Tulet
Member
Looks like the fluid container is not centered on the trailer axles. It is putting more weight towards the tongue of the trailer.
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My experience with larime trim trucks. They ride better then they haul. I had both and the bighorn hauls better. But lighten your load or move water back some
You might not be able to tell the ride difference in an unloaded 3500 with Timbrens, they already ride rough as can be(I just logged almost 1K miles in a new '22 3500 CTD SRW with the factory air suspension).I put some Timbrens on my 3500 dually for hauling my 17K fifth wheel, dropped a full 3 ins before the Timbrens, and only 1 1/2 ins after, easy install, no lines to run or connections to corrode, install them and forget them, no difference at all when not hauling!!
I wouldn't call it harsh - unless on washboard gravel roads with the tires over 44 psi in themI'll try these TTC 1211 rear springs, Do you think its a harsh ride? I don't mind a little firmer, in fact probably prefer it. there a discount code at TTP for ram forum?
Gents - I would argue (from stand point of actual experience) that if a helper system can bring truck back in to level then the weight loss off the front axle is minimal.
I had an F150 supercrew FX4 that had monroe load control shocks and 560+ lbs of tongue weight only dropped the rear a little less then 3/4 of an inch and only lifted the front by 1/2 an inch. I do not have my weight slips any more but if I remember correctly the front axle weight difference was under 200lbs (i.e. no different then putting 800lbs or so in the bed).
yes the truck only lost 3/4 of an inch out of its "factory" 2 inch rake with 560lbs of tongue weight.
Now if you get in to hi speed travel and stability, yes WDH always provides better "control" due to the leverage and friction of the system.
But a 6000/10000 hitch with 600/1000 tongue does not know the difference between WDH on or off. So its not a "safety" issue from the point of the hitch. It is about the attitude of the tow vehicle nose up or nose down and that is so that you can get proper braking and steering control.
What your forgetting about is the physics that are constantly being applied, read below.But a 6000/10000 hitch with 600/1000 tongue does not know the difference between WDH on or off. So its not a "safety" issue from the point of the hitch. It is about the attitude of the tow vehicle nose up or nose down and that is so that you can get proper braking and steering control.
^^^^ this exactlyIn your truck, your rear axle/suspension is that pivot point. You add weight to the back of your truck and it has to go somewhere. Either your rear suspension compresses, or if it is so strong that it doesn't move (because you added some tough springs/helper system) then it becomes a pivot which raises your front of the ground. The stronger your suspension, the more it will force the front off the ground and the worse your control of your steering gets.
While that sounds good in theory, my real world experience is similar to Tom B.
Soft springs = nose up = no steering.
Firmer springs = very little front rise = good steering ( not as good as using a WDH forcing the front back down) but much better than the nose up scenario.
The pivot point is negated to a degree because of the relationship of the front and rear to the pivot point. This same effect is seen on a seesaw that has the pivot point moved to one side - ie. one short side, one long side..
The laws of leverage take over at that point and for the short side to make the long side rise takes much more force vs. the amount of force that it takes for the long side to raise the short side. The skinny kid on the long side can lift the fat kid on the short side with ease.
The truck has that big heavy engine sitting on the long side and almost no weight behind the rear wheels.
The pivot point is always there with either spring setup.
Yes exactly, 3500 axles and local use only... I clean Chick Fil A's. I usually don't carry that much water. This is my back up vehicle, and the only truck I could afford without taking on a loan since the trans in my E250 is out. 1211 Springs should be in any day now. I'm also doing all new brakes and rotors. along with a radiator and new ac condenser fan. I still need to find a factory Brake Trailer controller. Thanks for everyone's comments I'm learning a lot and find this Ram to be easier to work on, and more enjoyable to drive than the fordsOh I agree with that statement.
I was just saying that soft springs tend to give you nose high and a really light front end vs. heavier springs which don't seem to let the nose rise nearly as much or give as light front end steering feel - just comparing springs, not springs vs. WDH.
As far as the OP's trailer, I agree it is not an ideal weight distribution. That's a lot of weight on the front of the trailer.
5 lug wheels means those are 3000 lb axles, so he is at max weight for the trailer - maybe over, maybe under - being a steel trailer his actual carrying capacity is most likely under 5000 lbs. if not 4500 lb.
Might be all local towing though too, and usually lower speeds but that is just speculation.
The Springs should be here Tuesday or Wednesday, Destin is nice, Like everything great, it's getting crowded. I found and ordered a used OEM brake controller. Now I need to source a bezel. I can't post in the wanted forums yet, I guess I will have to wait. The trailer brakes will work with just adding the new controller. No need to flash. If you do flash, then the EVIC will display the trailer brake controller in the system. The controller will work without the flash. I'll look into those..for cheaper OEM parts try, it's where I got my oem brake controller. I don't know if you will need to have the PCM flashed to activate the oem brake controller though (not sure on a 2011), I had to on my 16. I used alphaobd and a MX+ to do it.
car-part.com
I visit CFA's way too much lol. The Destin area is beautiful too.
I think you will like the 1211 springs