TT good match for TV?

AndrewM wrote:
Terry, let me make sure I understand GVWR correctly. GVWR is maximum total weight of vehicle, cargo, people, fuel, and other fluids together. Correct? So if I take my truck to the scale, I'll get a weight of each axle. As long as those axle weights do not exceed their ratings and the combined weights don't exceed the GVWR, I'm ok.

If I weight the truck with the WDH disconnected, I'll see a very large increase in rear axle weight, and a decrease in front axle weight. With the WDH connected, a much lower weight will be added to the rear axle and weight will now be added to the front axle as well. The combined axle weights with the WDH connected will be less that with the hitch disconnected. That difference is what gets distributed to the trailer. Why should that weight still be factored into the GVW calculation? It is not on the truck anymore.

It's still on the hitch. Is it not? Isn't that why there is a WDH max hitch capacity?

The hitch is carrying / handling / moving all the weight, and the hitch is installed in the receiver. I agree some weight is transferred. But 600 lbs of tongue weight is 600 lb of tongue weight, and it is all on the hitch / receiver, In one way or another.

I may be wrong. But I'm pretty sure. The tongue weight still has to be counted on the TV. As the hitch / receiver, transforms the frame of the TV in to the lever that transfers the weight. Ain't that right? After all. IF the frame is too weak. No weight will be transferred. It will just bend. Just as several years ago, GM receivers were too weak to properly transfer weight. they bent instead.

Terry, let me make sure I understand GVWR correctly. GVWR is maximum total weight of vehicle, cargo, people, fuel, and other fluids together. Correct? So if I take my truck to the scale, I'll get a weight of each axle. As long as those axle weights do not exceed their ratings and the combined weights don't exceed the GVWR, I'm ok.

If I weight the truck with the WDH disconnected, I'll see a very large increase in rear axle weight, and a decrease in front axle weight. With the WDH connected, a much lower weight will be added to the rear axle and weight will now be added to the front axle as well. The combined axle weights with the WDH connected will be less that with the hitch disconnected. That difference is what gets distributed to the trailer. Why should that weight still be factored into the GVW calculation? It is not on the truck anymore.

" There are things you can do to help out with payload like air bags or super springs but I would be cautious. "

Adding air bags or super springs sill not change your payload one ounce. Given your limited payload you need a smaller/lighter trailer. Good luck! :C

rightyouareken wrote:

AndrewM wrote:
What percentage of the tongue weight does a properly adjusted WDH put back onto the trailer axles?

I believe in my case it was about 20%. I don't have my figures handy, but that is in the ballpark. It is probably more or less offset by the weight of the hitch itself though.

I'm sure someone else will correct me. But. I believe you have to count ALL the tongue weight on the truck. You don't get to subtract the weight you transferred to the TT from the total tongue weight placed on the truck. ALL the tongue weight is still carried / handeled by the hitch, and the hitch is still on the truck.

Plan on 20% transferred back. 33-38% is crazy talk.

I think that trailer will be fine for your truck with one passenger, but I certainly wouldn't go any heavier.

I understand that my truck is not an ideal tow vehicle. As such, I plan on staying within the manufacturers ratings without adding aftermarket. I'm sure you can't even get LT tires that fit my rims. I would have to get new rims as well, just for towing. Certainly something I would think about for long trips.

There has been suggestions that you add Timbren's etc., and that's ok, but there is one thing that has been overlooked throughout this thread and that is the tires on the truck. With 3850lb gross axle weights, that tells me that your truck has "P" type tires on it. They are determining what you can load your truck to. The last thing you need is to overload your tires. Adding spring supports etc., is not going to increase your loading ability until you look at your tires. Your rear axle is likely to be able to easily handle 5000lbs. You would need to find out from Ford or somebody in the know, what the rear axle can safely handle and work accordingly. Go to "LT" tires of the appropriate weight rating and add suspension supports as needed.

I read a rather lengthy discussion on here regarding WDHs. The engineer who started the post stated that 33-38% gets distributed back to the TT. So if I have a loaded tongue weight plus hitch of 1000#, ~667# will be applies to the trucks axles. That leaves me about 480# for my extra girth plus passengers and gear. Tight, but doable.

Is my logic correct?

For proper balancing, you need 12-15% of the trailer's total weight on the tongue. So assuming the trailer will weigh 6500# when loaded, you'll have 780-975# of tongue weight. Let's call it 900#. Figure another 100# for the hitch itself. That leaves you with about #150 for people and gear.

This is less than ideal. If you have only one passenger, you might be OK, but move everything you can out of the truck and into the trailer.

-- Rob

AndrewM wrote:
What percentage of the tongue weight does a properly adjusted WDH put back onto the trailer axles?

I believe in my case it was about 20%. I don't have my figures handy, but that is in the ballpark. It is probably more or less offset by the weight of the hitch itself though.