Free 7 Day Trial RV GPS App RV Trip Planner Campground Reviews RV Maintenance Free 7 Day Trial ×
 


Reply
 
Thread Tools Search this Thread Display Modes
 
Old 03-03-2019, 10:09 AM   #161
Rivet Master
 
2007 27' International CCD FB
San Diego , California
Join Date: Sep 2014
Posts: 1,769
Quote:
Originally Posted by AirMiles View Post
I'm starting to think Ford has an issue with their computer algorithms for stability control on all of their new trucks. Here is an article describing their towing algorithms: https://www.freewayfordtrucks.com/bl...ay-control.htm
My truck also has Adaptive Steering: https://www.fordrepairspecialist.com...steering-2017/

I've been researching Ford stability issues and its a common problem for both the F150s and F250s. Here is an example of an F150 thread with many owners complaining about the same towing issues as I am experiencing with my two different 2019 F250s pulling two different trailers (trailers that towed perfectly with our old trucks): https://www.fordf150.net/forums/viewtopic.php?t=123331

This common theme is very disappointing. I'm also seeing there are a lot of Blue Ox Swaypro owners complaining about this issue. Is it the combination of the Blue Ox Swaypro and the Ford algorithms? Note that Blue Ox says to turn off the Ford Trailer Sway Control. Hmmm????
I do believe that you're having issues which is unfortunate! And have been making a very diligent attempt resolving said issue.

As an engineer and vehicle enthusiast, it's my opinion that it's neither the adaptive steering nor the sway control. Adaptive steering, or variable gear steering, is not a new technology. If anything, it should help stability at higher speeds as it relaxes the steering ratio to be not as sensitive. While I don't have a Ford, I've had this in my tow vehicles going back a decade plus and it's only been gravy. Separately, active sway control implementations like these don't come into play until sway is more pronounced. PID algorithms would avoid any sort of resonance to cause what you're describing, which is more low grade mechanical swaying.

What does your hitch setup look like, specifically the drop bar/shank and where the ball is located? Can you take a picture? The concern is whether the ball is significantly past the bumper, such that the trailer has more sway influence on the tow vehicle. These new trucks have really tall boxes, and people commonly use extended stingers. Good for tailgate clearance, but bad for stability. Ideally, ball should be close and tight to the rear bumper.

The newest trucks seemed to have introduced a lot more compliance. They still obviously have high spring rate suspensions to put up the payload handling numbers, but they definitely have introduced more compliance in initial travel to improve unloaded ride. Compliance in initial spring travel, but also more compliance in suspension and body bushings. This might very well be the source of your issues. Exacerbated by low bed weights where there is insufficient mass at the rear to prevent low grade oscillations nearest the hitch.

I'd try a few hundred pounds of sand/ballast over the rear axle of the tow vehicle to see if that changes your impressions. And take a critical look at the hitch ball position.
pteck is offline   Reply With Quote
Old 03-03-2019, 11:21 AM   #162
Rivet Master
 
AirMiles's Avatar
 
2018 27' Globetrotter
Apollo Beach , Florida
Join Date: Feb 2017
Posts: 1,401
My solution for now

I spent another morning trying to sort out my 2019 F250 diesel 4x4 towing setup and have decided on a solution. I did a seven pass CAT scale run and here are the tickets. Truck only, truck/Airstream no Weight Distribution, then 9-10-11 links with 1000# bars and 10-11 links with 1500# bars.

I’ve decided to go with 11-links with 1000# bars, 0.5” nose low on Airstream, 72 psi cold truck tires, 72 psi trailer tires and equal weight truck axles. Tires all run 79 psi hot down the Interstate at 85 degree ambient temperature. This is nearly identical to Gypsydads setup. I believe this is the best performing setup for me.

It appears the F250 doesn’t like full FALR. It’s too much weight distribution. It likes the hitch softer so the truck and trailer can move separately, not the “on the bars” solid feeling at full FALR that I liked with my previous truck. It is a looser ride, but seems to perform better than at full FALR. I will also carry my 1500# bars for obtaining full FALR at 11-links as a backup setup.

I want to thank everyone for helping me find this setup. Sometimes it takes the best inputs from each of us to find the best solution. I especially want to thank Gypsydad for sharing his setup with me.

Pteck, here is a link to pictures of the loaded truck/Airstream/hitch/bed contents/some more weight tickets . . . http://www.airforums.com/forums/f42/...ml#post2205359
Attached Thumbnails
Click image for larger version

Name:	B0C441D6-F36B-4638-A5FB-E632244EA7B2.jpg
Views:	90
Size:	443.6 KB
ID:	334888  
__________________
2021 Northern-Lite 10-2 & F350 DRW PSD, 380W Solar/Victron/600A BattleBorn
0 nights 0 miles
Sold: 2018 GT27Q, 74 nights 12,777 miles
Sold: 2017 FC25FB, 316 nights 40,150 miles
Sold: 2013 Casita SD17 89 nights 16,200 miles
AirMiles is offline   Reply With Quote
Old 03-03-2019, 12:13 PM   #163
kpm
3 Rivet Member
 
2018 25' International
Mound , Minnesota
Join Date: Oct 2018
Posts: 234
Glad you found a solution to your problem. Interesting that backing down the 100% FALR helped your F250. Ron Gratz, AFAIK the first one to document the 3-pass weighing method, has been advocating FALR between 50-90% for some time. Here's one of his posts. My F350 owner's manual speaks in terms of fender height rather than weight, but specifies adjusting WD to restore the fender height by 50%.
kpm is offline   Reply With Quote
Old 03-03-2019, 12:26 PM   #164
Rivet Master
 
AirMiles's Avatar
 
2018 27' Globetrotter
Apollo Beach , Florida
Join Date: Feb 2017
Posts: 1,401
Quote:
Originally Posted by kpm View Post
Glad you found a solution to your problem. It's interesting that backing down the 100% FALR helped your F250. Ron Gratz, AFAIK the first one to document the 3-pass weighing method, has been advocating FALR between 50-90% for some time. Here's one of his posts.
Yes, it appears I was going the wrong way . . . trying 100% FALR before 50% FALR. My Scale tickets today show 11 links with 1000# bars at 79% FALR, 10 links with 1000# bars is 63% FALR, 9 links with 1000# bars is 47% FALR and 11 links with 1500# bars is 100% FALR. Its helpful to go to the scales and determine the FALR percentage for each link on your bars.
__________________
2021 Northern-Lite 10-2 & F350 DRW PSD, 380W Solar/Victron/600A BattleBorn
0 nights 0 miles
Sold: 2018 GT27Q, 74 nights 12,777 miles
Sold: 2017 FC25FB, 316 nights 40,150 miles
Sold: 2013 Casita SD17 89 nights 16,200 miles
AirMiles is offline   Reply With Quote
Old 03-03-2019, 12:40 PM   #165
kpm
3 Rivet Member
 
2018 25' International
Mound , Minnesota
Join Date: Oct 2018
Posts: 234
Quote:
Originally Posted by AirMiles View Post
Yes, it appears I was going the wrong way . . . trying 100% FALR before 50% FALR. My Scale tickets today show 11 links with 1000# bars at 79% FALR, 10 links with 1000# bars is 63% FALR, 9 links with 1000# bars is 47% FALR and 11 links with 1500# bars is 100% FALR. Its helpful to go to the scales and determine the FALR percentage for each link on your bars.
So you found your sweet spot at 79%. Interesting.

I use an Equalizer, so washers instead of links. Last season we were at 57% with 6 washers and it felt pretty good. In spring I'm going to try a FALR increase with 7 washers and see how that rides. Your story will serve as a warning not to overdo it.

I agree it's helpful to record the scale results for comparison. Here's a link to a spreadsheet I use for that.
kpm is offline   Reply With Quote
Old 03-03-2019, 12:55 PM   #166
Rivet Master
 
2007 27' International CCD FB
San Diego , California
Join Date: Sep 2014
Posts: 1,769
Glad you figured it out to your satisfaction!

Full FALR is an interesting thing. I know there's many on these boards that extol this. Often due to their using a vehicle above and beyond what it is suited for. Sure, it better distributes the tow load to the front axle. Also creates more stability in certain setups.

No manufacturer of a vehicle or hitch would ever recommend it however.

The torsion loads on the the hitch, tow vehicle, and trailer become enormous. I can't emphasize how great it exacerbates those forces enough. Especially when you consider the dynamic forces that an articulated vehicle experiences. Then consider trying to achieve FALR for a long wheelbase heavy duty vehicle like a 3/4 ton...

IMO, full FALR is a compromise that certain vehicles may need. Yet surely at the expense of long term structural considerations.
pteck is offline   Reply With Quote
Old 03-03-2019, 03:27 PM   #167
Rivet Master
 
gypsydad's Avatar

 
2017 28' Flying Cloud
2014 25' FB Flying Cloud
2008 25' Safari FB SE
Georgetown (winter)Thayne (summer) , Texas & Wyoming
Join Date: Jan 2007
Posts: 4,162
Quote:
Originally Posted by kpm View Post
Glad you found a solution to your problem. Interesting that backing down the 100% FALR helped your F250. Ron Gratz, AFAIK the first one to document the 3-pass weighing method, has been advocating FALR between 50-90% for some time. Here's one of his posts. My F350 owner's manual speaks in terms of fender height rather than weight, but specifies adjusting WD to restore the fender height by 50%.
Glad to help out! Hope you get to enjoy some quality camping time without distraction...I know how frustrating these things can be.. Meanwhile, we are still enjoying Maui for another week!
Attached Thumbnails
Click image for larger version

Name:	sunset Westin 2019.jpg
Views:	39
Size:	186.4 KB
ID:	334906  
__________________
Empty Nesters; Gypsies on the road!
2017 28' Twin Flying Cloud
2017 F250 King Ranch, 4X4, 6.7L, Blue-Ox WDH
Summer-Star Valley Ranch RV Resort (Thayne, WY); Winter-Sun City (Georgetown,TX)
gypsydad is offline   Reply With Quote
Old 03-03-2019, 03:36 PM   #168
kpm
3 Rivet Member
 
2018 25' International
Mound , Minnesota
Join Date: Oct 2018
Posts: 234
Quote:
Originally Posted by gypsydad View Post
Glad to help out! Hope you get to enjoy some quality camping time without distraction...I know how frustrating these things can be.. Meanwhile, we are still enjoying Maui for another week!
Beautiful! We leave for Wailea on Saturday for a couple weeks ourselves. January and February have been tough in Minnesota.
kpm is offline   Reply With Quote
Old 03-03-2019, 05:24 PM   #169
Rivet Master
 
turk123's Avatar

 
2019 30' Classic
Canfield , Ohio
Join Date: Jul 2015
Posts: 2,503
Images: 1
Quote:
Originally Posted by nryn View Post
Turk, did you have the shocks installed at a Ford dealer?
Yes, I did. They charged me $190, but I got a truck wash out of it!
__________________
x\x/x\x/x\x/x\x/x\101970\x/x\x/x\x/x\x/x\x/x\/x\x/x\x/x
Tom & Doty
2019 Airstream Classic 30 Twin


Link to our shared album: https://photos.app.goo.gl/wACfGg1KcroVLP5m6
turk123 is offline   Reply With Quote
Old 03-03-2019, 05:39 PM   #170
Rivet Master
 
AirMiles's Avatar
 
2018 27' Globetrotter
Apollo Beach , Florida
Join Date: Feb 2017
Posts: 1,401
Quote:
Originally Posted by gypsydad View Post
Glad to help out! Hope you get to enjoy some quality camping time without distraction...I know how frustrating these things can be.. Meanwhile, we are still enjoying Maui for another week!
Oooh, sounds like a good place to be in February & March. Florida is nice too this time of year. I'm not sure where we're going this summer, but will leave Mid-May and probably go west to do some mountain climbing with the rig. Got to test it at over 10,000 feet. Probably go through Rocky MT. National park, Yellowstone, Tetons, Beartooth pass, Big Horn Mountains. Then going to Minnesota, Wisconsin, and maybe Upper Michigan in July, August, September. This is a pretty standard summertime 10,000 mile trip for us. We can't wait to get on the road where we will really get to test out the new rig.

Thanks again for your help which led me to move to less weight distribution. The thing with weight distribution is that too much feels the same as too little. Its hard to decide which direction to go to improve the performance. Those happy with their F250's stability seem to be running with less weight distribution. But some weight distribution is also needed in my opinion as I was all over the road without the WDH.
__________________
2021 Northern-Lite 10-2 & F350 DRW PSD, 380W Solar/Victron/600A BattleBorn
0 nights 0 miles
Sold: 2018 GT27Q, 74 nights 12,777 miles
Sold: 2017 FC25FB, 316 nights 40,150 miles
Sold: 2013 Casita SD17 89 nights 16,200 miles
AirMiles is offline   Reply With Quote
Old 03-04-2019, 01:47 PM   #171
kpm
3 Rivet Member
 
2018 25' International
Mound , Minnesota
Join Date: Oct 2018
Posts: 234
Quote:
Originally Posted by pteck View Post
[...]
Full FALR is an interesting thing. I know there's many on these boards that extol this. Often due to their using a vehicle above and beyond what it is suited for. Sure, it better distributes the tow load to the front axle. Also creates more stability in certain setups.

No manufacturer of a vehicle or hitch would ever recommend it however.

The torsion loads on the the hitch, tow vehicle, and trailer become enormous. I can't emphasize how great it exacerbates those forces enough. Especially when you consider the dynamic forces that an articulated vehicle experiences. Then consider trying to achieve FALR for a long wheelbase heavy duty vehicle like a 3/4 ton...

IMO, full FALR is a compromise that certain vehicles may need. Yet surely at the expense of long term structural considerations.
This is a helpful explanation. I had wondered about front axle weight on a SUV with a short wheelbase vs a heavy duty pickup but didn't know how to frame it.
kpm is offline   Reply With Quote
Old 03-06-2019, 07:44 PM   #172
Rivet Master
 
AirMiles's Avatar
 
2018 27' Globetrotter
Apollo Beach , Florida
Join Date: Feb 2017
Posts: 1,401
Quote:
Originally Posted by pteck View Post
It's a sad day when an F250 needs a PPP style hitch to be stable. That can't possibly be it.
We are going to find out. Today I bought a 1400# ProPride hitch to replace my Blue Ox SwayPro. I plan to install the ProPride tomorrow and begin the adjustment/learning process. Its going to be really interesting to see what I can do with a ProPride.

Since the ProPride's sway control is independent of weight distribution, I will be able to test various levels of weight distribution. The Blue Ox needed significant weight distribution to achieve sway control. Possibly the Blue Ox needed too much weight distribution to achieve sway control and therefore was causing my stability issues?

I expect a steeper learning curve with the ProPride with its added complexity and adjustability. Hopefully I will have it mostly figured out before we leave on our summer cross country trip in Mid-May. Its hard to create all scenarios while testing, for example, there aren't any mountains in Florida and the winds are typically very light. It will take my cross country trip, with adjustments along the way, to know for sure that I have it right. Maybe with a ProPride and its infinite possible settings, I will always be tweaking it? We shall see.
__________________
2021 Northern-Lite 10-2 & F350 DRW PSD, 380W Solar/Victron/600A BattleBorn
0 nights 0 miles
Sold: 2018 GT27Q, 74 nights 12,777 miles
Sold: 2017 FC25FB, 316 nights 40,150 miles
Sold: 2013 Casita SD17 89 nights 16,200 miles
AirMiles is offline   Reply With Quote
Old 03-06-2019, 09:12 PM   #173
Rivet Master
 
2007 27' International CCD FB
San Diego , California
Join Date: Sep 2014
Posts: 1,769
Glad to see you chase this with diligence. And monies! Wish you the best of luck getting your rig setup the way you want it.

I have to ask though, as I also have high expectations for towing performance and stability.

Considering that I tow a larger 27FB. With a standard Equalizer hitch with 1000lb bars. With a relatively short wheelbase (112.3") 4x4 SUV. That tows with incredible stability and aplomb in high winds and 2 lane roads, including mountain roads.

Isn't the point of a large diesel 3/4 ton HD truck, its inherent ability in towing performance? I would imagine it should be able to do a pretty darn good job even on the ball alone (though an WD anti-sway hitch is always still recommended!). To need a PPP hitch (and deal with its troublesome hitch-ups) and very high rated WD bars?

Weird.

Separately, as you have a diesel truck that has significant "ballast" over the front axle (>4000lbs!), dialing in WD critically just shouldn't be much of a concern.
pteck is offline   Reply With Quote
Old 03-07-2019, 05:52 AM   #174
4 Rivet Member
 
2011 30' Flying Cloud
Greenback , Tennessee
Join Date: Mar 2008
Posts: 294
Quote:
Originally Posted by AirMiles View Post
We are going to find out. Today I bought a 1400# ProPride hitch to replace my Blue Ox SwayPro. I plan to install the ProPride tomorrow and begin the adjustment/learning process. Its going to be really interesting to see what I can do with a ProPride.

Since the ProPride's sway control is independent of weight distribution, I will be able to test various levels of weight distribution. The Blue Ox needed significant weight distribution to achieve sway control. Possibly the Blue Ox needed too much weight distribution to achieve sway control and therefore was causing my stability issues?

I expect a steeper learning curve with the ProPride with its added complexity and adjustability. Hopefully I will have it mostly figured out before we leave on our summer cross country trip in Mid-May. Its hard to create all scenarios while testing, for example, there aren't any mountains in Florida and the winds are typically very light. It will take my cross country trip, with adjustments along the way, to know for sure that I have it right. Maybe with a ProPride and its infinite possible settings, I will always be tweaking it? We shall see.
No mountains in Florida? How about Mount Dora? 🤪
Gneiss Guy is offline   Reply With Quote
Old 03-07-2019, 09:36 AM   #175
2020 Classic 33
 
Box Elder , South Dakota
Join Date: Oct 2013
Posts: 1,731
Images: 1
AirMiles are you setting up your F250 using the guidance from the Ford Trailer Towing guide on how much weight to restore to the front end? https://www.fleet.ford.com/resources...de_r6_Nov8.pdf
__________________
Gary
2020 Classic 33 Twin, 2019 Ram 3500 Longhorn, ProPride
NōVPN
ghaynes755 is offline   Reply With Quote
Old 03-07-2019, 02:25 PM   #176
Full time Airstreamer
 
SCOTTinNJ's Avatar
 
2014 30' FB FC Bunk
Anywhere , USA Living.Somewhere.Yonder
Join Date: Jan 2014
Posts: 1,359
Quote:
Originally Posted by pteck View Post
Glad to see you chase this with diligence. And monies! Wish you the best of luck getting your rig setup the way you want it.

I have to ask though, as I also have high expectations for towing performance and stability.

Considering that I tow a larger 27FB. With a standard Equalizer hitch with 1000lb bars. With a relatively short wheelbase (112.3") 4x4 SUV. That tows with incredible stability and aplomb in high winds and 2 lane roads, including mountain roads.

Isn't the point of a large diesel 3/4 ton HD truck, its inherent ability in towing performance? I would imagine it should be able to do a pretty darn good job even on the ball alone (though an WD anti-sway hitch is always still recommended!). To need a PPP hitch (and deal with its troublesome hitch-ups) and very high rated WD bars?

Weird.

Separately, as you have a diesel truck that has significant "ballast" over the front axle (>4000lbs!), dialing in WD critically just shouldn't be much of a concern.
I have a 30' bunk with 1,000 lb equalizer hooked to a 2017 F250 gasser.

Simple. Stable.
__________________
@living.somewhere.yonder | Instagram
SCOTTinNJ is offline   Reply With Quote
Old 03-07-2019, 03:44 PM   #177
Rivet Master
 
AirMiles's Avatar
 
2018 27' Globetrotter
Apollo Beach , Florida
Join Date: Feb 2017
Posts: 1,401
Quote:
Originally Posted by ghaynes755 View Post
AirMiles are you setting up your F250 using the guidance from the Ford Trailer Towing guide on how much weight to restore to the front end? https://www.fleet.ford.com/resources...de_r6_Nov8.pdf
I haven't tried exactly 50% as that is not possible with a Blue Ox SwayPro which uses links. I've tried all the "reasonable" link possibilities with the Blue Ox: 9-10-11-12 links with 1000# bars and 10-11 links with 1500# bars and most "reasonable" tire pressures. Here I posted five different settings that I weighed here: http://www.airforums.com/forums/f463...ml#post2216029 . I never weighed the 12-link possibility, but estimated it would at full FALR. I was never completely happy with the feel of the truck. Occasionally I thought I liked it, but then it would bobble again under a certain situation.

I do have very high expectations for my vehicles. I'm like "the princess and the pea" and am willing to do whatever it takes to remove the pea. So far I spent $250 for a rear stabilizer bar, $220 for Blue Ox 1500# bars, $1600 for a used 1400# ProPride, about $50 weighing the rig, and days-and-days of test driving totaling about 1000 miles. It just doesn't make sense to me that this much effort is needed to improve the ride of a truck that is supposed to be one of the premier trailer towing vehicles on the road. Like I said early, I'm not anti-Ford. I've owned probably 30+ Ford trucks including those for my plumbing company. I've had F250s that towed great without WDH!

Today I installed the ProPride. It took less than 4 hours to install. Then I took it for a quick 30 mile test drive. Winds were east at 7 mph with some gusts so I traveled North and South. First impression is that the rig is more stable. It never bobbled in the 30 miles. Three lanes of heavy traffic heavy. I tried both the slow lane and middle lane with many cars/trucks/vans/box trucks passing me left and right. I passed a car-hauler rig on the down-wind side, which normally has very dirty air and felt no push-pull or bobbles. I can't believe that I could get this good of performance with just throwing the hitch on and going for a test drive. I dialed in 6" of weight distribution as that seems about what most people run. I believe the Airstream was dead level, although the picture I took looks nose down to me.

Tomorrow I will start the tweaking. Truck fenders were at 43-1/4" front and 42-3/4" rear with weight distribution. The truck fenders are 43" front and 44" rear without the Airstream. I believe the rear fender was 42-1/2" without weight distribution. I believe the front fender was 43-1/2" without weight distribution. That would actually be a 50% restoration as per the Ford towing directions. When I ran the Blue Ox at 10 links I had the same 1/2" front high stance with weight distribution. This stance equal-weighted the trucks front and rear axles. Tomorrow I will do the exactly 50% height configuration and go to the scales. I will also weigh several different setting by inches of weight distribution, like 4", 5", 6" and 7". I will decide the inches to weigh based on the results of my 50% fender configurations weight.

Got to go for now. Tomorrow is another day of CAT scale testing.
__________________
2021 Northern-Lite 10-2 & F350 DRW PSD, 380W Solar/Victron/600A BattleBorn
0 nights 0 miles
Sold: 2018 GT27Q, 74 nights 12,777 miles
Sold: 2017 FC25FB, 316 nights 40,150 miles
Sold: 2013 Casita SD17 89 nights 16,200 miles
AirMiles is offline   Reply With Quote
Old 03-08-2019, 11:07 AM   #178
Rivet Master
 
gypsydad's Avatar

 
2017 28' Flying Cloud
2014 25' FB Flying Cloud
2008 25' Safari FB SE
Georgetown (winter)Thayne (summer) , Texas & Wyoming
Join Date: Jan 2007
Posts: 4,162
Quote:
Originally Posted by kpm View Post
Beautiful! We leave for Wailea on Saturday for a couple weeks ourselves. January and February have been tough in Minnesota.
Not on message here, but....when you get to Maui, recommend the happy hour with appetizer specials at Longhi's in the shopping plaza...also, try Da Kitchen by the airport..."chef special" will feed 2 or more! Enjoy...we just got into LA last night.
__________________
Empty Nesters; Gypsies on the road!
2017 28' Twin Flying Cloud
2017 F250 King Ranch, 4X4, 6.7L, Blue-Ox WDH
Summer-Star Valley Ranch RV Resort (Thayne, WY); Winter-Sun City (Georgetown,TX)
gypsydad is offline   Reply With Quote
Old 03-08-2019, 01:07 PM   #179
Rivet Master
 
AirMiles's Avatar
 
2018 27' Globetrotter
Apollo Beach , Florida
Join Date: Feb 2017
Posts: 1,401
Spent the morning at the CAT scale with my F250 and newly installed ProPride. I weighed my rig 0", 6", 6.5" and 7" of weight distribution and test drove each configuration over the same 30 mile test run. I found 6.5" of weight distribution worked the best, with equal weighted truck axles (4760# each). Pictures of scale tickets, the rig, fender measurements, and a closeup of the hitch at 6.5" of weight distribution can be seen here: http://www.airforums.com/forums/f42/...ml#post2217807

We are now done fixing the ride on our new F250. My wife stated that she is now completely comfortable riding in the truck while towing (Whew!). She said "it now feels like the truck is in control and not being pushed around by the Airstream". That's all I needed to hear . . . let's to go traveling!
__________________
2021 Northern-Lite 10-2 & F350 DRW PSD, 380W Solar/Victron/600A BattleBorn
0 nights 0 miles
Sold: 2018 GT27Q, 74 nights 12,777 miles
Sold: 2017 FC25FB, 316 nights 40,150 miles
Sold: 2013 Casita SD17 89 nights 16,200 miles
AirMiles is offline   Reply With Quote
Old 03-08-2019, 01:30 PM   #180
Rivet Master
 
2007 27' International CCD FB
San Diego , California
Join Date: Sep 2014
Posts: 1,769
^That's what's important in the end! A nice and confidence inspiring setup.

If I may point out, the difference between a regular WD/AS hitch and a PPP hitch. There's not much difference in what they achieve with weight distribution.

The major difference is where the pivot point is effectively located.

In the spectrum of pivot point locations... PPP's locate it optimally by virtually putting it about the rear axle. You're feeling the effects of that.

It's not a stretch to surmise that your previous setup located the ball too far past the rear axle, with the truck bed overhang and additional stinger projection... To the point that even a smaller airstream had leverage to induce sway on a big HD truck.

Wheelbase to rear overhang is such an important dimension to minimizing sway. It either gives more leverage to the tow vehicle for control, or to the trailer to induce sway. Which is why Andy with Can-Am RV critically pays attention to this when they setup hitches. Making modifications of literal minor inches to always keep the ball tight and close to the tow vehicle.

HD trucks have forgotten this. Exacerbated by the even taller beds in recent trucks, that further require a long stinger to clear the tongue jack.
pteck is offline   Reply With Quote
Reply


Currently Active Users Viewing This Thread: 1 (0 members and 1 guests)
 
Thread Tools Search this Thread
Search this Thread:

Advanced Search
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Trackbacks are Off
Pingbacks are Off
Refbacks are Off


Similar Threads
Thread Thread Starter Forum Replies Last Post
Ford's electronic sway control VS Blueox sway bars Vitaver Towing, Tow Vehicles & Hitches 42 09-23-2020 10:36 AM
Newer Models Ford F250 Gas Vs. F250 Diesel Hopeful1 Tow Vehicles 138 09-15-2019 06:55 PM
2017 F250 and Equalizer Hitch ksteve06 Hitches, Couplers & Balls 44 09-15-2018 07:01 AM
Ford 2017 f250 4x4 experience. THEPILL Tow Vehicles 22 12-06-2016 09:14 AM
Airstream Disc Brakes and Ford F250 Air Apparent Tow Vehicles 11 04-28-2009 11:32 AM


Featured Campgrounds

Reviews provided by

Disclaimer:

This website is not affiliated with or endorsed by the Airstream, Inc. or any of its affiliates. Airstream is a registered trademark of Airstream Inc. All rights reserved. Airstream trademark used under license to Social Knowledge LLC.



All times are GMT -6. The time now is 01:38 PM.


Powered by vBulletin® Version 3.8.8 Beta 1
Copyright ©2000 - 2021, Jelsoft Enterprises Ltd.