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About phoenix2013

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  1. They are, I'm in the midst of designing it, STAY TUNED🤔😀 Their website is in the process of "re-design" too. The Old Goat
  2. Hmm, isn't it a coincidence 🤔, I just came back from the Post Office after mailing two Jackalopees to Canada. one of them was addressed to go to Spragge, Ontario.
  3. Air pin boxes are a good product on lighter trailers, unfortunately, the people who sell these like to "stretch the truth". It boils down to the pin weight of the trailer vs. that single air bag. All airbags are rated at 100 psi for their maximum load, but work best 50% of that pressure (just like your car tires work best at 32 psi). The design window is between 40% and 60% or 40-60 psi. Easy to check on your hitch. Inflate it to the recommended working position and read the pressure. If it's between 40-60 psi you are good, if it's 75 psi you are on the hard side, at 80-90 psi you basically have a rock hard air bag, (like running your car tires at 50-60 psi). I've seen rows of heavy trailers sitting at dealerships with pin boxes, I'm sure the sales manager came up with the idea of nice "up-sell" (these were not "free") to the customers, "you know if you get this rig you need one of these", what the customer needed was a truck mounted air hitch.
  4. Incidentally it was Pacific Customs Brokers, Inc. not the place that makes dune buggies.
  5. We used Pacific Customs, the last time we used them was several years ago. Don't know if they would have our past records? Young's would have to establish a new relationship.
  6. Slixter, we shipped a lot of ETs to Canada to numerous customers. You need a broker and a set of export documents. There are also specific codes in those documents to properly classify the product for the the export - import authorities (primarily on the Canadian side). Lot of it had to do with the previous regime of rules, don't now if the new agreement between the US -Mexico-Canada changed any of that (I doubt it). Chance, Brian and I are in frequent communication, I'll be happy to assist you to make this happen and it would good thing for Young's - PopUp to have process in place for future sales to Canada. I'm still available for "advise". Henry
  7. This could be somebody's lucky day. Clearing out the storage unit and found a "remnant" of the past manufacturing operation. A brand spanking new Binkley head minus jaws, pins, block and springs (jaws spring, block spring and latch spring). If you a have an old crappy Binkley you have all those parts to transfer into this one, but this one has virgin new rotating pins. The bottom welded on it is for the ETs, for all you Non-ETers, the wedges and the shaft tube could be taken off and head re-welded to a TrailerSaver bottom or any other contraption. Want to get rid of it for a short dollar (plus shipping). Right now it's a boat anchor and I don't have a boat.
  8. Not sure I can follow exactly. Is the Smart included in the final tallies I only see it once. How did you get the 7,300 for pin weight, normally it's a subtraction of truck drives without the trailer and with the trailer.
  9. Nigel, that was part of our original screwing around, which we quickly abandoned and we went with whole new design.
  10. That's a correct answer and correct engineering assumption 45 YEARS AGO!!!!!!!!!!!!!!!!!!!!!!! I had a chance to review the Binkley patents when I needed to produce jaws and latching blocks for the square head we designed which eliminated the worn pins fiasco. Binkley would not sell these to me, I expected so much, but I figured why not ask. Before my actions became a legal issue I pulled their patents. Patents are good for 17 years and you can extend them (at a cost), they did not and let them lapse. Their patents were granted in 1975 and expired in 1993, this is a 45 years old design. By the contemporary standards in 1975 that 1 1/4 inch pin (greased or ungreased) would outlast two RV owner who have gone to the Pearly Gates and two trucks that went as cubes of steel to Japan and returned as Toyotas. My first brand new fifth bought in 1982 weighed 8,000 pounds, was 32 feet long and was in the class of the 40 footer of today. 36 footers weighing 10K were the ultimate then and you approached them with a bib under your chin to catch your drooling. No slideouts, no granite counters, no generators and 20 gal tanks for water, grey and crap. Those 8 Ks of the 1970s are the 24Ks of todays and the 10Ks are 30K and up today. Binkley needs to re-educate themselves, the life expectancy of those pins which was more than adequate in times of the original design has gone to suck in today's environment. I mentioned earlier that I have in my garage a completely worn hitch with a completely worn Binkley head, which has gotten to that point over a period of around 3 years and 40,000 miles traveled. The owner Pulled a 40 foot New Horizon weighing around 30K. First time I've seen a similar situation is when a friend of mine bought a SpaceCraft 42 feet and 27 K weight. Mark (some of you old timers know who I am talking about) is a unique and dynamic individual, he "really" introduced his rig to large swat of the country the first year he owned it. The ET was just designed and he already had a Trailer Saver. The result, in 13 months the front shaft was loose and the Binkley head pins were shot. He complained, their answer was "loose front shaft is normal and we warranty the Binkley for 12 months". I said earlier "the square head we designed", the we were Mark and I and primarily Mark, being thoroughly pissed off is a great motivator. In the thread below further down in pages there are great videos someone posted showing how to test for worn pins
  11. They could change the design to use non-greaseable components, but they have been building these heads this way for over three decades, I guess it's "tradition".
  12. It was a pretty involved modification to the lateral pins with a grease fitting in the center of the pins. That part is is pretty innocuous as is the grease tunnel from the zerk fitting through the center of the pin. But then in order the get the grease to the surfaces in need of that grease you have to drill a horizontal or vertical tunnel from the surface of the pin to the tunnel running through the center, that's a beautiful beginning of a stress crack in a critical part on the Binkley. If TrailerSaver learned about that mod, they acted properly, it's a no-no. I bantered around the solution to the Binkley no-grease problem when I was using the product, like running the grease tunnel down through the vertical support ears, zerks on tops and access holes in the top plate. But again I had a heartburn about screwing around in an area that sees forces from few thousand pounds to tens of thousands of pounds.
  13. I liberally coated the jaws, the pins going through the jaws and the block with a copper anti seize compound. I you think about it, there is very little motions on the jaws, only few times in the season when you hitch and unhitch, so that compound should work for years. People who made Binkleys didn't do that, I took enough of them apart to know. So basically a raw metal, pins, were in contact with raw metal, jaw pin holes, in the elements. No way to get in there and grease things. Moisture, rain, would migrate in there and the pin outer surfaces would rust together with pin holes inner surfaces. I've had an older Binkley so rusted that a shop put it on a 50 ton press, when it broke the rust that pin literally exploded out of that head. So if they move freely the anti-seize compound is still working nicely. The lateral shafts require nothing, they have non greasable composite bearings on them.
  14. The problem is the space, only 7 inches, the rails are at 40 inches the commercial hitch is 7 inches, hence the industry standard of 47 inches from ground. I've been bantering with it for 2-3 years, and doing weird and expensive stuff I got it down to 9 inches including the 1 inch that I "stole" from the frame (there is 1 inch in between the rails down to the brace that spans the rails). I know of only two people that could use such a hitch, two guys who absolutely thought that they needed a really short small cab truck. Every time I got going on it I had this thought, "how much effort I want to put into something that will end up with a market of two"?
  15. You have one of the last batches of the Binkley head I used prior to switching to the square Super Binkley. Did I show you that "grab and shake" routine for the Binkley test? You have a heavy rig but as long as you have minimal motion in the two lateral shafts on either side of the head you are OK. The original Binkleys heads do quite well in longevity on ETs because of the anti-chucking feature which lessens the forward and back impact. It's the hard forward and back impact on other hitches that kills those shafts and they are not repairable, not easy. As far as the jaws are concerned you should be able to move them by hand when they are in the open position. There is a spring in the back of them, but if they are (properly) loose you should be able to overcome it with your fingers. If it gets to the point when you need a tool (like a screwdriver) to move them they need some attention (which I can suggest).
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