Rear sway bar w/5th wheel?
We recently came from a Class C and moved to a 5th wheel. We love riding in the truck far more than the MH, but here in northern Nevada we get a lot of heavy winds. The truck does ok, but I sure kno...
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I added a Helwig anti-roll bar to the rear of my 2WD 2004 CTD. And replaced the front bar with a size larger to compensate. A requirement, IMO.
A worthwhile addition. Crosswinds -- natural or man-made -- have less effect now on body movement against the suspension.
But I would not oversize the rear, nor ignore FF/RR balance. Used greaseable polyurethane bushings at installation to replace included bushings.
2WD is IFS with rack & pinion steering. Already has great road manners compared to the dead steering feel of a 4WD. I carry more than 1k in the bed, solo, and run up against GVWR when towing.
I "could" push the truck into and out of turns harder, but 100k on tires is a priority (120k on first set), so the only other benefit is that any tendency towards wheel hop is reduced.
The tradeoff is that rear wheel travel is also reduced. This may not be ideal for some who travel off-road.
I may also add a Panhard Rod from Henderson's Lineup. Centers the axle between frame rails.
Overall (when hitched) this addition to a rig featuring an aero, all-aluminum TT using a Hensley hitch is that the reduction of untoward truck body movement cleans up steering feedback, thus helping define input.
Much more stable than a 5er in the first place (had I one of those, independent suspension would be the first change).
I'd start at square one and use a CAT Scale for TV tire pressures (trailer tires to sidewall max) as too much air per actual INDIVIDUAL load is wrong. Flat wrong. One wants to know the wheel per axle with heaviest load so as to have proper info for inflation.
Stay inside door sticker range and use Load & Pressure Table info to dial it in. Plus five pounds, maybe (check for percentage of pressure rise after 1.5-hrs steady state driving. 5-7% acceptable).
A Hensley doesn't allow misalignment of TV & TT. The antiroll upgrade makes dancing across lanes as sure in "wheel feel " as the mirror sight picture confirms.
This would be the benefit of corrected tire pressure, first, and any suspension tuning, second. For any rig.
The front end may be rebuilt, but 4WD sector gear steering is lousy when new. A better steering shaft, etc, would also be on my list. Can't overemphasize the importance of genuinely tight steering.
When one has to correct -- but doesnt know degree or duration -- all other problems pale in comparison.
Good luck.
.
A worthwhile addition. Crosswinds -- natural or man-made -- have less effect now on body movement against the suspension.
But I would not oversize the rear, nor ignore FF/RR balance. Used greaseable polyurethane bushings at installation to replace included bushings.
2WD is IFS with rack & pinion steering. Already has great road manners compared to the dead steering feel of a 4WD. I carry more than 1k in the bed, solo, and run up against GVWR when towing.
I "could" push the truck into and out of turns harder, but 100k on tires is a priority (120k on first set), so the only other benefit is that any tendency towards wheel hop is reduced.
The tradeoff is that rear wheel travel is also reduced. This may not be ideal for some who travel off-road.
I may also add a Panhard Rod from Henderson's Lineup. Centers the axle between frame rails.
Overall (when hitched) this addition to a rig featuring an aero, all-aluminum TT using a Hensley hitch is that the reduction of untoward truck body movement cleans up steering feedback, thus helping define input.
Much more stable than a 5er in the first place (had I one of those, independent suspension would be the first change).
I'd start at square one and use a CAT Scale for TV tire pressures (trailer tires to sidewall max) as too much air per actual INDIVIDUAL load is wrong. Flat wrong. One wants to know the wheel per axle with heaviest load so as to have proper info for inflation.
Stay inside door sticker range and use Load & Pressure Table info to dial it in. Plus five pounds, maybe (check for percentage of pressure rise after 1.5-hrs steady state driving. 5-7% acceptable).
A Hensley doesn't allow misalignment of TV & TT. The antiroll upgrade makes dancing across lanes as sure in "wheel feel " as the mirror sight picture confirms.
This would be the benefit of corrected tire pressure, first, and any suspension tuning, second. For any rig.
The front end may be rebuilt, but 4WD sector gear steering is lousy when new. A better steering shaft, etc, would also be on my list. Can't overemphasize the importance of genuinely tight steering.
When one has to correct -- but doesnt know degree or duration -- all other problems pale in comparison.
Good luck.
.
