Why do I need a W/D or sway control
I have a 2012 F350 diesel pulling a 28ft Airstream trailer. The trailer tows very well and has not noticed any problem pulling that trailer. So why do I need to add a WD or sway control? Ford claims t...
Forum Discussion
Scale it.
Then weigh the truck Solo after dropping trailer.
Full propane & fresh water in trailer plus normal load for camping
Full fuel & passengers plus normal camping load.
2-300/lbs off the Steer at rest is enough to warrant the use. These are placeholder numbers for what happens on the road.
Steering, Handling & Braking are improved by WDH use.
The higher the Rear Axle spring capacity — UNUSED — the likelier the possibility of the Drive Axle losing tire patch contact when the TT moves against the direction of travel.
Couple that to load of Steer Axle tire ground pressure and it’s NOT as good a driver.
I’ve towed my 35’ Silver Streak with and without WD (plus anti-sway, a somewhat separate question). And I’ve been at fifty years this year. It’s not hard to tell the difference.
With a Hensley hitch I can do hard emergency maneuvers at speeds higher than that where you’d roll over. At 55-mph. All day. Suspensions not as good on mine.
My 2500 is at 50/50 FF/RR weight spread on the truck before I hitch. Front axle restoration and increased weight on the trailer tires means the rig stops faster than the truck will solo at 30-mph.
Loss of Control accidents with travel trailers are mainly hard, gusting winds. It’s over in a few seconds. Once traction is lost at the pickup Drive Axle its over. MAYBE the truck based anti sway will kick in soon enough.
You’ve been on this forum a long time. Same as me. But it doesn’t look like you’ve taken to heart the experience of those who know more than you. There are plenty of examples over on AIR of guys with a PPP hitch and trailer disc brakes. It’s almost a toss-up as to which leads in priority. Almost.
Test.
And reference it against 5’er weight scale tickets. The reason for that hitch type is it leaves the Steer at solo value. A little above. But not below.
A 3P hitch replicates that and then totally eliminates sway. 5’ers will sway.
Your trailer is constantly moving. It doesn’t track straight. Anyone can video the movement. A 3P tracks straight. Better than a 5’er.
Live-axle, 4WD pickups are the least stable vehicles on the road. And worse when towing. That you can’t feel anything is a bad sign, not a good one. Pickups roll over in situations where cars slide sideways. A pickup will be the vehicle in a combination MORE likely to initiate a crash as the Airstream is faster thru the slalom behind a better tow vehicle than the truck is while solo.
Put it on the CAT scale as above.
Test braking as above.
What’s the highest speed in a HARD wheel turn from the shoulder across to the median without rolling? 35? 40?
A WDH is EQUAL in importance to both vehicles. (The hitch rigging).
“Weight” is the level where the dummies argue.
It’s the percentage of change which matters.
And that is quite low as static values are what are entered in multi-part formulas.
No different than questions about COG, or Roll Center.
Small changes matter.
Test.
Last I checked both Hensley & Pro Pride both had money back guarantees.
If you expect to travel all over the country it’s a dirt cheap purchase for what it does, even if the price were doubled.
A fully independent suspension Tahoe or Expedition with their shorter rear overhang, better tire options and brake swept area are each a better tow vehicle than what you or I am driving.
The bandaid needed (past proper truck loading) makes considerable difference.
The crosswind load — alone — is the crucial factor.
Test.
.
Then weigh the truck Solo after dropping trailer.
Full propane & fresh water in trailer plus normal load for camping
Full fuel & passengers plus normal camping load.
2-300/lbs off the Steer at rest is enough to warrant the use. These are placeholder numbers for what happens on the road.
Steering, Handling & Braking are improved by WDH use.
The higher the Rear Axle spring capacity — UNUSED — the likelier the possibility of the Drive Axle losing tire patch contact when the TT moves against the direction of travel.
Couple that to load of Steer Axle tire ground pressure and it’s NOT as good a driver.
I’ve towed my 35’ Silver Streak with and without WD (plus anti-sway, a somewhat separate question). And I’ve been at fifty years this year. It’s not hard to tell the difference.
With a Hensley hitch I can do hard emergency maneuvers at speeds higher than that where you’d roll over. At 55-mph. All day. Suspensions not as good on mine.
My 2500 is at 50/50 FF/RR weight spread on the truck before I hitch. Front axle restoration and increased weight on the trailer tires means the rig stops faster than the truck will solo at 30-mph.
Loss of Control accidents with travel trailers are mainly hard, gusting winds. It’s over in a few seconds. Once traction is lost at the pickup Drive Axle its over. MAYBE the truck based anti sway will kick in soon enough.
You’ve been on this forum a long time. Same as me. But it doesn’t look like you’ve taken to heart the experience of those who know more than you. There are plenty of examples over on AIR of guys with a PPP hitch and trailer disc brakes. It’s almost a toss-up as to which leads in priority. Almost.
Test.
And reference it against 5’er weight scale tickets. The reason for that hitch type is it leaves the Steer at solo value. A little above. But not below.
A 3P hitch replicates that and then totally eliminates sway. 5’ers will sway.
Your trailer is constantly moving. It doesn’t track straight. Anyone can video the movement. A 3P tracks straight. Better than a 5’er.
Live-axle, 4WD pickups are the least stable vehicles on the road. And worse when towing. That you can’t feel anything is a bad sign, not a good one. Pickups roll over in situations where cars slide sideways. A pickup will be the vehicle in a combination MORE likely to initiate a crash as the Airstream is faster thru the slalom behind a better tow vehicle than the truck is while solo.
Put it on the CAT scale as above.
Test braking as above.
What’s the highest speed in a HARD wheel turn from the shoulder across to the median without rolling? 35? 40?
A WDH is EQUAL in importance to both vehicles. (The hitch rigging).
“Weight” is the level where the dummies argue.
It’s the percentage of change which matters.
And that is quite low as static values are what are entered in multi-part formulas.
No different than questions about COG, or Roll Center.
Small changes matter.
Test.
Last I checked both Hensley & Pro Pride both had money back guarantees.
If you expect to travel all over the country it’s a dirt cheap purchase for what it does, even if the price were doubled.
A fully independent suspension Tahoe or Expedition with their shorter rear overhang, better tire options and brake swept area are each a better tow vehicle than what you or I am driving.
The bandaid needed (past proper truck loading) makes considerable difference.
The crosswind load — alone — is the crucial factor.
Test.
.
