An adjustable loop strap features a webbing loop with a cam buckle or cinch mechanism that allows the loop circumference to be resized to fit axles and tire combinations of varying diameters and widths. This versatility makes adjustable loop straps the practical choice for tow operators and haulers who work with a wide range of vehicle types — from compact cars to full-size trucks — without carrying multiple sets of fixed-loop straps. The loop is tightened snugly against the axle or tire, and the excess tail is secured with the cam buckle.

See also: Axle Strap, Lasso Strap, Cam Buckle

An anchor point is a designated, load-rated attachment location on a trailer, tow truck, or vehicle structure to which a tie-down strap hook, shackle, or chain is connected. Anchor points include D-rings, E-track slots, L-track fittings, rub rail pockets, and recessed floor rings. Using non-designated attachment points — such as trailer frame flanges, light brackets, or body panels not designed for load — risks catastrophic failure. Always verify the WLL rating of every anchor point before attaching securement hardware.

See also: D-Ring, E-Track, Working Load Limit (WLL)

An auto hauler (also called a car carrier or auto transport) is a specialized trailer — open or enclosed — designed to transport multiple vehicles simultaneously. Open carriers typically hold 6–10 vehicles on two decks; enclosed carriers are used for high-value, classic, or exotic vehicles requiring weather and security protection. Vehicles on auto haulers are secured using axle straps, wheel straps, or wheel nets rather than hook-to-frame methods, which could scratch or stress the vehicle's bodywork. Steering wheel straps prevent front-wheel steering during transit.

See also: Axle Strap, Over Wheel Strap, Steering Wheel Strap

An axle strap wraps around a vehicle's axle housing to secure the vehicle to a carrier or tow equipment without contacting the tires, wheels, or bodywork. This contact-free method prevents damage to alloy wheels, low-profile tires, and vehicle bodywork while providing a strong, reliable connection directly to the vehicle's structural steel. Axle straps are commonly used on auto transport carriers and wheel-lift tow operations where frame or body contact must be avoided. Available in fixed-loop and adjustable versions.

See also: Adjustable Loop Strap, Wheel Lift Strap, Auto Hauler

Breaking strength — formally, Minimum Breaking Strength (MBS) — is the minimum load at which a strap, chain, or hardware component is expected to fail catastrophically when tested under controlled conditions. MBS is always significantly higher than the Working Load Limit (WLL): for standard polyester cargo straps, the MBS is typically three times the WLL (a 3:1 design factor). This margin accounts for shock loading, UV degradation, wear, field damage, and other real-world factors that reduce a strap's effective strength over time. MBS tells you how strong a strap is at its best; WLL tells you the maximum you should ever put on it in service.

See also: Working Load Limit (WLL), Design Factor

A cam buckle uses a spring-loaded serrated cam to grip webbing and hold it in position without the mechanical advantage of a ratchet. Cam buckles are faster and simpler to apply — pull to tighten, press the cam to release — but generate significantly less tension than ratchet mechanisms. They are best suited for lighter vehicle securement loads, delicate cargo that cannot tolerate high strap pressure, or applications where quick release and re-application is more important than maximum tension. For most auto transport applications, cam buckles are appropriate for secondary or supplemental straps.

See also: Ratchet Mechanism

Chain is a series of interlocked steel links used for heavy-duty cargo and vehicle securement on flatbeds, lowboys, and heavy haulers where webbing straps may not provide adequate strength or abrasion resistance. Tow and cargo chain is graded by tensile strength — Grade 70 (Transport Chain) is the most common for cargo securement, with Grade 80 and Grade 100 used for heavier lifting and rigging. Chain is tensioned using a chain binder and must be matched with shackles and hardware of equivalent or greater WLL rating. Inspect chain before each use for deformed, cracked, or stretched links.

See also: Chain Binder, Shackle

A chain binder (load binder) is a mechanical device used to tension a chain after it has been routed around or through a load. There are two primary types: lever binders (snap binders) tension the chain with a single lever throw and are faster to apply, but store spring energy that can release violently if the handle slips; ratchet binders use a racheting mechanism for gradual, controlled tensioning that is safer and more precise. For most commercial towing and hauling operations, ratchet binders are the preferred choice. Always face away from the binder when applying final tension.

See also: Chain, Shackle

A corner protector is a pad, sleeve, or rigid protector placed at the contact point between a tie-down strap and a sharp edge on cargo or a trailer structure. Sharp corners can act as a cutting edge under tension, drastically reducing the webbing's effective strength in the concentrated contact zone. Corner protectors distribute the load across a larger area of webbing and protect against abrasion and cuts. Most professional tow and hauling operations keep an assortment of corner protectors and strap sleeves on the truck at all times.

See also: Sleeve / Strap Protector, Polyester Webbing

A D-ring is a D-shaped steel ring welded or bolted to a trailer deck, flatbed, or cargo as a fixed anchor point for J-hooks, snap hooks, and shackles. D-rings are one of the most universal and reliable anchor hardware options in towing and hauling — simple, strong, and rated for multi-directional loading. They are available in a range of WLL ratings and are often welded in rows along a trailer's frame rails or deck edges. As with all hardware, always confirm the D-ring's WLL before connecting securement equipment.

See also: Shackle, Anchor Point

The design factor (or safety factor) is the ratio of a strap's or hardware component's Minimum Breaking Strength (MBS) to its Working Load Limit (WLL). For most polyester tie-down straps, the design factor is 3:1 — a strap with a 10,000 lb. MBS carries a 3,333 lb. WLL. This margin accounts for shock loads (which can multiply the effective force far beyond the static load weight), wear and degradation over time, and the uncertainty of real-world field conditions. Never design a securement solution that works at the WLL with no remaining margin — treat WLL as the absolute ceiling, not the target.

See also: Working Load Limit (WLL), Breaking Strength

E-Track is a slotted steel rail system — typically installed longitudinally on trailer walls and floors — that accepts spring-loaded E-track fittings anywhere along its length without tools. A spring lever on each fitting snaps into the slot and locks positively; the fitting is released by pulling the lever. E-Track is the most common adjustable anchor system in enclosed trailers and cargo vans and supports a wide range of hooks, rings, and straps. It is distinct from L-Track (different slot profile) — hardware for the two systems is not interchangeable.

See also: Anchor Point, D-Ring

A flatbed trailer is an open-deck trailer without sides or a roof, used to transport large, heavy, or oversized cargo that cannot fit in an enclosed trailer — including vehicles, machinery, lumber, and structural steel. Because the open deck provides zero containment, all cargo must be fully secured with rated tie-down straps, chains, or a combination thereof. FMCSA 49 CFR Part 393 specifies minimum tie-down requirements for flatbed loads based on cargo weight and dimensions. Flatbed work is the primary application for heavy-duty ratchet straps, chains, and binders.

See also: FMCSA, Load Securement

The Federal Motor Carrier Safety Administration (FMCSA) is the U.S. Department of Transportation agency responsible for regulating commercial motor vehicle safety. Its cargo securement regulations — 49 CFR Part 393, Subpart I — establish the minimum standards that commercial carriers must follow, including required tie-down quantities and WLL ratings based on load weight, acceptable securement methods for specific cargo types (vehicles, lumber, steel, logs, etc.), and equipment condition requirements. Violations are cited at weigh stations and DOT inspections and can result in out-of-service orders, fines, and CSA score impacts.

See also: Working Load Limit (WLL), Load Securement

Strap end fittings come in four primary types: J-Hook — the most common open-ended hook that attaches quickly to D-rings, E-track, and trailer rails; open at the top and can disengage under reversed loading. Flat Hook — a wide, low-profile hook that lies flat for use with rail anchor systems; good for flatbed applications. Wire Hook — a lightweight hook bent from a single wire, used on 1"–2" auto transport straps where low profile and minimal vehicle contact are priorities. Snap Hook — a fully enclosed hook with a spring gate that closes completely around the anchor point, providing positive retention even under lateral loading.

See also: Anchor Point, D-Ring, E-Track

A lasso strap loops around the vehicle tire like a lasso, cinching tight against the sidewall when tensioned. The loop is formed from a continuous piece of webbing with a slip ring, and the excess tail is connected to the trailer anchor. Lasso straps offer quick, hook-free application — the strap is simply thrown over the tire and tightened — making them popular with auto carrier operators handling high volumes of vehicles. They are best suited for standard passenger car tires; very low-profile or high-performance tires may require over-wheel nets or axle straps instead.

See also: Over Wheel Strap, Axle Strap

Load securement is the practice of using tie-down straps, chains, blocking, bracing, or a combination of methods to prevent cargo or vehicles from shifting, tipping, or falling from a transport vehicle during transit. Under FMCSA 49 CFR Part 393, all commercial motor vehicle operators are legally required to secure cargo to prevent it from becoming a road hazard. Proper load securement protects the driver, other road users, the cargo itself, and the transport vehicle. For vehicle transport specifically, this means using the correct strap type (axle, wheel, or lasso), the right number of tie-downs, and verified anchor point ratings.

See also: FMCSA, Working Load Limit (WLL), Design Factor

An over wheel strap (wheel net or tire net) is a multi-leg webbing assembly that wraps over and completely around the tire — contacting the tread, sidewalls, and inner wheel shoulder — distributing securing forces across the entire tire surface rather than concentrating them on the sidewall as a lasso strap does. This makes over wheel straps the preferred method for low-profile tires, wide tires, and high-performance vehicles where sidewall-only contact risks damage or inadequate grip. They take slightly longer to apply than lasso straps but provide superior load distribution and are the industry standard for premium auto hauling.

See also: Lasso Strap, Axle Strap, Auto Hauler

Polyester webbing is the standard material for cargo and vehicle tie-down straps. Its key advantages over alternatives: minimal stretch (1–3% under load), keeping loads stable; excellent UV resistance for outdoor use; strong moisture resistance (polyester absorbs less than 0.5% moisture by weight, vs. 5–8% for nylon); and a superior strength-to-weight ratio. Most commercial towing and hauling straps at GO-TOW.com are made from high-tenacity polyester woven in the USA. Inspect webbing before each use for cuts, abrasion, heat damage, chemical staining, and any narrowing or fraying.

See also: Webbing

The ratchet mechanism is the tensioning device at the center of a ratchet strap. Working the pivoting handle back and forth advances webbing through a mandrel (spool) in increments, each stroke clicking positively into the ratchet teeth. A quality ratchet buckle should engage smoothly with each stroke, hold firm under load without creeping, and release cleanly when the release lever is depressed and the handle folded back flat. The ratchet is the most critical component of a tie-down assembly — a worn, bent, or corroded ratchet mechanism should be removed from service immediately rather than used at reduced capacity.

See also: Cam Buckle

A recovery point is a reinforced attachment location on a vehicle specifically engineered to withstand the high, dynamic forces generated during vehicle recovery operations — forces that can momentarily reach 2–5× the static vehicle weight. Recovery points are structurally distinct from standard factory tow hooks, which are typically rated only for light static towing and are not designed for kinetic recovery loads. Using a non-designated attachment point during a recovery can cause sheet metal tearing, frame damage, or catastrophic hardware failure that creates dangerous projectile hazards. Always identify and use designated recovery points.

See also: Recovery Strap, Snatch Block, Tow Hook

A kinetic recovery strap is a high-stretch nylon strap designed to store elastic energy as it stretches during a recovery pull, then release that energy to jerk a stuck vehicle free — using the recovery vehicle's momentum amplified by the strap's elasticity. Unlike a static tow strap, a kinetic strap allows the recovery vehicle to build speed before the strap goes taut, multiplying the effective extraction force. Critical safety rules: Never attach a kinetic recovery strap with rigid metal hooks — use rated shackles or soft shackles only; never loop the strap around a tow ball or receiver hitch; and always clear the area around the strap of bystanders before tensioning.

See also: Tow Strap, Snatch Block, Recovery Point

A shackle is a U-shaped steel connector secured with a threaded pin or bolt used to link chains, wire rope, webbing straps, and anchor points in towing and rigging applications. Available in screw-pin (most common, fast to use) and bolt-type (more secure for permanent or overhead applications) configurations. Every shackle carries a WLL rating that must be matched to the application. In recovery operations, shackles are the correct connector between recovery straps and recovery points — never use a tow ball, frame hole, or non-rated hardware as a substitute for a properly rated shackle.

See also: Chain, Recovery Point, D-Ring

A strap sleeve (abrasion sleeve or strap protector) is a tubular guard — typically heavy rubber, ballistic nylon, or leather — slipped over a section of webbing at points where it contacts rough or sharp surfaces such as rub rails, frame flanges, or load edges. Unlike a corner protector (which addresses a specific sharp corner), a sleeve protects a length of webbing from continuous abrasion over a flat or curved surface. Regular use of sleeves significantly extends strap service life and ensures the webbing maintains its rated strength along its full length.

See also: Corner Protector, Polyester Webbing

A snatch block is an openable pulley that can be attached mid-line to a recovery cable or strap to redirect pulling forces around an obstacle or to increase mechanical advantage. When used in a double-line configuration — routing the cable back to the recovery vehicle after the snatch block — it effectively doubles the winch's pulling force (at half the line speed). Snatch blocks are rated for specific WLL capacities and must be attached to anchor points that can handle the doubled load. They are essential equipment for serious off-road recovery operations.

See also: Recovery Strap, Recovery Point, Shackle

A steering wheel strap wraps around the vehicle's steering wheel and anchors to a fixed point — typically the door frame, B-pillar, or tow equipment — to prevent the front wheels from turning during vehicle transport. When front wheels are free to turn, a towed or transported vehicle can "steer" into adjacent vehicles or off the carrier deck, creating serious stability hazards at speed. Steering wheel straps are required on many auto transport configurations where the vehicle is transported facing forward with unlocked steering. They are quick to apply and represent a small investment against a major potential loss.

See also: Auto Hauler, Tow Dolly

A tow dolly is a small two-wheel trailer that lifts and supports a towed vehicle's front axle while the rear wheels remain on the road. It is a common, economical alternative to flat-towing (all four wheels down) or loading the vehicle onto a full trailer. When using a tow dolly, the lifted axle is secured to the dolly cradle using axle straps or wheel nets, and the steering wheel must be locked or centered to prevent front-wheel steering. Tow dolly capacity ratings must match or exceed the towed vehicle's front axle weight.

See also: Axle Strap, Steering Wheel Strap

A tow hook is a forged steel hook welded or bolted to a vehicle's frame, used as an attachment point for tow straps, chains, or shackles during light towing and maneuvering operations. Factory tow hooks on passenger vehicles are typically rated for light static loads and are not designed for kinetic recovery operations — the dynamic forces generated in a stuck-vehicle recovery can easily exceed a factory tow hook's capacity. Aftermarket reinforced tow hooks and recovery hitch receivers are available for vehicles expected to see regular recovery or heavy towing use.

See also: Recovery Point, Shackle

A tow strap is a flat or loop webbing strap — typically made from nylon — used to pull a disabled vehicle behind a tow vehicle at low speed on a flat, clear surface. Tow straps are static: they do not store or release elastic energy. They are suitable for simple towing where the towed vehicle rolls freely and no extraction force is required. Tow straps are not rated for lifting or overhead use and should not be used in kinetic (stuck-vehicle) recovery applications where snap-load forces could exceed the strap's MBS.

See also: Recovery Strap, Tow Hook

An under lift strap is a short, heavy-duty strap used specifically with under-lift tow truck equipment, where a hydraulic lifting arm engages under the vehicle's frame or unibody and a strap secures the vehicle to the lift assembly during transport. Under lift straps prevent the towed vehicle from bouncing, rocking, or sliding off the lift arms on rough roads or during braking. They are typically short — 2 to 6 feet — with specialized hooks or clevis ends designed for the specific geometry of the tow equipment's lift cradle.

See also: Axle Strap, Wheel Lift Strap

A V-bridle strap is a two-leg webbing assembly shaped like a V (or Y), with two attachment legs connecting to separate points on the vehicle and a single hook or ring at the trailer end. By distributing towing or holding force across two points, V-bridle straps reduce the stress on any single vehicle attachment point, improve lateral stability, and help prevent the vehicle from pivoting or tipping during transport or towing maneuvers. V-bridles are standard equipment on auto haulers and are used in both the front and rear positions of transported vehicles to stabilize them independently of the primary wheel/axle straps.

See also: Auto Hauler, Axle Strap

Webbing is the flexible, woven flat band that forms the body of any strap — from a 1" axle strap to a 4" flatbed tie-down. Webbing is woven from polyester, nylon, or polypropylene yarn; the fiber type, weave pattern, and yarn tensile strength determine the webbing's rated breaking strength. Inspect webbing before every use for: cuts or tears across the width; fraying at edges; narrowing or thinning (indicating overstress); UV bleaching or discoloration; chemical staining; heat damage (shiny or stiff areas); and any deposits that prevent you from visually assessing the fibers. Any webbing showing damage should be immediately removed from service.

See also: Polyester Webbing

A wheel lift strap is a strap used specifically with wheel-lift tow trucks to secure a vehicle's drive or steer tires within the tow equipment's L-shaped cradle arms during transport. Wheel lift straps hold the tires firmly against the lift's crossbar assembly, preventing the vehicle from bouncing off the lift on rough roads or during abrupt stops. They contact the tire sidewall and rim shoulder, not the axle — distinguishing them from axle straps. They must be properly tensioned for each tow to account for different tire sizes and rim profiles.

See also: Axle Strap, Under Lift Strap

The Working Load Limit (WLL) is the maximum force that should ever be applied to a strap, chain, shackle, or other hardware component during normal service conditions. It is calculated by dividing the Minimum Breaking Strength by the design factor (typically 3:1). WLL is stamped or labeled on every piece of compliant securement hardware — and under FMCSA regulations, the combined aggregate WLL of all tie-downs on a load must meet minimum requirements based on cargo weight and configuration. Never exceed the WLL in normal service, and never use WLL-degraded equipment (worn, UV-damaged, or previously shock-loaded) as if it were still at its original rating.

See also: Breaking Strength, Design Factor, FMCSA