installs - service - repairs

Trailer Service and Repair in Post Falls

Parts counter and service bay on site. We work on what we sell and on trailers we did not.

The useful way to think about trailer maintenance in the Panhandle is by how far you are going. A trailer that never leaves Post Falls forgives a lot. One that runs to Sandpoint and back loaded, or crosses a pass in February, forgives nothing. The sections below are organized that way.

Around town

Short trips, low speeds, and help nearby if something goes wrong. What still matters here is the connector at the truck and the lights it feeds. Trailer electrical faults are overwhelmingly connection faults rather than failed lamps, and dielectric grease on the pins takes ninety seconds and prevents most of them.

Tire pressure is the other one. Check it cold, against the sidewall rating rather than by eye, and check the spare - it is reliably the flattest tire on the trailer.

Day trips - Coeur d’Alene, Sandpoint, the Silver Valley

Now you are running loaded at highway speed for an hour or more, and bearings become the thing that matters. They give warning before they fail and the warning is almost always ignored: a faint growl that rises with speed, or a hub noticeably warmer than its neighbour after a run. Any perceptible play at the rim is past warning.

Repacking is routine and inexpensive. A seized bearing on US-95 with a loaded trailer is neither. If yours sits for weeks between uses - which describes most recreational trailers here - have them looked at before a long haul rather than after one.

Over a pass, or loaded heavy

Sustained descents are the hardest thing anyone does to a trailer in this region, and brakes are what absorb it. Electric brakes drift out of adjustment gradually enough that owners quietly compensate without registering the change. If you have turned the controller up over the past year, that is a brake adjustment rather than a preference.

On a tandem, both axles get checked. A trailer braking on one axle will find that out at the worst possible moment, and a long grade is exactly that moment. We adjust, replace shoes and magnets, service drums, and set the controller against the actual trailer rather than a default.

Also worth attention before a heavy haul: the coupler latching positively, safety chains that are original rather than improvised, and any movement where the tongue meets the frame.

Winter, at any distance

Cold does two predictable things. It drops tire pressures, so a trailer correct in October is underinflated in December. And it reduces the usable capacity of a battery that was already marginal - which is how a dump trailer that worked all autumn refuses to lift on the first cold morning. Nine times in ten that fault is the battery or the charge line, not the hydraulics.

Your Two Complimentary 40-Point Inspections

Every new trailer includes two, at 12 and 24 months. Book them rather than forgetting them - the point of a scheduled inspection is that it catches a bearing beginning to complain or a brake drifting out of adjustment while each is still an adjustment rather than a replacement. Bring the trailer as you use it and mention anything that has felt different.

Parts

Bearings, seals, hubs, brake assemblies and magnets, couplers, jacks, lamps and lenses, harnesses, ramp springs, latches, D-rings, straps, and tires. Bring the trailer or its model details - axle and brake parts in particular are unforgiving of approximation.

Booking

Call ahead where you can and describe what the trailer is doing rather than what you think is wrong. The symptom is more useful to a technician than the diagnosis, and simple work can often be done while you wait.

We are one of 92 TrailersPlus locations with over 11,900 trailers across the network, rated 4.8 from more than 10,000 reviews across 25+ years. Roughly 95% of the weight of the trailers we sell is sourced in the USA.

What We Service, By Trailer Type

Enclosed cargo. Brake and bearing work, full electrical diagnostics, and structural repair to floors, walls, roofs and door seals. A door that no longer seals properly is worth booking promptly, because keeping weather off the contents is most of why the trailer was bought.

Dump. Hydraulic lift, pump and cylinder work, plus the battery and charge line that cause most no-lift calls. We also inspect the 10-gauge floor and walls, which take the real punishment from repeated loading, and can fit high-profile sides if your loads have outgrown the body.

Utility and equipment. Deck condition, single and tandem axle service, and the high-cycle hardware - ramp gates, springs, latches, hinges and tie-down points. We fit high sides and mesh siding where the work has changed since the trailer was bought.

Tilt. Hydraulic cylinders are the heart of a tilt deck and the part worth servicing on schedule rather than on failure.

Car haulers and powersports. Axles, radial tires, deck condition, and on enclosed models the ramps and commercial-strength doors that carry load every time the trailer is used. Insulation packages matter here for both summer transport and winter runs.

Hitch and Wiring Work

We fit hitches and tow wiring, and we will set the brake controller against your actual trailer rather than leaving it on a default number. Bring the truck and the trailer together if you want the pairing done properly - it takes minutes and it is the single most common thing owners get wrong.

Before a Long Haul: The Ten-Minute Check

If you are heading over a pass or running the Silver Valley loaded, these are the things worth touching before you leave. None of them takes long and between them they cover most of what strands people.

Tires, cold. Pressure against the sidewall rating, not by eye, and look for uneven wear across the tread - that tells you about alignment and load distribution, not just about the tire. Check the spare while you are there.

Hubs, by hand. After ten minutes of driving, feel near each hub. One warmer than the others is the earliest warning a bearing gives. Free to check, expensive to ignore.

Brake feel, first stop. Make one firm stop at low speed and pay attention. Pulling to one side means the axles are not contributing equally. Needing more gain than last month means an adjustment is due.

Coupler, chains, jack. Latch closed and locked, chains original and crossed underneath, jack fully retracted.

Lights, all circuits. Running, brake, both indicators, and the plug itself. If anything is intermittent, deal with it before the trip rather than after.

Load, roughly sixty-forty. About sixty percent of the weight ahead of the axles. Get this wrong and no amount of servicing will make the trailer track properly.

Parts, By What Fails

Running gear. Bearings, races, seals, hubs, spindles, brake assemblies, magnets, drums and springs. The parts that end trips, and the ones we hold deepest.

Electrical. Harnesses, connectors, plugs, LED lamps and lenses, ground straps, breakaway switches and controllers. Most faults live at the connections rather than in the components.

Hardware that gets used. Ramp springs, gate latches, hinges, cables, D-rings, stake pockets, jacks and couplers. On a working trailer this is where the money actually goes.

Accessories. Tongue boxes, spare tire carriers, security locks, tarp kits for dump bodies, E-track and tie-down systems for enclosed trailers, and cargo management hardware. We fit anything we sell.

We carry parts for Interstate and Carry-On builds. Bring the trailer or its model details - axle and brake components vary between model years and approximation does not work here.