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Old 05-10-2009, 09:33 PM   #15
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Andy, what is the difference between the Reese Straight Line and the Dual Cam. Which would perform better(or are they the same) with a 2009 half ton Toyota Tundra and a 22 foot Safari? Sounds like the Blue Ox gets some positive and some negative reviews and it is a fairly expensive hitch. I read your posts often and you certainly seem to know Airstream. jc
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Old 05-10-2009, 09:41 PM   #16
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Originally Posted by rustyrivet View Post
Andy, what is the difference between the Reese Straight Line and the Dual Cam. Which would perform better(or are they the same) with a 2009 half ton Toyota Tundra and a 22 foot Safari? Sounds like the Blue Ox gets some positive and some negative reviews and it is a fairly expensive hitch. I read your posts often and you certainly seem to know Airstream. jc
Dual cam and straight line are just different names for the same Reese top of their line hitches.

The straight line "is" the dual cam.

I have only been involved with Airstream for 43 years. One has a tendency to learn something about that product over that period of time.

Being with the Insurance division of Airstream for four years teaching dealers and authoring the Airstream crash book, helped too.

Andy
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Old 05-05-2010, 05:36 PM   #17
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I recently bought my first Airstream, a used 2007 31' Classic (looks like new) from a dealer in Michigan. They recommended the Blue Ox and I had it installed. My previous trailer was a 27' fifth wheel. The wind got quite blustery on the way home to Alabama but the trailer pulled almost as good as the fiver. I could tell very little difference, except it is much easier to back up into my drive way.
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Old 08-02-2017, 02:09 PM   #18
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Notice - there is a Texas dealer that had three old style BOSP hitches in stock. Do not purchase these. One was recently sold to a customer who thought they were getting the new hitch. The old design has an adjustable head, a solid shank, and side tilt chain tighteners. Get latest version of hitch. You will be much happier. Pat
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Old 08-02-2017, 03:28 PM   #19
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Hummm; 4 threads on the BOSP with 40k hits and 5k answers (aprox)
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Old 08-09-2017, 07:43 PM   #20
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Needing advise
We just bought 2017 FC 25. We had a 2015 23D with a sway pro anti sway hitch and had no problem with it.
We opted for a Blue Ox on new trailor. We really experienced more sway on our 5 hour trip home. We were surprised and was hoping it was conditions but didn't think so. I just got a call from the person who bought our 23 saying the dealer talked her into a Blue Ox hitch instead of the one we left with our 23. She called because she was experiencing a lot of sway and wanted to know it it was normal.
What is the consensus oust there. Thanks.
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Old 08-09-2017, 10:13 PM   #21
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It's not setup correctly. Likely needs a link or two tightened up on the spring bars. However, be a bit conservative until you get the rig tuned.

What tow vehicle are you using? Have you run the rig across a CAT scale to weigh the axle loads? Was there a lot of wind when you were towing?

Good luck. Pat
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Old 08-10-2017, 05:36 AM   #22
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Blue Ox

Thanks for response. My cousin said the same thing about installation. The chain is really tight though. It is on the seventh link.
No we have not checked weight but didn't have much in it. We will be loading up for our 6 week trip though.
We are toeing with 2012 YUKON Denali with toe package.
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Old 08-10-2017, 09:31 AM   #23
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How do you count? Is it the seventh link from the u-bolt or from the end of the chain? Pat
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Old 08-10-2017, 09:49 AM   #24
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I had a blue ox for about a week. Couldn't control the heft of a loaded 34'.
Went straight back to the Reese straight line. Wouldn't consider the added weight and complexity of a pro pride or Hensley.
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Old 08-10-2017, 12:05 PM   #25
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Sway and bow wave push are two different events. So understanding what is happening to you helps. Winds from any angle to the road have an effect. A passing vehicle can impact your stability with it's bow wave or by blocking wind. Wind gusts can be considerably unsettling. However, over reacting to any event has considerable impact, so attentive driving is quite important, but need not be a white knuckle experience with understanding and confidence.

What speed are you driving? Stability is more difficult at speeds above 65 mph. Speeds above 50 mph with significant winds can have a similar impact. Rough and uneven road surfaces can have an impact as well. Cross/diagonal undulations can be significantly unsettling.

Tire pressure for the coach and the tow vehicle can make a difference. Weight capacity charts and testing for pressure rise will get you to the right operating cold pressures. Then the consideration is side wall stiffness. Light truck tires help a lot. See CanAm slalom video to see an example. Lower profile and/or run flat tires do similar. Caution, tires designed for ultimate grip in summer conditions are less optimum in other weather. Tires configured for soft ride are less optimal for sidewall stiffness.

At initial review ..... it sounds like not enough weight is being transferred to the steer axle. Axle weights are the way to establish a baseline to develop adjustments to improve your performance. However, it sounds like you are no where near travel loading yet, so there is some tuning to do.

Variables include - spring bar selection, chain adjustment, receiver flexibility, rear biased weight in tow vehicle, and ball distance from rear axle.

Spring bar should be matched to tongue weight. For a 25, that is likely 1000s. Usually a 25 will have 800-1200#s on the tongue.

Chain adjustment should be set at 7-10 links from the u-bolt. Bars should be deflected at least 2 inches when at rest. Trailer should be level.

The receiver should not rotate when the weight distribution is applied. If it does, it should be replaced with an aftermarket receiver that is more rigid or reinforced with bracing.

Less weight behind the rear axle of the tow vehicle is less weight that needs to be transferred back to the steer axle. Store bulky light weight items behind the rear axle and heavy well secured items in front of the axle.

The overhang distance can amplify the leverage in a sway event. Shortening the hitch shank to move the ball closer to the rear bumper can help. Care must be taken to insure you do not move the coach too close to the tow vehicle and cause contact in normal events. Can restrict tail gate opening too.

Make adjustments one at a time. Test the adjustment and then move on the the next one. A conservative approach is important to safe RVing.

Hope tuning improves the rig. Pat
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Old 08-15-2017, 07:10 PM   #26
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I want to thank everyone for the info. Turns out we have the wrong shank. 7 holes instead of the 11. The correct one is on the way. Hopefully that will fix the problem.
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