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setup for 26,000gcvw on a 6.5

no, no sleeper i find that the extra ~500-600lb in cargo capacity allows me to make more money then i would save haveing then having not to stay in a hotel room
 
I would go higher on your plate and file IFTA. It's not that much work and you can have all the above. For me it makes the difference of 500-1000 a week profit and the IFTA only runs $3XX a quarter. The gooseneck arm on the first Kaufman ripped out of the sleeve, reengineered it and made it a fifth wheel, never had a problem with the hitch part of it again.
 
im leased O/O. the owner of the authority doesnt see the bennifet in profits, over ifta, state logs etc that come with the above 26k.
the 4 trucks including me my c3500HD a f450 and the others are f350 and a dodge 3500 with me the lightest. the other three run tandem 7k vs im running 8k. while i would easily be able to bump up 4-5k gvw everyone else would need new trailers.

i have noticed alot of loads in the 13-15k range from the 12k that i run now. i would swap from a Gn to king pin to run 8-9k pin wieghts on the truck if i did that.
 
I use a king pin setup with a 30k hitch. Trailer is more firm, feels safer to me. You won't be disappointed if you go that route. Much nicer to hitch up as well, you don't have to raise the trailer that extra 6 inches to get over the ball.
 
1, stops almost all rocking movement, I have Reese rails bolted on a big piece of 5/8 plate steel welded and bolted to 1/2 angle iron which straddles the frame, 6 5/8 bolts from the top and side hold the plate to the frame on each side, a 30k low pro hitch welded to a platform that fits in the rails, pins in 8 locations. A guy would rip the frame in half before the hitch came off the truck. DOT has even complemented me on it lol.
 
Deere Freek said:
The expanded metal decks are junk, frame bends and cracks, axles and brakes needed work every 15k miles from the factory, wiring never lasted more than a winter because they never sealed anything, just used scotch connectors, paint was like they never used primer, gave a 5 year old a rattle can and said have at it. Over time (5 years) the frame will rot from the inside out because of the tube steel.

My PJ was I-beam construction, powder coat paint, all the connections were sealed, water tight, LED lights from the factory, 8k dexter axles with greaseable suspension. Just happier with it overall. The trailer I tow now is basically the same design as the pj but longer trailer and dovetail.
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did you order your PJ? most of ours are missing alot of that awesomeness. the 09 and 2011 have LEDs, and the 02 and 07 dont. the 02 has scotch locks on the wiring and is overall a POS. the 07 I think still has scotchlocks, but I honestly need to check. all 4 run fairly crappy import axles (all 7K) . the 02 is the only one with a bulldog jack, others have import. all have bulldog couplers. oh, and no greaseable suspension on any.

comparing new trailers I have yet to find an outfit that will sell a pierced frame single tire gooseneck, which is what I want.
 
Adam, I am sure I have asked before, but does stamped weight make any difference, or is just what you are licensed for? I get mixed opinions all over.

I think to play it safe, if I do get a new trailer, getting it stamped for 14K so I can use up to my 11K rated 99 C3500 (non HD) chassis cab rated for 11K (and if a duramax 2wd chassis cab comes into my future, 11,400) on it and still be stamped for under 26K. but I have heard some states are stopping folks over 10K. If the DOT gets too bad, its gonna be time for a monster bumper pull behind the burb. :)
 
GM Guy said:
Adam, I am sure I have asked before, but does stamped weight make any difference, or is just what you are licensed for? I get mixed opinions all over.

I think to play it safe, if I do get a new trailer, getting it stamped for 14K so I can use up to my 11K rated 99 C3500 (non HD) chassis cab rated for 11K (and if a duramax 2wd chassis cab comes into my future, 11,400) on it and still be stamped for under 26K. but I have heard some states are stopping folks over 10K. If the DOT gets too bad, its gonna be time for a monster bumper pull behind the burb. :)
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the way i read the rules IAW the FMCSR then tow vehicle needs to be plated for then entire vehicle. according to the FMCSR when a tow vehicle and towed vehicle are are considered one vehicle.
the trailer is plated for its weight unhooked from the tow vehicle.

with a bed(useable for secureing cargo) maybe any combantion up to 60' total length.. a tractor and tow up to 53' trailer
 
oh yeah, I understand the tow rigs tags need to be for the combo, I was wondering what you have heard about manufacturers printed (sticker on the doorjamb) GVWR, combined with the printed/stamped GVWR of the trailer.

Possible situation: 11,000 GVWR 99 Chevy Chassis cab. 30ft gooseneck, 14K rated axle group, but the MFG takes tounge weight into account (say 10 percent, so 1400 lbs) so the trailer is then stamped/stickered at 15,400 GVWR, which puts the combined GVWR, or as I understand it, the GCWR, at 26,400. if the truck is licensed at 24K plates (the affordable weight at our local office) will the DOT officer refer to the tags or Manufacturers labeled GVWR to determine if I am over 26K, and by assumption, commercial.
 
as long as you dont get busted beign over your plated weight you will be fine... cant say some one wont give you grief about it..
1400-1600lb on a 30'gn is empty pin weight easy.. mine weighs 1600lb empty..

should be fine in a commercial setup..
 
As far as I know the axles/tires can not put more weight on the ground than they are rated for and the total weight of the combined vehicle and load must be covered by the tow vehicles registered weight or tag weight.
The DOT would have to scale/weigh you to determine if you are overweight.

The manufactures suggested weight limit(GVWR) on the truck is not enforceable.The weight limit of the tires/axles is a different story.
 
dka99burb said:
What are you guys hauling?
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Cargo trailers, campers, and cars.

The plated weight on your truck (apportioned plate on your truck) is what you are allowed to gross(truck trailer &load)

You are considered commercial if you haul anything for hire. Weather or not you are subject to fmcsa regs (log book, weigh stations, me card, ect) depends partially on the state if you are under 26,000 lbs plated weight. If you are over 26,001 lbs then you are required to do everything the big trucks do in every state.
 
Now if the tag on the truck and the tag on the trailer exceed 26000 than you are required to have a CDL but not necessarily IFTA, ect....
 
so the concensus is that as long as the license plates dont put you over 26K, the DOT cant do a darn thing about what the manufacturer's suggested GVWR and GCWR is?

I need to go check the trailer tags to see if they list any weights. if so, I am screwed. all towing pickups of ours are either at 22K or 24K on the tags.

thanks guys.
 
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