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Old 03-11-2019, 08:30 AM   #1
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weight distribution and tire loading

I thought I'd look at weight distribution in a different way by looking at tire loading rather than vehicle loading. It turns out that the most heavily loaded tires, measured as a load percent of the tire load rating, are the front tires of my tow vehicle. What this means is that if I use a weight distribution hitch I will make the problem worse. With the trailer attached on the hitch ball, without a weight distribution hitch, the front tire loading is reduced to approximately equal to the rear TV tire loads. The % of each tire load to the max loading rating of the tires then comes out to:

trailer tires 56%
front TV tires 65%
rear TV tires 65%

The only way to further equalize the tire loading percentages would be to take cargo weight from the TV and put it over the axles of the trailer.
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Old 03-11-2019, 08:46 AM   #2
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You might consider a higher load rated tires if your current situation is worrisome for you.

IMO... 35% wiggle room acceptable.

Bob
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Old 03-11-2019, 08:53 AM   #3
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I'm not worried about it. Actually I'd be more worried about the Airstream tires having experienced two blowouts with thousands of dollars of wheel well damage. I am happy with the lowest possible trailer tire loads.
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Old 03-11-2019, 10:06 AM   #4
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Not with the '19 I hope? Is it equipped with the newer GYE's?

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Old 03-11-2019, 10:13 AM   #5
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What are your weight percentages without the trailer attached? By changing the dynamics (lowering the front tire weight) you could be creating an unstable situation. The purpose of the weight distribution hitch is to restore the front end weight. If you are concerned about tire wear because the load is not equal, rotate the tires.
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Old 03-11-2019, 10:24 AM   #6
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I had the blowouts on a 22 sport single axle trailer. The tires were factory Goodyear Endurance load class D. I heard that Airstream recently upgraded the factory tires to load class E because of this problem.

When you have a flat/blowout on a single axle trailer you don't know it until the tire starts disintegrating. I now have a two axle trailer and I hope that I can catch a flat before the tire wipes out my wheel wells. I'm also looking into a TPMS. Airstream should be providing a TPMS on all new trailers but they don't. Maybe they are making too much money on wheel well repairs.
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Old 03-11-2019, 10:40 AM   #7
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Quote:
Originally Posted by azflycaster View Post
The purpose of the weight distribution hitch is to restore the front end weight.
I have a diesel pickup truck which is designed to operate with a lot of payload. Unloaded it has a poor weight distribution, and poor rear wheel traction, with 62% of the load on the front axle. I don't want to restore the front end weight but rather I want to aim for a 50/50 weight distribution. If I drop 1000 lbs on the hitch ball that will do the trick. I will have more rear wheel traction and the rig will be more stable and more resistant to loss of control due to trailer sway.
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Old 03-11-2019, 11:15 AM   #8
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Originally Posted by out of sight View Post
I have a diesel pickup truck which is designed to operate with a lot of payload. Unloaded it has a poor weight distribution, and poor rear wheel traction, with 62% of the load on the front axle. I don't want to restore the front end weight but rather I want to aim for a 50/50 weight distribution. If I drop 1000 lbs on the hitch ball that will do the trick. I will have more rear wheel traction and the rig will be more stable and more resistant to loss of control due to trailer sway.


I also have a diesel 3/4T truck. When I drop the 980# (call it 1000) on it, about 500# gets lifted off the front axle. That creates (on my truck anyway) a severe understeer scenario. Using a WD hitch to restore half or more of that to the front axle of the truck is helpful in keeping the steer tires in full contact with the ground. I also found in my setup that the closer I got to full restoration on the steer axle the less porpoising I experienced.

YMMV.... happy camping!
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Old 03-11-2019, 11:48 AM   #9
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Quote:
Originally Posted by out of sight View Post
I have a diesel pickup truck which is designed to operate with a lot of payload. Unloaded it has a poor weight distribution, and poor rear wheel traction, with 62% of the load on the front axle. I don't want to restore the front end weight but rather I want to aim for a 50/50 weight distribution. If I drop 1000 lbs on the hitch ball that will do the trick. I will have more rear wheel traction and the rig will be more stable and more resistant to loss of control due to trailer sway.
What are you using for sway control? 🤔

Shall I guess...3/4 diesel doesn't need it.😂

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Old 03-11-2019, 11:52 AM   #10
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Originally Posted by SteveSueMac View Post
I also have a diesel 3/4T truck. When I drop the 980# (call it 1000) on it, about 500# gets lifted off the front axle. That creates (on my truck anyway) a severe understeer scenario. Using a WD hitch to restore half or more of that to the front axle of the truck is helpful in keeping the steer tires in full contact with the ground. I also found in my setup that the closer I got to full restoration on the steer axle the less porpoising I experienced.

YMMV.... happy camping!
That is accurate...I have same experience as you. WDH is important.
I am baffled about the blowouts on the GYE's on the 22' Out of Sight mentioned...wonder what year at year his 22' was and if they were really GYE's; and not GY Marathons?? It is the Marathons that have been giving most of us fits over the years...The GYE's are only a couple years old now...
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Old 03-11-2019, 12:02 PM   #11
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Originally Posted by gypsydad View Post
That is accurate...I have same experience. WDH is important. I am baffled about the blowouts on the GYE's on the 22' mentioned...what year was your 22' and are you sure they were GYE's not GY Marathons?? It is the Marathons that have been giving most of us fits over the years...The GYE's are only a couple years old now...
I stand corrected. They were Marathons. 2014 22 Sport.
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Old 03-11-2019, 12:26 PM   #12
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Originally Posted by ROBERT CROSS View Post
What are you using for sway control?
The truck has electronic sway control. You still feel a slight bump when getting passed by a Greyhound doing 85 MPH but it doesn't really sway. If it did start swaying the ESC would automatically apply the appropriate brakes until it stops. But a trailer won't sway if you have 10% of the trailer weight on the tongue.
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Old 03-11-2019, 12:43 PM   #13
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...snip....

But a trailer won't sway if you have 10% of the trailer weight on the tongue.

Iím not 100% sure on that....I think you may be less likely to experience sway with proper tongue weight (10-15% is the recommended range), and some here will argue that the aerodynamic shape of the AS trailer itself reduces chances of sway. All valid views. And - there are other x-factors that ďoverruleĒ some of these sway reduction approaches. Emergency maneuvers, an unforeseen pothole, edging off the tarmac in to dirt, excessive speed, blowouts, oncoming semis, etc. - all can overrule tongue weight as the sole determining factor of a sway event...
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Old 03-11-2019, 12:49 PM   #14
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May have missed this, but are you using a WDH? If so, have you towed your 28' to the scales and weighed the trailer with truck attached on separate scales, then weighed the trailer without the truck attached, but tongue on separate scale to verify the tongue weight separate from the AS coach weight? Those numbers will give you a pretty good indication on which pressures you want to run in your AS tires, assuming your reading the tire manufacturer recommended PSI? (this applies for the TV tire pressures also...my Michelins on my F250 I run 80 PSI when towing.) For the GY Endurance tires, we run 45-50PSI as recommended for our AS weight...anything over that can cause stiff ride and issues with your cabinet hinges, cabinet latches, and rivets...just saying...
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