Anti-Sway Bars with 30+ ft. TT and 1-ton Truck

sbergherr wrote:
. . . Why ask a question, if you already knew the answer??? . . .

Huntindog wrote:

otrfun wrote:

ScottG wrote:

otrfun wrote:
Appreciate off the replies!

Once we purchase a trailer we'll probably try it with just the ball as IdaD suggested. I don't anticipate any significant issues, but I'm getting the impression from everyone that some anti-sway control would be a good idea.

I haven't done a lot of research, but it seems most anti-sway setups work in conjunction with a WDH (weight distribution hitch). Are there any simple anti-sway solutions that don't involve the use of a WDH?

Agree WDH's are extremely effective in situations where the tongue weight of a TT may be approaching the limits of a truck's RAWR. Distributing some of that weight with a WDH to the front axle reduces stress on the rear axle, reduces sag, and improves handling.

However, our 3500 has 4,000 lbs. of payload. Based on the 3500's RAWR and FAWR, that full 4,000 lbs. of payload capacity is available on the rear axle and only 1,200 lbs. on the front axle (that Cummins is heavy--lol!). I'd prefer to keep all of the 1,000 - 1,200 lbs. of anticipated tongue weight on the rear axle by not using a WDH. With 2,800 - 3,000 lbs. of remaining payload on the rear axle, rear axle stress and sag are not a concern for us.

Thanks!

WDH aren't just needed by truck approaching max axle weights. I have "tons" of capacity left as well.
What you are going to run into is terrible or even dangerous handling. You will also find that the first 2+ of inches of suspension travel is quickly taken up because it's softer for a decent ride. Your back end is going to sink and the front will be unloaded.
You will find that your truck is being moved around in your lane and that your sawing the steering wheel back and forth to keep centered in your lane.
A WDH isn't just for capacity, it's for handling.

What you said may very well be true with some applications, but I respectfully disagree in terms of my application.

FWIW, I've placed 1,200 lbs. of tongue weight on my 3500 Cummins SRW. The frame dropped approx. 1" in relation to the rear axle. With 3,000 lbs. it drops approx. 3". Total suspension travel is 5.25 inches. Clearly excessive suspension travel (i.e., the 2+ inches you mentioned) is not an issue in my application.

But, more to the point: If I were to install and use a WDH with 1,000 - 1,200 lb. bars on my 3500 Cummins SRW (with 1,200 lbs. of tongue weight) it would in effect move (more or less) 400-600 lbs. more weight to the front axle and place 600-800 lbs. on the rear axle. At that point I would have approx. 5200-5400 lbs. of weight on my front axle and 3600-3800 lbs. of weight on my rear axle---roughly a 59/41 distribution. FYI, this would also place the truck within 600-800 lbs. of the FAWR and 3200-3400 lbs. of the RAWR. Clearly (in this scenario) the front axle is being stressed significantly more than the rear.

With 1,200 lbs. of tongue weight and NO weight distribution hitch, I would have approx. 4,700 lbs. of weight on my front axle and 4,300 lbs. of weight on my rear axle---a 52/48 distribution---a much more equal distribution of weight and axle stress.

Can you explain to me what's safer about a 59/41 distribution of weight vs. 52/48?

One thing that is wrong.... You are pulling figures out of the sky.

In all likely hood, your TW will be more than you are thinking, and your weight returned to the FA will be less.
Also, you seem to think (going by your imaginary numbers) that your FA will be supporting the same, or slightly more weight when hitched up without WD than it is when not hitched up. This is a false assumption.
When you drop 1400# of non WD weight on the ball.....Your FA WILL get lighter. This has NOTHING to do with how much the rear sags.

This leads me to the second thing that is wrong. You are making a common mistake on just how and where WD moves the weight.

A decent amount of the weight gets transferred to the TT axles.
And a decent amount gets transferred to the TV FA.

As for how much goes where.... It will vary a bit because of differences in just where the axles are located. With a tape measure and some math calculations with accurate real life weights, it can be figured out. But it is simpler to just weigh it. Let me assure you, that no where near 600# will go to the TV FA

FWIW. I have a one ton dually CC diesel as well.
I can tell the difference in handling when the EQUALIZER hitch adjustment is moved one hole, or one washer.
Maybe you are not as particular as I am about dialing it in. But I believe that doing so makes for a better towing experience. Especially for those times that something unexpected happens on the road.
IOW... Can you? Yes. Should you? NO.

otrfun wrote:

ScottG wrote:

otrfun wrote:
Appreciate off the replies!

Once we purchase a trailer we'll probably try it with just the ball as IdaD suggested. I don't anticipate any significant issues, but I'm getting the impression from everyone that some anti-sway control would be a good idea.

I haven't done a lot of research, but it seems most anti-sway setups work in conjunction with a WDH (weight distribution hitch). Are there any simple anti-sway solutions that don't involve the use of a WDH?

Agree WDH's are extremely effective in situations where the tongue weight of a TT may be approaching the limits of a truck's RAWR. Distributing some of that weight with a WDH to the front axle reduces stress on the rear axle, reduces sag, and improves handling.

However, our 3500 has 4,000 lbs. of payload. Based on the 3500's RAWR and FAWR, that full 4,000 lbs. of payload capacity is available on the rear axle and only 1,200 lbs. on the front axle (that Cummins is heavy--lol!). I'd prefer to keep all of the 1,000 - 1,200 lbs. of anticipated tongue weight on the rear axle by not using a WDH. With 2,800 - 3,000 lbs. of remaining payload on the rear axle, rear axle stress and sag are not a concern for us.

Thanks!

WDH aren't just needed by truck approaching max axle weights. I have "tons" of capacity left as well.
What you are going to run into is terrible or even dangerous handling. You will also find that the first 2+ of inches of suspension travel is quickly taken up because it's softer for a decent ride. Your back end is going to sink and the front will be unloaded.
You will find that your truck is being moved around in your lane and that your sawing the steering wheel back and forth to keep centered in your lane.
A WDH isn't just for capacity, it's for handling.

What you said may very well be true with some applications, but I respectfully disagree in terms of my application.

FWIW, I've placed 1,200 lbs. of tongue weight on my 3500 Cummins SRW. The frame dropped approx. 1" in relation to the rear axle. With 3,000 lbs. it drops approx. 3". Total suspension travel is 5.25 inches. Clearly excessive suspension travel (i.e., the 2+ inches you mentioned) is not an issue in my application.

But, more to the point: If I were to install and use a WDH with 1,000 - 1,200 lb. bars on my 3500 Cummins SRW (with 1,200 lbs. of tongue weight) it would in effect move (more or less) 400-600 lbs. more weight to the front axle and place 600-800 lbs. on the rear axle. At that point I would have approx. 5200-5400 lbs. of weight on my front axle and 3600-3800 lbs. of weight on my rear axle---roughly a 59/41 distribution. FYI, this would also place the truck within 600-800 lbs. of the FAWR and 3200-3400 lbs. of the RAWR. Clearly (in this scenario) the front axle is being stressed significantly more than the rear.

With 1,200 lbs. of tongue weight and NO weight distribution hitch, I would have approx. 4,700 lbs. of weight on my front axle and 4,300 lbs. of weight on my rear axle---a 52/48 distribution---a much more equal distribution of weight and axle stress.

Can you explain to me what's safer about a 59/41 distribution of weight vs. 52/48?

ScottG wrote:

otrfun wrote:
Appreciate off the replies!

Once we purchase a trailer we'll probably try it with just the ball as IdaD suggested. I don't anticipate any significant issues, but I'm getting the impression from everyone that some anti-sway control would be a good idea.

I haven't done a lot of research, but it seems most anti-sway setups work in conjunction with a WDH (weight distribution hitch). Are there any simple anti-sway solutions that don't involve the use of a WDH?

Agree WDH's are extremely effective in situations where the tongue weight of a TT may be approaching the limits of a truck's RAWR. Distributing some of that weight with a WDH to the front axle reduces stress on the rear axle, reduces sag, and improves handling.

However, our 3500 has 4,000 lbs. of payload. Based on the 3500's RAWR and FAWR, that full 4,000 lbs. of payload capacity is available on the rear axle and only 1,200 lbs. on the front axle (that Cummins is heavy--lol!). I'd prefer to keep all of the 1,000 - 1,200 lbs. of anticipated tongue weight on the rear axle by not using a WDH. With 2,800 - 3,000 lbs. of remaining payload on the rear axle, rear axle stress and sag are not a concern for us.

Thanks!

WDH aren't just needed by truck approaching max axle weights. I have "tons" of capacity left as well.
What you are going to run into is terrible or even dangerous handling. You will also find that the first 2+ of inches of suspension travel is quickly taken up because it's softer for a decent ride. Your back end is going to sink and the front will be unloaded.
You will find that your truck is being moved around in your lane and that your sawing the steering wheel back and forth to keep centered in your lane.
A WDH isn't just for capacity, it's for handling.

otrfun wrote:
Appreciate off the replies!

Once we purchase a trailer we'll probably try it with just the ball as IdaD suggested. I don't anticipate any significant issues, but I'm getting the impression from everyone that some anti-sway control would be a good idea.

I haven't done a lot of research, but it seems most anti-sway setups work in conjunction with a WDH (weight distribution hitch). Are there any simple anti-sway solutions that don't involve the use of a WDH?

Agree WDH's are extremely effective in situations where the tongue weight of a TT may be approaching the limits of a truck's RAWR. Distributing some of that weight with a WDH to the front axle reduces stress on the rear axle, reduces sag, and improves handling.

However, our 3500 has 4,000 lbs. of payload. Based on the 3500's RAWR and FAWR, that full 4,000 lbs. of payload capacity is available on the rear axle and only 1,200 lbs. on the front axle (that Cummins is heavy--lol!). I'd prefer to keep all of the 1,000 - 1,200 lbs. of anticipated tongue weight on the rear axle by not using a WDH. With 2,800 - 3,000 lbs. of remaining payload on the rear axle, rear axle stress and sag are not a concern for us.

Thanks!

IdaD wrote:
If it were me I'd drop a trailer like that on a ball and see how it towed before spending the money. Your stock receiver is rated for 1800 lbs.