Whether hauling your car to the track or from an unexpected breakdown, owning a trailer and knowing how to use it can make all the difference in the world. To get a better understanding of how to prepare for any occasion, we sat down with Carl Carbon at Trailex and asked the questions that most frequently come up when thinking about buying the right trailer.

C&P: Will my tow vehicle do the job?

Carl: The best way to find out how much weight your tow vehicle can handle is to check the vehicle’s towing weight capacity. This will vary, but it is based on what its OEM says it can carry. If you have any questions, your dealer should know all the specifics for your particular application.

Carl Carbon

C&P: How much tongue weight do I need?

Carl: This is more important than most people imagine. There is no hard and fast number. Many factors such as the type of vehicle, the vehicle’s suspension and even the tires used on the vehicle will all play a part in the correct tongue weight. A more “cushy” riding tow vehicle, like an Escalade or other SUV, will require more tongue weight than an HD2500 series truck. The goal is to be reasonable and position the vehicle being towed on the trailer to give some pressure on the hitch. Measure the ball height with the trailer loaded. You want to have it as level as possible. If the ball is too low, it will increase tongue weight, too high and it decreases. Whenever you see a trailer swaying all over the road, it’s due to not having enough tongue weight. The trailer and tow vehicle will let you know when it’s correct – another reason to do some towing before setting out on that 1,000-mile jaunt.

C&P: How fast can I run with a trailer?

Carl: First off, speed is one of the main considerations for trailer tires. ALL trailer tires are ST-rated for 55mph (and “ST” stands for “Special Trailer”). Trailer manufacturers MUST use ST-rated tires on their trailers. When you consider that most trailers sit dormant for most of the year before being pulled out into service, it makes sense to constantly check their tires for weathering and cracking. Wear isn’t always measured in tread depth: remember, when a trailer tire fails, it’s more catastrophic because it’s running much more pressure than a standard car tire (50psi or higher).

Carl Carbon

C&P: When should I repack/replace my bearings?

Carl: It’s recommended to inspect the bearings once a year. Even though trailers are typically limited in use, condensation does more damage to the bearings than mileage. Get in there and inspect them. Repack with fresh grease and if they need it, replace them.

C&P: Does the trailer come with a title?

Carl: New trailers come with an MSO (Manufacturer’s Statement of Origin). This is necessary to determine taxes and to get a plate. Not every state requires a title, so you’ll have to check with state regulations to see if your state requires one. If it does, then the MSO becomes the title for your state. Even if it doesn’t, don’t throw away your title or MSO! We give customers a state weight slip and MSO: it helps determine what the trailer weighs, taxes to pay and what license the owner might need (over 10,000 pounds might require a CDL driver’s license).

Carl Carbon

C&P: Do I need a CDL to tow my trailer?

Carl: All states are different, depending on weight or length. There is no easy answer, but most single-car trailers shouldn’t require one.

C&P : Can I store my car in/on the trailer long term?

Carl: Yes. But, be sure to prepare it for long-term storage, just like in a garage and, be SURE to secure the trailer as well. You don’t want your trailer rolling around with your car in or on it!

Carl Carbon

C&P: How do I clean my trailer?

Carl: Same as your car. Your trailer has the same considerations for cleaning and protection, just like a car.

C&P: Does size matter?

Carl: I recommend buying the smallest trailer that will work for you. If you only have Corvettes and that is all you will ever have, why buy a trailer big enough for a 1959 Cadillac? If you collect all makes and sizes of cars, then get a trailer that can handle all cars made. Initial cost, towing concerns and even storage considerations are all based on the size of the trailer.

Carl Carbon

Date: December 1984

Location: Fort Worth, Texas

Source: via University of Texas Arlington Libraries Digital Gallery

What do you see here?

We all know of the historically famous purple tones found on Chrysler products at the end of the swingin’ ‘60s. Plum Crazy and In-Violet have gone on to become some of the most sought-after shades ever sprayed on classic Mopars since their introduction on Dodge and Plymouth vehicles at the turn of the decade.

But did you know that GM offered special order paint on many of its vehicles in 1967? Yes, While Chrysler was busy dreaming up its world-famous High Impact colors, Chevy was already spraying its own shade of purple majesty, and that shade was called Royal Plum.

Everything is pretty much there. This ride came with buckets and a four-speed console which gives this Impala an upscale, sporty look.

You could get this hue on several Chevy models, including the Camaro, Chevelle, Caprice and Impala. It’s a one-year-only color, and a pretty rare statement any way you slice it.

Imagine having that purple paint on a rare car to start with. Case-in-point, this big block ’67 Impala Super Sport, built with one potent L36 427ci powerplant, and backed by a M20 four-speed transmission. This ride manages to unite several unique and sought-after options together, into one killer full-size ride.

Here we see the original L36 427ci powerplant. “Its just sitting in there without a transmission and hasn’t been run in a number of years.”

Carl Manfra is a muscle car fanatic living the good life in Manahawkin, New Jersey. When he’s not attending to his ice cream business, Carl is out on the road searching down rare muscle cars and hot rods to call his own. His taste is eclectic to say the least, and there is rarely a stone unturned once Carl is out and about.

Carl answered an add one day about an Impala SS that was living out its life submerged in refuse in a garage not too far away. The owner mentioned the big block power and the rare MM color code which got Carl’s attention right away. He was immediately on the case, having a great affinity for Chevy rides of any persuasion.

When he arrived, Carl’s questions were quickly answered; this was no ordinary Impala. “It had its original 427 with it and was in reasonable shape. The hood was intact but missing the center piece, which the owner stated he had somewhere in the house. But, the most interesting thing about this car was the Royal Plum color, which was worn off on most of the car, but easily discernable in the trunk, c-pillar and under the hood.

Here you can easily see the Royal Plum paint that’s still on the car, along the c-pillar. This is an original vinyl top car, so the color in this spot was probably protected for most of its life. Other places that the original hue is still apparent is the underside of the trunk lid and hood.

Amazingly, this car came with the original, but weathered window sticker. “As clear as day it states that this is an MM code car, painted in Royal Plum from the factory,” states Carl. The color adds another dose of rarity to an already rare ride.

Other features on this Chevy include power disc brakes up front, power steering, rear speaker, push button radio, bucket seats and console, the Z24 SS 427 package, and a 12-bolt G80 posi-traction axle with 3.31 gears. If you ordered front disc brakes, like the original purchaser did back in 1967, you needed the 15-inch wheels. These Rally wheels were shod in G70 tires. Overall, this Impala was built the right way, loaded up with of Chevy’s best options.

Once a deal was struck, the well-worn Impala was loaded on a flatbed and delivered to Carl’s shop. Future plans are up in the air at the moment, but Carl says anything is possible. “It would be a very valuable car restored to say the least, and any muscle car fanatic would appreciate the rarity of this wild Impala.”

The 1969 Charger R/T has been an enthusiast favorite for five decades and counting due to an awe-inspiring 1968 redesign, plus grille and taillamp refinements the next model year, and its tire-torturing performance that was a consummate fit for the peaking muscle car era. Hollywood played its part in the late 1970s and beyond when The Dukes of Hazzard elevated the profile of the Charger via the dirt-slinging car chases and high-flying antics of The General Lee while unfortunately accelerating the Dodge’s attrition rate at the same time.

What made the Charger R/T special?

The Charger was already Dodge’s upmarket intermediate, but the $3,575 R/T model added I.D. callouts, a Bumble-Bee stripe, a 375-hp 440 Magnum engine (426 Hemi optional), a choice between the 727 Torque- Flite three-speed automatic or the A833 four-speed, heavy-duty (torsion bar front, leaf spring rear) suspension and drum brakes (front disc optional), and F70-14 tires on 14-inch wheels. Sure Grip and various 8¾ and 9¾ rear axle packages were also offered. The four-speed required the beefier differential.

Bucket seats were standard in all Chargers, as was one of the best instrument panel layouts of its day with easily read round gauges, yet the tachometer cost extra. Low-option models are out there, but you’ll more likely see a wide selection of R/Ts fitted with some of the popular extra-cost items, such as power steering and brakes, radio, console, chromed road wheels, power windows, or A/C. The new sunroof was a rare sight. An optional SE Decor Group added leather upholstery (with vinyl trim) to the seats, woodgrain steering wheel and instrument panel trim, badging, and additional equipment.

What should I pay for a Charger R/T?

Though plateauing for the last few years (likely pandemic related in 2020), values for the Charger R/T had typically increased through the decade. Currently, Hagerty lists #4 “fair” at $36,400, #3 “good” at $49,500, #2 “excellent” at $71,800, and #1 “concours” at $92,600, and adds 20 percent to these figures for four-speed and 15 percent for the SE option. NADA numbers are less optimistic with a $15,500 low, $35,400 average, and $61,600 high values, and it adds 10 percent for the four-speed.

An R/T SE with A/C and a 727 advertised as a refresh of a rust-free car that retained its original engine and body panels sold for $79,200 at auction in 2020 after having sold for $77,000 at the same venue the year before. Another restored R/T SE, with no A/C or claim that its 440 was original, sold for $47,300 at the same 2020 auction, which reveals that many variables contribute to what a car may sell for at any given time or place.

​Is a Charger R/T a good investment?

There were 20,057 1969 Charger R/Ts built, including U.S., Canada, and exports, and all except for the 461 Hemis were 440 powered, so finding candidates shouldn’t be too difficult. Parts availability is broad for stock replacement, restoration, and modifications, which is good news for saving some serious projects from parts car status or extinction, but remember that the cost of professional restoration or modification services can add up very quickly. Compare and contrast the relative benefits of project cars versus drivers and recent restorations to see which best fit your needs before you decide on a specific example.

A 1969 Charger R/T is quick for its era, handles well, and possesses a venerable character that will never go out of style. Though you may not have the only example at your local cruise-in or show due to its popularity, it will still attract adoring fans. And with its value stalled at the moment, now may be a fortuitous time to find a good deal.