Trailer Decision - Pros / Cons

[jk96]

I do live in the NE, but I don't think the trailer will see much use during the winter, so not too concerned w/ corrosion issues, but I think the durability of a steel trailer would be a plus for my application, so I think I'm eliminating the aluminum options for now. That Nordtek is nice, but may be a bit out of my price range right now (under $10k would be ideal).

I'm narrowed down to one of these 14k Iron Bull options in 22' x 83". They seem to hit a sweet spot in build quality vs price from what I can tell.

Regular Flatbed w/ Mega/'Rampage' Ramps, ~10,500# usable, cheapest option @ $6,800

EWB14 Equipment Trailer | Norstar Truckbeds & Iron Bull Trailers

Norstar Company's Iron Bull EWB14 features 8” I-Beam equipment, differing from our ETB model primarily in sub-frame construction techniques and materials.

norstarcompany.com

Channel Construction Tilt-bed, 11 degree tilt, ~9,900 usable capacity, ~$9,700

TLB14 Tilt Trailer | Norstar Truckbeds & Iron Bull Trailers

Norstar Company's Iron Bull TLB14 Tilt Deck offer a great alternative to ramps, steep loading angles and possible hang up points of traditional flat deck units.

norstarcompany.com

I-Beam Tilt-bed, 14 degree tilt, ~9,700# usable. Waiting on quote, est. ~$8,300(?)

TWB14 Tilt Trailer | Norstar Truckbeds & Iron Bull Trailers

norstarcompany.com

Since I probably can't pull a SS/TLB w/ my current truck w/o going CDL anyway, the heaviest load I would have would be my Compact Tractor, which should be ~6500# max w/ loader and backhoe. Even with an extra implement (or two) I think I would be well within all the weight limits regardless of choice, but leaning towards the last one ATM, w/ the I-beam construction, tilt-deck, and std. toolbox.

Is this commercial or personal use? If personal use, your not in commerce no CDL would ve required at least federal unless there is a state requirement.

 

[LMychajluk]

Per my original post, my intention is to start providing some tractor services in my area, so yes, commercial.

I won't need a CDL for the 3 trailers that I'm currently considering for use w/ my current tractor, but I was originally thinking I would get a CTL down the road. I was hoping that I could get a trailer w/ this in mind. But, in Post #7 above, I realized and explained that w/ my current truck's 11.3k# GVWR, any trailer rated over ~14.5k would put me over 26k# GCVWR.

If I do end up w/ a CTL down the road, I'm thinking I will need ~12k# of usable weight limit if it has a heavy mulching head on it, which I don't think I'm going to get w/ a trailer rated at 14k. At that point, I'd need either the CDL and a heavier trailer, or I would need something like a 16k trailer and a truck de-rated to 10k to keep me under the 26k# limit (not sure if this is a federal requirement, but it seems that most states in the NE have this limit from what I've seen).

 

[LouNY]

You may not need a CDL but you will need DOT numbers.

 

[LMychajluk]

You may not need a CDL but you will need DOT numbers.

Yes.

 

[nyone]

If the cheaper price of the Applacian trailer scares you away keep in mind that your buying directly from the manufacturer. More than likely your buying from a middle man for the rest of them.

Total transparency..I bought a new 10k Appalachian in 2023 and have been happy with it. It saved me about $1600 vs others..this is on a $5300 trailer so that's quite a bit. Towed it thousands of miles so far. I tow a 7,000lb tractor and a 3,500lb micro ex.

 

[LMychajluk]

If the cheaper price of the Applacian trailer scares you away keep in mind that your buying directly from the manufacturer.

The Appalachian is ruled out because the 15k rating puts me in CDL territory.

I'm settled on this one - picking up on Mon:

TWB14 Tilt Trailer | Norstar Truckbeds & Iron Bull Trailers

norstarcompany.com

If I end up w/ a CTL down the road that exceeds the trailer's rating, I'll cross that bridge when I come to it.

 

[nyone]

Cant you register things for less than the gVW on the tag?

 

[LMychajluk]

Cant you register things for less than the gVW on the tag?

Yes, you can. Not sure if the process is consistent across states(?).

W/ a trailer, in the NE, it's my understanding you need to order it derated or get a new COO and a sticker from the manufacturer, which many are willing to provide. But, if I understand correctly, when you derate the trailer, that comes out of the cargo capacity. If you derate a 14k equipment trailer to 12k, the actual weight of the trailer stays the same, so you now subtract the weight of the trailer (~4k#) from the 12k rather than 14k to get your max cargo rating.

With the truck, you can get 'packages' that derate the GVWR, and I don't think it's possible to derate the truck from the manufacturer once it's been built. I could've ordered my truck (w/ a 11,300# GVWR) w/ the '10k#' package and got the same exact truck except for the sticker. But, at the time, I was planning on getting a 5th wheel RV and I wanted the max cargo capacity for the 5th Wheel, since your 5th wheel pin weight counts against your cargo capacity. IIRC, the 10k# package would've lowered my 5th wheel max trailer weight by ~900#, though I don't think it changes the bumper pull ratings, so in theory, I could tow a heavier bumper-pull trailer (ex - up to a 16k# equipment trailer) w/ the 10k# truck package and stay under the 26k# CDW requirement. With my current truck, w/ a 14k trailer, I can theoretically max out the trailer's GVWR (which 13% of maxes out my hitch rating @1,820#), and I still have ~1,500# of cargo that I can put in the bed or cab.