Good Sam Club Open Roads Forum: Why do I need a W/D or sway control
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 > Why do I need a W/D or sway control

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PButler96

Midwest

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Posted: 07/04/22 06:52am Link  |  Quote  |  Print  |  Notify Moderator

time2roll wrote:

justme wrote:

I was hoping for more fact than opinion for my question.
Check the hitch rating. Some say weight distribution is needed above 5000 pounds or 500 tongue weight.
Check for a stamping right on the truck hitch.


On an F350? I don't have an F-350 but know for a fact that the OEM 2-1/2" receiver hitches on GM 2500 and 3500s since at least 2012 are rated 2000 lbs weight carrying OR weight distributing, with a 20K lb max capacity. I find it hard to believe a Ford F-350 would have some low rated candyass arrangement for an OEM hitch that would require reading posts as long as War and Peace on some board before hooking up a log splitter.


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dodge guy

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Posted: 07/04/22 07:16am Link  |  Quote  |  Print  |  Notify Moderator

With an F350 and an Airstream you don’t need a WD hitch, the hitch itself is rated for the tongue weight of the trailer. It also has he diesel up front that helps offset any weight put on the hitch.

And some need the WD hitch. Such as my V-10 Excursion with a TT with a 1200 lb tongue weight. Even if the hitch was rated for the 1200 lb tongue weight without a WD hitch needed, I would have still run one.

Most of the manuf will tell you if and when one is needed.


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neal10a

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Posted: 07/04/22 08:05am Link  |  Quote  |  Print  |  Notify Moderator

A one ton diesel truck pulling an Airstream does not need WD or sway control. That combination is most like more secure and safe than many that have WD and sway control on SUV and small truck.

Durb

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Posted: 07/04/22 08:52am Link  |  Quote  |  Print  |  Notify Moderator

I towed a trailer that never swayed until it did.

Your trailer weighs 7,600#, almost as much as the truck. After dropping the bucks on an Airstream, I would step up tp a good WDH with incorporated sway control. It helps load your front tires and will help eliminate all the micro adjustments you are probably making while towing. As mentioned before, cheap insurance and peace of mind.

I don't get the macho anti WDH sentiment, unless some feel the trailer will tow better and safer without anti-sway than with; haven't read that argument. Maybe many don't want to go to the effort of hooking it up.

Grit dog

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Posted: 07/04/22 10:30am Link  |  Quote  |  Print  |  Notify Moderator

theoldwizard1 wrote:

Microlite Mike wrote:

A Weight Distribution Hitch may be required in order to meet the load ratings of for the receiver attached to the tow vehicle's frame.

Even if you have NOT exceeded the receiver weight rating you gave significantly changed the amount of weight on the front. Your steering will be "vague" and you will have less vehicle braking. A weight distribution hitch prevents both.


You forgot the rest of the story…..”if The trailer removes enough steering axle weight to be of significance.”
Simply not an issue with a lot of setups. I got over 1500lbs tongue weight sitting on the back of the ole brodozer. I’m sure the front end still scales more than a comparable gasser even with trailer attached.
Why is that dangerous?


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Grit dog

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Posted: 07/04/22 10:34am Link  |  Quote  |  Print  |  Notify Moderator

BackOfThePack wrote:

Scale it.

Then weigh the truck Solo after dropping trailer.
Full propane & fresh water in trailer plus normal load for camping
Full fuel & passengers plus normal camping load.

2-300/lbs off the Steer at rest is enough to warrant the use. These are placeholder numbers for what happens on the road.

Steering, Handling & Braking are improved by WDH use.

The higher the Rear Axle spring capacity — UNUSED — the likelier the possibility of the Drive Axle losing tire patch contact when the TT moves against the direction of travel.

Couple that to load of Steer Axle tire ground pressure and it’s NOT as good a driver.

I’ve towed my 35’ Silver Streak with and without WD (plus anti-sway, a somewhat separate question). And I’ve been at fifty years this year. It’s not hard to tell the difference.

With a Hensley hitch I can do hard emergency maneuvers at speeds higher than that where you’d roll over. At 55-mph. All day. Suspensions not as good on mine.

My 2500 is at 50/50 FF/RR weight spread on the truck before I hitch. Front axle restoration and increased weight on the trailer tires means the rig stops faster than the truck will solo at 30-mph.

Loss of Control accidents with travel trailers are mainly hard, gusting winds. It’s over in a few seconds. Once traction is lost at the pickup Drive Axle its over. MAYBE the truck based anti sway will kick in soon enough.

You’ve been on this forum a long time. Same as me. But it doesn’t look like you’ve taken to heart the experience of those who know more than you. There are plenty of examples over on AIR of guys with a PPP hitch and trailer disc brakes. It’s almost a toss-up as to which leads in priority. Almost.

Test.

And reference it against 5’er weight scale tickets. The reason for that hitch type is it leaves the Steer at solo value. A little above. But not below.

A 3P hitch replicates that and then totally eliminates sway. 5’ers will sway.

Your trailer is constantly moving. It doesn’t track straight. Anyone can video the movement. A 3P tracks straight. Better than a 5’er.

Live-axle, 4WD pickups are the least stable vehicles on the road. And worse when towing. That you can’t feel anything is a bad sign, not a good one. Pickups roll over in situations where cars slide sideways. A pickup will be the vehicle in a combination MORE likely to initiate a crash as the Airstream is faster thru the slalom behind a better tow vehicle than the truck is while solo.

Put it on the CAT scale as above.
Test braking as above.

What’s the highest speed in a HARD wheel turn from the shoulder across to the median without rolling? 35? 40?

A WDH is EQUAL in importance to both vehicles. (The hitch rigging).

“Weight” is the level where the dummies argue.
It’s the percentage of change which matters.
And that is quite low as static values are what are entered in multi-part formulas.
No different than questions about COG, or Roll Center.
Small changes matter.

Test.

Last I checked both Hensley & Pro Pride both had money back guarantees.
If you expect to travel all over the country it’s a dirt cheap purchase for what it does, even if the price were doubled.

A fully independent suspension Tahoe or Expedition with their shorter rear overhang, better tire options and brake swept area are each a better tow vehicle than what you or I am driving.

The bandaid needed (past proper truck loading) makes considerable difference.

The crosswind load — alone — is the crucial factor.

Test.


.


Ummm ok…

Grit dog

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Posted: 07/04/22 10:35am Link  |  Quote  |  Print  |  Notify Moderator

Mike134 wrote:

justme wrote:


I was hoping for more fact than opinion for my question.


Not going to find it on a forum.


Sure he will.
Fact, not needed.
Drives fine and within all loading specs. No opinion there. Just facts.

Cummins12V98

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Posted: 07/04/22 10:50am Link  |  Quote  |  Print  |  Notify Moderator

Just wait until you are on a downhill on a sweeping curve with little to no bank to it. Then make a sudden lane change. Let me know how it turns out.


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larry barnhart

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Posted: 07/04/22 11:00am Link  |  Quote  |  Print  |  Notify Moderator

I guess if a fella was thinking a lot to hit the trailer brakes if something happens his brain will come alive and MIGHT be ok. I have done this for different scenarios of what could happen and know it helps. be safe chevman


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MitchF150

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Posted: 07/04/22 11:46am Link  |  Quote  |  Print  |  Notify Moderator

So, to sum it up for ya... You have the "Doom and Gloom" group and the "Macho" group..

Now, you just have to decide where you want to be and go from there...

Easy peeasy... [emoticon]

Your worst day can be the moment you leave your house any day of the week, right?

Like I said on page 1... Do what lets you sleep at night and all will be good.. [emoticon]

Mitch


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