Here are some numbers to play with. I ran across the CAT scale on my last trip to see where I stand:

Truck - '22 F250 Tremor 6.7L Power stroke
Trailer - '23 25RDS Hideout

Truck with some camping gear in the bed:
Steer - 4680
Drive - 3900
Gross - 8580

Truck/Trailer loaded for a couple weeks:
Steer - 4340
Drive - 5300
Trailer Axle - 6140
Gross - 15780

-------------------------------------
Goesinto's :

Steer with trailer = -340lbs
Tongue weight = 1400lbs (more than I expected)
Trailer gross = 7540 (If calculated right)
MFG Sticker - 6280 dry / 7600 GVWR

Truck Payload - 2761 (no issues)


As stated all the numbers look good. The tongue weight if calculated right is a bit more than expected but even a good cleaning of the front storage would not reduce it by more than a few pounds. this load included 2 full propane tanks and 2 lithium batteries on the A Frame.

Steer Axle weight - Not sure if the 340lb lift when hooked up is worth the adjustment to the WDH but I may try dropping the torsion angle one notch to see if I notice a difference... Opinions?


Current set up rides nice, tows well and does not feel like the front end is light. I would like to get rid of a little Porpoising (up/down action) action it has but not a big deal ( I drive Indian Reservation roads and they are on crappy road beds so there are a lot of big dips and heaves on a 65mph road)......

Yeah, I know most tow a lot heavier but even with my light loads I want it optimized.

 

Those numbers look really good to me. I wouldn't worry about those at all if it pulls good which you said it does. Anything heavy you can move either closer to the centre of the trailer or into the truck bed might reduce porposiing a little on those rough roads, but only a little.

 

Your trailer’s tongue weight is actually 1060 lbs. The additional 1400 lbs that you saw on the drive axle also includes the 340 lost off the steer axle, so that gets subtracted to leave just the actual tongue weight. Make sense?

 

That does make sense..thanks

 

Yeah I mean it looks like you're set up REALLY well. You could adjust it to try to put some of that 340 lbs back on the steer axle, it MAY help with the porpoising a bit (I never say will). But if it weren't for the roads you're on, I'd say run it, you're in the ballpark.

 

Thanks for the feedback guys.

 

1st of all, kudos for the OP getting his weights !!

But..............if the weights listed were taken with the WDH hooked up, then 1060 lbs is not the true tongue weight. The true tongue weight needs to be calculated with the WDH bars not attached.....total truck weight with trailer attached (with no bars in place) minus total truck weight without trailer attached. Weighing my truck and trailer coming back from picking up my trailer, my tongue weight was 760 lbs. But with the WDH bars in place, the difference was 640 lbs.

To get the most accurate figures, 3 weigh-ins need to be done. 1 with the truck only without trailer, 1 with truck and trailer without bars in place, and 1 with truck and trailer with bars in place. All weights should be done without moving any cargo or passengers around, and all tanks levels the same.

The WDH may need to be adjusted. 340 lbs missing from the front axle seems a bit much. The Ford Super Duty manual (at least with my 2017 F350) indicates that 1/2 of the lost weight should be put back on the front axle (fender measurements). Many vehicles want most of the lost weight put back, but since the Super Duties are meant to carry the weight on the rear axle, 1/2 seems reasonable. With my original setup coming back from the dealer, I put 180 lbs back on the front axle from a lost 300 lbs. I have since tweaked my WDH after loading with camping gear, and got the front fender measurements about 1/2 way between truck alone and truck with trailer without the WDH.

A problem with tightening up the WDH to replace some lost weight, are the roads that the OP indicates he drives on. A properly adjusted WDH in the OPs case could cause problems. Big dips in the roads stress the tongue of the trailer. When operating off road, disconnecting the WDH may be best so as to not stress the WDH over the limit.

 

I had planned to get a weight with the WDH unhooked but a line of 3 semi's formed behind me while i was getting my re-weigh with the trailer hooked up and I was running behind so decided to try it next time I had a chance.

I really wanted all 3 scenarios but it did not work out.

 

Yeah for sure you don't want to slow down the people who get paid per mile. Very considerate. One tip is to do as much as you can in the parking area, then roll on and roll off as quck as possible, go back and park, then walk in to get your scale ticket.

 

That was my plan. No way would I hook or unhook on the scale.

 

Yeah, good stuff. I've seen some wild stuff out there.

 

Tightening up to put 200 more pounds on the front axle may solve your porpoising issue. It will reduce the teeter-totter effect behind the porpoising. It helps by reducing the "spring" in your bars.