Weight distribution hitches on rough/corrogated roads.

It is actually replacing some of the weight lost from the front wheels which will improve both braking and steering. I would have thought it was a good idea to do that at all speeds on the gravel.
For the same reasons, I prefer to be in 4WD at all times off the black top.
Cheers,
Peter
OKA196 motorhome

But a WDH does shift some weight from the rear axle to the front, which may be an advantage for braking and steering, particularly if the towball weight is high.

EDIT: P&M beat me to it.

Also, if a lot of articulation is required, eg steep entry oe exit at a creek or gutter, the a disconnect would be required.

There is a big difference between travelling at 20 or 40kph compared to travelling at 90-100kph on a major highway, this is when the WDH is really needed.

Even if that is true, there is no reason to remove the WDH to drive typical gravel or corrugated roads.
Cheers,
Peter
OKA196 motorhome

I have no idea where you think I said it MUST be removed to drive on gravel.

Thanks everyone - it is what we thought and only removed in extreme articulation, just some people said otherwise so just checking.

From going from that video, when the WDH places all that extra weight on your towball, does that not exceed your legal tow ball mass weight?. So my TBM is 140kg, and If I put on a 1400kg camper on the back, and as my car's suspension is for low weights, it is feasible, that using the wdh that I do own and put on the camper/van, I will exceed my legal tow ball mass, by putting too much load on the towball.

EDIT: Introductory broad statement deleted. (See below)

Richard,

There is a load (better described as an internal stress, perhaps) applied by the bars to the ball or DO35 pin or whatever and thence to the towbar, but that's as far as it goes. There Is NO EXTRA *weight* applied to the vehicle as a whole, nor to the rear axle. What actually happens is some of the load on the rear axle imposed by the towball downforce is *removed* from the rear axle and transferred to the front axle. Your rear suspension is *relieved* of a certain amount of load; it doesn't have load added to it.

However, to make this load transfer from rear to front happen there are significant stresses applied to the van's A frame, the hitch, towbar and towbar attachment points. Those are the loads the video was referring to, and poorly explained, leading to ready misinterpretation.

":There is so much misinformation and disinformation out there about towing and weights, put out there by well meaning people who just haven't got it quite right."

Frank, the video was made by the engineer who designed the DO35 hitch. Are you saying he is wrong?

And when I said rear of vehicle I was referring to the towbar and chassis not suspension and no mention of weight.

Phil,

Based on what I have read in print and on line I stand by my statement: "There is so much misinformation and disinformation out there about towing and weights, put out there by well meaning people who just haven't got it quite right."

But you are right - on review I think it was unfair to that guy to preface my post with that remark. I will delete it from my Follow-up, but leave it here so people will know what we are talking about.

My follow-up was in response to Richard M29, to clarify that the vehicle is not carrying any additional weight, which Richard seemed to think it would after viewing the video. I agree with you about the loads placed on the vehicle's chassis by a WDH - the last paragraph in my follow-up above - so we're on the same page there. Any reference to suspension was in response to Richard.

The engineer is not wrong, but I think for the less technical viewer his discussion of the load on the towball/DO35 imposed by the WDH bars lent itself to misinterpretation, which Richard did.

Cheers

Frank, all good!

Thanks Phil.

But I'm afraid I disagree with the engineer's broad statement that a WDH should be disconnected when "off-road". Off road is many things to many people.

The engineer speaks of passing over washouts or watercourses, causing a significant pitching movement where the bars on a WDH should be removed. Agree 100%. It may also be appropriate when entering
some country town servos via steep and deep street gutters - I've seen some that are more like a full blown creek crossing than a street gutter.

But not all rough roads cause the pitching that would require disconnection of the WDH bars. You can go 100s of km on stony, rough, or corrugated roads that most folk would consider "off-road" without encountering a washout, gutter or steep creek crossing. On a road like that I suggest it would be better to leave the WDH connected so as to relieve the rear suspension and get a bit more weight on the front axle, so improving steering and braking in situations where they are likely needed most. Eg unexpected obstacles, livestock, roos, etc.

Not looking for an argument, it's just that I think his broad statement needs qualification, or needs consideration depending on circumstances.

Cheers

Frank,
When all else fails we could read the instructions.
This is from Hayman Reese. I'm hoping you don't tell me that Hayman Reese as well as the Chief Engineer at Cruisemaster are both wrong!

The thing to remember is to use your common sense but it would seem that many people don't have any of that any more.

#5 & #6 are pretty much aligned with what I wrote, Phil.

Sounds fair to me.

Kaazza055: The one thing w know about common sense is that it is not common.

.
Dozer, you (and others) are scaring the hell outa me. Sharing the roads with other vehicle combinations running doubtful and mis-applied vehicle management systems. Especially if I am Tail-end-Charlie in a stationary vehicle queue.