I was irked that I bought my HA just a few months before the PP came out. I'd much rather have the improved Jim Hensley design. The tilt feature, alone, makes it worthwhile as with the HA I was unable to achieve FALR on my DODGE truck with 34' TT. I have since purchased an adjustable tilt head from PP to get my combination dialled in. Once changes to TT suspension, wheel/tire size are done, and new truck springs plus a change in hitch receiver height is done then I'll exchange my HA stinger for one of the correct offset. We'll see if the tilt is still needed.
I recommend a change to the DRAWTITE #45299 hitch receiver over the DODGE piece. This replaces the rearmost crossmember and is overrated for nearly any load you'll ever put on your truck (check at etrailer for part number compatibility). You may find this optional, I want no excuses, ever. If I do not go with a REUNEL bumper, then this is the hitch receiver to be installed.
No one with a VPP style hitch ever goes back to the inferior types.
As a truck is an inferior vehicle (too high COG, and crude suspension) consider that the best hitch helps relieve some of the worst of this . . as TT sway is not allowed to happen in the first place with a VPP hitch. Other hitch types just try to resist it.
As it stands, I can do maneuvers that would put any 5'er in the ditch instantly. And do them all day long. Your TT type may be different (this matters), but consider that this is what cancels any perceived 5'er advanage as to hitch type. Of course, one must
set it up on a certified, three-segment weight scale as with any WDH.
Anti-sway is good, but proper WD is first and foremost. A 7500# GVWR TT loaded to .85 of capacity will, with WD properly adjusted, still have about 500# TW on the Drive Axle after WD is applied. This takes a bit of time and a number of scale passes to set well, AND to dial in truck tire pressures near-perfectly.
More detail, in this post and links