Thank you! Yes, the door sticker is a great help when working with customers to match a truck to their needs.

No argument from me!

Definitely biased, lol. But I get it. There is no clear "best truck" anymore. It's all over the place now so we go with brand loyalty or whoever is better (subjective) at the time when we actually need a truck (My style). Can we please make a truck out of all the best parts? hahahaha, that would be awesome: Best stats Currently? Ford Best Gas engine? GM (with a nod to the new Ford 7.3 Godzilla) Best diesel Engine? Ram Cummins Best Axles? Slight nod to GM and Ram for using AAM or Dana. Best transmission? A True Allison (Not GM's version) or the Aisin in the HO Cummins RAM. Best Interior, probably still Ram with GM and Ford finally leaving the year 2000's. Best electronics? None of them Best Exterior? SRW = GM, DRW = Ram

I traded in a 2015 f250 for a 2022 chevy 2500 high country Mpg f250 15/16 with load 11/12 Mpg 2500 20/21 with same load 7/8 Traded it in after 3 months of ownership… no longer look at chevy the same… but that’s my opinion…now got a 2023 dodge 3500 mpg 16/17 same load 11/12 Not apples to apples but made me see differently

Maybe. But definitely the worst looking.

How do you know they are way over on hitch weight? Honest question. I just don't see how that's possible. I mean we can guess by the rear ends dragging the ground (except for RAM with air bags or the New F-350's with air bags of course).

Part of the challenge is that if they are towing for personal use and under 26001 lbs GCVWR they don't fall under DOT regulations. Yet, if you are using a 1 ton truck by itself (over 10K GVWR) for anything considered commerce, DOT regs, aside from CDL are applicable.

If he is pulling his personnel camper. It is considered as non commerce. If he pulls his personal 5th wheel with his 14,000 GVWR F-350 and up to a 12,000 GVWR trailer it is non CDL and non commercial.

I appreciate it!

Thank you for watching and commenting!

Did you top off each time you weighed in ?

Appreciate the feedback and thank you for watching!

😂 you caught that!

Yes sir. Had to pause the video to make sure it said what I thought lol. I agree with the GMC part too.

Keep in mind when determining if a CDL is required (only then) they disregard whatever you have it registered at and go by the manufacturers GVWR. But of course, when seeing if you are over weight they go by what it is registered at.

There is if you arent using it for commercial purposes. If you arent using it for commerce, commercial rules dont apply and therefore no CDL. Otherwise noone would be able to own an RV or tow their own vehicles.

@@JD-ub5ic Well duh huh, I know that, that's what they're talking about about here, CDL means Commercial Drivers License. From what I understand if you live in FL you do have to have a B class CDL to drive the big bus RVs.

Thanks for watching Jake!

Thank you… Just trying to do what I can to help everyone get a basic idea of the intricacies of towing!

Thank you!

You would want to run the PTO off the engine… Not the Allison transmission, for starters. That’s how I set up all of my PTO trucks that run the dump bed and salt spreader. I would be curious to know how much PTO power is required to move that chain. That’s a pretty long run compared to the auger type under tailgate spreaders that I offer or the 10 foot Vbox spreaders. I will ask my local guru and see his thoughts.

All depends...I agree with certain loads, it's never an issue. The heavier the load, and longer the distance, I usually scale.

@@truckguyjoe the only load I know was overweight was a loaded big box trailer I pulled with an F150 ecoboost. It had plenty of power, but I avoided downhills on the route I chose. I’m always more concerned about issues with braking than power or actually overloading the equipment. Some of these ratings on the new HD trucks have me more worried about trailer brakes than anything.

@@duggydo one thing the newer diesel have is exhaust brake like semi. So that helps with the stopping.

General motors did not include the trailering information sticker until they redesigned the trucks in 2019 for the 1500s and in 2020 for the heavy duty‘s.

This truck has the Goodyear wranglers… 275/65/20....3750 per tire.

What is the GCWR of your tow vehicle?

@@truckguyjoe 25,265 lbs but everything I’ve heard, read, seen, the DPS doesn’t care about that number.

Hey there , I am looking the same question - My truck GVWR -14000lb my trailer GCWR - 10000lb can I weight total truck + trailer + plus cargo = 25900lb Or I can get ticket because of my GCWR truck + trailer is only rated 24000 lb . Thanks

@@vaspurakan11 GCWR is the "combination" of truck and trailer, yours is 24,000 pounds max.

For instance my truck is rated at 35500gcwr which is light by today's standards But a 13025gvwr with a trailer that is 16000gvwr I'm 29025gcwr without even loading. Since the law is written as either "the rating or the actual weight whichever is higher" I'm under my 22500 tow rating, well under my payload rating, and still well under my factory gcwr. But I'm over the 26001 combination vehicle rating that requires a CDL. I've yet to find a personal use exemption or law that states I can even tow an empty trailer that is rated over 12975lbs in my case.

Very hard to find definitive answers on these topics… Sometimes your best bet is to check with your local motor carrier enforcement.

@@kylevanwinkle2081 if you're in PA we have non commercial class A and B licenses. I think the steps are basically the same though to acquire either commerical class or non commercial class A or B. I think it is ridiculous that they go by the manufacturers GVWR instead of what it is registered at. Then they give you the shitty end of the stick twice. Going by your registered GVWR to hit you for being over weight but then by the manufacturers GVWR to require a CDL.

I have a Class A CDL

No, anything over 10,000 and up to 26,000 lbs. requires a D class CDL and a physical. The only non CDL hauling there is is up to 10,000 lbs.

That’s a tough one...I’d say a 2WD single cab dually pickup. That would give you the most payload as well as conventional towing. The issue is the amount of tongue weight of pulling the loaded trailer. You’re losing payload when you add your dump insert. If you left the truck empty with nothing in the dump insert, you may be able to do this. I would say a loaded trailer with some thing in the dump bed, you would be overweight.

@@truckguyjoe I appreciate the input. Always thought I had to go for something like a 5500 until i watched your videos. Looks like a good solution for me!

New 2500 duramaxes say they can pull 22k so 15k of cargo on a 5k trailer should be more than doable..

Private carrier… Not for hire…

@@truckguyjoe is the driver receiving any form of payroll or paycheck for services performed? Even if the operator of the CMV (it has DOT numbers) is the owner of the company, he/she is compensated, logging or a form of time keeping is required in accordance with FMCSA.

@@rvdelivery No payment for services performed… I only get a paycheck if I sell somebody a vehicle. I am paid by commission not salary or hourly. I don’t get paid to move vehicles on the trailer. They don’t give me a commission if I move a chassis to an upfitter. That’s basically all I use the trailer for is to take a chassis to an Upfitter.

I should also mention I sold this trailer and bought a new one… My combination is now 26,000 lbs. I have a new truck coming with a lower GVWR. Also want othet drivers to be able to drive the truck with trailer.

@@truckguyjoe it actually doesn't matter if you are being paid directly for the haul. If it can be deemed for business purposes, it is considered for profit. In your case, it could not be considered "private carrier, not for hire". You are moving vehicles on behalf of your dealership in order to sell them and profit, the hauling is a direct correlation to a business operation. I see your other comment about selling the truck/trailer. I intentionally purchased a 2500 HD with 9900 GVWR so that anyone with a license in our business could drive it without a health card. Now, as soon as we hitch a trailer to it, we are over 10K GVWR and DOT regs apply, but if under 26K CGVWR we don't need a CDL, but still have to have health card, DOT safety requirements and log . I do believe there is an exemption for logging if under 150 miles from 'homebase'

Not necessarily… If your truck has a GVWR of 12,000 & your trailer GVWR is 14,000, you will be required to have a combination rating of 26,000. But that keeps you under CDL.

@@truckguyjoe Trailer over 10,000# needs a CDL?

@@snowgrass66 You would need combination rating for sure… But if you keep it 26,000 GCWR or less you do not need CDL.

Not true in most states. CDL is required if the GVWR or GCVWR is 26001 or more. If you exceed 10000 GVWR or GCVWR you fall under DOT regs, but do not require a CDL. 10001-26000 requires health card, US DOT #, fire extinguisher, flares/reflective triangles, logs...if it is for commerce (see anything for $$$). For personal use, you can run up to 26000 without DOT compliance. In MN there has been some discussion because DOT was pulling people over leaving a fishing tournaments. Even a 1/2 ton truck pulling a boat trailer exceeds 10000 GCVWR and the tournament pays out, so it could be consider for commerce even if you are losing $$$ doing it...see government $$$ grab.

Even for a non cdl driver, the dually is a good option

@@truckguyjoe only thing I don't like is the body line on the front end on the side of the fender. Most trucks that is solid all the way to the front.