Anderson Weight Distribution Hitch

[01tundra]

We love ours. Originally used it with our FJ Cruiser. After we changed to the 3/4-ton truck I had Anderson build us a custom 2-1/2” drawbar that was 3” longer than the normal one that they stock so we can now fully open the tailgate while hooked up.

Great hitch!

[Murff]

We owned an Andersen hitch and loved the lightweight and no bars aspect of it. Towed over 30,000 miles with it and no major problems. Our White hawk is the smallest made by Jayco with a GVWR if 5950 lbs.

I did a lot of reading and research before purchasing the Andersen and even advocated it on this forum. I ignored the negative comments I'd read on other forums regarding the inability of the Andersen to transfer weight back to the front axle and bought it anyway. As other owners have stated above, the handling of the TV while towing is great with little sway or even "freeway buck" or when semi trucks pass.

However, after putting the truck and trailer on a scale, and seeing the real world numbers, it really doesn't transfer enough weight. As much as I loved the ease of hitching up the White Hawk with the Andersen, I felt safer going back to a bar system that allows me to be 200 pounds below my rear axle limit than 400 pounds over.

The Andersen does a great job of making the TV and trailer being level. However, not so much in the weight distribution department.

This is based on the current F150 we own. I think the Anderson would be a dynamite hitch when partnered with a 3/4 or 1-ton truck where weight distribution would be less important but one wanted a great hitch for sway control. And, also for lightweight trailers.

Murff

[trashman]

I tow a 2017 28 bhbe jayflight with a powerstroke f350 crew cab and the Anderson and it pulls nice and straight!

[CampNow]

Originally Posted by Mbranscum

Looking for opinions on this hitch. Looking for something light and eat to on and off.

Currently have a Husky Centerline and I am tired of throwing 1200 lb bars around.

Tow vehicle is 2017 GMC 2500 with a Jayco Jay Flight 24RBS with approx 6000 lbs weight.

Originally Posted by trashman

I tow a 2017 28 bhbe jayflight with a powerstroke f350 crew cab and the Anderson and it pulls nice and straight!

Granted, a WDH is almost mandatory on a 1/2-ton truck for even the smallest travel trailers.

However, is a WDH really necessary for your GMC 2500 and F350 with the trailers you're towing? This is assuming you have the proper tongue weight, of course (closer to 15% is better).

We use a '16 Ram 3500 Cummins SRW to tow our 35 ft. long, Jayco Eagle (almost 10,000 lbs. loaded with 1,400 lbs. of tongue weight) with no WDH. Only get about 1.5" or so of rear end sag and absolutely no hint of sway---even in 25-35 mph cross-winds. We CAT scaled our rig (loaded) and have approx. 47/53 (front/rear) weight distribution (on the Ram) with our Eagle hitched-up and loaded---just about ideal.

[Midnightmoon]

Originally Posted by CampNow

Granted, a WDH is almost mandatory on a 1/2-ton truck for even the smallest travel trailers.

However, is a WDH really necessary for your GMC 2500 and F350 with the trailers you're towing? This is assuming you have the proper tongue weight, of course (closer to 15% is better).

We use a '16 Ram 3500 Cummins SRW to tow our 35 ft. long, Jayco Eagle (almost 10,000 lbs. loaded with 1,400 lbs. of tongue weight) with no WDH. Only get about 1.5" or so of rear end sag and absolutely no hint of sway---even in 25-35 mph cross-winds. We CAT scaled our rig (loaded) and have approx. 47/53 (front/rear) weight distribution (on the Ram) with our Eagle hitched-up and loaded---just about ideal.

What are your front axle weights empty and with your trailer?

[goducks]

Originally Posted by Midnightmoon

What are your front axle weights empty and with your trailer?

With the Cummins up front it's very possible that his front end doesn't raise up much.
BTDT with a 12 Ram CTD and a 950 lbs tongue weight. My rear sagged about 2" and the front only rose 3/8"-1/2" Even with 1200 lbs WD bars the front was sitting at 1/4" high.
If the TT of mention is properly set up then his truck should be fine.
Ram 3500;s with the Cummins have close to 4,000 lbs for CCC. Dropping 1000-1300 lbs on the rear won't really effect much.

[jmkdopkins]

I agree with the others. We purchased an Anderson hitch over 4 years ago, and we are also very happy with it. We pull a 2017 Jay Flight SLX 264bhw (4700 pounds) with a 2018 Silverado 5.3 V8. It’s the only hitch we have ever owned, so I don’t have experience with the other styles. The trailer pulls very nicely. With the electric hitch jack, it is very easy to put on and off.

[Midnightmoon]

Originally Posted by goducks

With the Cummins up front it's very possible that his front end doesn't raise up much.
BTDT with a 12 Ram CTD and a 950 lbs tongue weight. My rear sagged about 2" and the front only rose 3/8"-1/2" Even with 1200 lbs WD bars the front was sitting at 1/4" high.
If the TT of mention is properly set up then his truck should be fine.
Ram 3500;s with the Cummins have close to 4,000 lbs for CCC. Dropping 1000-1300 lbs on the rear won't really effect much.

I appreciate your input. However, I've owned and towed with a Cummins powered Ram consistently since 1992 so I'm well aware of the weight transfer characteristics of the trucks. Simply wondering how much that 1400# tongue weight pulls from the front axle of his 4th gen 3500 SRW.

[NanaW.]

We have the Anderson and the husband can't say enough good things about it, it's the best ! 2018 Feather

[CampNow]

Originally Posted by Midnightmoon

What are your front axle weights empty and with your trailer?

Our '16 Ram 3500 Cummins SRW's front axle weight drops from approx. 4,850 lbs. empty to approx. 4,500 lbs. (with no WDH) when hitched up to an almost 10,000 lb. travel trailer with approx. 1,400 lbs. of tongue weight.

We've driven our rig thousands of miles without a WDH (and several hundred with). There's slightly less sag with a WDH, but little to no improvement in handling and stability. We have that very heavy Cummins sitting over the front axle to thank for this.

We do not subscribe to the opinion that one should use a WDH to get the front axle weight back to what it is empty at all costs. To do this without regard to how evenly weight (payload) is distributed to the front and rear axles---or the truck's FAWR and RAWR, seems a bit short-sighted. Interesting to note that Ram instructs the WDH on their trucks be adjusted so the front axle splits the difference between the unhitched and hitched front fender height. It does not instruct the WDH be adjusted to match the unhitched fender height.

In any event, here are some numbers behind our decision to forgo use of a WDH:

The FAWR on our truck is 6,000 lbs. Hitched up (with no WDH) we have approx. 4,500 lbs. of front axle weight which is approx. 75% of the FAWR. The RAWR is 7,000 lbs. Hitched up (with no WDH) we have approx. 5,000 lbs. on the rear axle which is approx. 72% of the 7,000 lb. RAWR. 75/72 (front/rear) is near equal "mechanical stress" on the front and rear axles. Installing a WDH places the front axle at approx. 80% of the FAWR, and the rear axle at approx. 67% of the RAWR. We see no reason to use a WDH and force the front axle to handle more than its proportional share of the overall payload (based on axle ratings)---especially when it offers little to no improvement in handling and stability.

FWIW, here are the numbers for a 1/2-ton, '12 Tundra 5.7 that we used to tow a 7k travel trailer with 1k of tongue weight. Both, FAWR and RAWR were 3900 lbs. Hitched up without a WDH the front axle carried 66% of it's FAWR, the rear 110% of its RAWR (overloaded by almost 400 lbs.). Hitched up with a WDH the front axle carried 77% of its FAWR, the rear 100% of its RAWR. Notice how these numbers are dramatically different from our Ram 3500. They clearly show why a WDH is absolutely necessary on a 1/2-ton truck!

Bottom line, it's nice being able to safely operate our rig without a WDH. We enjoy not being distracted with installing, adjusting, removing, maintaining, and storing, a heavy WDH. Hitching and unhitching goes very quickly. Especially handy for getting fuel at small, busy gas stations, or running errands while on the road.

YMMV.

[goducks]

I think people forget how heavy that big 6 CTD is. It's like adding 850 lbs to the front bumper.

2016 Ram 3500 FAW
5.7=4006
6.4=4046
6.7=4891

[Midnightmoon]

Originally Posted by CampNow

Our '16 Ram 3500 Cummins SRW's front axle weight drops from approx. 4,850 lbs. empty to approx. 4,500 lbs. (with no WDH) when hitched up to an almost 10,000 lb. travel trailer with approx. 1,400 lbs. of tongue weight.

We've driven our rig thousands of miles without a WDH (and several hundred with). There's slightly less sag with a WDH, but little to no improvement in handling and stability. We have that very heavy Cummins sitting over the front axle to thank for this.

We do not subscribe to the opinion that one should use a WDH to get the front axle weight back to what it is empty at all costs. To do this without regard to how evenly weight (payload) is distributed to the front and rear axles---or the truck's FAWR and RAWR, seems a bit short-sighted. Interesting to note that Ram instructs the WDH on their trucks be adjusted so the front axle splits the difference between the unhitched and hitched front fender height. It does not instruct the WDH be adjusted to match the unhitched fender height.

In any event, here are some numbers behind our decision to forgo use of a WDH:

The FAWR on our truck is 6,000 lbs. Hitched up (with no WDH) we have approx. 4,500 lbs. of front axle weight which is approx. 75% of the FAWR. The RAWR is 7,000 lbs. Hitched up (with no WDH) we have approx. 5,000 lbs. on the rear axle which is approx. 72% of the 7,000 lb. RAWR. 75/72 (front/rear) is near equal "mechanical stress" on the front and rear axles. Installing a WDH places the front axle at approx. 80% of the FAWR, and the rear axle at approx. 67% of the RAWR. We see no reason to use a WDH and force the front axle to handle more than its proportional share of the overall payload (based on axle ratings)---especially when it offers little to no improvement in handling and stability.

FWIW, here are the numbers for a 1/2-ton, '12 Tundra 5.7 that we used to tow a 7k travel trailer with 1k of tongue weight. Both, FAWR and RAWR were 3900 lbs. Hitched up without a WDH the front axle carried 66% of it's FAWR, the rear 110% of its RAWR (overloaded by almost 400 lbs.). Hitched up with a WDH the front axle carried 77% of its FAWR, the rear 100% of its RAWR. Notice how these numbers are dramatically different from our Ram 3500. They clearly show why a WDH is absolutely necessary on a 1/2-ton truck!

Bottom line, it's nice being able to safely operate our rig without a WDH. We enjoy not being distracted with installing, adjusting, removing, maintaining, and storing, a heavy WDH. Hitching and unhitching goes very quickly. Especially handy for getting fuel at small, busy gas stations, or running errands while on the road.

YMMV.

Your empty front axle weight is approx 300# heavier than my 2500. Mine scales just about 4550# empty. My trailer is 800# tongue weight and it pulls right about 150# off the front axle without the WD hitch bringing it across the scales at approx 4400#.

[CampNow]

Originally Posted by Midnightmoon

Your empty front axle weight is approx 300# heavier than my 2500. Mine scales just about 4550# empty. My trailer is 800# tongue weight and it pulls right about 150# off the front axle without the WD hitch bringing it across the scales at approx 4400#.

I'm assuming you have a Gen 3 (2003-2009) Ram 2500 or an earlier Gen 4 (2010-2013) Ram 2500 Cummins.

The latest Gen 4 (2014-2019) Ram 2500 had its frame and suspension completely revised in 2014. The new frame/suspension increased the base (empty) weight of the truck approx. 300-400 lbs.

FWIW, the empty weight specs (base, front axle, and rear axle) on the latest Gen 4 (2014-2019) Ram 2500 and (2013-2019) Ram 3500 SRW are nearly identical when they're equipped with the same options.

[Midnightmoon]

Originally Posted by CampNow

I'm assuming you have a Gen 3 (2003-2009) Ram 2500 or an earlier Gen 4 (2010-2013) Ram 2500 Cummins.

The latest Gen 4 (2014-2019) Ram 2500 had its frame and suspension completely revised in 2014. The new frame/suspension increased the base (empty) weight of the truck approx. 300-400 lbs.

FWIW, the empty weight specs (base, front axle, and rear axle) on the latest Gen 4 (2014-2019) Ram 2500 and (2013-2019) Ram 3500 SRW are nearly identical when they're equipped with the same options.

Correct. 3rd gen quad cab short bed G56 manual trans 5.9l.

[CampNow]

Originally Posted by Midnightmoon

Correct. 3rd gen quad cab short bed G56 manual trans 5.9l.

Nice truck. Wish they still made it. Easier to work on (and tune), no DEF, shorter, more nimble wheelbase---not to mention that manual trans, which only Ram offers these days. Rumor is the G56 will probably go away on the Gen 5

[Midnightmoon]

Originally Posted by CampNow

Nice truck. Wish they still made it. Easier to work on (and tune), no DEF, shorter, more nimble wheelbase---not to mention that manual trans, which only Ram offers these days. Rumor is the G56 will probably go away on the Gen 5

Thanks. I've had it since new. Purchased it in May of '07. Other than some annoying electrical issues from time to time, it has been a decent truck. I will be hanging on to this one as long as I can keep it on the road. I'm not commuting with it daily anymore so it should make it a while longer.

[RAurand]

Ok, I want to compare apples with apples.
Is anyone towing a 10,000 pound trailer (Mine Gross weight is 9250 pounds, 6650 empty, and about 8000 pounds at camping weight. with 950 - 1000 pound tongue weight) and an F-150 with the Anderson WDH?

How does it work for you? Really looking closely between Equal-I-Zer or Anderson.

[Scott_Trailer_Newbe]

In my opinion that is a little too much trailer for the truck. I was towing the below trailer at 8,150 with my Tundra CrewMax rated at 10,400 (1,385 cargo) for over a year. After 8 trips it was evident that I needed more truck, if I wanted a more relaxed driving experance. It’s the hills, winds and fuel consumption that kills ya on a 1/2 ton.