Overweight

[Builder]

You guys mean because he's crossing state lines? I don't have DOT # and I'm way over 10,001lbs and definately commercial, but I don't cross state lines. Been pulled over but never questioned for a DOT#. PADOT tells me I only need one if crossing state lines.

 

[JB4310]

Why exactly do you have commercial plates?

Because like John Bud says...you are a dead duck if you are stopped...

I'm pretty sure here in CT that's the only way he could register that size truck, my 3500 has a GVW of 12,500# and I was able to get combination plates, but I think that is the threshold (12,500).

Anyone can register a huge truck commercial and truly use it for only personal use, but I agree you are going to attract some attention, and be guilty until proven innocent.

I've heard the definition of commerce is very broad, and even if that manure is used to grow a prize winning carrot at the state fair, that could be considered commerce, if you win something!!!

Builder,
I think that low 10,000 mark is for crossing state lines, states must have their own limits, 18,001 here in CT.
JB,

 

[tlbuser]

You guys mean because he's crossing state lines? I don't have DOT # and I'm way over 10,001lbs and definately commercial, but I don't cross state lines. Been pulled over but never questioned for a DOT#. PADOT tells me I only need one if crossing state lines.

Nope, someone else got it. Some states like NY, anything with a bed, cab and chassis, etc. is tagged commercial vehicle - no matter what the use is.

Chevy 1500 p/u is commercial vehicle there.

 

[Builder]

I can easily set a scenario where a small Toyota pickup is commercial and a peterbilt is not. A guy could use a Toyota pickup for refueling his backhoes & heavy equipment and a guy could drive a Peterbilt to truck shows only.

I don't think it should be classified by weight as much as it is by USE.

Do you guys know if your respective states bypass the DOT# requirement if you stay in-state (intrastate)? That's the way PA is. A half ton pulling a 7K trailer requires a DOT#. A tri-axle that stays in-state (intrastate) apparently does not.

I still have a sinking feeling that I might be required to have one due to some "loophole" I don't know about.

 

[john_bud]

You guys mean because he's crossing state lines? I don't have DOT # and I'm way over 10,001lbs and definately commercial, but I don't cross state lines. Been pulled over but never questioned for a DOT#. PADOT tells me I only need one if crossing state lines.

Exactly. The feds cooked up the crazy commercial definition at 10,001# for any vehicle or combination vehicle that in engaged in inter-state commerce. The states can either keep the 10,001, or raise it for intra-state commerce.

My state of Taxconsin wants all commercial vehicles to have USDOT numbers. So a 1/2 ton truck towing about anything needs them. For this, it's actual scale weight and not tag weight or registered weight. This is inter-state (crossing state lines) as well as intra-state (not crossing any state lines). Not wanting the extra layer of headache, I found that Farm plates towing a farm tagged trailer don't need them as long as you stay under 26,000 or 32,000#. (the weight is a bit confusing as dual purpose farm tags have 2 weights for non-farm & farm)

Some states are less draconian and allow intrastate commercial to go up to 26,000 or to where you would need a CDL.

We've all heard the stories of what the smiling man in blue calls "commercial use". It included anything and everything from direct payment, a cold pop from a buddy to indirect delayed gain by increased property value. The deck is stacked and we ain't gonna win!

jb

 

[chh]

One of my farm mags had a item in it a couple of weeks ago about a bill to standardize the state farm exemptions on truck/trailers thru the DOT uo to 26,001 lbs (I think). Basically up to that as long as it was off farm/to farm you would be exempt. I sure wish they would get that one passed.

 

[hosejockey2002]

You won't find the GCWR on your door pillar of your Fuso, or probably any other truck. GCWR is largely a performance standard, with gradeability usually the limiting factor. Mitsubishi-Fuso engineers obviously feel there is a limiting factor in this particular model moving more than 17K. I looked pretty hard at these trucks a couple of years ago, and the 4x4 FG140 has a GCWR that is considerably lower than other Fuso models with the same engine.
Having said all that, GCWR is generally not a factor in determining whether you are "legal" or not. Commercial vehicle enforcers will check to see if you are over your licensed weight, and whether you meet applicable bridge and axle load laws. They usually don't look real hard at trucks under 26K, but if your registration says you are licensed for 14K and you are running 18K+ they will probably take exception with that.

 

[Tractorganic]

Thanks Hosejockey. I'm gonna scramble and see what my "licensed weight" is. I know the GAWR front and rear truck and trailer but the CAT scale gave a bizzare truck RAW (drive axle) of 13480# when I scaled truck+trailer w./ BH on, and I know the trailer tongue weight was only 800# form my Sherline scale, while the gross trailer weight was 8340#, the gross truck weight 10580# w./ forks and bucket aboard, and the whole mess weighed 18920#.
The FG140's GFAWR= 5730#, GRAWR= 9480. Trailer GF and GRAWR= 4500#, and max tongue weight = 1463#.

 

[Tractorganic]

Well it's quite a stretch (7 1/2') even at 6'2", reaching from ground up to visor to grab the documents, but it's one less climb up the steps and at 280# I'll take the easy way. By the way keep that in mind when you call my truck a toy.
The registration only says gross weight 14050; light weight 8700 (I'd have to remove the dump body to bring it down that low).
It does say: Commercial, Class Code 02; Subcode 1. I can't find a definition of these codes anywhere on CTDMV's site. Anybody know?
In Connecticut I'm good up to 18001# without DOT#'s.
As far as "interstate commerce", unless I'm mistaken, the feds include "traffic" in their catch all (he he) definition. This means just driving out of state and back with over 10001# gross.

 

[john_bud]

The registration only says gross weight 14050; light weight 8700 (I'd have to remove the dump body to bring it down that low).
It does say: Commercial, Class Code 02; Subcode 1. I can't find a definition of these codes anywhere on CTDMV's site. Anybody know?
In Connecticut I'm good up to 18001# without DOT#'s.
As far as "interstate commerce", unless I'm mistaken, the feds include "traffic" in their catch all (he he) definition. This means just driving out of state and back with over 10001# gross.

"traffic" is not driving congestion. More in line with terms like "drug traffic" where the meaning is sale of goods or some such. A private person not engaged in commerce can be over 10,001 and not need USDOT#. But they count about everything as commerce, so it's a hollow victory in the land of the brave and home of the taxed.

jb

 

[Soundguy]

One of my farm mags had a item in it a couple of weeks ago about a bill to standardize the state farm exemptions on truck/trailers thru the DOT uo to 26,001 lbs (I think). Basically up to that as long as it was off farm/to farm you would be exempt. I sure wish they would get that one passed.

that would sure be nice.

soundguy

 

[FredH]

When I said "toy" , I was joking . I am sure that type truck has its place in the work force , BUT , my concern would be stress on the overall vehicle . Even if you get the weight down to were you would be legal ( i guess , since I don't know the laws there ) , you are running at maximum for its rating . Running gear , from the rear end to tranny to engine , ( which is quite small ) , are all going to wear faster .

Example : Here in Oregon , The company my truck is leased to ( as well as other companies ) , will add a " Drop Axle " in front of the drive axles that is air powered . Thus it raises the weight rating of the truck . Couple that with a 4 axle trailer and they are now running at 105,500 lbs. . Yet as smart as they think they are , they cannot figure out why trannies , rear ends , u-joints , suspension , engines , etc..... , all wear out much quicker than the 3 axle truck counter-part . Other companies have different variations , including maxi's , 40' + 24' , etc.... , all with the same result usually . They modify some of the equipment , but not the rest . That's why trucking companies that haul over-size heavy loads have trucks that are specific for their tasks .

I would of went a different route using a heavy duty used 3/4 ton pick-up , added or built a flatbed on it , then coupled it to your trailer . By adding the below link , you could have the best of both worlds .

Flatbed Truck Hoist Kit 5-Ton Capacity, 8ft. to 12ft. Flatbed | Lift Gates + Dump Kits | Northern Tool + Equipment


Fred H.

P.S. Also it would draw much less attention from the eyes of your local LEO's .

 

[hemiguy]

Interesting discussion. I'm leaning with the theory that the FG140 is just not intended to be used as a heavy tow vehicle, by the time you upfit it with service body, options, payload, etc. I think by comparison most 3500 to 5500 series trucks have GCWR around 20-24K. Heck, even my Dodge 1500 is rated at about 14K.

As for tagging light duty trucks and pickups, here in NY state they do all get commercial plates, private use or not. That even includes the baby 4 cyl compact pickups. I don't ever remember seeing any pickup pulled into DOT/NY State police inspection/weight stations (whether towing or not) but I do see trucks like the FG140 pulled over all the time. I think the assumption is just that they are all used commercially.