The most common trailer tires problems, dry rot, underinflation, and overloading, are also some of the easiest to prevent with a quick check before every trip. Catching them early can mean the difference between a routine tire change and a blowout on the highway.
Key takeaways:
The most common trailer tire problems come from age, air pressure, and overloading rather than simple wear. Trailer tires often fail well before their tread wears out, since they carry heavier, more constant loads than passenger vehicle tires and spend far more time sitting parked between trips.
Problems that show up most often:
Special Trailer (ST) tires are built with stiffer sidewalls than Light Truck (LT) tires to handle the sway and load of towing, so using the wrong type, or mixing ST and LT tires on the same trailer, is a common and avoidable cause of failure.
Trailer tires often age out before they wear out. A trailer that sits parked most of the year can have tires with plenty of tread depth that are still five or more years old, and the rubber compound degrades from sun and ozone exposure regardless of how many kilometres it has actually travelled. Every trailer tire carries a DOT date code on its sidewall, a four digit stamp showing the week and year it was built, and checking that code is the only reliable way to confirm a tire's true age rather than guessing from its purchase date.
Load index and speed rating are two more numbers worth understanding. The load index is a code that tells you the maximum weight a single tire can carry at full pressure, and the speed rating limits how fast the tire is designed to run under that load. Fitting a trailer with a tire that has a lower load index than the axle requires is a quiet but serious version of overloading, since the tire can be well inflated and still be carrying more weight than it was built for.
Most trailer tire failures are preventable with a few habits built into every trip.
Steps that prevent most tire problems:
Weight distribution matters too. Loading a trailer unevenly puts more strain on one tire or one side of an axle, which speeds up wear and raises the chance of a blowout on that side. Trailer service intervals line up with tire checks, since bearings, brakes, and tires all get inspected at the same visit.
Temperature swings add another wrinkle for trailer owners in Alberta and across Western Canada. Tire pressure drops by roughly one PSI for every ten degree Fahrenheit drop in temperature, so a trailer tire set correctly on a warm afternoon can be noticeably underinflated by the next cold morning. This is one of the most common reasons a tire that was properly inflated at the start of a trip ends up underinflated by the time it matters, especially in the spring and fall months, when daily temperature swings tend to be biggest. Checking pressure cold, first thing before towing rather than after the trailer has been sitting in the sun, gives a more accurate reading and catches this kind of drop before it becomes a problem on the road.
Lug nut torque deserves its own habit. New or freshly serviced wheels tend to settle slightly once a trailer has been towed a short distance, so it is worth rechecking torque after the first 50 to 100 kilometres and again at each routine inspection. A wheel that comes loose on the highway causes far more damage than the tire on it. The spare tire is easy to forget for the same reason it is rarely used: it ages on the same clock as the tires actually mounted on the axles, even while it sits untouched in a carrier or rack, so it is worth checking its pressure and sidewall condition at the same time as the rest of the set rather than assuming it is ready simply because it looks unused.
Trailers that tow long distances or carry valuable cargo increasingly use trailer tire pressure monitoring systems, which alert the driver to a pressure drop before it becomes visible or causes a blowout. These systems do not replace a manual pre-trip check, but they add a second layer of warning for issues that develop mid trip, when a visual inspection is not possible.
Some tire issues call for action right away rather than waiting for the next scheduled service.
Replace a tire right away if you notice:
Uneven wear patterns are worth investigating rather than just replacing the tire, since cupping or scalloping can point to a wheel bearing or suspension issue rather than the tire itself. Our guide to common trailer parts to replace and when covers the other components worth checking at the same time.
Reading the DOT date code takes a few seconds and settles the age question without guesswork. The last four digits are the week and year of manufacture, so a code ending in 2321 means the tire was built in the 23rd week of 2021. A tire with barely worn tread but a date code past the 5 to 7 year mark is still a candidate for replacement, since the rubber compound has been aging the entire time regardless of how little the trailer was actually used.
A blowout on the road is not just a tire problem. Once it is safe to stop, check the fender, wheel well, and wiring near that wheel for damage from flying tread, since a piece of tire can tear wiring loose or dent the fender on its way off the trailer. Replacing tires in pairs across an axle, rather than one at a time, keeps tread depth and diameter matched on both sides, which helps the trailer track straight and wears the remaining tires evenly.
Factory Outlet Trailers carries trailer parts, including trailer tires, at all 14 of its locations across Alberta, British Columbia, Saskatchewan, and Manitoba, and its parts specialists can help you find the correct replacement size, load range, and speed rating for your trailer. If your tires are showing any of the signs above, or if it has been more than five years since they were replaced, reach out to the team for help sourcing the right set.
Most trailer tire problems come down to underinflation, overloading, age, and sun exposure rather than simple wear. Trailer tires carry heavier, more constant loads than car tires and often sit parked for long stretches, which lets the rubber degrade even when the tread still looks fine.
Trailer tire pressure should be checked cold before every trip, using the PSI listed on the tire's own sidewall rather than a general guess. Pressure can drop between trips even without a visible leak, and underinflation is one of the leading causes of trailer tire blowouts.
Most trailer tires last around 5 to 7 years from their manufacture date, even if the tread still looks good, since the rubber compound degrades from sun and ozone exposure over time. Trailers that sit parked for long stretches often need tires replaced by age well before they wear out from use.
Special Trailer (ST) tires are built with stiffer sidewalls than Light Truck (LT) tires to handle the sway and load of towing, so using LT tires on a trailer, or mixing ST and LT tires on the same axle, raises the risk of overheating and failure. Trailer axles should use matching ST tires unless the manufacturer specifically says otherwise.
Uneven trailer tire wear usually points to incorrect tire pressure, an overloaded axle, or a wheel bearing or suspension issue rather than the tire itself. Wear concentrated on one edge often means underinflation, while cupping or scalloping patterns can point to a bearing problem worth inspecting.
Factory Outlet Trailers carries trailer parts, including tires, at its locations across Alberta, British Columbia, Saskatchewan, and Manitoba. Parts specialists can help confirm the correct tire size and load range for your trailer and source replacements if they are not already in stock.
Whether you’re shopping for your first trailer or upgrading to something bigger, we’re here to help. Our team will match you with the right trailer, answer your questions, and make sure you get the best pricing available.
Call (888) 965-6064 or fill out the form below. We’ll get back to you right away and help you secure the trailer you want.
Parts | Trailer Parts For Sale | Hitches, Brakes, Lighting & More | Common Trailer Tire Problems and How to Prevent Them
