Travel Trailer ground clearance

When we were researching TT's we decided that we, definitely, wanted a 2 step unit, of course this has slightly less ground clearance but in over 35,000 miles, including an 18,000 Alaska trip this was not an issue. In our experience the lower center of gravity outweighs other considerations.
Our experience only. (Only two steps up is a bonus.)
CCC

I will echo the sentiments from the folks who mention that it's a good idea to have the extra space available with the higher suspension. My v-cross rode terrifyingly low with the axles on top of the leaf springs and I drug it almost every time I went into a parking lot or across an intersection. It sucked. We had the axles flipped and now it rides about 8 inches higher and I haven't dragged since. We carry a little aluminum extra step in case we land on a high spot but I will never buy a camper that rides that low again. It's stressful.

One of the major things you have to worry about on high, square, trailer is the cross winds that affect them.

The crude leaf-spring suspension is nearly as great a problem, if not more so. On an independent suspension (torsion flex) the width of the roll is pushed out to the wheel center, and that may be at the trailer side wall, instead of far inboard at the leaf spring mounts. The trailer so equipped is far better able to handle emergency lane changes and road surface hazards (from potholes to trash on the road). It is exceedingly easy to turn over a conventional trailer, and, while wind-handling is a seroius cause, the inabiity of the trailer to handle that problem PLUS poor suspension action can combine to make for a loss-of-control accident.

A TT where the weight of appliances, etc, is concentrated on or very near the axles and low to the ground is obviously best. But the square edged TT (needs a 12-22 degree radius) on leaf-springs itself not optimized, (look under a vehicle to see the differences, especially on a car) with a high ground clearance is nothing but a prescription for trouble. None of this is new, it was well understood more than a half-century ago.

An upgrade to independent suspension could make a real difference, it is cheap insurance so to speak.

Wind loads on a square-edged trailer increase down the length of the TT in a crosswind (there are also much more complicated scenarios), in effect the pressure is greater at the rear, the wind has "loaded up" against the trailer wall and is "pushing" the trailer (in contrast, with an aero TT, the winds pass over and "pull" at the TT, much easier for the TT to deal with). The lack of suspension travel of leaf versus IS just makes thing worse. COG concerns, etc, are all inter-related. Raising a TT to avoid problems that could have been solved by, in many cases, better planning, is going backwards when it comes to stability, ergo, safety.

Weighing the TT on a certified scale, empty (full propane and fresh water + permanent supplies aboard), first, and then loaded for camping at each wheel position so as to confirm best loading is the cheapest yet "help" for the permanently compromised conventional TT. Obviously, setting the WDH at the same time to solid numerical values is part of that, as is TV tire pressure reflecting these actual loadings.

Start somewhere.

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There is no doubt that a low center of gravity trailer will handle better than a high center of gravity trailer. The vertical center of gravity can be deceiving. Even though the walls are high, most of the weight, on well designed trailers, is really low towards the frame. One of the major things you have to worry about on high, square, trailer is the cross winds that affect them.

Coachmen no longer makes the model I have, but it is low-slung. A bit of shopping online or a trip to an RV show should help you find a model that fits your needs. JMHO

Although trailers with a low centre of gravity might generally handle better, I suspect side wall height is more important than the total height when talking about sway.

But there's a lot of other factors too.

we recently went from a 4000# 21'x7.5'x7.2' (~LxWxH of box) Trailmanor Elkmont to an Outdoors RV Timber Ridge 240RKS 7500# 25'x8'x8', and there's less difference than I thought there would be.

My guess is that the Timber Ridge 240RKS' high weight relative to its length and high tongue weight help compensate for its increased size. Certainly passing trucks and buses have little effect (with either trailer).

Another difference in the two trailers is the suspension. The old Elkmont had a single axle Dexter Torflex, while the Timber Ridge is a double axle equalized spring suspension with shock absorbers. Pretty sure the Timber Ridge's suspension helps with sway and emergency maneuvers.

Still, when the wind is gusting *really*really* bad, the truck does feel it more, probably 'cause of the additional weight of the Timber Ridge. I now routinely use a sway bar at highway speeds, especially when the wind is gusting, but never did with the light weight Elkmont.

And the roads aren't that bad up here in Canada, compared to some I've been on in the states. The ice tends to smooth them out quite nicely ... until they fall apart in the spring anyway.;)

I just has a Sunnybrook 26cks, 2 steps and no issues even on dirt roads in the desert, it was about 10 ft 6 tall. I now have a Wind river 250rdsw 3 steps and 11ft 6 tall. Yes better clearance. The reason Outdoor RV and Northwood makes them tall is because a large number of their units are sold in Canada. We all know there are no paved roads up there, LOL.

I appreciate all your input....I do under Sway Control...but, while towing at Hwy speeds how does your Truck & Travel Trailer handle cross winds and passing Trucks now that the TT are so much taller.?

When I traded last winter, having 2 steps was one of the things I looked for. I'm going to be in and out of this thousands of times, and I'm not getting any younger!

I have a 34' Avion triple axle that sits fairly low to the ground. You won't find a better towing TT with it's low center of gravity. The problem is that the rear bumper can get hung up coming out of steep driveways. There are pros and cons to high and low trailers.