Originally Posted by switz
I called a friend to measure the height of the receiver socket in a new unsold 2012 Dodge Big Horn 2500, Crew Cab, Short Bed, Cummins, 4x4 with regular Michelin street tires. The feedback was 21.5" to the bottom of the socket or 23.5" to the top of the socket. The Hensley's socket when attached to an Airstream is 12' off the ground at the bottom or 14" at the top. The difference is 9.5" and the longest Hensley drop is currently 8".
The pickup bed in the pictures is obviously higher in the back since the only weight support option is to lower from the weight and compress the springs (no load leveling suspension). The unhitched trailer tongue weight is currently 1,175 pounds and the Dodge hitch assembly is rated 1,200 pounds.
Does anyone have a setup like this and did the suspension compress and lower the rear end of the truck to the point the Airstream was nearly level rather than nose high?
Also, did you have the Dodge hitch welded to reinforce it for the load?
I changed the DODGE hitch receiver as I was not at all impressed with it. I'd ditch it. The 2.5" TITAN #45299 is the stoutest hitch receiver I'm aware of (fits 2012 and my 2004) with plenty of support on various CTD forums:
A 2.0" sleeve is optional and can be tacked in place.
I had a Houston shop slap the 2.0" CURT C15061
on mine for far less than the linked price. Note the difference in frame attachment. The CURT just hangs low (I've dragged it with my 2WD ground clearance), the TITAN is a rear frame cross-member replacement
CURT is just kinda cheap anyway. Click the links and note the attachments. Which do you think is the one to have?
I haven't decided between a full replacement REUNEL bumper or the TITAN plus a new chrome bumper so it's good enough for now. Same with a PRO PRIDE adjustable H/A stinger: good enough for now. But a PP is on my list as these make-do's aren't up to full spec, IMO.
I dragged my new 1990 35' Silver Streak
home just before the New Year with an unadjusted RA weight addition of 1,540-lbs. It most certainly compressed the TV rear springs (though I didn't measure). TW was calc'd at 1,180-lbs (full propane, empty TT and no fresh water).
Solo (driver, full fuel, normal load)
FA - 4220
RA - 3760
7,980 (solo, new, was 6,860-lbs)
FA - 3820
TT - 6540
With a 2" rise ball out of a hitch receiver height of around 14" I still would need another 2" to keep the TT level with a non-WD ball mount hitch. Of course, this is not
an A/S TT, nor did I have WD applied in the above where the RA value would have declined to approximately 890-lbs from the 1,580-lbs shown (690-lb deduction) assuming a 75/25 split where 295-lbs would have been returned to the TT axles.
You're better off with the same truck in 1T
. The payload capacity is quickly maxed in a 3/4T for no advantage in solo ride quality. Nor can a 3/4T be re-titled as a 1T. Nor are air bags, etc, a proper substitute for a proper spring package. Etc. Note that I am over the GVWR at 9,160-lbs (9k) and even with WD applied the truck is still over (but not on the axle/tire ratings which is my only real concern) given that the payload is still less than what is planned.
1T CTD + Pro Pride + TT disc brakes (Direclink anti-lock) = best combination.