The Korean War vintage M-100 Military Jeep Trailers
The Vietnam War era M-416 Military Jeep Trailers
4 Jeep cargo model series are very similar in design, size, and construction.
All 3 Military Trailer series share the following characteristics.
"A" Frame draw bar.
Heavy Duty Leafsprings.
NDT/NDCC Military Tires.
Heavy Duty Shock Absorbers.
Same Wheel Rims as Jeep of the era.
Open top, metal box body construction.
Raised ribbing on floor pan of trailer body.
2 Safety Chains for attaching to Jeep eyebolts.
Both Service Running lights and Black Out lights.
Drain plugs in floor to let the water out or hold it in.
A parking brake makes sure it stays where you left it.
Solid Axle, full floating bearings, brake drums and
The Lunette Eye Loop designed for a pintle hook on a jeep.
A solid rear panel, not a tailgate, as this would not be watertight.
Landing legs so you can unhook and drive away leaving it standing there.
Inter-vehicle electrical connection cable of heavy gage attached to trailer.
10 cargo/rope tie downs for tarp cover. 4 on each long side, 1 on each
All 3 military jeep box trailers are watertight. They will float
with up to 500lbs of gear, or the opposite; they can haul water (poorly).
The lunette assembly has a strong spring on it that negates the slamming
and stress when starting from a dead stop or on fast acceleration.
The trailer lunette eye spins in its socket, allowing the pulling vehicle
and trailer to be leaning in completely opposite directions. It even allows
the trailer to flip over without causing the pulling vehicle to flip with
Differences between the 3 military jeep trailer models include:
WWII MBT and 1950's M-100
have round fenders.
The M-416 has squared fenders.
MBT landing leg has 3 positions (3 holes). There was a 1/2 way up position
for deep mud use to help support weight of trailer in deep mud conditions.
M100 and M416 only had 2 positions for landing leg - up or down.
MBT has one floor drain.
M-100 and M416 have 2 floor drains.
MBT / T3 trailers do not have any grab handles.
and M-416 trailers have 4 grab handles. One on each corner.
Parking Brake Handle:
MBT has a hand brake with a thumb button on the very top for the thumb
to depress to release the cam lock.
M100 and M-416 trailers have a handgrip handle with the handgrip releasing
the cam lock.
Shock Absorber attachment method used:
Bantam T-3 trailers used a threaded stud and a nut to hold on shocks.
Willys MBT used a washer and cotter pin through a smooth stud to hold
MBT - 3/4 of cast socket hole section is above main part of cast bracket.
M100 - 1/2 of cast socket hole section is above main part of cast bracket.
M416 - has 2 cast socket holes in main part of cast bracket.
MBT and M100 cast brackets fit the same in the frame.
MBT and M416 lunette eyes are interchangeable.
MBT Lunette eyes were thinner diameter.
M416 Lunette eyes are very thick diameter.
MBT and M416 lunettes and the sockets they fit into were cut at the
same angle or bevel.
M100 lunettes and sockets were cut at a different angle. They don't
mate to the M416/MBT ones, even though they look so similar to them
I swap M416 & MBT lunettes back and forth between my MBT's, but
none of the NOS lunettes I had fit in the NOS M100 receivers.
M416's are the easiest to find. They are also the newest
and in the best shape usually. Here is another Photo
of a M-416B-1 Trailer - Side View. Notice the gas can racks on the
sides. This is the M416B1 model.
The WWII is the next most common (even so, it is still rare), but it
can cost a lot more because there is more demand.
The least in demand, and slightly harder to find M100 is my 1st choice
for the average person with a civilian jeep. If you are just looking
for a great looking, great off road, great on-road trailer to haul a motorcycle
or lawnmower then please leave the pristine antique trailers to the collectors.
Hauling a motorcycle would require cutting a tailgate (losing the water-tightness).
Hopefully you will find a civilian trailer or one that is already cut,
and not ruin an intact army trailer by cutting it.
Expect to pay between $465 and $900 for either a M100 or M416 trailer.
The Willys MB-T & T-3 Bantam Trailers can go for more money. It depends
on the condition, and the part of the country you are located in. And remember
it is Willys, not Willy, Willis, Wilys, or Willies. Bantam, not Bantem,
Bantum, or even Batman. :-)
WWII Military Jeep Trailers - The Willys MB-T & The Bantam
T-3 Trailers ~ History, and model differences Willys and Bantam (and a few others) made nearly identical trailers
in World War Two. Officially it is the 'TRAILER, AMPHIBIOUS, CARGO, 1/4-TON,
SINGLE-AXLE'. Here is a Photo
of Two original WWII Jeep Trailers (Front 3/4 view). These jeep trailers
were used increase the payload hauling capacity of the jeep. The jeep trailers
could haul food, ammo, fuel, people, medical supplies, clothing, bedding,
and all sorts of other supplies. It was common to see these trailers
in the field overflowing with supplies & equipment as in this photograph
of a WWII trailer. The Jeep Lube Chart issued late in the war
had the lubrication chart of the Willys MBT/Bantam T-3 Trailer on the reverse
of Original WWII MBT (MB/GPW Jeep on reverse) Lubrication Chart. Willys-Overland
produced nearly 60,000 of their Model MBT trailers. American Bantam produced
73,569 of their version of the Willys Model MB-T trailers, the Bantam T-3.
There are subtle differences between each company’s version. The some of
the trailer design differences are listed below.
Shock Absorber & Shock Mounts:
Willys MBT: Willys used a Flat Washer
and Cotter Pin to hold their trailer's shock absorbers (Monroe shock
absorbers) onto the SMOOTH stud of the Shock Absorber Mounting Brackets
(the same as on their MB Jeeps).
Bantam T-3: Bantam used a Flat Washer and Nut to hold their
trailer's shock absorbers (Gabriel shock absorbers) onto the THREADED stud
of the Shock Absorber Mounting Brackets.
Axles: 3 types: 1) with a cast housing in the center (Willys early),
2) with a center seam (Willys late), or 3) Solid (Bantam):
Willys MBT: Early World War II Willys
built jeep trailers were the only ones to come with a 2 piece axle (actually
3 pieces, 2 tubes joined in the center by a heavy cast coupler). Willys
later went to a single piece axle with a welded seem in the middle of the
Bantam T-3: Bantam always used a one piece axle (A design that Willys
shortly switched to as well); solid tube (no seam), spot (button) welded
Data Plate Stampings:
Willys MBT: Willys only stamped the Month - Year of delivery
on their trailer's data plates.
Bantam T-3: Bantam stamped the Month - DAY
- Year of delivery on their trailer's data plates. Bantam's DASH Mark
was a numeral
'1' stamp turned sideways. If you are lucky enough to have your Jeep
Trailers Data Plates with a Day stamp, you can use the Jeep
& Trailer Day of Date of Delivery Calculator to determine what
day of the week your Trailer was made on.
Original WWII Willys and Bantam Jeep Trailer Photos
WILLYS MBT & BANTAM T-3 TRAILERS
1st Infantry Division Jeeps and Jeep Trailers of the 'Big Red One'
move into the Fatherland. Infantrymen of Company C, 1st Battalion, 18th
Infantry Regiment enter into Frauwullesheim, Germany, February, 28, 1945.
Photo Extra Large in B&W
Members of Company C, 100th Infantry Battalion, 442nd Regimental Combat
Team and Company D, 100th Infantry Battalion, 442nd Infantry Regiment load
confiscated enemy material into a Jeep Trailer which is run down a line
of material at the 5th Army concentration area in Brescia Area, Italy on
18 May 1945.
77th Army Division marches to the front at Yigo along road slashed
through jungle vegetation of northern Guam. Men, jeeps and tanks make up
the procession. 8/31/1944
A WWII Jeep Trailer 1/2 buried while still attached to the towing vehicle
- a flipped Dodge - after a German Artillery Attack.
Members of the 442nd RCT advance in the Chambois Sector, France
early Autumn 1944. Notice the M1917 water-cooled .30cal machine
gun on M-48 dash mount, unusual rifle rack location, windshield cover,
jeep trailer, tow rope and anti-decapitation device (the
piece of metal welded to the front bumper of the jeep, which was to protect
the jeeps occupants from a favorite German trick - stringing a wire across
a road at head height with the intention of decapitating a jeeps occupants).
American Soldiers driving in jeeps to Manila on March 01, 1945 for
Troop Rescue. Soldiers from the First Cavalry Division of the United States
Army drive toward Manila to release American and Allied nationals held
in Santo Tomas Internment Camp, near Manila, Philippines.
Jeeps, Jeep Trailers, and Medical equipment for combat use of an infantry
battalion aid station on Oahu, T.H
Jeeps and Jeep Trailers used for transportation of personnel &
equipment of 2nd Auxiliary Surgical Group teams in Italy. Notice Pick Ax
on front bumper of jeep.
Add Salvage Photos & Link
TRAILER, 1/4-TON PAYLOAD, 2-WHEEL, CARGO, 1942-43,
AMERICAN BANTAM T-3 AND WILLYS MBT
THREE QUARTER RIGHT REAR VIEW
TRAILER, 1/4-TON PAYLOAD, 2-WHEEL, CARGO, 1942-43,
AMERICAN BANTAM T-3 AND WILLYS MBT
THREE QUARTER RIGHT FRONT VIEW
ORD 8 SNL G-529 Spare Parts and Equipment for Trailer, ¼-Ton Payload, 2-Wheel,
Cargo, (American Bantam T-3 and Willys MBT), Headquarters, Army Service Forces, July 1945
World War Two Jeep Trailer Specifications Body type: Open Top Cargo
Weight (gross): 1050 lbs.
Weight (net): 550 lbs.
Weight (payload): 500 lbs. (Off road spec.)
Ground clearance: 12.5 inches.
Loading height: 22 inches.
Shipping dimensions: 141 Cu. Ft.
Shipping dimensions: 42 Sq. Ft.
Brakes: Hand parking brake only, cable operated.
Tire size: 6.00 x 16 6 ply
Tread: 49 inches.
Electrical system: 6 volt, negative ground.
Fording depth: N/A,Trailer will float with 500 pound
load, with 6 inches of freeboard.
Towing vehicles: Truck, 1/4 ton 4 x 4 (Jeep);
Truck, 3/4 ton, 4 x 4;
Ford Amphibian, 1/4 ton 4 x 4 GPA
Carrier, Cargo, (amphibious), M29 Studebaker 'Weasel'.
Bantam War Time Trailer Contract Numbers
and Production Totals
Starting USA Registration Number
Ending USA Registration Number
Sub-Total - T3 Jeep Trailers Produced 1942 - 1943
Total # of T-3 Jeep Trailers Produced for all
of WWII by Bantam
Willys-Overland produced almost 60,000 of their version of the 1/4ton
trailer, the MBT.
Where do I find my WW2 Jeep Trailer's Serial Numbers? The Willys MBT and Bantam T3 Trailer serial numbers are usually difficult
to locate. MBT's and BT-3's had trailer (vehicle) Serial Numbers stamped
in 2 places.
Locating Serial Numbers on Second World War Willys MBT and Bantam
THE DATA PLATES ON THE FRONT BODY PANEL
The data plates is found on the front panel of the trailer, facing
the outside. It is on the drivers side close to the outside top.
It is held in place by 4 screws or 4 rivets. The data plates are often
missing. The Nomenclature plate has the vehicle identification information
the Manufacturer (Willys, Bantam or other Co), the Model (MBT or T-3),
the Serial Number, and the Date of Delivery (Date of Manufacture). This
is the actual trailer manufacturer serial number. These Data Plates were
made out of Brass, Pot Metal, Steel, and Aluminum. Be very careful removing
paint or straightening dents on your data plates because valuable information
about your Jeep Trailer can easily be destroyed in the process. There were
4 versions of the text on the Trailer Data Plates. Two each for Willys
and Ford. Two each Early QMC, 2 each Late ORD.
Jeep Trailer Data Plate Types
Early QMC (Quartermaster Corps)
Late ORD (Ordnance Department)
The frames for trailers were also sometimes stamped. One source of
of stampings are from ACM, the manufacturer of the body tub/frame unit
that all the companies built their trailers on. Another souce for some
of these stampings are from rebuilders. Typically there are 3 places to
look on your trailer frame. See pic below to help you in locating
the areas to look in.
Location #1 & #2 may have the rebuild serial numbers stamped
into the outside face of the frame in approximately 3/8" high numbers.
Location #1 & #2 are not factory locations for stamping the serial
numbers. It appears that the military stamped the numbers there on
some trailers to make it easier to determine the serial number. Many
trailers that went to the PTO (Pacific Theater: Japan, Korea, Guam, Philippines)
came back with numbers stamped in the alternate locations. These could
have been stamped during the Korean War, or Vietnam War or ?
Location #3 is UNDER the trailer. This is the ACM serial number. The
ACM serial number was stamped directly into the frame or support bracket.
Bantam trailer ACM serial #'s start with a "B". You will have to crawl
under the trailer, lay on your back, and look up at a triangular piece
of metal bracing the frame. This brace is about 5" x 6", and the ACM serial
numbers are stamped into it. The number is stamped under the left front
spring hanger bracket on the frame.
Serial numbers located in #1 & #2 should match data plate serial
number on the body. The serial number in position #3, is the Tub Mfg.'s
(ACM) number, and not the Trailer Serial Number. The numbers are closely
correlated. Closely, but not exactly matched. Mr. C. Lutz is keeping a
database on the relationship of these two serial numbers.
When I go looking for serial #s, I use a propane torch and a small wire
brush (toothbrush size). These items are the best I know of to help in
locating the Trailer frame stamped serial numbers because there is usually
some grease, rust, dirt, and old paint to deal with. Hit the area with
the torch until the paint bubbles. Then scrub with the brush. WARNING:
The hot melted paint will fall all over you, so wear old clothes and eye
protection!! Re-apply the heat
and scrub till you get to bright shiny metal, and hopefully a serial number.
Sometimes the numbers are very faint, in fact, the whole stamping can be
very light, so some care and good lighting will be required to uncover
Post War Civilian Bantam T-3C 1/4 ton Jeep Trailers
After the war, Bantam struggled along for a few years manufacturing 1/4ton
Jeep trailers (T3C) for the civilian market. This kept the company alive,
but only barely. In the end it wasn't enough and Bantam finally went out
of business after just a few more years of trailer production. Bantam's
civilian T-3-C trailers were stripped down copies of the Military MBT/T3
Trailer without all the features that the military trailers (T3) came with.
Bantam went on to produce this basic trailer after the war for the civilian
market from 1946 until 1953.
Although they weren't a completely new design,
the trailers were given the new model name: BT3C. (They are also called
BTC, B-T3C, BT-3C, BT3-C, T3C, T-3C, T3-C by others. A long list to describe
the same trailer). Bantam also added some features that civilians would
find useful, ones that the military would have objected to. They added
stake pockets to the T3-C, so you could put wooden stake sides (to haul
more cargo) and/or wooden top bows (to hold a tarp up) on the trailer.
They discontinued the parking brake assembly. No brake drums on axles,
and no hand brake ass'y. The lunette eye style receiver was replaced with
a civilian type ball hitch receiver. The data plate size was reduced in
size to 1"x3" for most of the civilian trailers, although some early ones
did come with full size 3"x3" plates. The data plates were mounted in the
same place as the military trailers - towards the top of the front panel
on the drivers side. These smaller data plates were only held on by 2 rivets
instead of 4 rivets. Originally these smaller plates were closer to the
top of the top rail tubing, but they were eventually lowed a few inches
more down the panel. Civilian trailers came with fewer rope hooks / cargo
tie downs (for securing a cover tarp, or tying down the load it was carrying).
Military trailers have 4 per long side, the civilian T3-C trailer only
has 3 per side. Both Military & Civilian trailers had 1 hook tie down
on the front & rear panels. A dropping tailgate was added and the rear
section had reinforcement gusset panels added to support the body &
tailgate. The tailgate was not wanted on military trailers because military
trailers could float. A tailgate would not allow amphibious use of the
trailer by the Army, Navy, and Marines. It would, however, add a lot more
usefulness to the civilian customer by making it easier to load & unload
things for the trailer. The gusset panels were needed to compensate for
the cargo body's loss of strength when the tailgate was added to the trailer
to prevent flexing and too much stress being put on the body panels and
welds. These panels were the new location for mounting the rear reflectors
and taillights. If the new T-3C came with tail lights, they came with civilian
taillights instead of military black out lights. The front panels of trailers
with no taillights would have been issued without the extra upside down
rope hook to hold the vehicle electrical cable when not in use - no taillights,
no need for electrical inter vehicular cable, no electrical cable, no need
for a hook for it. The side red reflectors of WWII were discontinued as
well, and the rear red reflectors were moved from the rear body panel to
the outside tailgate reinforcement gusset plate panels. The major changes
made to the BT3 for conversions to the BT3-C in the civilian market are
How to tell if you have a Bantam Civilian trailer.
Look for 'stake pockets' inside the trailer on the long sides of the cargo
body wall to allow mounting the cargo body top bows.
Look for 3 rope hooks / cargo tie downs on the side of the cargo body.
(Military Trailers have 4 hooks / tiedowns.)
Look for only 2 rivets or rivet holes where the data plate would mount
on the outside front body panel, drivers side, towards top. Keep in mind
that some early trailers did come with the 4 rivet 3" x 3" data ID plates.
Most civilian trailers had the 1" x 3" data plate.
Look for a lack of parking brake, brake drums, and brake cable assembly.
Look for a lack of side reflectors on the rear side 1/4 panels.
Look for a Factory drop down tailgate & side gusset support plate panels
at the rear panel. (NOTE - Many military trailers have had tailgates hacked
into them. Most were done very poorly). This meant they were no longer
Look for a Factory civilian ball hitch receiver. Hitch is a Fulton Standard
1 7/8" Ball type. (NOTE - Many military trailers have had civilian ball
hitch receivers hacked/welded onto them. Most were done very poorly).
Look for a smaller civilian style electrical connector plug and trailer
cable. (NOTE - Many military trailers have had their original Heavy Duty
cables & Plugs removed and replaced with after market civilian ones.
Most were done very poorly).
In 1946 Bantam trailers were available from the factory in Butler, PA
in Red and Green paint colors only. The suggested retail price in November
1946 was $169.50 plus $8.12 tax for the basic cargo trailer. The Utility
Chassis (no cargo body, wiring or fenders) was $126 plus $6.62 tax. Side
Racks, Bows and Tarpaulin Set was $35 plus $1 tax. A flat tarpaulin was
$12 plus $.38 tax. All prices were F.O.B. .
Other Countries Copy the American 1/4 ton Jeep Trailer. The World War II Trailers were also copied by several foreign counties
during the cold war era. There are some subtle and some not so subtle differences
in these foreign manufactured jeep trailers. Differences such as lighting,
brakes, and in the number of reinforcing ribs pressed into the floor and
side panels of the trailers. Japan, and Switzerland both made copies. The
Dutch and French Armies each had their copies as well. WOF (Willys of France)
made some of them, as well as GENEVA, MILLION-GUIET, and HOTCHKISS. Many
of these French 1/4ton Jeep trailers had front mounted spare tires (as
here and here
and here and here)
and are still the companion of the PEUGEOT P4 today. Canada has made a
copy the M416 trailer, called the M101
CDN, and has really beefed it up and added some really nice features
Converto Airborne Dump Trailer
~ more coming soon!
is another photograph
of a WWII Jeep Converto Airborne Dump Trailer and Vietnam era 1/2 Flatbed
generator Jeep Trailer. Converto produced around 6,500 1/2 ton trailers
during World War Two. These Airborne Dump Trailers had similar dimensions
to the Bantam T3 1/4 ton jeep trailer, and used Kelsey-Hayes MB/GPW jeep
combat wheels that had been reinforced with metal plates to make them stonger
and able to carry a heavier load than the standard World War Two Jeep Trailer.
10 CWT G. S. Trailer Designed to be towed behind 5,000 custom made World War Two Willys
Scout Car (MB Jeeps) made & modified in the US to Canadian specs.
The Canadian model name for this jeep is W-LU 440-M-PERS-1 (Willys
Light Utility Military 4 wheels, 4 wheel drive, 80 inch wheelbase, Personnel,
Other Post War Military Jeep Trailers
M-416 series Vietnam war era Military Jeep Trailer These trailers were made by several sources, including; Stevens, Anthony,
Fayette, and Johnson Furnace Co.
The traditional rounded fenders were replaced by straight 3 sided fenders.
New longer Safety chains and a larger hook were updated from the earlier
The cast Receiver design was changed from a single socket to one having
2 sockets. This allowed 2 different heights for the lunette eye. The lower
socket was for the smaller 1/4 ton jeep series vehicles, and the upper
socket was for larger 3/4 ton towing vehicles. The sockets both had grease
fittings on them to lubricated the lunette eye and allow it to rotate under
The wheel track was widened to match and follow the wider M-151 Military
The cargo body dimensions were enlarged.
The previous 'Welded Cargo Body' construction was replaced by a 'bolt-on'
body design. This allowed new bodies to be bolted to undercarriages when
replacement was needed.
There are at least 2 M-416 trailers that have been modified into a power
driven trailer. I do not know of a single instance when the military might
have done this. Take a M151 rear axle and add it to a M416 trailer. The
driveshaft runs from the jeep to the trailer, and the trailer's wheels
become drive wheels, giving you 6 wheel drive with one point of articulation.
The Vietnam war era Jeeps, the M151 series jeeps, have a unique differential
pumpkin with a yoke on both sides of the case housing. This allows
a second driveshaft (PTO) to come out of the rear of the jeep's differential
and extend to a pivot point where the trailer meets the jeep at the pintle
hook. Another driveshaft continues from the pivot back to the trailer's
(M151) differential yoke.
I have heard of one guy in the late 1980's who added the differential
to his trailer, added a permanent articulating driveshaft, and drove around
in 6 wheel drive. Eventually he got pulled over for running the jeeps license
plate on the back of the trailer and not registering the trailer. He went
to court saying it was now all ONE vehicle and therefore only needed one
registration. The Judge agreed based on the driveshaft power driving
the trailer. It made the news, but I never heard anymore about it.
M716 / M762 Small Generator Trailer These flatbed trailers are based on the M416 chassis, and are rated
at 3/4-ton gross. The TRAILER, FLATBED, M-762, have the same shape flat
fenders as the M416's have, but these fenders also have the interior (or
back side) closed off to prevent water from splashing onto the load. These
panels are also needed to support the fenders since there is no body to
mount them to the side of.
Here is a photograph
of a Vietnam era 1/2 Flatbed generator Jeep Trailer and WWII Jeep Converto
Airborne Dump Trailer..
Re: Dents in a trailer bodies floor Recently a US Army soldier stationed in Alaska wrote me about
a rough M100 trailer he had just purchased. The floor - as so many
are - was caved in and dented. So I emailed back a old school tip
that I was told about 20 years ago. Thought I might as well post
it here as well.
Locate a 6x6, 8x8, 12x12, etc. piece of wood. Cut
it the exact height as the distance between the top of the rolled edge
of the trailer and the floor of the trailer (or where floor should be).
Flip trailer tub upside down over the standing up piece of wood (you might
have to add side legs or flat base to wood to keep it standing).
Keep repositioning the tub dents over the wood and hammer the dents from
the top. Re: hammering - With propane torch heat the edges of the
dent, then hit with hammer. After doing this a few times you have
stretched already stretched metal. So now heat the dent in the middle
and after getting it nice & hot toss a cold wet rag on it. This
shrinks the metal back. Repeat until dent is gone or greatly reduced.
Move on to next dent.
Re: Backing up a trailer I have heard some people say "the trailer was of very limited use,
because you just could not back it up more than 10 feet before it jackknifed.
And it was impossible to predict which direction if you started by backing
straight." That is absolutely not true. I can back any of my 5 military
jeep trailers, loaded or empty, straight backwards at a fast rate with
no trouble at all. I have had doubting Thomas's before, and have
on several times hit over 20 mph in reverse (clocked by a following vehicle).
Yes, there is a 'trick', that was taught to me by an old motor pool
The 'trick' doesn't make sense, and I was a 'doubting Thomas' myself...
until I saw it with my own eyes. Then I did try it, and dang'ed if
it didn't work.
No the trick is not "Steer from the bottom of the steering wheel in
the direction you want the single trailer to go." (If you really have a
hard time or it's your first time backing up a trailer, then you might
want to try the "hands at the bottom of the steering wheel" trick until
you become more proficient at the maneuver).
Although I have heard that this helps people who have a hard time conceptualizing
how to position trailers... It has nothing to do with the trick I am about
to go into.
Ok here’s the trick. Use it in moderation. Jeeps, Trailers, horses,
airplanes and lots of other things can be dangerous to operate. Caveat
emptor, and I take no responsibility if you crash, get cancer, or are attacked
by terrorists, or anything else bad happens to you.
When backing up, rock the steering wheel back and forth from left to
right. There is a certain cadence that you will get the hang of.
You want to turn the wheel enough so the truck/jeep just starts to rock
slightly - the same way you would rock the car going forward when you were
young and driving was fun LOL.
The gist of it is that the trailer lines up (but doesn't turn) to go
to the left, and then it gets pressured to re-line up to go to the right,
just in time for it to be pressured into getting realigned for a left turn...
and so on and so on. This constant "left push, right
push, left push, etc." keeps it straight online.