I hope Gen-Y will make their Torsion Flex hitch in 3". Now the biggest size is 2,5" and I do not like using shims at all.

Any of you tried that kind of hitch maybe?

 

Im still wating on the video that explains how they distributed the weight with these things.

 

Me too. They really should put more effort on advertise the new hitch.
It looks like they had a PR meeting at the beginning where they had to pick X number of areas what to push and the wasn`t there. They say 90% of the SD owners will tow with the wehicle, so it is a bit weird that they hide information about a really important feature.

Hopefully we get more info soon.

 

There is a video, might be posted on another thread, where the FastLaneTruck website that has an explanation of the new hitch.

Here is the entire Q&A article:

2017 Ford Super Duty: Your Questions Answered - The Fast Lane Truck

The video is about halfway down the page.

 

Q: What enables the Super Duty to tow up to 21,000 lbs on the hitch without the need for weight distributing hitch attachments?

A: Ford increased the physical size of the hitch frame and went to a 3-inch receiver. There are specific Society of Automotive Engineers (SAE) weight carrying and weight distributing testing standards. Ford was able to satisfy the weight carrying standard at the 21,000 lbs limit. Ford also offers a 2.5-inch and 2-inch receiver reducers so that you can still use your existing hitches. The 21,000 lbs capability is only available on F-350 and above."

At first glance, this seems to imply that WD hitches are not needed on these 2017 SDs up to a given weight (still hard to picture, though)!

This speaks specifically to the F-350. I wonder if we can assume that the F-250 has built-in weight-distribution capability as well, just not to the 21,000 lbs. of the F-350. Hopefully, the F-250 rear squat has been addressed as well. If so, I'd consider the F-250 for the reported benefits (improved MPG and more torque on take-off) of the TorqShift-G transmission to tow a 8500-9000 lb. (loaded) bumper-pull travel trailer with my future SD Lariat CCSB w/4.30 gears (we love camping in the Rockies and the Smokies!).

 

I'm pretty certain that the hitch on the truck requires a weight distribution system to help its structural integrity and that there is/are no other components on the truck anywhere else that would function as a weight distribution system.

The WD hitch blocks are said to be required above a certain amount of tongue weight specifically to help with the structure of the hitch. Leveling the truck and moving weight forward to the front are benefits, but as ford is concerned, they just don't want the hitch to be stressed.

The new 3" hitch is supposed to be strong enough to not need the help of a wd hitch system.

 

I'm guessing the main advantage of the 3" receiver for not requiring weight distribution, is the size rather than the strength. When you take a wider grip of a load, you add stability.

 

That makes sense; that the new SD hitch structure design can bear more load stress than before, but that does not translate into a resistance to sagging under hitch load.

The question remains in my mind; is the 2017 F-250 more resistant to sagging, under a comparable load, than the 2011-16 SD? I recall hearing that Ford was aware of this complaint. Either way, a WD hitch should make this a moot point when towing, even though the issue could remain for cargo weight in the bed if the rear suspension of the 2017 F-250 remains relatively soft.

 

It's strong enough to not use a WD system but it will still be more stable if one is used.

 

I have never towed with a WD system so this is mostly observation on my part. WD systems came out back when people were first buying RV tag along trailers and hooking them to the back of the family sedan. It was an easy way to apply the weight to the entire car rather than putting a strain on the over soft rear springs and the "coon hunting" effect. As time progressed manufacturers have steadily increased the weight and size of the trailers and the hitches have followed suit to allow greater towing capacity with under-rated vehicles and the systems work ok for a system of chains and levers. But take a WD hitch and trailer through rough ground as in a campsite or construction site and the vehicle will really complain and huge stresses are put on the equipment. The new hitches are designed to "rate" the truck and hitch system to accommodate the weight requirement at the hitch without shifting weight to the front axle. I predict, however, the WD hitches will still be used to add even greater tongue weights with conventional hitch trailers where the manufacturers should be pushing the markets toward GN and FW trailers rather than adding more usage of mechanical advantage type hitches.

 

Stole this from the net......... I

Class III hitches are weight carrying (WC) and also are weight distributing (WD) depending on the vehicle and hitch specifications.
Not all Class III hitches are rated to be both. See the specific hitch for that information.
Class III hitches used as weight carrying are rated up to 6000 lbs. gross trailer weight (GTW) with a maximum trailer tongue weight (TW) of 600 lbs.
Class III hitches used for weight distributing are rated up to 10,000 lbs. gross trailer weight (GTW) with a maximum trailer tongue weight (TW) of 1000 lbs.
A Class III hitch usually has a 2" square receiver opening.
A higher class drawbar does not increase the towing capacity of the hitch. To use this class of hitch for weight distribution requires a weight distribution system.
Class III hitches attach to the vehicle frame only.
Class IV
Class IV hitches are weight carrying (WC) and weight distributing (WD) hitches depending on the vehicle and hitch specifications.
Not all Class IV hitches are rated to be both. See the specific hitch for that information.
Class IV hitches used as weight carrying are rated up to 10,000 lbs. gross trailer weight (GTW) with a maximum trailer tongue weight (TW) of 1000 lbs.
Class IV hitches used for weight distributing are rated up to 14,000 lbs. gross trailer weight (GTW) with a maximum trailer tongue weight (TW) of 1400 lbs.
A Class IV hitch usually has a 2" square receiver opening.
A higher class drawbar does not increase the towing capacity of the hitch. To use this class of hitch for weight distribution requires a weight distribution system.
Class IV hitches attach to the vehicle frame only.
Class V
Class V hitches are weight carrying (WC) and weight distributing (WD) hitches depending on the vehicle and hitch specifications.
Class V hitches used as weight carrying are rated up to 12,000 lbs. gross trailer weight (GTW) with a maximum trailer tongue weight (TW) of 1200 lbs.
Class V hitches used for weight distributing are rated up to 17,000 lbs. gross trailer weight (GTW) with a maximum trailer tongue weight (TW) of 1700 lbs.
Your ball mount and hitch ball need to both be rated for Class V to safely tow these weight loads. To use this class of hitch for weight distribution requires a weight distribution system.
A Class V hitch has a 2-1/2" square receiver opening.
Class V hitches attach to the vehicle frame only.

 

So a hitch on a 2017 SuperDuty is a Class VI? Or maybe a Class V+?

 

Reese calls a 3" receiver a Class V

 

Right now class 5 is the highest, but I suspect the new Ford hitch will be class 6. Going from a 2.5" to a 3" is major. As is the ability to bumper tow 21k lbs without w/d.

 

Reese has a Class V rated for 25k lbs

Reese - Class V Trailer Hitch