Ultimate M416 Axle Build, 6k Narrowed, Electric Brakes

[Rock40]

Our TrailBlazer's new frame was built the same way, the receiver tube extends all of the way to the rear of the trailer. I am convinced that this isn't necessary. As I didn't build it I don't have pics from during the process. Looks like I don't even have good pics of it at all. Best that I have of the tongue:

AFAIC the receiver tube only needs to be a little longer than the fully collapsed length of the extending tube and have both ends tied into frame structure.

I like it, looks incredibly stout

 

[ntsqd]

The original owner commissioned THE local 4x4 shop to build it a frame that would stand up to going to Baja frequently. As the shop owner's family owns property in Baja he was well aware of what it would need to be able to do that. He was also aware that the OO, a Patron of the mechanical Arts but not a practitioner, owned a satellite phone and if it broke he knew that he'd be getting a call to come fix it. Everything he and later he and I built for the OO was built with that in mind.

There's a thread here on these TrailBlazer trailers. They're fairly rare these days. A more normal pic of it coming home from crewing at the Parker 425 a couple of years ago:

 

[matzell]

Different axles and modern wheels/tires really changed the look of things


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And the tires are CLOSE to the leaf springs


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Now to ditch the 5 lug spare and alter/fabricate a better tow connection than the lunette


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Good looking trailer. I would be concerned about the spacing between the leaf spring and the tire. IF that spring pack twist any it could rub the sidewall of the tire and cause a blow out. I had the happen with a car trailer once. Not fun at 70 mph. Maybe a 1" wheel spacer or something might work out?

 

[Rock40]

Good looking trailer. I would be concerned about the spacing between the leaf spring and the tire. IF that spring pack twist any it could rub the sidewall of the tire and cause a blow out. I had the happen with a car trailer once. Not fun at 70 mph. Maybe a 1" wheel spacer or something might work out?

You are right, it’s close. I mounted used tires I bought pretty cheap. They are metric but nearly 12” wide, I’d like to find some 10.5” wide tires, that would be about right and they’d tuck into the fenders better anyway.

 

[greentruck]

Good looking rig. I'll also express some concern about the leaves to tire clearance. Besides what was already mentioned potential problems, there's one that you'll likely encounter, mud. While the wheel turning will likely scrape it free enough it won't impede forward progress, it's going to be messy as all heck.

I'm curious if the new axle is at least as long as the original? If so, then adjusting the wheel geometry should give sufficient results. Otherwise a longer axle tube may be the best route, as it's a lot less trouble than moving spring perches.

I bought a Dexter 3500 lb axle and brake package when I upgraded my M101 CDN because that was cheaper than buying just the brakes at the time. After sizing things up, it was clear the Canadians had either used Dexter as a parts supplier or had concluded that the commercial standard that worked well here could work well there. The M101 CDN axle is arched and is said to have a 3500 lb capacity. Since everything bolted right up to the old axle, I decided to forgo learning to weld and put the new brake parts on the old axle, which BTW had that reinforcing arch as did the new Dexter.

The wheels I use are Toyota 16x8 steel spokers and I run the skinnies (255/85R16 BFG KM2) .

Keeping in mind the narrower tire/wheel's contribution to the tire-to-spring clearance, there is
plenty of clearance with the stock axle length for wider tires although this does require wider fenders than the narrow stock ones the Canadians used originally.

I paid a local shop $500 to make these new wider fenders. Sounds a little pricey, but solved the width issue on a stock suspension otherwise able to run 33" tires. I'm not sure whether your fenders are stock or not, but if you end up deciding to adjust things this is some food for thought.

re: the pintle and lunette slop, keep in mind the military uses several different sizes and if mismatched they will be clunky. I used a Reese 8-ton pintle with the stock lunnette and that works well. Adding trailer brakes helps with this also, so you're at least halfway there if you do decide to keep the lunnette.

 

[Rock40]

Good looking rig. I'll also express some concern about the leaves to tire clearance. Besides what was already mentioned potential problems, there's one that you'll likely encounter, mud. While the wheel turning will likely scrape it free enough it won't impede forward progress, it's going to be messy as all heck.

I'm curious if the new axle is at least as long as the original? If so, then adjusting the wheel geometry should give sufficient results. Otherwise a longer axle tube may be the best route, as it's a lot less trouble than moving spring perches.

I bought a Dexter 3500 lb axle and brake package when I upgraded my M101 CDN because that was cheaper than buying just the brakes at the time. After sizing things up, it was clear the Canadians had either used Dexter as a parts supplier or had concluded that the commercial standard that worked well here could work well there. The M101 CDN axle is arched and is said to have a 3500 lb capacity. Since everything bolted right up to the old axle, I decided to forgo learning to weld and put the new brake parts on the old axle, which BTW had that reinforcing arch as did the new Dexter.

The wheels I use are Toyota 16x8 steel spokers and I run the skinnies (255/85R16 BFG KM2) .
View attachment 3711129
Keeping in mind the narrower tire/wheel's contribution to the tire-to-spring clearance, there is
plenty of clearance with the stock axle length for wider tires although this does require wider fenders than the narrow stock ones the Canadians used originally.
View attachment 3711305

I paid a local shop $500 to make these new wider fenders. Sounds a little pricey, but solved the width issue on a stock suspension otherwise able to run 33" tires. I'm not sure whether your fenders are stock or not, but if you end up deciding to adjust things this is some food for thought.

re: the pintle and lunette slop, keep in mind the military uses several different sizes and if mismatched they will be clunky. I used a Reese 8-ton pintle with the stock lunnette and that works well. Adding trailer brakes helps with this also, so you're at least halfway there if you do decide to keep the lunnette.

Well……. This was a custom job and like I said before, I wanted nothing to do with the spindles, bearings and hubs on a 3500# axle. Much too small and delicate for my liking. And the Dexter axle tube “torsion” or “bend” or whatever they call it really isn’t going to function unless the axle is loaded near to its capacity/rating causing that to flatten out. I’ve got a water tank down there so I absolutely needed to have a “straight” axle tube for overhead clearance

I’m running a small wheel spacer, there is about 1/2” of clearance between the tire and spring. I hate anything muddier than a wet gravel road, I can’t see mud being an issue

Yes, the axle tube/WMS is MUCH narrower than a factory axle, 6” narrower actually. The point was running modern tires under the original M416 narrow fenders as I don’t feel large wide fenders look right on the M416. The only way to do that is by drastically narrowing the WMS.

I’ve towed it over 1,000 miles now, seems to work great and the electric brakes (and electric parking brake) are fantastic.

 

[greentruck]

Between my welder and I and this is what we came up with. I pointed to the stock fenders and asked for pretty much the same except wider.

The axle was left in the standard position, with the axle above the leaves. 33" tires will fit.

Smaller tires still look ok.