Good stuff here... thanks for bringing up the topic. The biggest thing an officer will focus on is tire ratings and whether or not they have been exceeded. For example, my Ram 4500 has a 16,000 lb GVWR, yet has six 19.5" tires rated at 3,800 lbs per tire... equaling a max load capacity of 22,800 lbs. The Ram 4500 and 5500 are nearly identical aside from a few additional leafs in the spring pack, and both share the same tires and axles from the factory. The 5500 has a GVWR of 19,500 lbs. That said, I commonly exceed my GVWR sticker weight by a few hundred pounds, but NEVER the actual printed tire maximum weight rating. I have been told by officers and other senior drivers that the biggest issue an officer will have is if you are over your tire weight rating, OR over your registered weight for your combination. So that is something to add to the conversation here and ponder on.
That’s a really good point man. When you start getting into the bigger setups there’s a lot more that comes into play. I tried to keep this at the basic level but it’s absolutely imperative that people know this stuff for sure.
Ben Naylor that’s technically true since the 26k threshold is operating a loophole. While it may be case by case for a DOT inspection depending on which state you’re in...if you have an accident that results in a lawsuit, especially with injury or death....a lawyer will tear you to pieces over GVWR. If you’re gonna play the game, you gotta play it right. People are only lucky for so long.
Ya , certain states are by registration, axle and bridge. Where I am at yo can legally register a 4 axle 1 ton dually with a dual tandem trailer to around the 73000 range if you choose to do so I know a few in the 50000 range. doesn't matter what it says on the door or the trailer as long as you are not over 22000 on a dual wheel axle with comparable tires. What it comes down to is how much you give the state for the reg it's all about the money. But I can imagine you take it out of state another is going to say we don't see it that way.
You're not supposed to add all your tire weight together when you have a dually see your owner's manual.. hope you have a class B or A depending upon how much weight your hauling
As a CDL Truck Driver looking to get into Hotshot and hours into youtube videos. This is by FAR one of the most accurate, VALUBLE and informative videos out there!!!
Good info except this info may not be accurate for every state. Ex: In California a CDL is required if your trailer is rated for a load capacity of 10k weather you have a load or not.
Beautiful, as a 21 year and over 2 million miles flatbed driver I wish I would have been told this 21 years ago, (I've known this for years) I'm saying this is spot on very helpful information and I deeply appreciate you sharing
I really do appreciate that. This isn’t the kindest industry as a whole anymore. Some guys are out here hanging by a thread and information like this can make the difference between surviving or hitting rock bottom. If one person learns from this it will be all worth it. You’ve got nearly twice the time in this industry as I do but even when I started we were all better to each other than what it’s become today. I’d like to help get it back to that point.
Guys, I have a question about GCWR. My main diesel hauler is down for an engine rebuild. If I have to tow heavy ever with my back up truck, I'd like to be safe and legal. I have a regular Class C in California. The back up hauler (don't laugh) is a 1981 GMC 1 ton non dually. It has a GVWR of 9,000 lbs. This truck is in tip top shape 100%. Lets say empty I weigh an even 6,000 lbs. I'm I correct to think I can pull 20,000 lbs. behind me and still be totally legal? That seems high. I can't find listed or printed info on GCWR for older trucks.
I may have found my info. I found a 1986 Chevy Trailering Guide. For the way my truck was built... GCWR is 15,000 lbs Gross Trailer Weight is 10,000 lbs with 1,000 lbs allowed on the tongue. 5th wheel numbers didn't change much, if at all, if I remember correctly. I still need to get my eyes on a 1981 Trailering Guide.
I am retired OTR commercial CDL w/40 yrs. For us it seems simplified. We think in terms of: STEERS 12K max, DRIVES 34K max, and TRLR. TANDEMS 34K max. All that adds up to 80,000 gross. To simplify even further, shippers know what pallets weigh and what load configuration to use, i.e. "double, single, double, single and the rest of the pallets double". Full truck loads are typically 22 to 24 pallets. Again, shippers know exactly what to do. When you bump a dock and walk in, the first question the loader asks you: "does the trailer have a reefer unit?" (last thing they want is to reload you). If you plan on doing hot shot, the info in this video is "PRICELESS"!!!
Excellent breakdown & explanation. Easy to understand and calculate. I also appreciate the warning you gave up front. Not everything you hear on TH-cam is accurate. Your info is. Thanks for giving us true info & especially taking the time to shoot & edit this video.
It could be a bit confusing for any new comers but very well said and makes perfect sense if you've been hearing and reading about weights for a minute. My setup right now allows for 3500 on drive axle (tongue weight -front of trailer) and roughly 13k on the trailer axles. Total weight on trailer 16.5k (my trailer GVWR is 22k).
Hey Goodman, It's been a while I am following on your videos. You have a hidden talent in you as far as a good English conversation is concerned. I like your unique voice, fluency and the eloquent nature of your speaking. This is something that is missing from majority of truckers, those who have attached their video clips to the You-Tube channels - at least I haven't come across with. Your speech delivery is not only absorbent, but quiet instructive- Congratulation! I want to hear regarding "Car hauling" and pay rates if you could elaborated on this issue when time allows. Thanks.
THANK YOU!!!! I have spent three days trying to find out HOW to figure what I can put into the bed of my 2001 Dodge 3500 Truck. NOW a Video that helped me figure it out! I have looked at MANY, and none covered Payload in an understandable way. THANKS!!!!!!
Great video and explanation. I only disagree with one thing: as you load your trailer, your front axle on the truck WILL get heavier because the gooseneck hitch in the truck is typically mounted in front of center of the rear axle on your truck therefore transferring weight to the front truck axle. That’s why gooseneck trailers are so much safer than bumper pull trailers.
Non CDL hotshot will never overload there axles. I am a CDL hotshot when I cross the scales the weigh master does not care about the door tags. They look at the sidewall rating of the tires. My GCVWR is 34,000 and I license to 32,000 and I never haul over 30,000 lbs. Where non CDL hotshots get in trouble is when they get over 26,000 they mostly likely will be shut down. As a CDL hotshot I will get an overweight ticket. I won`t be shutdown unless I am way overloaded. Another good video. Thank you
Really interesting stuff. I would like to see more on this topic of understanding weight management and choosing the best truck trailer combo with that a priority
This is great information. I sell new Chevy trucks for a living, and I have a Class A CDL in Pennsylvania. I have many customers that need to see this video. I try very hard to educate my customers. In Pennsylvania, the DOT will automatically add the GVWR of your truck to the GVWR of your trailer, which puts many of my customers over 26,000 GCWR. Even though a new 2020 Silverado 2500HD is rated for 18,500 gooseneck...you can't hook 18,500 to the back of that truck! The GVWR of a new 2020 Silverado 2500HD is 11,350 for a diesel. Add the 11,350 to the 18,500 tow rating and BOOM you're automatically at 29,850 GCWR. The DOT doesn't care what the truck is rated for. They assume Maximum Capability at all times. The assume the tow rig is at full GVWR before you hook to the trailer. Also keep in mind the GCWR of a new 2020 Silverado 2500HD is only 27,500 lbs. So Chevy and the rest of the truck manufacturers are basing their towing off of an empty truck. Sure, and empty 2020 HD Silverado is ~ 8000 lbs for a 4x4 crew diesel shortbed. 8,000 curb weight + 18,500 gooseneck = 26,500 lbs...so you're under what the tuck is rated for, but you still need a Class A. Lastly I totally agree that de-rating the GVWR of a new trailer simply cuts down on what you can haul. It subtracts from your payload. The empty weight of the trailer doesn't change. I realize you're trying to stay under 26,000 GCWR...but if they put you on the scales, you're trailer will be overloaded if you load it like it's a 25K trailer that you derated to stay under CDL. Sorry for the rant!
Lol that’s right man! The basics of it are so simple but every time I try to explain it it just gets more and more complicated. Plus if you’re trying to willingly cheat the system there isn’t really much talking is going to help anyway. They’ll just have to learn the hard way 🤣
In this case your customer would not want to derate a 25k trailer he would buy a 14k trailer because then you are pulling 2500 lbs less of trailer weight and more payload than the 25k derated to 14600 could, Legally speaking
@@LoadMizer & @truckguyjoe You guys are both immensely helpful on this topic! However, searching the internet I hear different things regarding GCWR. Many heavier trucks do not use a GCWR on the sticker, only GVWR and the GAWR’s. Putting the GCWR on the sticker seems to be a more recent thing? I hear different things about if the DOT actually care about the sticker GCWR… For example, the medium duty 4500-6500 Chevy trucks, have higher GAWR’s than the 3500’s, with higher payloads, yet technically a lower “tow rating”. Yet many guys say this is incorrect and I see plenty car haulers with the 4500’s. My question is, at a weigh station, do the DOT actually go by manufacturer max GCWR, or just by, combined GVWR on stickers of truck and trailer, and GAWR’s and total tire capacity? Also I’m referring to that this is within your registered plate weight limit, with a class A CDL. Would love to understand this once and for all. Thanks!
I am thinking about getting in to hotshot I have a class a with 5 years experience no tickets this information was very helpful thank you oh by the way I’m a new subscriber great videos keep it up
Thank you! Thank you! I'm just looking at starting a hauling business, and when I looked at the regulations, I kinda scrunched up my face trying to figure it out. You made it very simple, and very clear! Thank you for taking the time to explain this.
Really good info and easy to comprehend for the new guys. I would add just 1 item on there which is tire rating. I have had friends that got put out of service more than once for having 10 ply tires while hauling 3 f150 and because their tire rating was surpassed they had to remove 1 vehicle to continue their trip. Keep up the good info much respect 💪👊🇺🇸💰
In PA if your are non cdl(RV or horse trailer). Dot doesn't even actually weigh you. They go by the stickers on the truck and trailer and check tire ratings. You can be pinched even for hauling an empty trailer.
I have no experience with a 1 ton dually, but I can tell you ABSOLUTELY, when you hook up a trailer to the tractor (on an 18 wheeler) it WILL increase your steer axle weight.
@@LoadMizer Depends on weight on trailer, and distribution of weight on trailer. I always got a scale ticket after loading to get it right. More often than not it was under the limit on steers.
About time I find a decent breakdown video of this topic. Thank you. Definitely gonna help with what trailer to purchase. I messed up and bought a 2500 that max’s out at 10k on the truck. Gonna be hard to find a trailer I can pull/haul with to stay legal
This is a question ive been asking myself and seemed like people where just pulling what the trailer was rated for but i knew there was more too it. That rear axle weight probably is a lot different on a single drive than a dual drive axle also.... Man this was super video thank you!
Thanks man! Tire ratings start playing a big factor on single wheel setups. Your tires may be rated less than axle capacity. With duals it’s usually opposite.
Excellent narration of the math from different viewpoints. It gave me a fresh perspective, as someone who works for a commercial g.c. and the trailers we haul, probably incorrectly. Thanks again.
Very well explained. Weights are a trap for young players - have seen many fall victim to the "mermaids" in different places. There is one thing to remember though... If you go to court, check to ensure that the prosecution has a certificate of accuracy for the scale for before and after the alleged offence. One of the problems that no one has picked up on is this: When the scale is tested / calibrated by the scale company, they need to check different spots on the platform to ensure that any spot on the platform is showing identical weights. If this is not the case, adjustments are made to the signal that is sent from the base to the display in the scale house. By doing this, the zero to capacity reading has now been altered! Therefore, how can the prosecution walk into court with a certificate of accuracy when the zero to capacity has not been checked / tested and recorded before being adjusted? You also need to ask if all readings are recorded both before and after calibrations have been adjusted. This fraud / perverting the course of justice has been going on for over 70 years. Time it was brought to a stop!
@@LoadMizer for the record, I used to operate trucks, done house transport, and part of the work was scale testing, so there is a little bit of knowledge in my statements. It has amazed me though that no one in the legal profession has picked up on this! If this was brought to the attention of the legal profession, could a class action for wrongful prosecution be launched across the Union? It also needs to be said that this is a global problem.
Have a 18k load of lumber (36’) booked for Monday, beginning to wonder if I can haul the weight. Never gone over 17k. F450 with 40’ pj 12k axels. Empty scale ticket is 19400, plated at 39k
An important thing that a lot of new drivers overlook is the tire rating. You may be able to haul 26k pounds but if you have only 7k lbs tires then remember to balance your load accordingly or you will be over weight on your tires.
Excellent information! I have been confused about this topic for some time. Thank you for the incredibly clear explanation! Ive been a big truck driver since 98 but I couldnt seem to grasp the weight regulations for hotshots. Looking to get started in around a month from now. Appreciate channels like yours and others similar!
WOW What a great video. I have saved this and will refer back to it. They didnt even show us this stuff in the school where I got my CDL A. They breezed over it like it was nothing. Thanks so much for your series of videos. You dont waste, meaning you respect, the viewers time and not go into a lot of happy happy useless garbage. I dont think I have ever hit the bell to be notified about any channels I subscribe to......I will hit the bell for your videos. Your vids are VERY informative, Thanks again.
I spoke with a DOT officer and he told me they can't give you a ticket if you are over the GVWR of truck as long as you don't exceed the GCWR or the max capacity of your tires
That was a great explanation , how ever you left one thing out . And that is the bridge formula . And some state calculate that differently . I have a straight truck with 20,000 lbs front axle and 40,000 lbs rears . And yet my GVW is 56,000 lbs. I was told that in Conn. my truck can only weigh around 52,000 lbs . For me the tires are not the issue it is because of the wheelbase .
This was actually meant for Hotshot cdl and non cdl setups lol. I hear you though. Illinois is the exact same way. I drove a straight oil tanker for a while. Same setup as you with the HD front axle. Made many brief detours down state roads haha
@@LoadMizer I don't think matters straight truck or combo . Because the wheelbase and number of axles are all calculated with the bridge formula . Like I said I don't think all states use the same formula to add even more confusion .
Hello, thanks for the video. You explained it well but I'm still confused. I have a 2019 F 350 with the same weight of your f350 and my trailer is 40ft by 8.5 ft with 2 7k axels. I'll keep watching your video until I get it. Thanks again.
Great video! Very informative to haul perfect weight... my question is (empty trailer, fueled up) my steers axels are at (5,160) Drive axels are at (5,440) Trailer axels are at (7,460) Gross weight is (18,060) Can I tow 15,000lbs even though my truck can only tow 20,000? (GCWR 28,300) Sorry in advance if its a dumb question to ask...
They have advised me that its truck (14,000) GVWR + trailer (24,000) GVWR = to 38,000... I mean please correct me if I'm wrong with these anonymous tips I've been getting... my gear ratio is 3.73... dodge ram 3500...
@@osvaldomoreno2068 yes you should be able to haul 15k on the trailer. That will actually put you right at 20k in the trailer axles and max out the truck axles. You’ll be very particular about distribution at that point but yes 15k would be doable with that setup.
@@LoadMizer hey bud good info! But I'm trying to see if you could double check my math. My gvwr is 10k, front axle is 5200 and rear is 6100. My trailer gvwr is 25,900 with 12k axles. On the scale my gcvwr is 18,920 with my steer being 4940, drive 5280 and trailer at 8700. What could I legally haul? I'm coming up with 16,980 max. Is that correct? What would be the max I could put on my drive?
So, so true. If you ignore the numbers, they will have a field day with you. I picked up a load in Portland OR and the paperwork said it only weighed 29,000 total but when I ran over the scale, the scale said I was over 80,000 by 2,000 pounds on the rear axles. I got a fine and had to go in the box and redistribute the load to the front. What a pain that was on a hot day. Even after that, I was over gross by 200 pounds. I got a fine for that but was allowed to go. The next scale pulled me in for being overweight but I had them call the scale previous and they let me go. Always, always go to a Cat Scale or something similar before hitting the highway. In my case, the paperwork was wrong for the load and trusting my truck scale I thought I was legal on the trailer.
Great info ... can you make a video about how your weight also can cause the change in your license from class C to Class A! When in doubt call your state trooper...
Great Info!!! Well said and very articulate. When you were listing the final legal weight you could carry on your set-up, I was saying to myself, "the load has to be perfectly balanced/positioned on the deck". It was like 5 seconds before you said "your placement has to be perfect". Load placement can also make you too heavy on one end of the deck or the other. Great point for any driver in charge of loading their own freight and keeping it legal for the folks at the scales. Ya can't slide those trailer tandems on a gooseneck........
Great explanation! Thanks for that. When you're hauling for camper hauling companies, they require your truck registration to be 26k. How can that be when the truck has a GVWR of 14k?
Good morning I just watched the video you did on weight and man did that clear up my confusion thanks for the great info I hope I run into you out on the road some day so I can thank in person.. im Jay Halfmoon trucking
Great video! You are spot on about checking multiple sources of information...that goes for everything on the internet. I run a 1999 F350 GVWR of 11,200 lbs. 14GN rated at 14,799 for a combined total of 25,999. My trailer weighs 6,000 lbs. If my cargo weighs 10,000 lbs. and is correctly positioned I will scale out legally, but then there's 16,000 lbs. on my trailer rated for 14,799. Any thoughts on this? I generally limit my loads to 8,500 lbs. unless I know for certain the weight of the load...cause the broker damn sure won't pay your overweight ticket! Would DOT go through the effort to determine the tongue weight and add it to the trailer axle weight to see if you are over the GVWR of the trailer?
There is always that risk, but honestly it would be an extreme situation for them to check that. I’ve had several lvl 1 inspections and it’s not been checked. I’m CDL though running apportioned.
Great content, Load Mizer! :) You really hit the nail on the head with these topics, greatly appreciated, sir. I have a question, Load Mizer, I'm about to buy my truck and wanted to know if you have ever been hassled with length laws? I saw that Natalie over at HotShot Adventures went with the chassis only F350 because of that law but I've also heard DOT inspectors don't really pay attention to the 65-foot length law. My truck/trailer will measure out at 67' with an F350 pulling a 40' gooseneck, 2 ft over.
kevin gillespie I’ve never been measured personally. I think she has a great reason to avoid it all together as far as length laws go because she lives and mainly operates in California. California DOT loves length laws lol. I’ve been taped there several times in a semi over bridge laws when I had my spread axle. California just seems to be all about it. You could look at different trailer setups too though. I know PJ offers various neck lengths. Might be something to consider. 👍
I’m looking at the same problem. I’m learning as much as I can before I pull the trigger. I think I buying the 2020f350DRW with a 40 ft trailer but it seems that setup is longer than allowed. So going to a 35ft trailer keep everything legal but I will miss out on those 40 cargo boxes. That may not be a bad thing. I have enjoyed you videos especially this one and the one with your binder on all the documents you keep in the truck. I have an appointment with an accountant in two weeks. I appreciate the videos 👍🏻
As you know it gets pretty in-depth. My tank trailer has fixed place axles. Since I haul the same product my weight stays the same. I am overweight on my drives so I must move my 5 th wheel up to get weight to transfer to steers to stay legal. I can’t go to far up, if the distance is too short between my drives and trailer then I can’t go 34K on my tandems. There are also limits on what is allowed on each tire. It’s is more then most need to know just pointing out it’s a science that some drivers have to play. All I am saying is know your limits and always refer to the publications where you are running. It takes a few minutes to review, a single ticket can be the difference between a profit or lose for a load. I know you know this load, just putting out something for others to research.
Absolutely right. The bigger you go the more in depth it gets. Then you start running into bridge laws and all other kinds of fun stuff. That’s what’s crazy is that this is the simplest regs to go by. Nobody running 10 ply or higher on these trailers will have to worry about tire ratings until they pass the threshold of 26k. CDL setups aren’t almost always dual so there’s some wiggle room before you need to worry about upgrading to 14 or 16 ply.
Load Mizer and one more thing to throw out there. I load myself, I haul brine. If I don’t move my axles around to stay legal I get the ticket, not the company. I am paid to make sure I am legal like most drivers are.
KO all too familiar my friend. I yanked a tank for a good long while. Learned how to shift and brake all over again lol. At least if you’re hauling the same product you don’t have to factor in a tank wash each trip. I won’t say I miss those days too much lol. Some of you crazy guys love it though and that’s awesome in my book man!! 👍👍
Load Mizer I only haul between our company. I don’t deliver to anyone but our own locations. The only thing I wish I could change is I have a food grade tank, would be nice to have a few baffles in the 48’ behind me.
Good video- but your front axle WILL be different than your 5200 number.. Load the trailer heavy into the bed- it will also raise the front weight slightly- add a bunch to a tag trailer without air bags and you will take a bunch off the steer axle. So even if you are under weight total- you can over load the front axle with single tires by putting way too much weight in the bed and airing the air bags up too much! Just the rear And height alone moves weight on or off the front axle. Travel safe.
As a retired CDL driver the standard fcmvc assoc. Federal period regardless of ratings exc a non CDL driver can haul 26001 pounds regardless of licensing. Exc. With an air brake endorsement this can go up. For non CDL. Anything over the 26001 I'd an illegal load. As long as the tires capacity is not being exceeded that's mostly what you need to worry about. Other considerations are stopping regardless of load weight size height exc. If u can't stop it you are screwed. You must consider brake power and stopping ability without heating up or it's useless to haul if you cannot stop it. Good luck all
VERY HELPFUL I am going to watch this video over again and write down notes for sure? For the apportioned tags for Georgia with a F350 my weight class should be 55,000?
Very great video. I think I have some direction now. I derated a 16K trailer to 12K (My truck GVWR is 14K). CGVWR is 26K, no CDL. Trailer empty on scale weighs 3500#. Making my useable payload 8500#. (I was told that is the most physical weight I could put on the trailer 8500#). So based upon what I’m learning on this video I can indeed use the tongue weight/pin weight to offset this and actually tow a little bit more weight than 8500# (as long as nothing else is exceeded, tires, axles, etc). The skid I want to purchase weighs 9300 pounds. Tongue weight alone would absorb 10-15% of the load. I would obviously weigh everything as you described above. Am on the right path digesting what you have said?
Yes, trailer has 2 axles at 8K each, and tire load is 4000# on each (4 tires total). Thanks again for the response!!! I just found your channel not too long ago. Appreciate all the information content.
How did you get to the USEABLE PAYLOAD #? Sorry new here. My truck GVWR is 12200, Trailer 2020 Appalachian 43' 20k derated to 12k. My truck alone on CAT scale with fuel + tools is 86xx if I remember correctly. Hope this enough info for an accurate response, thanks
@@QuickStyleMotorsports you derated to 12k on trailer and your truck is 12200 =24200 your cheating yourself out of 1800lbs you could haul. trailer should be 13800
Hey brother very good info I really appreciate it 👍!!! I’m starting my hotshot business next month and before I do so I will like to ask you a question . I’m a cdl driver and will only run in my state , will I need an apportioned plate or can I just run with my regular plate ? Thanks brother 👍
You’ll still have to register with the state like you would apportioned but you’ll be registering as an intrastate carrier. You’ll also need to let your insurance know that as well. Big price drop. If you do happen to cross state lines make sure you buy a trip permit for that state. 👍
...missing my morning coffee, so if I understand the video, those figures are for non cdl hotshot? What would the max gvw you'd be able to do with a cdl hotshot?
.Good video, but I would have to disagree with cheating the registration part. It's a loophole, but it's not illegal to de-rate your trailer so you can be under the combined weight for non-cdl hotshot. It's all about being legal and being safe. overall good info.
Great video thx! Question that I can’t seem to find a consistent answer on: From a LEGAL perspective solely, can I exceed my GCVWR? For example, truck GVWR (stickered) = 10,000 lbs, equipment trailer GVWR (stickered) = 14,900 lbs; GCVWR = 24,900 lbs. But my actual combined weight as per the scales = 25,000 lbs, therefore 1,000 lbs below 26K CDL limit. Am I ILLEGAL and subject to fines? OR am I merely exceeding the factory limitations/recommendations? Thank you for the help!!!
That’s a huge gray area. Is it going to impact you at a weigh station or an inspection? Nah. Not at all. If you get into an accident though, lawyers will eat that fact up and immediately place blame on you wether you were at fault or not. Just something to consider. 👍
Thanks for your help. I run a setup similar to yours. Trailer 24,9k F350 7.3L manual , total weight at scale 17,7k. I do have A class CDL, what is my total weight I can haul safely? 40’ ft Gatormade with 10k axles and 14 ply tires dual tandem. New at this sure don’t need any over weight tickets, for sure I want to be safe and everyone go home at night! Thanks again!!
Great video explaining the weights. I have one question that everyone talks about for Non-CDL that is still confusing me. Do you HAVE to de-rate a trailer for NON-CDL or can you just make sure that you don't go over the 26K? If you have to de-rate, what happens if you don't and run across the scales? Thanks again for the information....soaking it all in and may start doing this when I retire.
If your truck and trailer add up to more than 26k you will have to derate your trailer until the trailer + your truck equals 26k. If you don’t and drive over the scale you’ll be put out of service for driving a commercial vehicle without a CDL. Even if it’s empty.
@@LoadMizer I have a question, I know this is an old video but I can’t find this specific situation anywhere. I currently drive a 14k gvwr truck and a 11,999k gvwr trailer that I de rated. I’m planning on getting a cdl, would I be able to load up as much as it previously was rated for since I don’t have to worry about it going over 26k?
Pasadena , Texas loves to see you go by. The judge is real friendly but the DA and cop witness are not. The guy i drove for never learned you could derate the trailer or that the dealer derates the truck for cheaper title registration.
Hey brother. I liked your video. Could you advice me,please?I got ram 3500 dually and a trailer(for 3 car hauler). So I registered my vehicle for 3400 pounds 14000 is my truck and 20000 my trailer. When I go into scale how they will look into my document?Will they count it as combination or will they scale it by axle?im so confused
Good stuff man, so I have a trailer with a gvwr at 9990. Yes it was derated from 14k. What's my payload I can put on my trailer non cdl.? I really appreciate your help?
Also you should not go over the factory rated tow ratings and the factory rated GCWR. GCWR ranges widely even in the same model. For example, Ford F-250 GCWR is from between 19,500 to 30,000. Also, remember that older trucks are rated way less than the new trucks.
Yes. I’d be willing to wager that anybody requiring more than 30k should already know this though lol. This is really more or less for people starting out.
Find your videos real helpful . I’m new in the game just starting out under my own authority. I’m ready to work I’m just trying to figure out my allowed weight I can haul . I went and did everything you had said and did the math and what I’m figuring is that I can haul 14,100 lbs which to me seems a good bit less than I thought I’d be able to . . Wondering if there was anyway for some assistance from someone like your self to take a look . Thanks
Hey man enjoy the content and the info! But, I have some questions I'm wanting to put my 2500hd duramax to work but, I'm just not understanding how my truck has a 9900 gvwr. Can I even use this for hotshot?
There is a huge difference in the axle and chassis setup between a 1 ton and a half ton. You’ll be very limited on the weight you can haul using that truck, some days even a 1 ton isn’t enough truck to do this work.
I hope you're still checking on comments here! Great video. One question - I also have a Ford F350. Our stickers look identical, with a 14000LB GVWR and the same Front/Rear GAWR. However, my registration shows GVWR of 11000 LB. We want to upgrade to a trailer with 7k axles, so a 14000 GWVR (currently we're at 5,200 LB axles) without derating the trailer. When it comes to the CDL / GWVR, do we go by the stated sticker GVWR or do we go by the GVWR on the REGISTRATION specifically? Because if we go by the sticker, we're at 28,000 total GWVR but if we go by the registration, it's 25,000. So the former puts us over 26k and the latter puts us under (thus not requiring a CDL). Our total weight with payload will certainly be under 26K total but I'd hate for an official to simply look at the stickers on the truck / trailer and ding us. I don't have any idea or recollection why the GVW on the truck registration is 3k less than its own sticker. Thanks!!
This is a REALLY good question. Short answer is you most definitely want to be able to avoid any confusion when it comes to weight ratings. Not so much for you but for whoever you might run into on the road. You’ll actually need to do 2 things here. Both are easy just kind of annoying. You’ll need to get your registration changed at the county clerk’s office to show 26k GVWR because that will include your trailer just like any other combination vehicle. Shouldn’t cost you anything more than a filing fee. Few bucks max. Next you’ll need to get ahold of your trailer manufacturer with your vin and get that trailer derated. Because “technically” you’re driving a commercial vehicle without a CDL which is a big fine and immediate out of service. Good on you for double checking this. 👍👍
@@LoadMizer Thanks so much for getting back to me!! We haven't bought the trailer yet (just getting quotes now) but our current 5-year-old 28-foot trailer has 5,200 axles (rated 9,999) and has broken down 3x in the last 5 weeks (spring mount brackets keep breaking). So we're confident we need to upgrade to 7k axles. Should I work with the manufacturer to derate the trailer before we even pick it up? Appreciate the insight.
@@LoadMizer Also, sorry to pile on here, but are you saying my Ford F350 registration should have a GVWR of 26,000 instead of the 14000 on the sticker? If so, do I just go and ask for it? The County Clerk (not the DMV)? Thanks.
Man this is good Information. Newbie asking, so my question would be how are you supposed to know exactly that you don't go over that 2,560 before you load the trailer. (The BOL will give you that info?) I understand everything else, just how do you know for sure that after you load, and before you hit the road that you're under that 2,560 on the rear of the truck? Appreciate all your efforts, great videos!
@@LoadMizer gotcha, thanks for replying! I have my class A, it would make sense to have the most weight capacity possible to maximize profit potential. You can pull that fully loaded with an f-450 right? Thanks again. I appreciate your knowledge and experience!
Good information !! I'm wanting to start my own authority or either be on someone's wing. Any advice in where to start ? I'M REALLY INTERESTED IN LEARNING THE TRADE!!!
Good stuff here... thanks for bringing up the topic. The biggest thing an officer will focus on is tire ratings and whether or not they have been exceeded. For example, my Ram 4500 has a 16,000 lb GVWR, yet has six 19.5" tires rated at 3,800 lbs per tire... equaling a max load capacity of 22,800 lbs. The Ram 4500 and 5500 are nearly identical aside from a few additional leafs in the spring pack, and both share the same tires and axles from the factory. The 5500 has a GVWR of 19,500 lbs. That said, I commonly exceed my GVWR sticker weight by a few hundred pounds, but NEVER the actual printed tire maximum weight rating.
I have been told by officers and other senior drivers that the biggest issue an officer will have is if you are over your tire weight rating, OR over your registered weight for your combination. So that is something to add to the conversation here and ponder on.
That’s a really good point man. When you start getting into the bigger setups there’s a lot more that comes into play. I tried to keep this at the basic level but it’s absolutely imperative that people know this stuff for sure.
Idk man dot has always told be gvwr is only for cdl requirements the rest is regstration and axle ratings
Ben Naylor that’s technically true since the 26k threshold is operating a loophole. While it may be case by case for a DOT inspection depending on which state you’re in...if you have an accident that results in a lawsuit, especially with injury or death....a lawyer will tear you to pieces over GVWR. If you’re gonna play the game, you gotta play it right. People are only lucky for so long.
Ya , certain states are by registration, axle and bridge. Where I am at yo can legally register a 4 axle 1 ton dually with a dual tandem trailer to around the 73000 range if you choose to do so I know a few in the 50000 range. doesn't matter what it says on the door or the trailer as long as you are not over 22000 on a dual wheel axle with comparable tires. What it comes down to is how much you give the state for the reg it's all about the money. But I can imagine you take it out of state another is going to say we don't see it that way.
You're not supposed to add all your tire weight together when you have a dually see your owner's manual.. hope you have a class B or A depending upon how much weight your hauling
As a CDL Truck Driver looking to get into Hotshot and hours into youtube videos. This is by FAR one of the most accurate, VALUBLE and informative videos out there!!!
Good info except this info may not be accurate for every state. Ex: In California a CDL is required if your trailer is rated for a load capacity of 10k weather you have a load or not.
“Don’t watch just one channel.” This is essential advice.
Read and understand the regulations. TH-cam should not be your resource for anything related to regulations. Period.
This video should be shown to all beginner drivers. Your break down of it all was spot on and easy to understand
Beautiful, as a 21 year and over 2 million miles flatbed driver I wish I would have been told this 21 years ago, (I've known this for years) I'm saying this is spot on very helpful information and I deeply appreciate you sharing
I really do appreciate that. This isn’t the kindest industry as a whole anymore. Some guys are out here hanging by a thread and information like this can make the difference between surviving or hitting rock bottom. If one person learns from this it will be all worth it. You’ve got nearly twice the time in this industry as I do but even when I started we were all better to each other than what it’s become today. I’d like to help get it back to that point.
Guys, I have a question about GCWR. My main diesel hauler is down for an engine rebuild. If I have to tow heavy ever with my back up truck, I'd like to be safe and legal. I have a regular Class C in California. The back up hauler (don't laugh) is a 1981 GMC 1 ton non dually. It has a GVWR of 9,000 lbs.
This truck is in tip top shape 100%. Lets say empty I weigh an even 6,000 lbs. I'm I correct to think I can pull 20,000 lbs. behind me and still be totally legal? That seems high.
I can't find listed or printed info on GCWR for older trucks.
I may have found my info. I found a 1986 Chevy Trailering Guide. For the way my truck was built...
GCWR is 15,000 lbs
Gross Trailer Weight is 10,000 lbs with 1,000 lbs allowed on the tongue.
5th wheel numbers didn't change much, if at all, if I remember correctly.
I still need to get my eyes on a 1981 Trailering Guide.
I am retired OTR commercial CDL w/40 yrs. For us it seems simplified. We think in terms of: STEERS 12K max, DRIVES 34K max, and TRLR. TANDEMS 34K max. All that adds up to 80,000 gross. To simplify even further, shippers know what pallets weigh and what load configuration to use, i.e. "double, single, double, single and the rest of the pallets double". Full truck loads are typically 22 to 24 pallets. Again, shippers know exactly what to do. When you bump a dock and walk in, the first question the loader asks you: "does the trailer have a reefer unit?" (last thing they want is to reload you).
If you plan on doing hot shot, the info in this video is "PRICELESS"!!!
Coming from semi flatbed in the past I've been searching for a little clarity on this for a few weeks now so I really appreciate this content.
Glad I could help man 👍
Best description - break down ever ! Thanks Load Mizer. Really enjoy your videos. So thanks for sharing. It's most appreciated.
Thank you!
@@LoadMizer I tried to send you a few $ Prof. Mizer but for some reason it's still in pending mode. Will try again:)
Excellent breakdown & explanation. Easy to understand and calculate. I also appreciate the warning you gave up front. Not everything you hear on TH-cam is accurate. Your info is. Thanks for giving us true info & especially taking the time to shoot & edit this video.
You make it so simple to understand and that makes us safer. Brother you are Godsent! Thank you so much.
You're absolutely right. I bet you there's alot of people who don't get weight and how to do the math to stay legal
It could be a bit confusing for any new comers but very well said and makes perfect sense if you've been hearing and reading about weights for a minute. My setup right now allows for 3500 on drive axle (tongue weight -front of trailer) and roughly 13k on the trailer axles. Total weight on trailer 16.5k (my trailer GVWR is 22k).
That’s a good morning class with my morning coffee. I will watch again to take notes. Thanks man!
Gotta start the day off with coffee!! Professor Mizer approves! 🧐😂
Hey Goodman, It's been a while I am following on your videos. You have a hidden talent in you as far as a good English conversation is concerned. I like your unique voice, fluency and the eloquent nature of your speaking. This is something that is missing from majority of truckers, those who have attached their video clips to the You-Tube channels - at least I haven't come across with. Your speech delivery is not only absorbent, but quiet instructive- Congratulation!
I want to hear regarding "Car hauling" and pay rates if you could elaborated on this issue when time allows. Thanks.
THANK YOU!!!! I have spent three days trying to find out HOW to figure what I can put into the bed of my 2001 Dodge 3500 Truck. NOW a Video that helped me figure it out! I have looked at MANY, and none covered Payload in an understandable way. THANKS!!!!!!
Great video and explanation. I only disagree with one thing: as you load your trailer, your front axle on the truck WILL get heavier because the gooseneck hitch in the truck is typically mounted in front of center of the rear axle on your truck therefore transferring weight to the front truck axle. That’s why gooseneck trailers are so much safer than bumper pull trailers.
Non CDL hotshot will never overload there axles. I am a CDL hotshot when I cross the scales the weigh master does not care about the door tags. They look at the sidewall rating of the tires. My GCVWR is 34,000 and I license to 32,000 and I never haul over 30,000 lbs. Where non CDL hotshots get in trouble is when they get over 26,000 they mostly likely will be shut down. As a CDL hotshot I will get an overweight ticket. I won`t be shutdown unless I am way overloaded. Another good video. Thank you
Really interesting stuff. I would like to see more on this topic of understanding weight management and choosing the best truck trailer combo with that a priority
This is great information. I sell new Chevy trucks for a living, and I have a Class A CDL in Pennsylvania. I have many customers that need to see this video. I try very hard to educate my customers. In Pennsylvania, the DOT will automatically add the GVWR of your truck to the GVWR of your trailer, which puts many of my customers over 26,000 GCWR. Even though a new 2020 Silverado 2500HD is rated for 18,500 gooseneck...you can't hook 18,500 to the back of that truck! The GVWR of a new 2020 Silverado 2500HD is 11,350 for a diesel. Add the 11,350 to the 18,500 tow rating and BOOM you're automatically at 29,850 GCWR. The DOT doesn't care what the truck is rated for. They assume Maximum Capability at all times. The assume the tow rig is at full GVWR before you hook to the trailer. Also keep in mind the GCWR of a new 2020 Silverado 2500HD is only 27,500 lbs. So Chevy and the rest of the truck manufacturers are basing their towing off of an empty truck. Sure, and empty 2020 HD Silverado is ~ 8000 lbs for a 4x4 crew diesel shortbed. 8,000 curb weight + 18,500 gooseneck = 26,500 lbs...so you're under what the tuck is rated for, but you still need a Class A. Lastly I totally agree that de-rating the GVWR of a new trailer simply cuts down on what you can haul. It subtracts from your payload. The empty weight of the trailer doesn't change. I realize you're trying to stay under 26,000 GCWR...but if they put you on the scales, you're trailer will be overloaded if you load it like it's a 25K trailer that you derated to stay under CDL. Sorry for the rant!
Lol that’s right man! The basics of it are so simple but every time I try to explain it it just gets more and more complicated. Plus if you’re trying to willingly cheat the system there isn’t really much talking is going to help anyway. They’ll just have to learn the hard way 🤣
In this case your customer would not want to derate a 25k trailer he would buy a 14k trailer because then you are pulling 2500 lbs less of trailer weight and more payload than the 25k derated to 14600 could, Legally speaking
@@LoadMizer & @truckguyjoe You guys are both immensely helpful on this topic! However, searching the internet I hear different things regarding GCWR. Many heavier trucks do not use a GCWR on the sticker, only GVWR and the GAWR’s. Putting the GCWR on the sticker seems to be a more recent thing? I hear different things about if the DOT actually care about the sticker GCWR… For example, the medium duty 4500-6500 Chevy trucks, have higher GAWR’s than the 3500’s, with higher payloads, yet technically a lower “tow rating”. Yet many guys say this is incorrect and I see plenty car haulers with the 4500’s. My question is, at a weigh station, do the DOT actually go by manufacturer max GCWR, or just by, combined GVWR on stickers of truck and trailer, and GAWR’s and total tire capacity? Also I’m referring to that this is within your registered plate weight limit, with a class A CDL.
Would love to understand this once and for all.
Thanks!
I am thinking about getting in to hotshot I have a class a with 5 years experience no tickets this information was very helpful thank you oh by the way I’m a new subscriber great videos keep it up
Thank you! Thank you! I'm just looking at starting a hauling business, and when I looked at the regulations, I kinda scrunched up my face trying to figure it out. You made it very simple, and very clear! Thank you for taking the time to explain this.
Hey no problem man! I’m glad it helped you out 👍
This is so rare. You are so concise and you get straight to the point. What a hero.
Again it's about control not safety not stopping not weight but money power and control well done 💪
Really good info and easy to comprehend for the new guys. I would add just 1 item on there which is tire rating. I have had friends that got put out of service more than once for having 10 ply tires while hauling 3 f150 and because their tire rating was surpassed they had to remove 1 vehicle to continue their trip. Keep up the good info much respect 💪👊🇺🇸💰
In PA if your are non cdl(RV or horse trailer). Dot doesn't even actually weigh you. They go by the stickers on the truck and trailer and check tire ratings. You can be pinched even for hauling an empty trailer.
I have no experience with a 1 ton dually, but I can tell you ABSOLUTELY, when you hook up a trailer to the tractor (on an 18 wheeler) it WILL increase your steer axle weight.
By how much.
@@LoadMizer Depends on weight on trailer, and distribution of weight on trailer. I always got a scale ticket after loading to get it right. More often than not it was under the limit on steers.
Only thing I ever noticed significantly change my steer axle was fuel. Minus sliding the 5th wheel.
Gooseneck ball is over the rear axle or very slightly (couple niches) in front. It doesn’t affect the steer axle much if at all.
Don't forget you can permit for the extra weight and the ply count of your tires can affect that as well
This is beyond clear buddy! Great job and thanks for clearing up all the confusion! Stay safe out there
I seriously had so many questions. You answered all of them!
About time I find a decent breakdown video of this topic. Thank you. Definitely gonna help with what trailer to purchase. I messed up and bought a 2500 that max’s out at 10k on the truck. Gonna be hard to find a trailer I can pull/haul with to stay legal
I know this was a old video but super helpful man appreciate it definitely looking to review some more of your content
This is the best explanation on this subject I have seen on youtube...thank you.
Probably the best video I've watched. Thank you so much.. I will save it and watch it a few times.
This is a question ive been asking myself and seemed like people where just pulling what the trailer was rated for but i knew there was more too it. That rear axle weight probably is a lot different on a single drive than a dual drive axle also.... Man this was super video thank you!
Thanks man! Tire ratings start playing a big factor on single wheel setups. Your tires may be rated less than axle capacity. With duals it’s usually opposite.
Excellent narration of the math from different viewpoints. It gave me a fresh perspective, as someone who works for a commercial g.c. and the trailers we haul, probably incorrectly. Thanks again.
Very well explained. Weights are a trap for young players - have seen many fall victim to the "mermaids" in different places. There is one thing to remember though... If you go to court, check to ensure that the prosecution has a certificate of accuracy for the scale for before and after the alleged offence. One of the problems that no one has picked up on is this: When the scale is tested / calibrated by the scale company, they need to check different spots on the platform to ensure that any spot on the platform is showing identical weights. If this is not the case, adjustments are made to the signal that is sent from the base to the display in the scale house. By doing this, the zero to capacity reading has now been altered! Therefore, how can the prosecution walk into court with a certificate of accuracy when the zero to capacity has not been checked / tested and recorded before being adjusted? You also need to ask if all readings are recorded both before and after calibrations have been adjusted.
This fraud / perverting the course of justice has been going on for over 70 years. Time it was brought to a stop!
That’s absolutely correct sir. Always remember they’re the ones that have to prove you wrong.
@@LoadMizer for the record, I used to operate trucks, done house transport, and part of the work was scale testing, so there is a little bit of knowledge in my statements. It has amazed me though that no one in the legal profession has picked up on this! If this was brought to the attention of the legal profession, could a class action for wrongful prosecution be launched across the Union?
It also needs to be said that this is a global problem.
Have a 18k load of lumber (36’) booked for Monday, beginning to wonder if I can haul the weight. Never gone over 17k. F450 with 40’ pj 12k axels. Empty scale ticket is 19400, plated at 39k
An important thing that a lot of new drivers overlook is the tire rating. You may be able to haul 26k pounds but if you have only 7k lbs tires then remember to balance your load accordingly or you will be over weight on your tires.
Best description I’ve ever heard!
Thank you for this video !! Now I know what to look for when picking out my truck and trailer Thanks again
Great advice, I have watched over 50 videos and I look for the consistency. Great advice.
Excellent information! I have been confused about this topic for some time. Thank you for the incredibly clear explanation! Ive been a big truck driver since 98 but I couldnt seem to grasp the weight regulations for hotshots. Looking to get started in around a month from now. Appreciate channels like yours and others similar!
WOW What a great video. I have saved this and will refer back to it. They didnt even show us this stuff in the school where I got my CDL A. They breezed over it like it was nothing. Thanks so much for your series of videos. You dont waste, meaning you respect, the viewers time and not go into a lot of happy happy useless garbage. I dont think I have ever hit the bell to be notified about any channels I subscribe to......I will hit the bell for your videos. Your vids are VERY informative, Thanks again.
John Sullivan thanks for that man! I try to keep it on topic and to the point, I can’t stand watching vids that take forever to get to the point.
I spoke with a DOT officer and he told me they can't give you a ticket if you are over the GVWR of truck as long as you don't exceed the GCWR or the max capacity of your tires
best analogy ! ...was my take on gvwr in a minute . other descriptions have only confused me .
You always come with the good info. Thx Mizer. Keep em coming...
That was a great explanation , how ever you left one thing out . And that is the bridge formula . And some state calculate that differently . I have a straight truck with 20,000 lbs front axle and 40,000 lbs rears . And yet my GVW is 56,000 lbs. I was told that in Conn. my truck can only weigh around 52,000 lbs . For me the tires are not the issue it is because of the wheelbase .
This was actually meant for Hotshot cdl and non cdl setups lol. I hear you though. Illinois is the exact same way. I drove a straight oil tanker for a while. Same setup as you with the HD front axle. Made many brief detours down state roads haha
@@LoadMizer I don't think matters straight truck or combo . Because the wheelbase and number of axles are all calculated with the bridge formula . Like I said I don't think all states use the same formula to add even more confusion .
That’s correct. They don’t, California and Florida are prime examples of just that 👍
Great job. Well articulated and well explained. The best video I've watched and I just watched 13 of em. A+
Thank you man 👍
Thanks bro after the 4 views and several replays, I think I got it.
Hello, thanks for the video. You explained it well but I'm still confused. I have a 2019 F 350 with the same weight of your f350 and my trailer is 40ft by 8.5 ft with 2 7k axels. I'll keep watching your video until I get it. Thanks again.
Great video! Very informative to haul perfect weight... my question is (empty trailer, fueled up)
my steers axels are at (5,160)
Drive axels are at (5,440)
Trailer axels are at (7,460)
Gross weight is (18,060)
Can I tow 15,000lbs even though my truck can only tow 20,000? (GCWR 28,300) Sorry in advance if its a dumb question to ask...
I would have to know what your trailer gvwr is and what your truck gvwr is plus your rear axle rating on the truck.
They have advised me that its truck (14,000) GVWR + trailer (24,000) GVWR = to 38,000... I mean please correct me if I'm wrong with these anonymous tips I've been getting... my gear ratio is 3.73... dodge ram 3500...
@@osvaldomoreno2068 yes you should be able to haul 15k on the trailer. That will actually put you right at 20k in the trailer axles and max out the truck axles. You’ll be very particular about distribution at that point but yes 15k would be doable with that setup.
Thank you very much! I really appreciate the help!
@@LoadMizer hey bud good info! But I'm trying to see if you could double check my math. My gvwr is 10k, front axle is 5200 and rear is 6100. My trailer gvwr is 25,900 with 12k axles. On the scale my gcvwr is 18,920 with my steer being 4940, drive 5280 and trailer at 8700. What could I legally haul? I'm coming up with 16,980 max. Is that correct? What would be the max I could put on my drive?
So, so true. If you ignore the numbers, they will have a field day with you. I picked up a load in Portland OR and the paperwork said it only weighed 29,000 total but when I ran over the scale, the scale said I was over 80,000 by 2,000 pounds on the rear axles. I got a fine and had to go in the box and redistribute the load to the front. What a pain that was on a hot day. Even after that, I was over gross by 200 pounds. I got a fine for that but was allowed to go. The next scale pulled me in for being overweight but I had them call the scale previous and they let me go. Always, always go to a Cat Scale or something similar before hitting the highway. In my case, the paperwork was wrong for the load and trusting my truck scale I thought I was legal on the trailer.
Great explanation on this topic!
and yet another great video!! Thanks again for all the great information! Keep it coming and Stay Safe!!!
Eric Redman yessir will do and thank you for watching 👍🙌
Very nice video thanks for for explaining this i had to go back twice but i got it 100% thanks for all the good info keep up good work
I am non cdl, thank you this information. Happy Thanksgiving. Take care all the time.
Yessir have a happy thanksgiving!
Thank you for the thorough explanation.
Digging the format.. no bullshit n too the point... Keep it Kentucky!! Lol
I try to keep it simple. Just gotta be thorough too 🤣
Great info ... can you make a video about how your weight also can cause the change in your license from class C to Class A! When in doubt call your state trooper...
Great Info!!! Well said and very articulate. When you were listing the final legal weight you could carry on your set-up, I was saying to myself, "the load has to be perfectly balanced/positioned on the deck". It was like 5 seconds before you said "your placement has to be perfect". Load placement can also make you too heavy on one end of the deck or the other. Great point for any driver in charge of loading their own freight and keeping it legal for the folks at the scales. Ya can't slide those trailer tandems on a gooseneck........
Absolutely 💯
17000 is light that’s pretty setup man!!
Great explanation! Thanks for that. When you're hauling for camper hauling companies, they require your truck registration to be 26k. How can that be when the truck has a GVWR of 14k?
The truck registration includes how much the combination can weigh if hauling a trailer
Fellas the best thing to do is get a cdl so u can avoid a lot of this kinda stuff , great video driver be safe
Good morning I just watched the video you did on weight and man did that clear up my confusion thanks for the great info I hope I run into you out on the road some day so I can thank in person.. im Jay Halfmoon trucking
That’s awesome man, flag me down for sure 👍
Great video! You are spot on about checking multiple sources of information...that goes for everything on the internet. I run a 1999 F350 GVWR of 11,200 lbs. 14GN rated at 14,799 for a combined total of 25,999. My trailer weighs 6,000 lbs. If my cargo weighs 10,000 lbs. and is correctly positioned I will scale out legally, but then there's 16,000 lbs. on my trailer rated for 14,799. Any thoughts on this? I generally limit my loads to 8,500 lbs. unless I know for certain the weight of the load...cause the broker damn sure won't pay your overweight ticket! Would DOT go through the effort to determine the tongue weight and add it to the trailer axle weight to see if you are over the GVWR of the trailer?
There is always that risk, but honestly it would be an extreme situation for them to check that. I’ve had several lvl 1 inspections and it’s not been checked. I’m CDL though running apportioned.
Some of that 10,000 lb cargo will be on the truck, so it won’t be 16,000 on the trailer.
Great ifo! Thanks for sharing your knowledge and experience.
Awesome info. Thank you very much for providing.
Great content, Load Mizer! :) You really hit the nail on the head with these topics, greatly appreciated, sir.
I have a question, Load Mizer, I'm about to buy my truck and wanted to know if you have ever been hassled with length laws? I saw that Natalie over at HotShot Adventures went with the chassis only F350 because of that law but I've also heard DOT inspectors don't really pay attention to the 65-foot length law. My truck/trailer will measure out at 67' with an F350 pulling a 40' gooseneck, 2 ft over.
kevin gillespie I’ve never been measured personally. I think she has a great reason to avoid it all together as far as length laws go because she lives and mainly operates in California. California DOT loves length laws lol. I’ve been taped there several times in a semi over bridge laws when I had my spread axle. California just seems to be all about it. You could look at different trailer setups too though. I know PJ offers various neck lengths. Might be something to consider. 👍
I’m looking at the same problem. I’m learning as much as I can before I pull the trigger. I think I buying the 2020f350DRW with a 40 ft trailer but it seems that setup is longer than allowed. So going to a 35ft trailer keep everything legal but I will miss out on those 40 cargo boxes. That may not be a bad thing.
I have enjoyed you videos especially this one and the one with your binder on all the documents you keep in the truck. I have an appointment with an accountant in two weeks. I appreciate the videos 👍🏻
As you know it gets pretty in-depth. My tank trailer has fixed place axles. Since I haul the same product my weight stays the same. I am overweight on my drives so I must move my 5 th wheel up to get weight to transfer to steers to stay legal. I can’t go to far up, if the distance is too short between my drives and trailer then I can’t go 34K on my tandems. There are also limits on what is allowed on each tire.
It’s is more then most need to know just pointing out it’s a science that some drivers have to play. All I am saying is know your limits and always refer to the publications where you are running. It takes a few minutes to review, a single ticket can be the difference between a profit or lose for a load.
I know you know this load, just putting out something for others to research.
Absolutely right. The bigger you go the more in depth it gets. Then you start running into bridge laws and all other kinds of fun stuff. That’s what’s crazy is that this is the simplest regs to go by. Nobody running 10 ply or higher on these trailers will have to worry about tire ratings until they pass the threshold of 26k. CDL setups aren’t almost always dual so there’s some wiggle room before you need to worry about upgrading to 14 or 16 ply.
Load Mizer and one more thing to throw out there. I load myself, I haul brine. If I don’t move my axles around to stay legal I get the ticket, not the company. I am paid to make sure I am legal like most drivers are.
KO all too familiar my friend. I yanked a tank for a good long while. Learned how to shift and brake all over again lol. At least if you’re hauling the same product you don’t have to factor in a tank wash each trip. I won’t say I miss those days too much lol. Some of you crazy guys love it though and that’s awesome in my book man!! 👍👍
Load Mizer I only haul between our company. I don’t deliver to anyone but our own locations. The only thing I wish I could change is I have a food grade tank, would be nice to have a few baffles in the 48’ behind me.
KO ah man smooth bore is the way to go, especially right at about half full. Surge city!! 😂
Good video- but your front axle WILL be different than your 5200 number.. Load the trailer heavy into the bed- it will also raise the front weight slightly- add a bunch to a tag trailer without air bags and you will take a bunch off the steer axle. So even if you are under weight total- you can over load the front axle with single tires by putting way too much weight in the bed and airing the air bags up too much! Just the rear And height alone moves weight on or off the front axle. Travel safe.
That’s why I never understood derating trailers
As a retired CDL driver the standard fcmvc assoc. Federal period regardless of ratings exc a non CDL driver can haul 26001 pounds regardless of licensing. Exc. With an air brake endorsement this can go up. For non CDL. Anything over the 26001 I'd an illegal load. As long as the tires capacity is not being exceeded that's mostly what you need to worry about. Other considerations are stopping regardless of load weight size height exc. If u can't stop it you are screwed. You must consider brake power and stopping ability without heating up or it's useless to haul if you cannot stop it. Good luck all
Nice video, definitely informational, but what's the year make and model?
VERY HELPFUL I am going to watch this video over again and write down notes for sure? For the apportioned tags for Georgia with a F350 my weight class should be 55,000?
You just saved me a lot of money brotha appreciate it!
Very great video. I think I have some direction now. I derated a 16K trailer to 12K (My truck GVWR is 14K). CGVWR is 26K, no CDL. Trailer empty on scale weighs 3500#. Making my useable payload 8500#. (I was told that is the most physical weight I could put on the trailer 8500#). So based upon what I’m learning on this video I can indeed use the tongue weight/pin weight to offset this and actually tow a little bit more weight than 8500# (as long as nothing else is exceeded, tires, axles, etc). The skid I want to purchase weighs 9300 pounds. Tongue weight alone would absorb 10-15% of the load. I would obviously weigh everything as you described above. Am on the right path digesting what you have said?
Yes you are just make sure that your rear axle weight and tires can allow for the tongue weight 👍
Yes, trailer has 2 axles at 8K each, and tire load is 4000# on each (4 tires total). Thanks again for the response!!! I just found your channel not too long ago. Appreciate all the information content.
How did you get to the USEABLE PAYLOAD #? Sorry new here. My truck GVWR is 12200, Trailer 2020 Appalachian 43' 20k derated to 12k. My truck alone on CAT scale with fuel + tools is 86xx if I remember correctly. Hope this enough info for an accurate response, thanks
I messed up and did the same
@@QuickStyleMotorsports you derated to 12k on trailer and your truck is 12200 =24200 your cheating yourself out of 1800lbs you could haul. trailer should be 13800
Hey brother very good info I really appreciate it 👍!!! I’m starting my hotshot business next month and before I do so I will like to ask you a question . I’m a cdl driver and will only run in my state , will I need an apportioned plate or can I just run with my regular plate ? Thanks brother 👍
You’ll still have to register with the state like you would apportioned but you’ll be registering as an intrastate carrier. You’ll also need to let your insurance know that as well. Big price drop. If you do happen to cross state lines make sure you buy a trip permit for that state. 👍
You explained everything perfect! If you can’t do math this is probably the wrong profession for you 😂
Very well explained. Thank you sir
...missing my morning coffee, so if I understand the video, those figures are for non cdl hotshot? What would the max gvw you'd be able to do with a cdl hotshot?
jglore621 I listed both in there. 26k is the max combined gvwr for non-cdl Hotshot. For CDL it’s whatever your truck and trailer gvwr adds up to.
.Good video, but I would have to disagree with cheating the registration part. It's a loophole, but it's not illegal to de-rate your trailer so you can be under the combined weight for non-cdl hotshot. It's all about being legal and being safe. overall good info.
Great video thx!
Question that I can’t seem to find a consistent answer on:
From a LEGAL perspective solely, can I exceed my GCVWR?
For example, truck GVWR (stickered) = 10,000 lbs, equipment trailer GVWR (stickered) = 14,900 lbs; GCVWR = 24,900 lbs. But my actual combined weight as per the scales = 25,000 lbs, therefore 1,000 lbs below 26K CDL limit.
Am I ILLEGAL and subject to fines? OR am I merely exceeding the factory limitations/recommendations?
Thank you for the help!!!
That’s a huge gray area. Is it going to impact you at a weigh station or an inspection? Nah. Not at all. If you get into an accident though, lawyers will eat that fact up and immediately place blame on you wether you were at fault or not. Just something to consider. 👍
Thanks for your help. I run a setup similar to yours. Trailer 24,9k F350 7.3L manual , total weight at scale 17,7k. I do have A class CDL, what is my total weight I can haul safely? 40’ ft Gatormade with 10k axles and 14 ply tires dual tandem. New at this sure don’t need any over weight tickets, for sure I want to be safe and everyone go home at night! Thanks again!!
Great video explaining the weights. I have one question that everyone talks about for Non-CDL that is still confusing me. Do you HAVE to de-rate a trailer for NON-CDL or can you just make sure that you don't go over the 26K? If you have to de-rate, what happens if you don't and run across the scales? Thanks again for the information....soaking it all in and may start doing this when I retire.
If your truck and trailer add up to more than 26k you will have to derate your trailer until the trailer + your truck equals 26k. If you don’t and drive over the scale you’ll be put out of service for driving a commercial vehicle without a CDL. Even if it’s empty.
@@LoadMizer so to determine if you’re over or under the 26000...it’s truck GVWR + trailer axles, not trailer GVWR, correct?
@@LoadMizer I have a question, I know this is an old video but I can’t find this specific situation anywhere. I currently drive a 14k gvwr truck and a 11,999k gvwr trailer that I de rated. I’m planning on getting a cdl, would I be able to load up as much as it previously was rated for since I don’t have to worry about it going over 26k?
@@dennisf5774 you need to re register with the correct weight rating
@@bg4shoes It is truck gvwr and trailer gvwr combined.
Pasadena , Texas loves to see you go by. The judge is real friendly but the DA and cop witness are not. The guy i drove for never learned you could derate the trailer or that the dealer derates the truck for cheaper title registration.
Hey brother. I liked your video. Could you advice me,please?I got ram 3500 dually and a trailer(for 3 car hauler). So I registered my vehicle for 3400 pounds 14000 is my truck and 20000 my trailer. When I go into scale how they will look into my document?Will they count it as combination or will they scale it by axle?im so confused
Good stuff man, so I have a trailer with a gvwr at 9990. Yes it was derated from 14k. What's my payload I can put on my trailer non cdl.? I really appreciate your help?
This was a fantastic video
Also you should not go over the factory rated tow ratings and the factory rated GCWR. GCWR ranges widely even in the same model. For example, Ford F-250 GCWR is from between 19,500 to 30,000. Also, remember that older trucks are rated way less than the new trucks.
Yes. I’d be willing to wager that anybody requiring more than 30k should already know this though lol. This is really more or less for people starting out.
Find your videos real helpful . I’m new in the game just starting out under my own authority. I’m ready to work I’m just trying to figure out my allowed weight I can haul . I went and did everything you had said and did the math and what I’m figuring is that I can haul 14,100 lbs which to me seems a good bit less than I thought I’d be able to . . Wondering if there was anyway for some assistance from someone like your self to take a look . Thanks
That sounds about right for a 1 ton/40’trailer combo. A little on the low end though. My setup had me right at 16k on the flatbed.
Thanks for the reply , I thought the same but my math if I’m doing it correctly is coming at about 14,000 I really was hoping for 16,000
Spot on!
Excellent explanation
Hey man enjoy the content and the info! But, I have some questions I'm wanting to put my 2500hd duramax to work but, I'm just not understanding how my truck has a 9900 gvwr. Can I even use this for hotshot?
There is a huge difference in the axle and chassis setup between a 1 ton and a half ton. You’ll be very limited on the weight you can haul using that truck, some days even a 1 ton isn’t enough truck to do this work.
My truck damn near outweighs itself. But, it's got the horses and torque to do the work. Just the legalities and red tape say otherwise
I hope you're still checking on comments here! Great video. One question - I also have a Ford F350. Our stickers look identical, with a 14000LB GVWR and the same Front/Rear GAWR. However, my registration shows GVWR of 11000 LB. We want to upgrade to a trailer with 7k axles, so a 14000 GWVR (currently we're at 5,200 LB axles) without derating the trailer. When it comes to the CDL / GWVR, do we go by the stated sticker GVWR or do we go by the GVWR on the REGISTRATION specifically? Because if we go by the sticker, we're at 28,000 total GWVR but if we go by the registration, it's 25,000. So the former puts us over 26k and the latter puts us under (thus not requiring a CDL). Our total weight with payload will certainly be under 26K total but I'd hate for an official to simply look at the stickers on the truck / trailer and ding us. I don't have any idea or recollection why the GVW on the truck registration is 3k less than its own sticker. Thanks!!
This is a REALLY good question. Short answer is you most definitely want to be able to avoid any confusion when it comes to weight ratings. Not so much for you but for whoever you might run into on the road. You’ll actually need to do 2 things here. Both are easy just kind of annoying. You’ll need to get your registration changed at the county clerk’s office to show 26k GVWR because that will include your trailer just like any other combination vehicle. Shouldn’t cost you anything more than a filing fee. Few bucks max. Next you’ll need to get ahold of your trailer manufacturer with your vin and get that trailer derated. Because “technically” you’re driving a commercial vehicle without a CDL which is a big fine and immediate out of service. Good on you for double checking this. 👍👍
@@LoadMizer Thanks so much for getting back to me!! We haven't bought the trailer yet (just getting quotes now) but our current 5-year-old 28-foot trailer has 5,200 axles (rated 9,999) and has broken down 3x in the last 5 weeks (spring mount brackets keep breaking). So we're confident we need to upgrade to 7k axles. Should I work with the manufacturer to derate the trailer before we even pick it up? Appreciate the insight.
@@LoadMizer Also, sorry to pile on here, but are you saying my Ford F350 registration should have a GVWR of 26,000 instead of the 14000 on the sticker? If so, do I just go and ask for it? The County Clerk (not the DMV)? Thanks.
Man this is good Information. Newbie asking, so my question would be how are you supposed to know exactly that you don't go over that 2,560 before you load the trailer. (The BOL will give you that info?) I understand everything else, just how do you know for sure that after you load, and before you hit the road that you're under that 2,560 on the rear of the truck? Appreciate all your efforts, great videos!
You don't know either ask the shipper if they have a scale to check weight or go to nearest cat scale to check it
Thanks for breaking that down! So to be clear, fully loaded with your set up, you weigh 34,000 lbs? Requiring a class b correct?
It requires a class A because of the trailer. Class B is if the power unit (truck) is rated over 26k itself with no trailer.
@@LoadMizer gotcha, thanks for replying! I have my class A, it would make sense to have the most weight capacity possible to maximize profit potential. You can pull that fully loaded with an f-450 right? Thanks again. I appreciate your knowledge and experience!
Very informative bro!, thanks
Thank you so much for your information . I really like your videos
Awesome man thank you!
great video very good job explaining everything thanks I know I appreciate them
Mike W thanks man! I’m happy I could help 👍👍
Thank you!!! This really help. 😊
Good information !! I'm wanting to start my own authority or either be on someone's wing. Any advice in where to start ? I'M REALLY INTERESTED IN LEARNING THE TRADE!!!
If you can’t find anyone locally, tow piglets connections page is a pretty good place to start. It’s free for drivers.
@@LoadMizer thank you for the insight