Why Weight Distribution Matters
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From: Media PA
A mustang towing a properly sized and balanced trailer is perfectly fine. The video's example of an unbalanced trailer will have the same effect on even the biggest baddest Super Duty. Weight distribution isn't the issue being illustrated there, too light on the tongue/heavy behind the axle is the problem being shown. WD won't help with that.
Lead Driver
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From: Ohio
Agree.
Though you can get away with a heavier trailer and use tongue weight and a WD hitch(up to rated capacity) to help even with a lighter duty tow vehicle.
It boils down to properly placing the item/items on the trailer.
Though you can get away with a heavier trailer and use tongue weight and a WD hitch(up to rated capacity) to help even with a lighter duty tow vehicle.
It boils down to properly placing the item/items on the trailer.
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From: Media PA
Oohhh, THAT weight distribution!
Obviously I was thinking about the OTHER Weight Distribution. 
Lead Driver
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From: Calgary Canada
I tried to post this GIF and FTE told me it was too large. YOU WIN AGAIN HRTKD!!!
I mean, hey, this is a helpful video. Agree that it doesn't sow the effect of a weight distributing hitch, but it does show the importance of load distribution in the trailer.
I mean, hey, this is a helpful video. Agree that it doesn't sow the effect of a weight distributing hitch, but it does show the importance of load distribution in the trailer.
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Weight distribution hitches are used in order to maintain a reasonable weight balance on the front and rear axles. A hitch that reads tongue weight 500/1000 WDH actually handles all 1000 lbs the same as it does 500lbs the difference is a WDH leverages the 1000lbs across all the axles and when properly set should remove nearly any rear-end squatting of the tow vehicle. The issue you have is that factory shock/spring package will sag greatly as more weight is applied at the hitch, therefore causing the front axle weight to decrease. This causes 2 problems, a loss of traction for turning and braking as well as decrease in weight transfer during braking. I currently have a 500/1000 lb factory hitch on my F150 and I have a 6x12 trailer that has been weighted up to 560lbs of tongue weight (Cat Scales where used for all weight #s) on 2600lbs of trailer weight. When I connect to my truck the front axle weight decrease by only 400lbs, and my rear sits only a inch lower (ie. I still have some slight rake). However, I have Monroe Load control shocks which manages the weight applied to the rear axle. Therefore the squat is reduced and the resulting effected is I maintain an appropriate front axle weight and vehicle attitude.
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Brett Foote
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From: Milwauke WI
... I have a 6x12 trailer that has been weighted up to 560lbs of tongue weight (Cat Scales where used for all weight #s) on 2600lbs of trailer weight. When I connect to my truck the front axle weight decrease by only 400lbs, and my rear sits only a inch lower (ie. I still have some slight rake). However, I have Monroe Load control shocks which manages the weight applied to the rear axle. Therefore the squat is reduced and the resulting effected is I maintain an appropriate front axle weight and vehicle attitude.
The wheelbase should be somewhere between 145" to 157"
The rear overhang is 49", the ball shouldn't be more than 10" behind the bumper, that makes the ball 59" behind the rear axle centerline.
59/145 = 41% (the percent of tongue weight that lifts up at the front axle)
560 x 41% = 227 pounds lifted off front axle, and added to rear axle.
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Without using a weight distributing hitch, simply raising or lowering the tow vehicle over the rear axles, thru springs or air bags/shocks, DOES NOT CHANGE how tongue weight on the ball results in some weight being REMOVED from the front axles AND SHIFTED to the rear axle.
This rear axle equipment COULD have the effect of making the truck level or more level.
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From: Calgary Canada
That does seem a little high, but keep in mind, those scales are only "so" accurate. A difference of 40 pounds or more between weighs isn't unheard of.
Also, how are you measuring or calculating tongue weight? What is your scale setup? That can matter.
Also, how are you measuring or calculating tongue weight? What is your scale setup? That can matter.
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I may have been off a little, however I do not believe that math above would accurately calculate the actual results. I agree the rear axle is the point of leverage, but as the weight is added the height of the leverage point drops bring the vehicle closer to level from front to back, therefore not only is the weight to the rear axle increased by the trailer but as the vehicle levels more weight of the truck itself is taken by the rear axle, just as with a drag car when the rear squats and the front lifts weight is transferred to the rear tires. In the big picture we are most likely discussing 50 or 60 lbs, add that to the calculation above throw in 40/50lbs due to scale accuracy and you get close enough. The point I was making is that with a set of load control shocks specifically designed to maintain vehicle normal attitude with up to 1200lbs of payload that some of the issues that can result from towing with out load distribution can be minimized when tongue weight w/o WDH is exceeded by 10 to 20%. For some out their that do have a trailer they need to tow from time to time that may exceed their W/O WDH capacity there are reasonably simple options that can resolve their issues with out have to invest in air bags and compressors.
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From: Milwauke WI
You have cause and effect reversed on a rear wheel drive drag car.
The reaction of the chassis to quickly spinning the rear wheels in one direction, and the torque around the rear axle centerline, causes the entire chassis to rotate up at the front.
Also the Acceleration of the entire vehicle, from forces at ground level (where the tire contacts the dragstrip) also cause the vehicle front to rotate upwards taking weight off the front tires and forcing it onto the rear, which squats down from the added load. Gravity is always pulling straight down on the car, the entire weight of the car has to be supported somehow.
If you were standing still, balancing a flag pole, and then started to run forward, the inertia of the flag pole's center of gravity/CG (above your head) causes that CG to want to stay still, and therefore the entire pole tips backward in the opposite direction of the acceleration of the base.
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Find a playground with a teeter-totter, a board with handles, balanced on one central point (aka a fulcrum). An adult sits on it close to the fulcrum, a small child sits much further away on the opposite side, and when those distances are right, the board is level and in balance.
If you raised or lowered the fulcrum/pivot, the balance would still be the same.
The reaction of the chassis to quickly spinning the rear wheels in one direction, and the torque around the rear axle centerline, causes the entire chassis to rotate up at the front.
Also the Acceleration of the entire vehicle, from forces at ground level (where the tire contacts the dragstrip) also cause the vehicle front to rotate upwards taking weight off the front tires and forcing it onto the rear, which squats down from the added load. Gravity is always pulling straight down on the car, the entire weight of the car has to be supported somehow.
If you were standing still, balancing a flag pole, and then started to run forward, the inertia of the flag pole's center of gravity/CG (above your head) causes that CG to want to stay still, and therefore the entire pole tips backward in the opposite direction of the acceleration of the base.
-------------
Find a playground with a teeter-totter, a board with handles, balanced on one central point (aka a fulcrum). An adult sits on it close to the fulcrum, a small child sits much further away on the opposite side, and when those distances are right, the board is level and in balance.
If you raised or lowered the fulcrum/pivot, the balance would still be the same.
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