A weight distribution hitch is designed to "attempt to return the weight ratio to the front axle (steering axle) while not transferring "too much weight" from the rear axle (loss of traction).
Not exceeding the ratings of the front and rear axle, the payload and the GVWR of the truck are important, but you must also be careful that you don't "unload" the front axle by "loosening the WD bars" AND that you don't "unload the rear axle" by "tightening the WD bars".....
In other words, yes, it's important not to exceed any ratings, but you ALSO must properly adjust the WD bars so you maintain an appropriate weight transfer. Just because the rear axle weight rating is not exceeded does not, in itself, mean that the front axle is not "unloaded". The reason this is important is for that moment when you cross a railroad track and on the way down, you realize that your front tires aren't touching the ground and you have ZERO steering control. Just as important is the issue of when the rear tires cross that same railroad track and you find that the engine is "over-revving" and you have no traction....
The railroad crossing is only one example of how a WD hitch can cause loss of tow vehicle control. It also occurs with undulations in the road surface, expansion joints on concrete highways and many other "road surface conditions.
Essentially, a properly adjusted WD hitch does not exceed any vehicle/trailer ratings (about 10-15% of the hitch weight is transferred BACK to the trailer axles). When properly adjusted, the amount of weight transferred forward will position the height of the front of the tow vehicle at (or very near) the unhitched height.
So, you should not only stay under all ratings, but you should also make adjustments to the hitch to obtain the "optimum towing weight transfer" by adjusting the hitch per the manufacturer's instructions.
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John
2015 F250 6.7l 4x4
2014 Cougar X Lite 27RKS
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