clips they need) has become somewhat burdensome, and we’ve noticed the stabilizers are not as effective as they have been (and they’ve become a
lot noisier). The bottom line is, this system really has seen better days, so we’re replacing it with Husky Towing’s all-new Center Line Towing System.
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DIESELTECH
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This is the Center Line TS package (PN 32218) in
its entirety. The kit consists of a 12-inch shank; a
head assembly that features a 25⁄16-inch ball and a
top plate forged from 1035 steel; hardened 1045
steel trunnions; tapered spring bars; heavy-duty,
EZ-Adjust frame and lift brackets; and all the hardened bolts and nuts necessary for do-it-yourself
installation.
Bear Trailersports hitch specialist Blaine Kolarik starts
the project by determining the points where the mounting
brackets will be installed. Blaine is recognized as one of
the best trailer hitch installers in L.A.’s San Fernando Valley, and he says measurements must always be taken from
the center of the coupler on the trailer’s tongue, to points
that range from 28.5 to 30.5 inches down the framerails.
We’re using the 28.5-inch distance for our application.
Blaine bolts the mounting plates (inside) and brackets (outside) for the frame onto our trailer, using carriage bolts
that are included. It’s important to understand this bracketry does not have any role in sway control. Instead, they’re
primarily in place for properly aligning spring bars with the head assembly and ensuring our truck-to-trailer alignment is straight and true.
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DIESELTECH
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Blaine then installs thin metal shims to compensate for side-to-side clearances between the lower ears of the head assembly and the U-channel affixed to the shank.
Next, the L-shaped, lift bracket/spring-bar supports are positioned on the frame brackets. Two 5⁄8-inch dog-point screws are used to secure them to the frame.
Once the correct angle for the hitch ball is established, a pin (with four hardened
washers installed) is threaded into the head assembly. The amount of downward angle
that’s required is totally dependent on the trailer’s tongue weight; the greater the
angle, the greater the amount of lift there is available. When the bars are locked in
place, the pin’s large face presses against the shank, closing the clearance between
the shank and the head assembly.
think it’s appropriate and timely to highlight a new weight-distribution-bar/sway-bar system that was brought to our attention by the
folks at Husky Towing Products.
There’s nothing worse than towing…or attempting to tow…a
trailer that won’t stay straight behind the truck—especially at
freeway speed—swinging from left to right, in sometimes-wild,
definitely unnerving oscillations better known as “sway.” The phenomenon is caused by side forces against a trailer (natural wind,
“bow wind”/vacuum created by passing trucks, uneven pavement,
and so on), which are typically much greater than the forces on the
vehicle that’s pulling it.
The manner in which weight is distributed between the two also
plays a critical role in a towing setup’s maneuverability. When the
weight on the hitch is too excessive, the rear of the truck sags and
the front tires’ contact with the road surface decreases. In a perfect
world, a trailer’s tongue weight should be distributed as evenly as
possible between the trailer’s axles and the axles (both front and
rear) of the tow vehicle.
The trailer-to-truck coupling—at the hitch (and hitch ball)—is like
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With the head assembly fully installed, Blaine measures the distance from the floor to
the bottom of the trunnions. The distance is 11 inches, which is the same amount that
will be required for the spring-bar supports.
A 5⁄8-inch jam nut must be secured to ensure the bolt that puts constant pressure
against the pin does not become dislodged.
As you can imagine, it is critical that all the fasteners that hold the Center Line TS’s
head assembly to the shank are tight. Blaine puts the super-hard lean down on each
¾-inch nyloc nut, while a teammate holds the bolts in place.
a proverbial hub for sway, as it is the pivot point for weight distribution and all of the unequal forces that affect a setup. To control
excessive movement, devices such as frictional sway bars (which
help create a more unified feeling between the tow vehicle and
trailer) and weight-distribution bars (which are designed to “lift”
weight off of the hitch) are highly recommended.
While the majority of these systems are of “five-piece” configuration (primary pieces—shank, head assembly, two spring-steel
bars, and a frictional sway-control bar), Husky’s Center Line TS is a
four-piece unit. It features a shank and a head assembly, but it also
incorporates sway control and weight distributing into just a single
pair of spring-steel rods that are appropriately called “spring bars.”
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Here’s another look at the Center Line Towing System fully installed. The setup can be ordered with spring bars that are suited for three popular maximum-tongue-weight ranges
(400 to 600 pounds, 600 to 800 pounds, and 800 to 1,200 pounds). We’ve got the heaviest-duty package, which supports a maximum gross trailer weight of 12,000 pounds.
As we noted earlier in this report, the actual
“bar-installation” process with our original
weight-distribution setup was quite laborious and dangerous. (Remember, you’re dealing with hard steel and high tension with
systems like this [above]. Shins, wrists, arms,
and such can be shattered if a bar swings
wildly and connects with a limb during
installation or removal). The Center Line Towing System features a very cool spring-bar
lift tool (PN 32334) that simplifies lifting the
bars onto their supports and safely removing
them when your towing mission is completed.
When the spring bars are placed on their
supports, L-shaped retaining pins (left) are
inserted into their square-shaped holes and
secured with hairpin clips.
Our truck/trailer combo’s tracking is smooth and straight-line true, and another very
pleasant surprise is that the racket our previous stabilizing components made is gone.
That’s right, it’s quiet back there now. Making the switch to the Center Line Towing System has been an eye-opener to how worn out our original pieces were. The kit is all inclusive and can be self-installed (there’s no cutting or drilling involved), but we recommend
seeking the assistance of professionals like Vic Meymarian and his team at Baer Trailersports—especially if you’re apprehensive about taking critical measurements or simply
don’t have the facilities (tools and workspace) for this type of project.
With the help of Blaine Kolarik, a master hitch technician at Bear
Trailersports, we’re installing the new kit from Husky on Big White,
your editor’s ’95 Ford F-350, and his 26-foot, enclosed car hauler.
Read on through the following photos and captions for highlights
of the bolt-on process, which requires only sockets and wrenches
(some much larger than a basic 9⁄16-inch), and approximately three
hours to accomplish.
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Sources
At the truck, the spring bars lock into the trunnions that are bolted between (and in
full-time contact with) the head assembly’s top and bottom plates. The clamped force
and friction that’s generated in the trunnion area while the trailer is moving creates
a level of resistance that allows the bars to counteract the side forces that typically
cause trailers to sway.
Bear Trailersports
(818) 727-1585 • www.beartrailersports.com
Husky Towing Products
(877) 544-4449 • www.huskytow.com
Posted with permission from the February 2015 issue of Diesel Power ® www.dieselpowermag.com. Copyright 2014, Source Interlink Media, Inc. All rights reserved.
For more information on the use of this content, contact Wright’s Media at 877-652-5295.
114708
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W
NE
Every Dog Has Its Day.
INTRODUCING THE NEWEST MEMBER OF THE HUSKY PRODUCT LINE
Center Line TS replaces products
that have been relatively unchanged
for more than two decades. The
result is the most dynamic new
weight distribution system on the
market today.
CENTER LINE™TS Superior Performance and Value
Center Line TS is a new, advanced, lighter, and more compact design based on the award winning
Center Line HD. Lift brackets, head and spring bars all work together to deliver a very smooth and highly
responsive ride – a ride that is noticeably quieter than other products on the market. Trunnion style spring
bars are matched to popular weight ranges, delivering integrated weight distribution and sway control,
superior performance, and an unmatched value.
RUGGED IS STANDARD EQUIPMENT.
Husky manufactures a comprehensive offering of innovative, leading technology
towing products including 5th Wheel Hitches, Brute Power Jacks, and the Husky
10 Composite Glider, all designed to enhance your towing experience.
LEARN MORE: huskytow.com
®