Anyone use an Anderson Weight Distribution Hitch

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Originally Posted by jon3950

Because the additional weight is cantilevered behind the rear axle which moves the CofG closer to the rear axle, it appears to do this. However everything actually rotates around the CofG which will always be forward of the rear axle, unless the vehicle is overloaded. The reaction from the rear springs is also behind the CofG and the point is with air suspension this reaction can be increased to counter the additional load.

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Air springs are no different to steel springs other than they are used to maintain a more or less constant vehicle height, as adjusted in LR's versions based on the average height over about 5 seconds and only if the gap to the target height exceeds the allowed tolerance of around 10mm. Weight behind the rear axle has the same effect on the weight remaining on the front tyres except for an almost undetectable weight transfer associated with the change in slope of the vehicle for a motor car unlike a tall load on a truck.

Rear-end bounce and the associated cyclic lighter steering from dynamic weight transfer from the van is probably best addressed with electronic rear shocks that can react to such movements but they're not fitted to most vehicles.

My take anyway.

Oh yes.I've been through all this with my D4 and a 3 ton caravan, and my Darling wife complaining all the time about how unstable the thing feels.
Last year while traveling the west coast I met a Gent who suggested increasing the rear wheel Tyre pressures on the car. This I did and now run at around 46 psi when towing. The caravan a little different running the front wheels at a lower pressure than the rear. I now have around 40 psi in the front tires and 50 psi in the rear. All is now very well and my Darling sits happily in the car without complaining.

People that believe in the ten percent rule also think car batteries go flat when left on a concrete floor:angel:

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Originally Posted by rwlse

Oh yes.I've been through all this with my D4 and a 3 ton caravan, and my Darling wife complaining all the time about how unstable the thing feels.
Last year while traveling the west coast I met a Gent who suggested increasing the rear wheel Tyre pressures on the car. This I did and now run at around 46 psi when towing. The caravan a little different running the front wheels at a lower pressure than the rear. I now have around 40 psi in the front tires and 50 psi in the rear. All is now very well and my Darling sits happily in the car without complaining.

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This is a good post,I ran 50psi in my L322 and 45psi in the Defenders,never ran WDH and towed 1.5-2.5T,WDH are just a dodgy fix to make up for poor suspension,bad driving,under inflated tyres etc. Pat

The OP has a 2014 RRS, ie the new style. Some of these do have the electronic dampers as well as the EAS.

However, the Sport is normally tuned to have a much tighter suspension ride than the D4, and the new Sport is also considerably lighter, so I don't think we can assume it will tow the same way as the D4. Certainly the older Sport never towed as well as the D4. Having one (the older Sport) and a D4, I've found that tyre pressures have a greater effect in the Sport when towing. I've also found a slightly longer tongue in the receiver helps, as the Sport has a shorter rear overhang than the D4.

If you have the retractable tow-bar set-up, you can't physically fit a WDH - not sure about Stability bars alone.

Cheers,

Gordon

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Originally Posted by Graeme

Air springs are no different to steel springs other than they are used to maintain a more or less constant vehicle height, as adjusted in LR's versions based on the average height over about 5 seconds and only if the gap to the target height exceeds the allowed tolerance of around 10mm.

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Probably didn't word that very well. Wasn't trying to suggest that the air springs have a variable rate in the same way variable rate coil springs do.

When you add load to the air springs they sag in the same way a steel spring does. However to self-level and return to their original height air is pumped into them. This increases the spring reaction which balances out the additional load.

They then act the same as a linear rate coil spring, but at a higher rate than they had without the additional load.

Does that make more sense?

Cheers,
Jon

I thought about that later but then decided the result was basically the same as HD springs.

I think the discussion got a little OT as I for one haven't used one of those new WDHs, only the old stabiliser bars used in pairs or 4 at a time but never inclined to use with what I've towed with the D4.

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Originally Posted by gghaggis

I've also found a slightly longer tongue in the receiver helps, as the Sport has a shorter rear overhang than the D4.

Gordon

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Isn't that counter intuitive? Shorter overhang should mean less leverage

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Originally Posted by Stuart02

Isn't that counter intuitive? Shorter overhang should mean less leverage

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Yes, sorry - my new hitch is SHORTER, not longer!

Cheers,

Gordon

The mystery is solved!