Tdavid
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Re: Confused about Truck Class when titling, PA
Ralph Cramden wrote: Tdavid wrote: Ok, so I guess I am the one still confused. If truck class is not based on its GVWR plus the GVWR of the trailer (GCWR), then what exactly am I changing when I go in to tag agency to change the truck’s weight class? Truck is currently titled as a Class 5. 5th wheel is 16,850 GVWR. You're overthinking it and buying into RVnet geezer worrywartitis. Im shocked that someone has not told you if you title it at the lower class you're putting your and their families at risk lol. Have the dealer title it as a 4a or b and go camping. If it was illegal to do so do you honestly think the dealer would offer to title it as 4a or b? Save the $110 and spend it on beer. Your not going to get pulled over, weighed, and cited pulling a 5th wheel RV for the weight class of the truck. Now get a big gooseneck drop trailer, load it with drill pipe, and put a magnetic sign on the truck saying "Joes Hotshot Service", then you can worry about possible citations for weight class. I’m not so worried about being pulled over as I am about the unforeseen happening (accident). Without proper classification I can’t get my non-com Class A license. Without that license, I’m quite exposed should an accident happen. Since this truck is in my company name, my company is quite exposed, too.1.6KViews0likes0CommentsRe: Confused about Truck Class when titling, PA
Ok, so I guess I am the one still confused. If truck class is not based on its GVWR plus the GVWR of the trailer (GCWR), then what exactly am I changing when I go in to tag agency to change the truck’s weight class? Truck is currently titled as a Class 5. 5th wheel is 16,850 GVWR.1.6KViews0likes0CommentsRe: Confused about Truck Class when titling, PA
Gary O wrote: I went through this 1 1/2 years ago. I have a 2017 f-350 drw and tow a Cedar Creek that loaded weight is over 164oo lb.Truck was 14000 lb and I had to get it licensed as a class 10. When towing you have to have a combination weight sticker if trailer is over 10001 lb I believe.$757.00 for license. When you take test for Class A non CDL they will check your truck for proper license and weight class.I got my truck tilted for 40,000 lb and licensed for 33000 or whatever class 10 falls under.The lady that gave my test said they are checking rver's for proper license and weight class. Excellent info. Thanks for confirming what I was reading. Titling is what I just did. Is licensing the truck something you do later at a tag place?1.3KViews0likes0CommentsRe: Confused about Truck Class when titling, PA
4x4ord wrote: Tdavid wrote: A) the only F250 that is rated for my 5er GVW is a 4x2 standard cab or a 4x2 supercab with short bed, way too many comprimises for me. B) you seem to be as confused as I was. Topic of thread is about registration class. A 250 with my 5er is basically same class as a 450. Non of it is confusing really. Select your truck based on what it is to be used for and register it so it can be used for its intended purpose. You’re missing the point. Titling properly in PA is at GCVW. Not the GVW of the truck alone. There’s no real registration fee savings using an F250 vs an F450 with a 16,850 GVW 5er (and the F250 is too light of a truck anyway for a 5er that heavy).1.2KViews0likes0CommentsRe: Confused about Truck Class when titling, PA
A) the only F250 that is rated for my 5er GVW is a 4x2 standard cab or a 4x2 supercab with short bed, way too many comprimises for me. B) you seem to be as confused as I was. Topic of thread is about registration class. A 250 with my 5er is basically same class as a 450.1.2KViews0likes0CommentsRe: Confused about Truck Class when titling, PA
By the way, thanks for all the helpful posts in this thread. On the other hand, I’m always surprised how snarky rv.net tends to be. So many nasty comments made in so many threads all over the forums, Very much different than all the other RV and boat forums I frequent. So much for the camaraderie of the hobby.1.2KViews0likes0CommentsRe: Confused about Truck Class when titling, PA
So the way I’m understanding this, is that I must register the truck for the class that best represents the proper GCVW. So even if I tow my 5er only twice per year, the truck needs to be classed all the time for that combined weight, even though 99% of the time I’m below 14k actual weight. The LEO pulling me over when I’m trailering won’t know that it is the exception, not the rule, I get it. In that case it is a game of odds for me. What I think may be a real gotcha, is when I go for my Class A license test. I bet my truck will be inspected to make sure it’s properly classed for the 26,001+ Class A threshold. In fact, because I’d be at 30,850 GCVW, I should be Class 10 according to this chart: http://www.dot.state.pa.us/public/dvspubsforms/BMV/BMV%20Forms/MV-70S.pdf Wow. That’s very expensive. Ouch.1.2KViews0likes0CommentsConfused about Truck Class when titling, PA
2019 F450 in Pennsylvania Recreational use 14,000 GVW 16,850 GVW 5th wheel towed a couple times per year, otherwise just general hauling in bed of truck Dealer is asking me how I want to title the truck, Class 4a 9,001-10,000lbs, Class 4b 10,0001-11,000lbs, or Class 5 11,001-14,000lbs. Registration fee per year is $110 more for Class 5 vs the 4a/b. Also, how do I make sense of Classes for turnpike tolls? Turnpike toll calculator shows Class 4 is 19,001-30,000lbs and Class 5 is 30,001-45,000lbs. My insurance is on my business, and they classify my truck as medium duty, regardless of what I register it as. Light duty would be under 10k GVW. PS. I already know about Non-Com Class A licensing I have to get. Thanks!6.7KViews0likes45CommentsRe: Very Disappointed with New Keystone Alpine
laknox wrote: To that I say "CR@P!". Given the "quality" of what's put out, if you take extra time building the same # of units, you're almost certain to put out better quality. Drilling a hole to run wires or pex instead of taking a hammer and bashing the hole out (pics posted here a few years ago), cleaning roofs off so trash doesn't poke through the membrane (post just last week regarding this), making sure ducting is actually attached to vents (many, many posts about this), =cleaning= the ducting out (ditto), making sure wiring is attached with the right polarity or not chafed (recent post about a new FW with =burned= wiring at the j-box on the pin of a brand new unit), the list goes on. If the workforce is so thin in IN, why don't the mfrs consider moving to another location? Hell, here in AZ, with the housing boom going on, people are moving in to work in construction. No need to scrape the bottom of the barrel and hire Marty Methhead. While the economy is improved, there are still many large, unused commercial spaces around the state where a manufacturing facility could be set up. Weather means no snow days shutting down production. COL is cheaper than IN, I'm sure. Two major E/W interstates, with one, I-10, having much better weather to move inventory, especially in the winter. The list goes on... Lyle Again, this is not a speed issue. Quality is a culture. A bad worker doesn’t automatically get better when they do it slower. The worker shortage is a recent issue due to a recovered economy (more demand) but a decimated labor supply from when the recession hit, Elkhart was one of the hardest hit when luxury goods demand dried up. A lot of the skilled workers moved away, and not so easy to get them back now that they are gainfully employed elsewhere. Moving a plant because of a temporary boom certainly isn’t a viable option, layered on top of the supply chain complications that would cause (lots of suppliers to the manufacturers are local). Should the demand sustain, those that invest in efficiency initiatives will be the ones that get both throughput *and* quality. They’ll be able to do more with less, and Marty Methead will be out of a job, since he doesn’t do quality at any speed (pun intended).357Views0likes0Comments
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