Newer 3/4 ton advice?

[nikerret]

Fallon, I just read your link. I was wrong, about one thing. You can DOT placard the trailer, instead of the truck if the truck GVWR is 10k, or less. I’ve never seen or heard of it being done this way, but there you go. I would still buy magnets and put them on the truck-easier to find a space big enough and that’s where most people look for them.

 

[4570Man]

My 3500 rides pretty good. A lot better than my dads solid axel leaf spring Ford. My Topkick is in a league of its own for terrible ride.

 

[nikerret]

My 3500 rides pretty good. A lot better than my dads solid axel leaf spring Ford. My Topkick is in a league of its own for terrible ride.

Yeah, but I bet that Topkick is a **** of a load mover.

 

[4570Man]

Yeah, but I bet that Topkick is a **** of a load mover.

It doesn’t set land speed records with the 366 gas burner but its a workhorse. My one ton doesn’t sit around collecting dust but it’s a far cry from what the Topkick is.

 

[Fallon]

Correct.



Any time your commercial rig (truck and empty trailer would qualify or bed loaded on truck, for examples) weighs more than 10k, DOT applies.

DOT number has to be on the truck. Trailers aren’t labeled, just tow vehicles. Magnets are popular for removal when not working. Mine are bolted on steel signs with wingnuts, for quick, easy removal, but better durability than magnets.

As long as you’re not leaving the State, for work, no worries. Take your DOT placard off and drive wherever, when you do leave.

You don’t need Federal Authority (MC number), if you’re intrastate. Kansas requires intrastate authority, but I don’t know about Colorado.

I can help walk you through what is required Federally and help you look up the Colorado specific requirements, if you want my help. I’d even give you my number to chat, if you’re interested.

I might take you up on that at some point. I'm pretty good at researching, but you don't know what you don't to start doing the research on know a lot of the time. Knew about the 26k bit & assumed I was good, but missed the 10k part.

Definitely going to reevaluate the 1 ton option as it looks like staying under 10k GVWR doesn't buy me much worthwhile. The trailer is actually tagged at GVWRPNBV 14,900 on the VIN plate but 7k GAWR each axle. I know the extra 900lbs is expected hitch weight not on the axle, although that's a bit light. Does that mean I'm at 11,100 max GVWR for the truck or 12,000 to stay under the CDL limits. Most 4x4 double cab configurations seem to be just a couple hundred lbs over my CDL threshold for a diesel but possible for some gas rigs. Will definitely need to look at things a lot closer.

 

[3930dave]

Will definitely need to look at things a lot closer.

Wise. Some guys can skate by for a long time, but travel through high-enforcement areas can get really spendy just in fines..... w/o even considering insurance implications.

You may have checked out this end already (didn't read entire thread), but one option here (CDL wise) is a Modified Class A license. What it accommodates is the +10k# towing, targeted for a contractor towing a float with a 1 ton or 450 etc. No air-brake, and easier physical testing (just drive the p/u and trailer you already have). Don't know if CO has that license structure or not, but IMO it's one of the smarter bureaucratic moves I've seen here...... plenty of folks may want to use a p/u with a float trailer, but have no interest or need (or time/$) for a full highway tractor/trailer license.

Rgds, D.

 

[nikerret]

Definitely going to reevaluate the 1 ton option as it looks like staying under 10k GVWR doesn't buy me much worthwhile. The trailer is actually tagged at GVWRPNBV 14,900 on the VIN plate but 7k GAWR each axle. I know the extra 900lbs is expected hitch weight not on the axle, although that's a bit light. Does that mean I'm at 11,100 max GVWR for the truck or 12,000 to stay under the CDL limits.

No, 10k trucks really don稚 do much, when staying legal. Part of the reason work trucks are most common in regular cab and spartan luxury items. Got to save the weight.

26,000-14,900= 11,100 lbs for the GVWR of the truck, to stay under CDL. A 12k truck would require the CDL.

Some trailer companies allow for tongue weight (not usually for all of it) in their GVWR. Most companies seem to just use the trailer axle capacities. When I saw you had a Diamond C, I should have put that together as mine is the same way. GVWR on 7k axles.

Since the trailer GVWR is for the trailer standing alone, I like having the trailer GVWR allow for tongue weight. There痴 no way your truck isn稚 going to carry some of the load, so you can carry more and stay legal. You can find yourself in trouble with axle weights, on really long trailers, while still being below your GVWR, but you just have to use your common sense.

Wise. Some guys can skate by for a long time, but travel through high-enforcement areas can get really spendy just in fines..... w/o even considering insurance implications.

You may have checked out this end already (didn't read entire thread), but one option here (CDL wise) is a Modified Class A license. What it accommodates is the +10k# towing, targeted for a contractor towing a float with a 1 ton or 450 etc. No air-brake, and easier physical testing (just drive the p/u and trailer you already have). Don't know if CO has that license structure or not, but IMO it's one of the smarter bureaucratic moves I've seen here...... plenty of folks may want to use a p/u with a float trailer, but have no interest or need (or time/$) for a full highway tractor/trailer license.

Rgds, D.

I致e never heard of a modified, in the US. Once you trip the CDL requirement, it痴 the full whammy. Of course, there are still the combination of restrictions and endorsements.

 

[nikerret]

For me, it was more important to have the right trailer-to do jobs- than to stay under CDL. I was in your shoes, two years ago, and went through all the same headaches. I got an idea of trailer and looked at what I needed, in the truck. I ended up with a winning combination. Though, if I were to do it again, I would have got a heavier trailer.

 

[Copperhead]

CDL is not required unless one is doing work commercially, not for personal use. I have had a CDL A with all endorsements since it was brought into being in 1992. It is a Commercial Driver's License. It can function also as a normal driver license as it is backward compatible. I also have my Motorcycle endorsement on it. But a CDL is not required except for doing commercial work. One can own a 19K semi truck tractor and use it to pull around a 20K 5th wheel RV and they don't need a commercial license. Some states might require some sort of higher class of personal license, but the CDL is controlled Federally.

And if CDL applies, so does mandatory Medical Certification and random drug testing program also apply.

Same for DOT numbers. Only if one is doing commercial work. Even the same semi truck pulling a 5th wheel RV for personal use doesn't require a DOT number.

If one is using any truck and trailer combination for their own personal pursuits, there is no requirement for CDL or DOT numbers. That is, except for those few states that are into finding every way they can to generate revenue.

Now, state weight requirements for axle loading and road limits will apply. One can be stopped by Enforcement and have weight and equipment checked. That has nothing to do with commercial use.

 

[nikerret]

CDL is not required unless one is doing work commercially, not for personal use. I have had a CDL A with all endorsements since it was brought into being in 1992. It is a Commercial Driver's License. It can function also as a normal driver license as it is backward compatible. I also have my Motorcycle endorsement on it. But a CDL is not required except for doing commercial work. One can own a 19K semi truck tractor and use it to pull around a 20K 5th wheel RV and they don't need a commercial license. Some states might require some sort of higher class of personal license, but the CDL is controlled Federally.

And if CDL applies, so does mandatory Medical Certification and random drug testing program also apply.

Same for DOT numbers. Only if one is doing commercial work. Even the same semi truck pulling a 5th wheel RV for personal use doesn't require a DOT number.

If one is using any truck and trailer combination for their own personal pursuits, there is no requirement for CDL or DOT numbers. That is, except for those few states that are into finding every way they can to generate revenue.

Now, state weight requirements for axle loading and road limits will apply. One can be stopped by Enforcement and have weight and equipment checked. That has nothing to do with commercial use.

I’m just curious why you felt the need to type all of this, here. The OP clearly states he’s doing it for commercial use.

If it’s just for general knowledge, great post, but largely irrelevant to the OP.