Is 20% Tongue Weight Too Much?

For most bumper‑pull (conventional) trailers, 20% tongue weight is generally too high—aim for 10–15% of the fully loaded trailer weight. For fifth‑wheel and gooseneck trailers, however, around 15–25% (often near 20%) is normal. The right answer depends on trailer type and whether your tow vehicle, hitch, and axles remain within their rated limits.

What Tongue Weight Is—and Typical Target Ranges

Tongue weight (TW) is the downward force the trailer places on the hitch. The correct proportion of TW relative to the gross trailer weight (GTW) is crucial for stability, braking, steering, and component longevity. Too little TW causes sway; too much can overload the rear axle, lighten the front axle, and exceed hitch ratings.

The following list outlines commonly recommended tongue (or pin) weight ranges by trailer type so you can benchmark your setup against industry norms.

• Conventional bumper‑pull cargo/utility/car haulers: about 10–15% of loaded trailer weight
• Travel trailers: commonly 12–15% of loaded trailer weight
• Boat trailers: often 5–10% (engines and fuel are aft, so designs target a lower TW)
• Fifth‑wheel and gooseneck (pin weight): roughly 15–25% of loaded trailer weight (20% is typical)

In short, 20% is high for most bumper‑pull trailers but appropriate for fifth‑wheel/gooseneck setups, assuming you remain within all weight ratings.

When 20% Tongue Weight Is Too Much

High TW on bumper‑pull trailers can exceed the receiver/hitch rating, overload the tow vehicle’s rear axle and tires, and reduce front‑axle load, which hurts steering and braking. Even if a heavy TW can calm sway, it’s not acceptable if it pushes you past ratings or compromises control.

Watch for these signs and checks that indicate you may have excessive TW or misdistribution of weight.

• Rear of the tow vehicle sags; front lifts, headlights aim high
• Noticeable light steering feel or longer braking distances
• Scale weights show rear axle or GVWR exceeded
• Rear tire loads near or over their max rating; rising tire temperatures
• Hitch/receiver or drawbar tongue‑weight rating exceeded (with or without a weight‑distribution hitch)

If you encounter any of these, reduce tongue weight, redistribute cargo, or upgrade components as appropriate—staying within all manufacturer ratings is non‑negotiable.

When 20% Tongue Weight Is Acceptable

For fifth‑wheel and gooseneck trailers, 20% pin weight falls squarely within the normal 15–25% range and often delivers stable towing. The key is ensuring your truck’s payload, rear axle rating (RAWR), gross vehicle weight rating (GVWR), and gross combined weight rating (GCWR) are not exceeded.

Before running at roughly 20% pin weight, confirm you meet these constraints.

• Hitch/kingpin rating meets or exceeds your actual pin weight
• Rear axle and tire load capacities keep you within RAWR and GVWR
• Total combined weight stays within GCWR
• Suspension aids (airbags, helper springs) don’t increase legal ratings; they only help leveling

If all ratings check out, 20% pin weight on a fifth‑wheel/gooseneck is not only acceptable but often ideal for stability.

How to Measure and Adjust Tongue Weight

Accurate measurement—not guessing—is the only way to know your TW percentage and whether you’re within limits. Certified truck scales and trailer tongue weight scales make this straightforward.

Use the following steps to measure and verify your tongue weight correctly.

1. Load the trailer exactly as you’ll travel: full gear, fluids, propane, batteries, and typical passenger/cargo in the tow vehicle.
2. Measure on a certified scale: weigh the tow vehicle alone; then weigh with the trailer connected. Record individual axle weights if possible. Alternatively, use a calibrated tongue weight scale on the coupler jack (for bumper‑pull) or a pin‑weight gauge for fifth‑wheels.
3. Calculate TW percentage: TW ÷ GTW × 100. GTW is the loaded trailer weight; TW is the vertical load on the hitch.
4. Compare: Ensure TW% is within the recommended range for your trailer type and that hitch rating, RAWR, GVWR, and GCWR are not exceeded.

This process provides a reliable baseline and highlights whether you need to redistribute cargo or change equipment.

If your measured TW is too high, the following adjustments can help bring it back into range while improving balance and safety.

• Shift cargo slightly rearward within the trailer (avoid extreme rear loading that induces sway)
• Reposition heavy items over or just forward of trailer axles; secure everything to prevent movement
• For boats, adjust the winch post or axle position per manufacturer guidance to fine‑tune TW
• Use a properly set up weight‑distribution (WD) hitch on bumper‑pull trailers to transfer load back to the front axle and the trailer axles (note: WD redistributes load; it does not reduce actual TW)
• Reduce overall load if you cannot meet targets within equipment limits

Make changes incrementally and reweigh—small shifts can significantly change TW and axle loads.

Quick Rules of Thumb and Examples

These simple guidelines help you sanity‑check your setup before you head to the scale.

• Bumper‑pull: Target 10–15%. For a 5,000 lb trailer, look for roughly 500–750 lb of TW.
• Fifth‑wheel/gooseneck: Expect 15–25%. A 12,000 lb fifth‑wheel often carries 2,000–3,000 lb pin weight—verify your truck’s payload and RAWR.
• Avoid TW under 10% on bumper‑pulls; it greatly increases sway risk.

Use these figures as planning ranges; always confirm with actual scale measurements and equipment ratings.

Summary

Twenty percent tongue weight is typically too much for bumper‑pull trailers, which should run about 10–15% (boats even lower at 5–10%). For fifth‑wheel and gooseneck trailers, ~20% pin weight is common and desirable. Whatever you tow, measure your actual weights and ensure you do not exceed the hitch rating, axle loads, GVWR, GCWR, or tire capacities—and adjust cargo distribution or equipment as needed to stay safe and stable.