29-05-2019, 11:29 AM
Most of my trailers have been home made (by others).
If there is no data on it, I stamp a date on it to identify date of manufacture (based on what the vendor told me). And I take it to the weighbridge, weigh it, and stamp this onto the trailer also (saves having to remember it). The present trailer is unbraked single axle. I can get a seven on it legally behind my Mondeo so long as the seven has no mudguards on.
The trailer regs in the UK are a mess. The date you took your test has a big effect, as does when the trailer was made, and what your towing it with.
Unbraked generally you can only tow a trailer, where the mass of the trailer + load is 50% of the mass of the towing vehicle. This towing vehicle mass is also a mess in the way it is legally defined, and the rozzers and DVSA have in the past both been guilty of not understanding this. Take it as the kerb weight as declared by the manufacturer and you'll be on the safe side.
The tow car type approval defines what you can tow with a braked trailer, there will be a maximum mass that its approved for car + trailer + load. Provided your axle weights are also within the type approval (and tyre capacity for the trailer), your load can be anywhere. So an empty car, and a well balanced trailer you can actually carry a fair bit more than the guides tell you on your trailer perfectly legally. Though I have to say this demonstrates the laws are total bollox. A heavier tow vehicle is safer and the law should reflect this.
The benefit of using an old trailer with little information on the plate (e.g only a date so you can demonstrate the newer regs dons apply) is that you cannot be done for towing an empty trailer which is within the maximum authorised mass etc, but it is plated to a higher MAM you get had. This only applies to licences after a certain date, but is ludicrous.
Personally, my view on safety is that the lighter whatever it is on the end of your tow ball is better (as noted above). This is all about the tail wagging the dog. I have towed 5 ton with my 1.8t Mondeo, and regularly have near 10 ton behind my 8 ton traction engine going down the road, it makes driving challenging.
For this reason I'd avoid a twin axle trailer for an Austin 7 on the basis that the load can easily be carried well within the capacity of a single axle, and the weight of the additional wheels, brakes, axle, mudguards etc is something that you don't need and adds significantly to the weight. If your trailer is balanced as it should, with a small nose bias onto the tow vehicle, a single axle trailer is as stable as a twin in the event of a puncture.
The other comment on safety is that the lower the load is, the better. The car trailer style, where the deck is just above the axle is far 'safer' than one where the deck is above the wheels, like a farmers Ifor Williams. Think about centre of gravity. Look at Charles Ulster on his car trailer on mini wheels. I bet its almost impossible to flip. Yet a box saloon on an Ivor would be far less stable.
If there is no data on it, I stamp a date on it to identify date of manufacture (based on what the vendor told me). And I take it to the weighbridge, weigh it, and stamp this onto the trailer also (saves having to remember it). The present trailer is unbraked single axle. I can get a seven on it legally behind my Mondeo so long as the seven has no mudguards on.
The trailer regs in the UK are a mess. The date you took your test has a big effect, as does when the trailer was made, and what your towing it with.
Unbraked generally you can only tow a trailer, where the mass of the trailer + load is 50% of the mass of the towing vehicle. This towing vehicle mass is also a mess in the way it is legally defined, and the rozzers and DVSA have in the past both been guilty of not understanding this. Take it as the kerb weight as declared by the manufacturer and you'll be on the safe side.
The tow car type approval defines what you can tow with a braked trailer, there will be a maximum mass that its approved for car + trailer + load. Provided your axle weights are also within the type approval (and tyre capacity for the trailer), your load can be anywhere. So an empty car, and a well balanced trailer you can actually carry a fair bit more than the guides tell you on your trailer perfectly legally. Though I have to say this demonstrates the laws are total bollox. A heavier tow vehicle is safer and the law should reflect this.
The benefit of using an old trailer with little information on the plate (e.g only a date so you can demonstrate the newer regs dons apply) is that you cannot be done for towing an empty trailer which is within the maximum authorised mass etc, but it is plated to a higher MAM you get had. This only applies to licences after a certain date, but is ludicrous.
Personally, my view on safety is that the lighter whatever it is on the end of your tow ball is better (as noted above). This is all about the tail wagging the dog. I have towed 5 ton with my 1.8t Mondeo, and regularly have near 10 ton behind my 8 ton traction engine going down the road, it makes driving challenging.
For this reason I'd avoid a twin axle trailer for an Austin 7 on the basis that the load can easily be carried well within the capacity of a single axle, and the weight of the additional wheels, brakes, axle, mudguards etc is something that you don't need and adds significantly to the weight. If your trailer is balanced as it should, with a small nose bias onto the tow vehicle, a single axle trailer is as stable as a twin in the event of a puncture.
The other comment on safety is that the lower the load is, the better. The car trailer style, where the deck is just above the axle is far 'safer' than one where the deck is above the wheels, like a farmers Ifor Williams. Think about centre of gravity. Look at Charles Ulster on his car trailer on mini wheels. I bet its almost impossible to flip. Yet a box saloon on an Ivor would be far less stable.