signfan Posted December 25, 2018 Share Posted December 25, 2018 Just got a superclamp rear for my Trailer. The trailer is a Triton Elite. Has anyone installed one of these on a similar trailer? If so did you just sandwich a piece of aluminum plate under the wooden PT trailer deck for support. Or did you weld something under the deck to attach to? Link to comment Share on other sites More sharing options...
northstar Posted December 26, 2018 Share Posted December 26, 2018 The washer that comes with the clamp is enough to hold it , the piece of aluminum you are talking about ( 2"x2")would be better and all you would need . Link to comment Share on other sites More sharing options...
Irv Posted December 26, 2018 Share Posted December 26, 2018 On 12/25/2018 at 5:20 PM, signfan said: Just got a superclamp rear for my Trailer. The trailer is a Triton Elite. Has anyone installed one of these on a similar trailer? If so did you just sandwich a piece of aluminum plate under the wooden PT trailer deck for support. Or did you weld something under the deck to attach to? I have 2 which have never been installed. If I do someday, then a plate of some sort underneath will be installed for sure. Link to comment Share on other sites More sharing options...
ZR SLEDHEAD Posted December 26, 2018 Share Posted December 26, 2018 If wood is good, washer it comes with is all you need. Use one of their front + rear clamps in my own trailer, would not go without em again. Link to comment Share on other sites More sharing options...
signfan Posted December 27, 2018 Author Share Posted December 27, 2018 Yeah it came with supertrac. So no washers. Just 3 machine head screws with a nylock nut and a couple wood screws. I'm thinking a 1/4" aluminum plate at a minimum. Maybe I don't have as much faith in plywood as some. Link to comment Share on other sites More sharing options...
meptex Posted January 2, 2019 Share Posted January 2, 2019 I installed both front and rear about 3 years ago on a 10yr old enclosed trailer. Did the same as others, grabbed a piece of scrap steel laying around and cut it to about 3"x3" for the front and similar for the back ones. Sure wont be pulling through! There is a lot of pressure being put on them and I wouldnt personally trust a washer. Link to comment Share on other sites More sharing options...
stoney Posted January 3, 2019 Share Posted January 3, 2019 You guys really find the need for the rear one, the front one does such a great job. I throw a strap on the rear, but only if when I thinking or concerned about being possibly pulled over by the police. Otherwise, the rear of the sleds in my trailer never move. Link to comment Share on other sites More sharing options...
02Sled Posted January 3, 2019 Share Posted January 3, 2019 7 minutes ago, stoney said: You guys really find the need for the rear one, the front one does such a great job. I throw a strap on the rear, but only if when I thinking or concerned about being possibly pulled over by the police. Otherwise, the rear of the sleds in my trailer never move. I used to do the same until I hit some black ice. The truck and trailer started snaking down the highway. We pulled out of it. The fronts held in place. The rears of the sleds swung side to side banged and damaged the walls of the trailer. Insurance wrote it off. Link to comment Share on other sites More sharing options...
slomo Posted January 3, 2019 Share Posted January 3, 2019 8 minutes ago, stoney said: You guys really find the need for the rear one, the front one does such a great job. I throw a strap on the rear, but only if when I thinking or concerned about being possibly pulled over by the police. Otherwise, the rear of the sleds in my trailer never move. I think you need anchors at three separate points? Anywhoo, I think it was sledjunk told us a story about a guy whose enclosed trailer ended up upside down in a ditch after an accident - opened the trailer door and the sleds, fastened with front and rear superclamps, were hanging upside down perfectly without any damage or coming loose of their moorings. Link to comment Share on other sites More sharing options...
stoney Posted January 3, 2019 Share Posted January 3, 2019 36 minutes ago, 02Sled said: I used to do the same until I hit some black ice. The truck and trailer started snaking down the highway. We pulled out of it. The fronts held in place. The rears of the sleds swung side to side banged and damaged the walls of the trailer. Insurance wrote it off. 36 minutes ago, slomo said: I think you need anchors at three separate points? Anywhoo, I think it was sledjunk told us a story about a guy whose enclosed trailer ended up upside down in a ditch after an accident - opened the trailer door and the sleds, fastened with front and rear superclamps, were hanging upside down perfectly without any damage or coming loose of their moorings. I guess both skis and the rear would give you the three points.....which I would still have, most days with the rear strap in place The crazy accident scenario would be a place that I can see the need for sure, that makes total sense....and that story sure would be a funny one, given the situation. Link to comment Share on other sites More sharing options...
sledjunk Posted January 3, 2019 Share Posted January 3, 2019 I think Livin' can laugh now but he wasn't then. Link to comment Share on other sites More sharing options...
signfan Posted January 3, 2019 Author Share Posted January 3, 2019 Yeah I was wondering about tie down requirements to be legal. Definately need a rear tie down. But is three points sufficient which is essentially what you get with super clamps front and rear. I'd heard rumor that you are supposed to have 4 points? I'm confident my new three point system is safe, but is it legal? Link to comment Share on other sites More sharing options...
PISTON LAKE CRUISER Posted January 3, 2019 Share Posted January 3, 2019 Here is a portion of Ontario regulation 363/04 SECURITY OF LOADS mostly to do with COMMERCIAL MOTOR VEHICLES OF 4,500 KILOGRAMS OR LESS Compliance with National Standard 2. (1) Every commercial motor vehicle carrying a load on a highway must be in compliance with Division 3 (Requirements for Cargo Securement System) and Division 4 (Tiedowns) of Part 1 of the National Standard. O. Reg. 363/04, s. 2 (1). (2) A tiedown or securing device that is marked by its manufacturer shall be deemed to have a working load limit equal to the working load limit determined in accordance with the National Standard. O. Reg. 165/12, s. 2. (3) A tiedown or securing device that is not marked by its manufacturer shall be deemed to have a working load limit equal to zero. O. Reg. 165/12, s. 2. Permit load securement conditions prevail 3. A vehicle carrying a load on a highway under the authority of a permit issued under section 110 of the Act that contains load securement requirements that conflict with any requirements of this Regulation must be in compliance with the permit requirements and not with the conflicting requirements of this Regulation. O. Reg. 363/04, s. 3. PART 2 COMMERCIAL MOTOR VEHICLES OF 4,500 KILOGRAMS OR LESS Application of Part 4. This Part applies to commercial motor vehicles for which each of the gross vehicle weight, registered gross weight, manufacturer’s gross vehicle weight rating and gross combination weight rating is 4,500 kilograms or less. O. Reg. 363/04, s. 4. Securement of load 5. (1) A load carried on a commercial motor vehicle on a highway must be secured by means of, (a) sides, sideboards or stakes and rear stakes, endgate or endboard that, (i) are securely attached to the vehicle, (ii) are strong enough and high enough to ensure that the load will not shift on or fall from the vehicle, and (iii) have no opening large enough to permit any of the load to pass through; (b) at least one tiedown that meets the requirements of subsection 2 (1) for each 3.04 linear metres of lading or fraction thereof, and as many additional tiedowns that meet the requirements of subsection 2 (1) as are necessary to secure each part of the load, either by direct contact between the load and the tiedown or by contact between the load and dunnage; or (c) any other means that prevents a load from shifting or falling that is similar to and at least as effective as the means specified in clause (a) or (b). O. Reg. 363/04, s. 5 (1). (2) A tiedown or dunnage in contact with exterior, topmost items of a load and securely holding each interior and lower item shall be deemed to comply with the requirements for contact in clause (1) (b). O. Reg. 363/04, s. 5 (2). (3) If the load may shift in transit, the load must be blocked, restrained or contained in such a manner that it will not shift in a forward direction when the vehicle decelerates at a rate of six metres per second per second or more and must be, (a) securely blocked or braced against the sides, sideboards or stakes of the vehicle; or (b) secured by devices that conform to the requirements set out in clause (1) (b) or (c). O. Reg. 363/04, s. 5 (3). (4) This section does not apply to, (a) a vehicle carrying a load that, because of its size, shape or weight, must be carried on a special-purpose vehicle or must be fastened by special methods, if the load is securely and adequately fastened to the vehicle; or (b) a motor vehicle or road-building machine operated by or on behalf of an authority having jurisdiction and control of a highway while the vehicle or machine is engaged in construction, maintenance or marking activities. O. Reg. 363/04, s. 5 (4). Tiedowns 6. (1) The working load limit of a tiedown shall be deemed to be the working load limit of its weakest component. O. Reg. 363/04, s. 6 (1). (2) Revoked: O. Reg. 165/12, s. 3. (3) The strength of anchor points must be at least as strong as the tiedown when the connector is loaded in any direction in which the tiedown may load it. O. Reg. 363/04, s. 6 (3). (4) A tiedown shall not be used if, (a) the active portion has knots in it; (b) any component of it exhibits stretch, deformation, wear or damage beyond the limits specified by the manufacturer; or (c) it has been repaired or shortened other than in accordance with the manufacturer’s specifications. O. Reg. 363/04, s. 6 (4). (5) Where an “over-the-centre” type of tiedown tensioner is used, the handle must be locked in place and secured by an adequate secondary means to prevent its inadvertent release. O. Reg. 363/04, s. 6 (5). (6) Except in the case of steel, fibre or synthetic strapping that is permanently crimped, tiedowns used on a commercial motor vehicle to secure the load against movement in any direction must be designed, constructed and maintained in such a manner that the driver of the vehicle can tighten the tiedown in transit. O. Reg. 363/04, s. 6 (6). Material used for load securement 7. Material used on or in a vehicle as dunnage, chocks or cradles or for blocking or bracing must be strong enough that it will not be split or crushed by the load or the tiedowns. O. Reg. 165/12, s. 4. Link to comment Share on other sites More sharing options...
signfan Posted January 3, 2019 Author Share Posted January 3, 2019 Lol. Now I'm more confused. Link to comment Share on other sites More sharing options...
volunteer2 Posted January 3, 2019 Share Posted January 3, 2019 And it put me to sleep LOL Sorry PLC Link to comment Share on other sites More sharing options...
revrnd Posted January 3, 2019 Share Posted January 3, 2019 I'll chime in on the backing plate. Put a plate behind the plywood. I had a brain cramp a few years ago when unloading the Ranger. Unfastened 3 of the 4 ratchet straps. Backed off the trailer & pulled the D ring the remaining strap was attached to, off the deck of the trailer. All it had was 2 nuts & washers as backers. Link to comment Share on other sites More sharing options...
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