โJan-15-2013 08:29 AM
โSep-23-2013 08:17 PM
โSep-23-2013 07:43 PM
โSep-23-2013 03:43 PM
โSep-23-2013 11:23 AM
octanemaniac wrote:
Bumping this to ask another opinion. I'm setting up a 2013 F450 for a 5'r with a 23.5k gross and 4k+ pin weight. The truck will have airbags. After reading through many posts references and manufacturer sites, I am leaning toward the Pullrite OE Series (25k max) and Trail air pin box. The trailer is "3-axle" MorRyde IS Suspension (no traditional axles).
I'm wondering if I can further improve smoothness of ride by going with an air suspension hitch or if that would be overkill? Very impressed by Hensley's, but I'd have to go with their biggest unit - weighing 360lbs, which would be self defeating in terms of being able to use the truck as a pickup while parked (too much work to remove) and that is an important consideration.
Interested in others thoughts. Thanks.
โSep-23-2013 03:23 AM
โJan-27-2013 08:44 PM
nisham wrote:
I bought a TrailerMate hitch last year and I really like it. You can watch it work on You Tube. I had a Reese for years no problems until I purchased a new trailer and it pulled terrible.It would literally make you scared to pull it. It would bounce up and down so bad it would bring the rear wheels off the ground. My TrailerMate cured this.
โJan-27-2013 08:00 PM
โJan-26-2013 06:53 PM
BigToe wrote:
mobilecastle... thank you for rewording what 12V98 was saying... now I understand completely what he is saying.
Now Cummins, doggone it you've stumped me again! When you say you "hit the inner edge" to tighten the slip plate, do you mean aimed your hammer inside the donut hole of the lube plate? To flare the inside diameter up (perpindicular to the plate) to create a lip? Or do you mean you smashed it in the same pancaked plane, but the distortion from the hits reduced the inside diameter of the donut hole enough to create friction around the king pin?
โJan-26-2013 01:21 PM
โJan-26-2013 08:50 AM
mobilcastle wrote:BigToe wrote:
Please talk more about being able to see "when the hitch and the king pin plate separate when unhitching".
I'm not so sure I understand what you are saying... how the 1/8" difference enables you to see the B&W jaws release? Or see a slight gap between bearing plates when the landing gear has landed in position to bear the weight of the trailer?
Sounds like you've come up with a solution to something that more people might be interested in, regardless of hitch. My insufficent experience however, blinds me to the benefit, and I need a bit more help to understand and appreciate your tip better. I'm making a mental note nevertheless, but I would like to know more.
If you watch the king pin plate and the hitch plate as you are raising the the front of the 5ver up, you will see the two plates separate from each other slightly-that is the point which makes it easy to disconnect since you have no weight from the 5ver on the hitch. I hope this explains it for you.
โJan-26-2013 02:46 AM
BigToe wrote:
Please talk more about being able to see "when the hitch and the king pin plate separate when unhitching".
I'm not so sure I understand what you are saying... how the 1/8" difference enables you to see the B&W jaws release? Or see a slight gap between bearing plates when the landing gear has landed in position to bear the weight of the trailer?
Sounds like you've come up with a solution to something that more people might be interested in, regardless of hitch. My insufficent experience however, blinds me to the benefit, and I need a bit more help to understand and appreciate your tip better. I'm making a mental note nevertheless, but I would like to know more.
โJan-25-2013 06:41 PM
โJan-25-2013 09:44 AM
โJan-25-2013 05:25 AM
WellShooter2 wrote:
"Rust on the parts under the bed? Dust on top of the refrigerator?"
Cummins12V98 wrote:
"I have said this before, the B&W is under rated for sure. Compare it to the Curt you have now. There is no way the Curt is any better/stronger built than the B&W."