Explore Enclosed Trailers for Sale at Jayhawk Trailers - Denver, Colorado

Yes, on almost any enclosed trailer worth buying. Colorado law (C.R.S. 42-4-223) requires brakes on all wheels of a trailer once gross weight reaches 3,000 pounds. A 7x16 tandem-axle cargo trailer with a 7,000 lb GVWR passes that line empty, so electric brakes and a brake controller in your tow vehicle are required equipment, not an upgrade.

Every tandem-axle enclosed trailer we stock in Commerce City and Fort Lupton is built with brakes. If you are towing with a truck that has never pulled a braked trailer, ask us about the controller before you drive off.

Match the trailer to the widest thing you haul, not the longest. A 6x12 single axle handles tools, a mower, and moving boxes. A 7x16 tandem is the standard contractor trailer. Anything with a car, a side-by-side, or a full crew's equipment wants 8.5 feet of width and 20 feet or more of floor.

Height matters as much as length in Colorado: a 7-foot interior clears most side-by-sides and dirt bikes standing up, and it keeps a shelving package usable along both walls.

We stock enclosed cargo trailers from Cross Trailers, Royal Cargo Trailers, Southland Trailers, Air Tow, Farm Boss, ATC, and Doolittle Trailers. Units sit at both of our lots, so what is parked in Commerce City is not the whole picture and neither is the Truck Center in Fort Lupton.

Use the location filter on the inventory above to see which lot a specific trailer is on before you drive out.

Yes. Colorado titles and registers every trailer, including small utility and cargo trailers that some neighboring states leave untitled. You have 60 days from the purchase date to register, and late registration adds a $10 per month fee until it is current.

We hand you the paperwork you need at delivery so your county motor vehicle office visit is a short one.

It will, but the magnesium chloride CDOT sprays on Front Range highways is harder on a trailer than snow ever is. The de-icer clings to the frame, the axle tubes, and the wiring harness, and it keeps working on bare steel long after the road dries.

Rinse the undercarriage after winter trips, keep the harness connections greased, and touch up frame chips before they spread. A galvanized or aluminum-skinned trailer buys you margin, not immunity.

Plan on less capacity than the brochure promises. Ford derates gross combined weight rating roughly 2% for every 1,000 feet of elevation, which is about a 10% haircut at Denver's 5,280 feet and steeper again on I-70 west. A naturally aspirated half-ton feels that loss immediately on a grade.

Weigh the loaded trailer, not the empty one, and leave real margin. Tell us what you tow with and we will point you at trailers that fit the truck you already own.

Usually yes, for two reasons. The wedge front cuts drag on long interstate runs, and it adds usable triangle of floor space at the nose that is ideal for a generator, a spare tire, or strapped-down ladders. Flat-front trailers are simpler and load a touch easier at the very front wall.

If most of your miles are around the Denver Metro Area at 45 mph, the aerodynamic argument matters less and the extra storage is the real reason to pick one.