Interesting comment. If you search across the entire USA...Ford, RAM, Chevy, & GMC dealers...you will find each and every cab & chassis with a 60" cab to axle will have 8.5'-9.5' dump beds. These two trucks have 9' beds. There is absolutely nothing wrong with a 9' bed on a 60" CA wheelbase chassis. Try calling any truck upfitter and tell them you want a 9' dump bed, service body, stake body, etc...each and every upfitter will tell you the 60" CA is the correct wheelbase.
Here's one of the LARGEST truck upfitters in the US. Take a peek at their guide...Knapheide Cab To Axle Quick Guide: www.knapheide.com/blog/cab-to-axle-quick-guide/
Great video and explanations! I have been using the CAT app and really like the convenience. My primary use is for towing a 5th wheel RV and the app has allowed me to learn different weight combinations with more or less water, fuel, supplies, ammo, etc.
They do rate the medium trucks silly. I think we both could agree that the 5500 in the video would handle 19,500 pounds better than even the 3500 regular cab diesel that just got delivered for a few reasons: heavier weight, wider front track, better tires and physically bigger size. Of course the law only cares about the factory numbers so it is what it is.
Very informative. Have K3500HD 6.0 reg cab chassis with preps, had Lee Transport install Knapheide flatbed with gooseneck and a Hi-Jacker sliding 5th wheel. Haven't turned back since. Pulls and handles perfect for me. Yes, you "turbos" may beat me to the coffee shop; however, the fresh pot fills my cup. Ha!
I hit the scales quite a bit.. the numbers (curb) on my tractors are usually way off because of the implements & different trac tires, grill guard, etc. So i see how much my trucks actually towing. My wood floor equipment trailer gains about 350lbs when it rains i learned.
I own a 1999 C 3500 last year for the C/K series , Any way it has a 5.7 gasoline 2wd automatic dually plow ready with dual fuel tanks & I always limit it 2 tons in the dump bed the bed is a ( HEIL ) That was good info on how much I can tow with a load in the bed & that doesn't sound like much. & You where very honest about the competition in towing ratings but they have other issues & I'll always be a Chevrolet guy! I also own a 2003 Silverado 1500 5.3 for towing my travel trailer .
Some very interesting information. Much appreciated and and a very hot topic ... because a lot of desire to tow big rv's...or carry them and tow a boat or trailer of some sort... and it boils down to the numbers not the "physical capabilities ". DOT APPROVAL.. you might not be hauling a "commercial load"... but the numbers still apply. If you're in an accident... and you're over weight...using those factory numbers per DOT. You're going to get a citation...salt on the wound.. if you're over a certain amount you're now required to have a CDL LICENSE... and that is costly and even more costly in the advent of an accident..more salt on the wound.. NOONE questions the "physical capability " of the vehicle to be able to tow / haul the load. It's all about the numbers based on DOT REGULATIONS. THIS VIDEO is the best and most complete and honest on this subject. Buy your truck from this guy. I am a diehard Chevrolet owner. But I truly wish they would setup the 4500 or the 3500 . With the wider front end offering the better turning radius and large tow /haul capacity NUMBERS. Plus the comfortable ride quality and interior features... 👌
Ron, I truly appreciate your feedback and your support… I get a lot of flack from people because I am so by the book… I myself am a class a CDL driver… i’m trying to do my best to educate the public with what information I have available. Everybody wants to cut corners… Skate around DOT regulation… my truck can do this… I can build my own body… I don’t need final stage certification… Every excuse in the book. Every enforcement officer is different… Some are easy-going… Some are extremely strict… Better be prepared and not get caught with your pants down
Thanks for the reeducation. Lots of drawbacks on the medium duty. Old body style, less load capabilities. Don't understand why GM only puts their toes in the water.
They can tow and haul more than the sticker and you can see that all the time. It’s just that new trucks are safer to tow/haul especially the diesels. I have a ram 5500 19,500 and ram 3500 14,000 they are beast.
Maybe this is a state by state thing or maybe I'm mistaken but in WA when I go through the scales all they care about is not overloading the axles or the overall gvcr. They don't minus the max gvw from the truck from your gvcr limiting your trailer weight if your truck is empty or atleast underweight. I've hauled through the scales many times and by your explanation I'd be overweight. I've been stopped and gone through the checks and I've never had a issue. Axle weights and Gvw for just solo and gvwr for truck and trailer. As long as you don't go over any of those numbers no problems.
You can see in this video the 5500 is actually not much bigger compared to the 3500. I've seen people complain saying GM made an F-650 for there 4500 and 5500 trucks but it really isn't. The reason they went with wider fenders is for a greater wheel cut which means a tighter turning radius and a lift forward hood which is easier to service.
More power to you… not every officer is as diligent as the next… They are getting smarter and they are starting to look for the incomplete vehicle document certifications.
thanks for this, am looking to order 5500 ( im in TX or I'd stop by your lot ), the explanation on how the GCWR can change based on setup is great info. Thanks
Thanks for watching! Not everybody agrees with the information that I put out… But I have confirmed it with several motor carrier enforcement officers from the Federal motor carrier safety administration (FMCSA).
I am the Quality Manager for Ground Effects the company that puts in the spray in bed liner and it is not true that you will get your truck faster by ordering it without this option. Our facilities are located within a few miles of all of the truck plants or onsite and we are contracted to turn around the trucks in 72 hours or less. The hold up comes from trucks on hold for missing chips and they they sit idle in holding lots until the missing chips get installed before they send them to us for bed liner, graphics, or floor mat install. Once we install our product the truck is ready to ship and does not go back to the assembly plant. The bed liner is also covered under the bumper to bumper warranty of the truck.
I appreciate the feedback… I guess I’m getting bad information from our district sales managers on how to get trucks quicker… Eliminating a step in the production process… Also I have to tell you the factory spray on bedliner is not a very quality install… I’ve had many warranty repairs because of bad prep… The actual bedliner peeling away from the tailgate/bed floor… I get a heavier and higher quality application by my local LINEX dealer. LINEX offers several different options for the thickness, hardness, and even the optional premium which keeps it shiny for years… Will not dull or fade. Also LINEX has a lifetime transferable warranty… Unlike the three-year or 36,000 mile from General Motors.
2 things from my perspective. One, when considering the GM 5500 vs the Ford F550, Ford knows of their massively expensive fuel system problems and does nothing about it. I just picked my 2017 F550 up from the shop on Monday, been in there since December, $19K later. I'm not hearing of any major issues with the GM medium duty trucks yet. Not saying there aren't any. Just my own experience along with several friends of mine going thru similar situations with their Ford F450+. Second, Id really like to know why the power and torque numbers on GMs medium duty trucks don't compare or even exceed those on the L5P in the 2500/3500.
My Buddy is a tow driver for huge local company here. they bought 3 of the 6.7 f650 a few years ago. All three have gone in for tons of engine work! Seems most guys I know with the ford diesel’s have issues.
Got a question, The 2016-2019 Suburban 3500 was built on a Silverado HD frame designed for armored VIP use. The tow rating is 3600 lbs ( according to GM Fleet brochure). The label on the factory tow hitch says 10,000 lbs. What gives? It only came in LS or LT with standard 4 wheel drive.
I would say the tow rating of 3600 lbs. is set so low because the amount of weight added to the vehicle to make it an armored unit. The more weight you add (payload) the less you can tow. The hitch itself that is bolted to the truck is rated for 10K...but the Suburban itself is extremely heavy due to the bulletproof panels, etc.
WRONG! CGVW is ONLY for OEM warranty concerns, has nothing to do with DOT. DOT only cares about GVW and axle ratings as far as weight is concerned. You can tow what you want as long as it's done safely, that you do not exceed each of the vehicles (truck and trailer individual GVW ratings) and as well as all axle ratings. Watch your tongue weight as it's added to truck. And that's it. If I wanted to tow 45K with the C3500 or C5500, I can, as long as the I don't exceed trailer GVW, truck GVW and all axles. So you are better off with trucks spec at out fully, 19K for the C5500 and ensure you know what you are hauling! IMO you left capacity on the table and short changed your customer. Otherwise nice presentation.
Great information Joe, I did have a question. If I’m shopping and looking at a 3500 or a 4500 to haul wood chips. Assuming I’m going to build my own box, approximately how much weight will either of them be able to successfully dump?
You should watch my dump truck buyers guide video. Almost everything you said about towing is irrelevant unless you have a class a cdl. And if you have a class a why play around with baby trucks. Good video.
If you buy a 5500 for personal use you'd better be able to register it as an RV with your state licensing bureau, otherwise good luck getting a personal auto policy to cover a commercial weight truck.
In the wrecker tow truck world, the rear axle of a truck must carry the weight of the towed vehicle on the wheel lift ( up to 4k lbs), the rear axle weight of truck plus wrecker body ( 7k lbs) and the weight transfered from the front axle to the rear axle ( 2k to 3k lbs, never more than 50 % 0f the front axle weight), total weight is just over 13k lbs.. The 3500 would be overloaded on the rear axle and the 5500 with a 13,500 rear axle is still legal. When a vehicle is on a wheel lift , this acts like tonge weight on a tow hitch and weight transfers from the front axle to the rear axle. 3500 can flat tow more but they cannot handle rollback flatbed or wrecker recovery body
Sure. That's why you'll never see a truck any smaller than a F-550 with a wrecker body upfit on it. Rear axle and tire rating needs to be well above 1-ton DRW territory.
Jeffrey, there are different wheelbases available for the Medium Duty 4x4 trucks (regular cab & crew cab), as well as for the Light Duty 3500 chassis. For the sake of this comparison, we'll go with the following. (Please note...the shortest wheelbase available on a 4x4 Medium Duty (4500-6500) is 84" CA. You can get a 60" CA, but only on a 2WD reg. cab. Silverado 3500 4x4 Regular Chassis Dually 60" CA = 47' curb-to-curb Silverado 3500 4x4 Crew Cab Chassis Dually 60" CA = 57.5' curb-to-curb Silverado 4500/5500/6500 4x4 Regular Cab Chassis 84" CA = 52' curb-to-curb Silverad0 4500/5500/6500 4x4 Crew Cab Chassis 84" CA = 61.5' curb-to-curb
For those that are curious, the Silverado Medium Duty 4500-6500 regular cab 2WD 60" CA (shortest wheelbase available for these trucks) has a curb-to-curb of 41.2' which is way better than the 3500 4x4 reg. cab IFS 60" CA
5500 has the DURAMAX combo with the REAL Allisan TRANSMISSION!! Not the Ford/GM Stamped Allisan approved merger torque puking 10 speed in all 2500s & 3500s since 2020!!!!
Good video, thanks. I'm deciding between a 3500 chassis cab and a 4500 Silverado. Only reason I don't just go for the 4500 is I didn't really want a diesel. There is only about 1100 pounds or so difference in payload between the two and the 3500 will have just enough to do what I want. However, I am concerned about running the 3500 with 7000+ pounds of payload all the time. Worried about wear, handling, braking, safety etc. Rating the truck at 14,000 gvwr seems a bit of a stretch but maybe it really can do it comfortably?
Short answer… 7000+ lbs. payload is overweight for these 1 ton trucks. I would recommend a F-550 with the 7.3 gas. That should give you the power and payload you need, non-diesel.
great video! so the 5500 HD Chevy would have a lower rating then a Ram 5500? both with a mechanics body and crane.... now I see they have a 6500, would that be better then ram 5500?
This particular truck is 17,500 GVWR. The 5500 is available up to 19,500 GVWR. 6500 is available up to 23,000 GVWR. All configurations are available in 4 x 4! The Ram will have a higher tow rating based on the GCWR. I would argue the Silverado medium duty lineup has the strongest frame compared to Ford and ram… We have the only one piece frame that does not dip below the cab.
If GM made gassers for these MDs, your have more payload capabilities due to the gas engine being light and allow for more weight carring duties but diesel engines are suitable for more towing capabilities since its heavy in the front and proper tall gearing. That's the rule of physics i guess😉
Very true! Gas engine truck would have higher payload! I wish Chevy would offer a large displacement gas for the 4500, 5500, 6500 trucks. Not everyone needs/wants the cost and headaches that come with these emissions equipped diesels.
@@truckguyjoe well since Ford produced the 'zilla, GM can reproduce the mighty 8.1l this time with direct/port injection that can make it current emissions legally. Those make instant low end grunt like a diesel if not better than the powerstrokes Cummins' and duramaxes of it time in thr 2000s, but unlike the diesels they stop way much sooner than the diesels for fuel, and can past a 4.6l Mustang but not a nearest gas station 😁😁😁😂.
Ugh...most states don't care about manufacturer gvrw rating. They care about weight on the axles and how much weight you have on your registration. I've had my CDLs for over 10 years, and I've never seen or heard of a USDOT federal officer stopping any commercial vehicle...
The weight on the registration cannot exceed the sticker on the door (manufacturers rating)… I’ll do a video of the DOT guys in Pennsylvania… I see them all the time with people pulled over. They are very active in New York as well… Virginia too. Motor carrier enforcement is very active also at the weigh stations along the interstates.
On class 8 trucks , the gvwr is 33k. Those are road tractors , with a federal and state rating not exceeding 80,000 pounds. So you can definitely have more weight on a registration. Same applies to other commercial vehicles, good example is hot shot rigs. I know you are trying to help people...but...
Oh geez. How about all the custom built welder trucks running around. They probably built most of those beds in an RV park some where. DOT doesn’t care about the upfitter sticker. Axle weight and total GCWR is all.
Send me your email address and I will send you the federal completion requirements on a cab and chassis. The majority of DOT enforcement will look for that sticker. I’ve been there myself… And I’ve had several customers get stopped and had to show proof.
my guy a true 3500hd was only made from 91-01 and had 10 lugs in the rear. technically in the court of law a citizen isnt required to have a weights and measures degree to use their truck. and by law dot cant tell u who can or cant put what bed on ur truck. as long as it passes inspection charges will be dismissed
All 4500-6500 have GM’s Duramax Engine, GM’s Cab, & Transmission. Navistar provides the frame, axles, suspension. It has the heart of a Chevy…not that Navistar problematic diesel
Those one ton dumps are set up wrong. They were meant for a 8 foot or 10 foot bed. About 20 years ago truck builders put a 9 or 11 foot. But the axle was never pushed back. Rear axle needs to be 12 inches back. Rear shackle should be even with end of chassis
Completely disagree… Check every single dealership across the United States whether it’s RAM, Ford or Chevy… All 60 inch cab to axle trucks for the most part have 9 foot dump beds. Also check websites like Knapheide and you’ll see exactly what size bed they want for the cab to axle. There’s nothing wrong with how those dumps are set up.
Here's one of the LARGEST truck upfitters in the US. Take a peek at their guide...Knapheide Cab To Axle Quick Guide: www.knapheide.com/blog/cab-to-axle-quick-guide/
Sorry you’re very wrong. Look at the trucks from 1970,80,90. All had 8 foot beds. Now with the axle in the center of the bed the front end becomes very light. Truck upfitter just slaps a bed on a truck. GM needs to push the axle back
Great video but I have a quick question when you say it has an Allison transmission is it manufactured by Allison or is it manufactured by General Motors ?
The light duty trucks… 2500 & 3500… they have a 10 speed manufactured by General Motors… Built to Allison specs. On the other hand, Silverado medium duty… 4500 through 6500 have a true Allison manufactured six speed
@@truckguyjoe I’m concerned. I’ve done some research and I’m hearing multiple different reports and reading some who say that they put the Allison transmission logo on the vehicle but it’s not a true Allison. So you say it was built according to Allison specs. By General Motors. ? I’m still confused.
@@stephendiamond9893 It’s a General Motors transmission… Built by General Motors… Not by Allison… Allison allowed General Motors to put their name on it because General Motors built this transmission to Allison specifications… So it’s branded as an Allison but in reality it’s a General Motors transmission… If you want a true Allison transmission off the shelf from Allison… You have to buy a Silverado medium duty.
the Pennsylvania vehicle code requires vehicles that have been converted for use as a dwelling place may have no more than 49% of the available space for use as a cargo area.
So why is the pickup, with the bed, not a commercial vehicle even though it's gvwr is well north of 10001? Because mine surely isn't, it's personal use to haul my RV. Federal law is a single vehicle of 26001 or more to be commercial. Or combination of truck and trailer of 26001 gvwr.
26k is the limit before you as the driver need a commercial drivers license. There are exceptions for large class A RV's but for trucks operated for business and commerce that is the general rule. Above 10,000 lbs DOT considers the truck a commercial vehicle if it is being driven for business or commerce and logbook and medical cards might be required depending on what type of operation the truck is used for, but CDL is not required. This doesn't apply to personal use of 1-tons to haul your RV or gooseneck around.
Waste of time If you can’t read ratings buying a truck. Don’t even attempt too. I was hoping you’d talk about the gooseneck GVWCR for the 5500 on gooseneck/fifth wheel package. Because I can’t find it online anywhere
ur wrong with the towing capacity of the 17,500 vs 19,500. if the gross gvw is 37000 then its 37000. the only way the 17500 gvw truck could tow more is if it weighed less empty. but im pretty sure the 19500 gvw truck and the 17500 gvw truck weigh pretty close empty. you said the 5500 you specd wighed 10960 empty. lets call 11 for easy math. if the gross gvw gvw is 37000 that means you can tow can tow 26k. all you did by lowering the gvw to 17500 is lower ur payload, not up ur towing
DOT does not go off of empty weight. DOT adds the GVWR of the truck to the GVWR of the trailer. DOT assumes your truck is at maximum GVWR even if there’s no weight in the bed. Because they go off Max GVWR on the door sticker, The higher the GVWR on the tow rig, the less you can tow by their math. that’s why Ford and RAM out sell us… They have a much higher GCWR o. Their 3500/4500/5500 trucks. Ford and RAM GVWR is also 19,500 on their 5500s...because their GCWR is higher… They can out tow Silverado MD.
@@truckguyjoe I also think you are wrong. The DOT adds the GVWR of the truck with the GVWR of the trailer to determine if you need a CDL A license if the GVWR of the trailer is over 10,000 lbs. The GCWR ir the actual weight of the truck and trailer combined. You cannot exceed the GAWR of either veicle or the GVWR of either vehicle.
@@bigbobsha GCWR is a figure set by the manufacturer. For example, all Silverado Medium is unfortunately available to be ordered as a 26,000 GCWR chassis. There are dealerships that mistakenly ordered chassis at this GCWR, rather than the highest available rating of 37,000… So…if DOT stops you and you have a 12,000 GVWR trailer connected to a Silverado 5500 with a 19,500 GVWR door sticker…DOT will add your 12K trailer tag + 19,500 truck tag = 31,500 GCWR (which is WAY OVER 26,000 GCWR) in the eyes of motor carrier enforcement. Even if the Silverado truck & trailer are empty…DOT goes by maximum capability. They add max capability of the truck to the max capability of the trailer. I completely understand you also can not exceed the manufacturer’s stated GAWR on the truck & trailer axles…and with tongue weight your tow rig can not exceed its GVWR. I made an entire video dedicated to weighing just your truck, then weighing the truck with empty gooseneck, then finally weighing the truck with a loaded gooseneck…all for the purpose of demonstrating weight distribution & not exceeding steer, drive, and trailer axle weight ratings.
@@bigbobsha That's what he's confused on. They don't just automatically assume your truck weighs 19,500 lbs just because that's what the door jam sticker says. (They have scales that weigh the truck and trailer axles for a reason...). Combining the GVWR on the truck and trailer is used to determine if a class A CDL is required or not. Not to determine if you are breaking some arbitrary "GCWR" set by the manufacturer.
Correct, I said “don’t settle, and buy the right truck”… All too often I have customers calling me trying to trade in a vehicle they purchased that was not the right application for what they’re trying to do… Because they were in too much of a hurry or had a sales person who sold them the wrong truck.
@@truckguyjoe It was funny. But it's how some people say things. You did explain a lot and GVW that I didn't know or think of. I just see one of these 5500 Silverado. At a truck stop here in Ohio. I was like wow I want one. ( If I won the lottery lol) but after watching CZcams videos about the truck. And how the 3500 had more power and towing comp. I would just go 3500. Since the 5500 would need. A lot of upgrades. To get power and a good suspensions. You are right about guys. Buying ram 5500 or F550. Cause Chevy is always slow to the dance. I just got my first diesel 3 years ago. Could find what I wanted. So I settle for a 02 Silverado Duramax lb7 with a plow. I figured let me under the original Duramax. Then go to a LBZ the a LP5. I do a little towing. A small car hauler. And you explain a lot about how you figure you load. Do your legal. I'm just over the PA line. But I have done a few jobs in PA. So it's good to know you load limit. And how to set it up. Thanks for comparing the two trucks like that. The whole video was great.
@@truckguyjoe I thought about that after my original comment. What if he was saying don't make a mistake a buy the truck.. meaning the wrong truck. Cause you think from the factory. The 5500 is more powerful then the 3500. That's what I thought too. Until I seen videos about it's under power. And the rough suspension. And now I understand the 5500 vs 3500 towing capacity. 👍👍👍 As we like to say. " The science".
I own a dump trailer too (Corn Pro 14K GVWR, weighs about 4K empty)...given the dual axles on the trailer and unladen weight, they are great for hauling heavy loads!
The way they are rated is stupid. Your 14k GVWR diesel DRW with it's 40k GCWR wont tow a 26,000 lb trailer better or more safely than a big 5500 series truck that has bigger and heavier everything regardless of what the bench racers, towing police and salesmen are saying. The manufacturers arbitrarily rate their 1-tons higher than they should be to win the towing and horsepower wars and rate their medium duty trucks artificially low. According to Ford an F450 pickup can now tow 40,000 lbs, but meanwhile the big truck big RV guy thinks a 5500 with a hitch on it won't tow his 17,000 lb glamper around? LOL.🤣
Lack of a gasoline option is a large contributing factor as to why they are not built as RVs. The workhorse chassis was a very heavy truck but was always spec’d with the 8100 Vortec gas. Much like the Ford V10... also very prominent in RVs
If your commercial, you should always get weighed, If you get stopped they have to base it off your stated weight at that point. Your so full of crap. You are totally allowed to build your own truck. All the years I been driving I have never been asked to see anything proven who built the bed, or sleeper. I have always built my own stuff.
Every brand new cab & chassis is considered an incomplete vehicle by DOT, and the manufacturer. The manufacturer provides the packet that must be completed by the up-fitter (final stage certification). If you send me your email address, I'd be glad to send you a copy of the packet and how it specifically states the completed vehicle must meet or exceed DOT specs. You can build your own truck if you have a final stage certification completed, with a completion sticker in the door jamb, as well as a weight slip. Thanks for watching and commenting Kyle.
Its all good until an attorney gets involved, usually because of an accident and the attorney tells a jury that a vehicle was never final manufacter completed. Having a final stage manufacter simply install a tow hitch on a cab and incomplete chasis satisfies the requirement.
How’s he a joke, I just got a ticket for not having a proper license. You need a CDL class A to drive a Ford F450 GVWR of 16,000 & a trailer GVWR of 14,000. He’s informing us
Who ever did the math on wheel base and bed length 👎 too much over hang on bed. Rear axle in center of bed 👎
Interesting comment. If you search across the entire USA...Ford, RAM, Chevy, & GMC dealers...you will find each and every cab & chassis with a 60" cab to axle will have 8.5'-9.5' dump beds. These two trucks have 9' beds. There is absolutely nothing wrong with a 9' bed on a 60" CA wheelbase chassis. Try calling any truck upfitter and tell them you want a 9' dump bed, service body, stake body, etc...each and every upfitter will tell you the 60" CA is the correct wheelbase.
Here's one of the LARGEST truck upfitters in the US. Take a peek at their guide...Knapheide Cab To Axle Quick Guide: www.knapheide.com/blog/cab-to-axle-quick-guide/
Great video and explanations! I have been using the CAT app and really like the convenience. My primary use is for towing a 5th wheel RV and the app has allowed me to learn different weight combinations with more or less water, fuel, supplies, ammo, etc.
They do rate the medium trucks silly. I think we both could agree that the 5500 in the video would handle 19,500 pounds better than even the 3500 regular cab diesel that just got delivered for a few reasons: heavier weight, wider front track, better tires and physically bigger size.
Of course the law only cares about the factory numbers so it is what it is.
That was very helpful. I’ve been struggling to understand payload, towing and truck weight capacity and this video really helps.
Thanks for watching!!
Watch my dump truck buying video
Very informative. Have K3500HD 6.0 reg cab chassis with preps, had Lee Transport install Knapheide flatbed with gooseneck and a Hi-Jacker sliding 5th wheel. Haven't turned back since. Pulls and handles perfect for me. Yes, you "turbos" may beat me to the coffee shop; however, the fresh pot fills my cup. Ha!
Great video. Very informative. Reassuring that I made a good choice when buying a dump trailer.
Thanks for watching
Good explanation of the wieght and towing comparison for the vehicles.
Thanks 👍
I hit the scales quite a bit.. the numbers (curb) on my tractors are usually way off because of the implements & different trac tires, grill guard, etc. So i see how much my trucks actually towing. My wood floor equipment trailer gains about 350lbs when it rains i learned.
I dont know how i got here but this video was very informative.
Thanks Scott!
Nice comparison between the Silverado 1 ton vs medium duty trucks
Ugh! I’m a GM guy and it annoys me to no end that GM doesn’t make a consumer tow 4500/5500 vehicle like Ram and the F word company 😎
F word company 🤣
Ford
I own a 1999 C 3500 last year for the C/K series , Any way it has a 5.7 gasoline 2wd automatic dually plow ready with dual fuel tanks & I always limit it 2 tons in the dump bed the bed is a ( HEIL ) That was good info on how much I can tow with a load in the bed & that doesn't sound like much. & You where very honest about the competition in towing ratings but they have other issues & I'll always be a Chevrolet guy! I also own a 2003 Silverado 1500 5.3 for towing my travel trailer .
This is very educational
Some very interesting information. Much appreciated and and a very hot topic ... because a lot of desire to tow big rv's...or carry them and tow a boat or trailer of some sort... and it boils down to the numbers not the "physical capabilities ". DOT APPROVAL.. you might not be hauling a "commercial load"... but the numbers still apply. If you're in an accident... and you're over weight...using those factory numbers per DOT. You're going to get a citation...salt on the wound.. if you're over a certain amount you're now required to have a CDL LICENSE... and that is costly and even more costly in the advent of an accident..more salt on the wound.. NOONE questions the "physical capability " of the vehicle to be able to tow / haul the load. It's all about the numbers based on DOT REGULATIONS. THIS VIDEO is the best and most complete and honest on this subject. Buy your truck from this guy. I am a diehard Chevrolet owner. But I truly wish they would setup the 4500 or the 3500 . With the wider front end offering the better turning radius and large tow /haul capacity NUMBERS. Plus the comfortable ride quality and interior features... 👌
Ron, I truly appreciate your feedback and your support… I get a lot of flack from people because I am so by the book… I myself am a class a CDL driver… i’m trying to do my best to educate the public with what information I have available. Everybody wants to cut corners… Skate around DOT regulation… my truck can do this… I can build my own body… I don’t need final stage certification… Every excuse in the book. Every enforcement officer is different… Some are easy-going… Some are extremely strict… Better be prepared and not get caught with your pants down
Very helpful video thank you
Thank you for this video. DOT tickets get expensive.
Excellent video.
Thank you
Thanks for the reeducation. Lots of drawbacks on the medium duty. Old body style, less load capabilities. Don't understand why GM only puts their toes in the water.
They can tow and haul more than the sticker and you can see that all the time. It’s just that new trucks are safer to tow/haul especially the diesels. I have a ram 5500 19,500 and ram 3500 14,000 they are beast.
Maybe this is a state by state thing or maybe I'm mistaken but in WA when I go through the scales all they care about is not overloading the axles or the overall gvcr. They don't minus the max gvw from the truck from your gvcr limiting your trailer weight if your truck is empty or atleast underweight. I've hauled through the scales many times and by your explanation I'd be overweight. I've been stopped and gone through the checks and I've never had a issue. Axle weights and Gvw for just solo and gvwr for truck and trailer. As long as you don't go over any of those numbers no problems.
Very informative video...
You can see in this video the 5500 is actually not much bigger compared to the 3500. I've seen people complain saying GM made an F-650 for there 4500 and 5500 trucks but it really isn't. The reason they went with wider fenders is for a greater wheel cut which means a tighter turning radius and a lift forward hood which is easier to service.
VA MD DC PA DOT officers never questioned any of my "backyard" flatbed, dump beds, or box van builds. Oh or any of my "homebuild" dump trailers.
More power to you… not every officer is as diligent as the next… They are getting smarter and they are starting to look for the incomplete vehicle document certifications.
You should never say never !
very good informative video
Thank you
This is exactly why we went with a 3500 one ton. Plus you get the 445/910 power rather than the detuned duramax in the 4500/5500
Good to hear from ya!!
At least u are honest 👍🏻
thanks for this, am looking to order 5500 ( im in TX or I'd stop by your lot ), the explanation on how the GCWR can change based on setup is great info. Thanks
Thanks for watching! Not everybody agrees with the information that I put out… But I have confirmed it with several motor carrier enforcement officers from the Federal motor carrier safety administration (FMCSA).
I’m down in North Carolina and I second this comment! Great information! Thanks a lot!
I am the Quality Manager for Ground Effects the company that puts in the spray in bed liner and it is not true that you will get your truck faster by ordering it without this option. Our facilities are located within a few miles of all of the truck plants or onsite and we are contracted to turn around the trucks in 72 hours or less. The hold up comes from trucks on hold for missing chips and they they sit idle in holding lots until the missing chips get installed before they send them to us for bed liner, graphics, or floor mat install. Once we install our product the truck is ready to ship and does not go back to the assembly plant. The bed liner is also covered under the bumper to bumper warranty of the truck.
I appreciate the feedback… I guess I’m getting bad information from our district sales managers on how to get trucks quicker… Eliminating a step in the production process… Also I have to tell you the factory spray on bedliner is not a very quality install… I’ve had many warranty repairs because of bad prep… The actual bedliner peeling away from the tailgate/bed floor… I get a heavier and higher quality application by my local LINEX dealer. LINEX offers several different options for the thickness, hardness, and even the optional premium which keeps it shiny for years… Will not dull or fade. Also LINEX has a lifetime transferable warranty… Unlike the three-year or 36,000 mile from General Motors.
2 things from my perspective. One, when considering the GM 5500 vs the Ford F550, Ford knows of their massively expensive fuel system problems and does nothing about it. I just picked my 2017 F550 up from the shop on Monday, been in there since December, $19K later. I'm not hearing of any major issues with the GM medium duty trucks yet. Not saying there aren't any. Just my own experience along with several friends of mine going thru similar situations with their Ford F450+. Second, Id really like to know why the power and torque numbers on GMs medium duty trucks don't compare or even exceed those on the L5P in the 2500/3500.
From what I understand all of the big 3 de-rate their medium duties for emissions and longevity.
@@senortaco12345 not only that but they do it so the average joe can buy and drive them with a special license
My Buddy is a tow driver for huge local company here. they bought 3 of the 6.7 f650 a few years ago. All three have gone in for tons of engine work! Seems most guys I know with the ford diesel’s have issues.
happened to me with my 2012 6.7. never buying diesel again
Got a question, The 2016-2019 Suburban 3500 was built on a Silverado HD frame designed for armored VIP use. The tow rating is 3600 lbs ( according to GM Fleet brochure). The label on the factory tow hitch says 10,000 lbs. What gives? It only came in LS or LT with standard 4 wheel drive.
I would say the tow rating of 3600 lbs. is set so low because the amount of weight added to the vehicle to make it an armored unit. The more weight you add (payload) the less you can tow. The hitch itself that is bolted to the truck is rated for 10K...but the Suburban itself is extremely heavy due to the bulletproof panels, etc.
ive towed ram 5500s with my chevy 3500hd
WRONG! CGVW is ONLY for OEM warranty concerns, has nothing to do with DOT. DOT only cares about GVW and axle ratings as far as weight is concerned. You can tow what you want as long as it's done safely, that you do not exceed each of the vehicles (truck and trailer individual GVW ratings) and as well as all axle ratings. Watch your tongue weight as it's added to truck. And that's it. If I wanted to tow 45K with the C3500 or C5500, I can, as long as the I don't exceed trailer GVW, truck GVW and all axles. So you are better off with trucks spec at out fully, 19K for the C5500 and ensure you know what you are hauling! IMO you left capacity on the table and short changed your customer. Otherwise nice presentation.
Great information Joe, I did have a question. If I’m shopping and looking at a 3500 or a 4500 to haul wood chips. Assuming I’m going to build my own box, approximately how much weight will either of them be able to successfully dump?
4x2 or 4x4?
@@truckguyjoe 4 x 4
m.czcams.com/video/QbLEaleKUI8/video.html
You should watch my dump truck buyers guide video. Almost everything you said about towing is irrelevant unless you have a class a cdl. And if you have a class a why play around with baby trucks. Good video.
Thanks for watching!!
Good info thx. If you buy the 5500 for personal use, do you still need a DOT# & stop at weigh stations etc.?
This point I can’t even venture a guess… You’ll get 10 different answers from 10 different motor carrier enforcement officers
I was looking at one with a box on back for camping but with diesel at $5+, I'm putting that idea on hold for now.
If you buy a 5500 for personal use you'd better be able to register it as an RV with your state licensing bureau, otherwise good luck getting a personal auto policy to cover a commercial weight truck.
I'm sure.
Joe i need my van👍
I think I'm going to start building you one myself since General Motors won't build Express Vans!!!
@@truckguyjoe love ya joe
In the wrecker tow truck world, the rear axle of a truck must carry the weight of the towed vehicle on the wheel lift ( up to 4k lbs), the rear axle weight of truck plus wrecker body ( 7k lbs) and the weight transfered from the front axle to the rear axle ( 2k to 3k lbs, never more than 50 % 0f the front axle weight), total weight is just over 13k lbs.. The 3500 would be overloaded on the rear axle and the 5500 with a 13,500 rear axle is still legal.
When a vehicle is on a wheel lift , this acts like tonge weight on a tow hitch and weight transfers from the front axle to the rear axle.
3500 can flat tow more but they cannot handle rollback flatbed or wrecker recovery body
Sure. That's why you'll never see a truck any smaller than a F-550 with a wrecker body upfit on it. Rear axle and tire rating needs to be well above 1-ton DRW territory.
Can you give me any specs on turning radius with the medium duty 4x4 trucks having a SFA vs the light duty trucks IFS.
Jeffrey, there are different wheelbases available for the Medium Duty 4x4 trucks (regular cab & crew cab), as well as for the Light Duty 3500 chassis. For the sake of this comparison, we'll go with the following. (Please note...the shortest wheelbase available on a 4x4 Medium Duty (4500-6500) is 84" CA. You can get a 60" CA, but only on a 2WD reg. cab.
Silverado 3500 4x4 Regular Chassis Dually 60" CA = 47' curb-to-curb
Silverado 3500 4x4 Crew Cab Chassis Dually 60" CA = 57.5' curb-to-curb
Silverado 4500/5500/6500 4x4 Regular Cab Chassis 84" CA = 52' curb-to-curb
Silverad0 4500/5500/6500 4x4 Crew Cab Chassis 84" CA = 61.5' curb-to-curb
For those that are curious, the Silverado Medium Duty 4500-6500 regular cab 2WD 60" CA (shortest wheelbase available for these trucks) has a curb-to-curb of 41.2' which is way better than the 3500 4x4 reg. cab IFS 60" CA
Got a f550 2016 Super duty diesel . Was told I can only carry 800 ponds in the back . Is that right ?
Does not sound right...most F-550 owners will tell you they haul 8,000 lbs.
5500 has the DURAMAX combo with the REAL Allisan TRANSMISSION!! Not the Ford/GM Stamped Allisan approved merger torque puking 10 speed in all 2500s & 3500s since 2020!!!!
Be careful you guys that don't have a CDL, you can only load up to 26000lbs, and that's only just a truck or truck and trailer together!
I built that 5500 in Springfield Ohio
Your explanation is interesting,,,but u have to include the weight of the bed to the payload capability.
The weight of the bed is included… The yellow CAT weight slips are the truck as it sits.
Good video, thanks. I'm deciding between a 3500 chassis cab and a 4500 Silverado. Only reason I don't just go for the 4500 is I didn't really want a diesel.
There is only about 1100 pounds or so difference in payload between the two and the 3500 will have just enough to do what I want. However, I am concerned about running the 3500 with 7000+ pounds of payload all the time. Worried about wear, handling, braking, safety etc. Rating the truck at 14,000 gvwr seems a bit of a stretch but maybe it really can do it comfortably?
Short answer… 7000+ lbs. payload is overweight for these 1 ton trucks. I would recommend a F-550 with the 7.3 gas. That should give you the power and payload you need, non-diesel.
great video! so the 5500 HD Chevy would have a lower rating then a Ram 5500? both with a mechanics body and crane.... now I see they have a 6500, would that be better then ram 5500?
This particular truck is 17,500 GVWR.
The 5500 is available up to 19,500 GVWR.
6500 is available up to 23,000 GVWR.
All configurations are available in 4 x 4!
The Ram will have a higher tow rating based on the GCWR.
I would argue the Silverado medium duty lineup has the strongest frame compared to Ford and ram… We have the only one piece frame that does not dip below the cab.
ok thank you for the info!@@truckguyjoe
What’s the payload on that single cab 3500 that just came in?
3500 single cab 4x4 SRW pickup gas approximately 4400 lbs
If GM made gassers for these MDs, your have more payload capabilities due to the gas engine being light and allow for more weight carring duties but diesel engines are suitable for more towing capabilities since its heavy in the front and proper tall gearing. That's the rule of physics i guess😉
Very true! Gas engine truck would have higher payload! I wish Chevy would offer a large displacement gas for the 4500, 5500, 6500 trucks. Not everyone needs/wants the cost and headaches that come with these emissions equipped diesels.
@@truckguyjoe well since Ford produced the 'zilla, GM can reproduce the mighty 8.1l this time with direct/port injection that can make it current emissions legally. Those make instant low end grunt like a diesel if not better than the powerstrokes Cummins' and duramaxes of it time in thr 2000s, but unlike the diesels they stop way much sooner than the diesels for fuel, and can past a 4.6l Mustang but not a nearest gas station 😁😁😁😂.
@@brandedmcgowan9414 I still own a 2001 Silverado 2500 regular cab 8.1L I bought brand new… Love this truck… 4.10 rear end, Allison five-speed auto.
@@truckguyjoe right on!
That's a million mile motor and then some. When not modded.
Ugh...most states don't care about manufacturer gvrw rating. They care about weight on the axles and how much weight you have on your registration. I've had my CDLs for over 10 years, and I've never seen or heard of a USDOT federal officer stopping any commercial vehicle...
The weight on the registration cannot exceed the sticker on the door (manufacturers rating)… I’ll do a video of the DOT guys in Pennsylvania… I see them all the time with people pulled over. They are very active in New York as well… Virginia too. Motor carrier enforcement is very active also at the weigh stations along the interstates.
On class 8 trucks , the gvwr is 33k. Those are road tractors , with a federal and state rating not exceeding 80,000 pounds. So you can definitely have more weight on a registration. Same applies to other commercial vehicles, good example is hot shot rigs. I know you are trying to help people...but...
@@MrJason7680h I gotcha. I'm just going off of my experience with DOT, and the FMCSA website.
@@truckguyjoe I understand 👍
Oh geez. How about all the custom built welder trucks running around. They probably built most of those beds in an RV park some where. DOT doesn’t care about the upfitter sticker. Axle weight and total GCWR is all.
Send me your email address and I will send you the federal completion requirements on a cab and chassis.
The majority of DOT enforcement will look for that sticker. I’ve been there myself… And I’ve had several customers get stopped and had to show proof.
I’ll still never buy a Ram.
👍👍👍
Hard to turn your nose up at them.
As a Chevy man myself i respect RAM trucks since there mostly equal to the GMs. It's the Ford's i dislike.
my guy a true 3500hd was only made from 91-01 and had 10 lugs in the rear. technically in the court of law a citizen isnt required to have a weights and measures degree to use their truck. and by law dot cant tell u who can or cant put what bed on ur truck. as long as it passes inspection charges will be dismissed
Here I am, researching a truck for my business with Joe Buck. Sick
That 5500 is one rough ride
Yes, but it’s a true Medium Duty through & through
*Great info* #WorldsOkayestFarmer
Can you use earthier truck to haul rolloff cans
You can set them up as rolloff bodies. I typically use Switch-N-Go
Can u put 20 yard cans on . Those are normally 16’ long and at some point I want to have 30 and 40 yard cans
The 4500-5500-6500 are built by IH.
GM slaps their badge on it & calls it a day.
!
All 4500-6500 have GM’s Duramax Engine, GM’s Cab, & Transmission. Navistar provides the frame, axles, suspension. It has the heart of a Chevy…not that Navistar problematic diesel
Those one ton dumps are set up wrong. They were meant for a 8 foot or 10 foot bed. About 20 years ago truck builders put a 9 or 11 foot. But the axle was never pushed back. Rear axle needs to be 12 inches back. Rear shackle should be even with end of chassis
Completely disagree… Check every single dealership across the United States whether it’s RAM, Ford or Chevy… All 60 inch cab to axle trucks for the most part have 9 foot dump beds. Also check websites like Knapheide and you’ll see exactly what size bed they want for the cab to axle.
There’s nothing wrong with how those dumps are set up.
Here's one of the LARGEST truck upfitters in the US. Take a peek at their guide...Knapheide Cab To Axle Quick Guide: www.knapheide.com/blog/cab-to-axle-quick-guide/
Sorry you’re very wrong.
Look at the trucks from 1970,80,90. All had 8 foot beds.
Now with the axle in the center of the bed the front end becomes very light.
Truck upfitter just slaps a bed on a truck. GM needs to push the axle back
Also the 3500 is not a HD. GM made a true HD in the 90s early 2000 with a sold front axle leaf springs and 10 bolt rear tire.
@@giovannidodaro3849 That was a heavy built truck… Definitely a workhorse back in its day
Great video but I have a quick question when you say it has an Allison transmission is it manufactured by Allison or is it manufactured by General Motors ?
The light duty trucks… 2500 & 3500… they have a 10 speed manufactured by General Motors… Built to Allison specs. On the other hand, Silverado medium duty… 4500 through 6500 have a true Allison manufactured six speed
@@truckguyjoe I’m concerned. I’ve done some research and I’m hearing multiple different reports and reading some who say that they put the Allison transmission logo on the vehicle but it’s not a true Allison. So you say it was built according to Allison specs. By General Motors. ? I’m still confused.
@@stephendiamond9893 It’s a General Motors transmission… Built by General Motors… Not by Allison… Allison allowed General Motors to put their name on it because General Motors built this transmission to Allison specifications… So it’s branded as an Allison but in reality it’s a General Motors transmission… If you want a true Allison transmission off the shelf from Allison… You have to buy a Silverado medium duty.
@@truckguyjoe I’ve seen pick up trucks for sale with the Allison transmission emblem.
But it seems it’s deceptive advertising wouldn’t you agree?
@@stephendiamond9893 100% agree. I think it’s a joke they put an Allison tag on the hood
What do you want to tow 16k and stay under 26k total?
Truck with a GVWR of 10,000 lbs.
@@truckguyjoe I get that lol. You know of a good one to do so
Register as an RV plate avoid the issues
the Pennsylvania vehicle code requires vehicles that have been converted for use as a dwelling place may have no more than 49% of the available space for use as a cargo area.
So why is the pickup, with the bed, not a commercial vehicle even though it's gvwr is well north of 10001? Because mine surely isn't, it's personal use to haul my RV. Federal law is a single vehicle of 26001 or more to be commercial. Or combination of truck and trailer of 26001 gvwr.
State to state I see varying interpretations… But on the federal level I believe they give an exemption if it’s for personal use for recreation.
26k is the limit before you as the driver need a commercial drivers license. There are exceptions for large class A RV's but for trucks operated for business and commerce that is the general rule. Above 10,000 lbs DOT considers the truck a commercial vehicle if it is being driven for business or commerce and logbook and medical cards might be required depending on what type of operation the truck is used for, but CDL is not required. This doesn't apply to personal use of 1-tons to haul your RV or gooseneck around.
Waste of time
If you can’t read ratings buying a truck. Don’t even attempt too. I was hoping you’d talk about the gooseneck GVWCR for the 5500 on gooseneck/fifth wheel package. Because I can’t find it online anywhere
Gooseneck package not available on incomplete vehicles (cab & chassis). Have to gave 3rd party install it for you.
@@truckguyjoe really? I didn’t know that. Thank you for the reply!
@@dannyg5598 you’re welcome & thank you for watching!
Nice chemtrails!!!
ur wrong with the towing capacity of the 17,500 vs 19,500. if the gross gvw is 37000 then its 37000. the only way the 17500 gvw truck could tow more is if it weighed less empty. but im pretty sure the 19500 gvw truck and the 17500 gvw truck weigh pretty close empty. you said the 5500 you specd wighed 10960 empty. lets call 11 for easy math. if the gross gvw gvw is 37000 that means you can tow can tow 26k. all you did by lowering the gvw to 17500 is lower ur payload, not up ur towing
DOT does not go off of empty weight.
DOT adds the GVWR of the truck to the GVWR of the trailer.
DOT assumes your truck is at maximum GVWR even if there’s no weight in the bed.
Because they go off Max GVWR on the door sticker, The higher the GVWR on the tow rig, the less you can tow by their math.
that’s why Ford and RAM out sell us… They have a much higher GCWR o. Their 3500/4500/5500 trucks.
Ford and RAM GVWR is also 19,500 on their 5500s...because their GCWR is higher… They can out tow Silverado MD.
@@truckguyjoe I also think you are wrong. The DOT adds the GVWR of the truck with the GVWR of the trailer to determine if you need a CDL A license if the GVWR of the trailer is over 10,000 lbs. The GCWR ir the actual weight of the truck and trailer combined. You cannot exceed the GAWR of either veicle or the GVWR of either vehicle.
@@bigbobsha GCWR is a figure set by the manufacturer. For example, all Silverado Medium is unfortunately available to be ordered as a 26,000 GCWR chassis. There are dealerships that mistakenly ordered chassis at this GCWR, rather than the highest available rating of 37,000… So…if DOT stops you and you have a 12,000 GVWR trailer connected to a Silverado 5500 with a 19,500 GVWR door sticker…DOT will add your 12K trailer tag + 19,500 truck tag = 31,500 GCWR (which is WAY OVER 26,000 GCWR) in the eyes of motor carrier enforcement. Even if the Silverado truck & trailer are empty…DOT goes by maximum capability. They add max capability of the truck to the max capability of the trailer. I completely understand you also can not exceed the manufacturer’s stated GAWR on the truck & trailer axles…and with tongue weight your tow rig can not exceed its GVWR. I made an entire video dedicated to weighing just your truck, then weighing the truck with empty gooseneck, then finally weighing the truck with a loaded gooseneck…all for the purpose of demonstrating weight distribution & not exceeding steer, drive, and trailer axle weight ratings.
@@bigbobsha That's what he's confused on. They don't just automatically assume your truck weighs 19,500 lbs just because that's what the door jam sticker says. (They have scales that weigh the truck and trailer axles for a reason...). Combining the GVWR on the truck and trailer is used to determine if a class A CDL is required or not. Not to determine if you are breaking some arbitrary "GCWR" set by the manufacturer.
@59 sec in" don't settle and buy the right decision to buy the truck 🤔🤔🤔
Correct, I said “don’t settle, and buy the right truck”… All too often I have customers calling me trying to trade in a vehicle they purchased that was not the right application for what they’re trying to do… Because they were in too much of a hurry or had a sales person who sold them the wrong truck.
@@truckguyjoe It was funny. But it's how some people say things. You did explain a lot and GVW that I didn't know or think of. I just see one of these 5500 Silverado. At a truck stop here in Ohio. I was like wow I want one. ( If I won the lottery lol) but after watching CZcams videos about the truck. And how the 3500 had more power and towing comp. I would just go 3500. Since the 5500 would need. A lot of upgrades. To get power and a good suspensions. You are right about guys. Buying ram 5500 or F550. Cause Chevy is always slow to the dance. I just got my first diesel 3 years ago. Could find what I wanted. So I settle for a 02 Silverado Duramax lb7 with a plow. I figured let me under the original Duramax. Then go to a LBZ the a LP5. I do a little towing. A small car hauler. And you explain a lot about how you figure you load. Do your legal. I'm just over the PA line. But I have done a few jobs in PA. So it's good to know you load limit. And how to set it up. Thanks for comparing the two trucks like that. The whole video was great.
@@truckguyjoe I thought about that after my original comment. What if he was saying don't make a mistake a buy the truck.. meaning the wrong truck. Cause you think from the factory. The 5500 is more powerful then the 3500. That's what I thought too. Until I seen videos about it's under power. And the rough suspension. And now I understand the 5500 vs 3500 towing capacity. 👍👍👍 As we like to say. " The science".
TELL US THE Window Price !!!!!!!!!!!!!!
Good thought! I should have mentioned price difference
Pretty disappointing capacity. I’ll keep my dump trailer. It holds 10k.
I own a dump trailer too (Corn Pro 14K GVWR, weighs about 4K empty)...given the dual axles on the trailer and unladen weight, they are great for hauling heavy loads!
All this for a ton... .. Japanese light dump trucks are far ahead
It’s more than just payload… It’s pulling trailers and plowing snow. Overall it’s a pretty solid little truck!
The way they are rated is stupid. Your 14k GVWR diesel DRW with it's 40k GCWR wont tow a 26,000 lb trailer better or more safely than a big 5500 series truck that has bigger and heavier everything regardless of what the bench racers, towing police and salesmen are saying. The manufacturers arbitrarily rate their 1-tons higher than they should be to win the towing and horsepower wars and rate their medium duty trucks artificially low. According to Ford an F450 pickup can now tow 40,000 lbs, but meanwhile the big truck big RV guy thinks a 5500 with a hitch on it won't tow his 17,000 lb glamper around? LOL.🤣
I agree…I wouldn’t be too confident towing 26K with a 3500. I’d rather do that with the huge brakes & heavier suspension of a medium duty.
Honestly, Silverado 5500HD looks so ugly. That's the main reason why RV manufacturers don't use it.
Lack of a gasoline option is a large contributing factor as to why they are not built as RVs. The workhorse chassis was a very heavy truck but was always spec’d with the 8100 Vortec gas. Much like the Ford V10... also very prominent in RVs
Jezzus just get to the damn point. This could have been a 30 second video.
Maybe bump up the playback speed?? Thanks for watching & commenting. I know I talk alot.
If your commercial, you should always get weighed, If you get stopped they have to base it off your stated weight at that point. Your so full of crap. You are totally allowed to build your own truck. All the years I been driving I have never been asked to see anything proven who built the bed, or sleeper. I have always built my own stuff.
Every brand new cab & chassis is considered an incomplete vehicle by DOT, and the manufacturer. The manufacturer provides the packet that must be completed by the up-fitter (final stage certification). If you send me your email address, I'd be glad to send you a copy of the packet and how it specifically states the completed vehicle must meet or exceed DOT specs. You can build your own truck if you have a final stage certification completed, with a completion sticker in the door jamb, as well as a weight slip. Thanks for watching and commenting Kyle.
Its all good until an attorney gets involved, usually because of an accident and the attorney tells a jury that a vehicle was never final manufacter completed. Having a final stage manufacter simply install a tow hitch on a cab and incomplete chasis satisfies the requirement.
This guy is a joke. Safe and legal.
Thanks for watching!
What made you say that?
What?
How’s he a joke, I just got a ticket for not having a proper license. You need a CDL class A to drive a Ford F450 GVWR of 16,000 & a trailer GVWR of 14,000. He’s informing us
@@juanochoa9410 how much was the ticket?
Hey Joe I added you on Instagram I wanted to ask you a few questions.
truckguyjoe@hallmanchevy.net