Trailers get the least attention and the most abuse. They sit outside all winter, get dropped in gravel yards, run loaded over frost heaves, and only get looked at when something fails an inspection or a light quits on the highway. Then the whole load stops over a $40 part.
We repair trailers where they sit — in your yard, at a loading site, or on the shoulder of Highway 97. That covers brakes and air systems, lighting and wiring, suspension and springs, landing gear, doors and latches, and the wheel-end work that keeps a trailer legal and safe. If you're pulling it commercially in northeastern BC, we can service it.
Intermittent markers, a dead brake light circuit, ABS lamps that won't go out, corroded plugs and pigtails, and chafed harness runs along the frame. Trailer wiring is exposed to road salt and vibration constantly, and most faults trace to a connector or a rubbed-through wire rather than a failed lamp.
Out-of-adjustment slacks, worn linings, cracked drums, seized S-cams, and chambers with failed diaphragms. Brakes that drag heat wheel ends and destroy seals and bearings, so a brake problem rarely stays only a brake problem.
A trailer that bleeds air overnight or won't release its brakes usually has a leaking line, valve, chamber or glad hand seal. We find and fix the leak rather than leaving you to guess which axle it's on.
Broken leaf springs, worn bushings, failed air bags, cracked hangers and blown shocks. Common on gravel and lease road work, and they cause uneven tire wear and load instability long before anything visibly breaks.
Leaking hub seals, low or contaminated oil in the hub, hot bearings and loose wheel ends. A hub running hot is a stop-now problem — bearing failure at speed can take the wheel off.
Bent or seized landing gear, stripped gearboxes, damaged door hinges and latches, broken mud flap hangers and rub rails. Small items, but they stop a load just as effectively as a mechanical failure.
Trailer work is often quicker and cheaper than people expect, especially when several small items get handled in one visit.
Type, axle configuration, brake setup, and what's failing. If it's an inspection list, read it out and we'll tell you what's realistic on-site.
Lamps, wire, connectors, air line and fittings, seals, hardware and common brake components ride with the service truck.
Most trailer work needs nothing more than solid ground and safe access, whether it's coupled or dropped.
Lights checked through every circuit, air system leak-tested, brake adjustment verified before we sign off.
Anything else that's worn or close to failing gets pointed out so it isn't a surprise at the next inspection.
Everything pulled commercially around Fort St. John, plus the equipment trailers that farms and contractors run.
Trailer repair is dispatched from Fort St. John, with regular calls in Charlie Lake, Taylor, Montney, Buick, Wonowon, Hudson's Hope, Dawson Creek and Chetwynd, along with the highway corridors in between. See the full service area.
Trailer faults are usually small parts and big consequences. Fixing them where the trailer sits avoids a shop trip over a lamp or a slack adjuster.
A list of small defects gets cleared in one visit rather than one bay booking per item.
While we're under it, you find out what else is close to failing — which is far cheaper to hear in your yard than at a roadside inspection.
Often yes. Lighting, wiring, air leaks and many brake components can be handled loaded if the trailer can be supported safely. Wheel-end and suspension work sometimes requires unloading, and we'll tell you before starting.
Yes, and it's one of the most common trailer calls. It takes proper circuit testing rather than swapping bulbs, but the fault is almost always findable — usually a corroded pin, a rubbed wire, or a poor ground.
We diagnose ABS wiring, sensors and connector faults, which cause the large majority of trailer ABS lamps. Failures inside a modulator or ECU may need a component replaced, and we'll tell you which case you're in.
If it's safe and we have access, yes. Some industrial sites have entry requirements, so mention that when you call.
We can go through and repair the items a CVIP will catch, but the inspection certificate itself has to come from a licensed facility.
General welding and repair on brackets, mounts and light structural items can be done in the field. Major frame damage is shop and certification territory, and we'll say so.
More answers on the general service FAQ.
Call with the trailer type and what's wrong. Most trailer faults get sorted the same visit, wherever the unit is parked.
Tractor-side repair for the unit pulling the trailer.
Brakes, driveline and suspension on Class 7 and 8 trucks.
Keep trailers and tractors on a maintenance schedule.
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