You need less spring rate in the front = less force pushing the nose up. Think about it like lever, mass, and fulcrum. The rear x is the fulcrum, the sled is the mass, and all the truck including the hitch is the lever. Each one plays a different role. There is plenty to say about all of them but the basics are: get as much weight as far forward as you can, make the lever as sturdy as you can (there are differing opinions on chassis flex) this includes the hitch, and manage the unsprung weight the best you can. With less spring rate or adjustable coil covers you can better manage how the nose lifts and how it transfers weight. The higher the nose lifts the more hitch height you give up. There is a fine line here. If you don't transfer any weight you will hop and eventually break or break traction. Transfer too much and your giving up valuable hitch height and giving up traction. Ideally as you go down the track the weight of the nose should transfer to the rear x as well as weight from the sled. Effectively increasing the ground pressure 2-3 times the actual truck weight. Hence the dual tires. It also helps to get the weight transfer to happen as soon as possible. This is where more power comes into play. It let's you transfer weight with its force quickly and then let's you use that force to gain momentum from the increase in traction.
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