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EDUCATIONAL ARTICLES

FROM COAST TO COAST MAGAZINE!

Big Trucks for Big Fifth-Wheels

By Bill Farlow

W. SCOTT MITCHELL

Americans have a seemingly insatiable appetite for something bigger. Some people might even say we’re spoiled. I clearly remember a discussion with my brother back in 1965. We agreed that there was absolutely no reason for anyone to want a trailer longer than 22 feet. Now I’m sitting in one that measures a gnat’s eyelash under 40 feet. But times have changed, I tell myself. In 1965 we were weekenders and summer vacation RVers. Now we’re full-timers, along with more than 2 million other Americans, and it’s easy to convince ourselves that we needed more space.

But more space means more weight, and more weight means more power and more brakes. Only a couple of pickups have a gross combined weight rating of 20,000 pounds. Subtract 7,500 pounds for an average loaded weight of the truck, and you have a tow rating of 12,500 pounds. How long is a fifth-wheel that weighs 12,500 pounds? Anything over 32-feet may bump the line.

At first glance, big trucks look like big bucks. But a big truck—a medium-duty truck or larger—can be had for less than the cost of two pickups. Now don’t run for the door. The good part is that the big truck will still be going strong when you’ve gone through several pickups. It’ll probably outlast you and be part of your estate. Sounds like a bargain to me.

Another factor to consider is safety. The brakes on big trucks are rated in excess of 40,000 pounds. Compare that with the ratings for brakes in pickups. Have you ever tried stopping your pickup and heavy fifth-wheel with the truck brakes alone? Don’t, because they won’t. I’ve driven my truck and fifth-wheel with only the truck brakes and found it stopped more quickly than when towed with a pickup and the trailer brakes working. By the way, my gross combined weight is a bit over 36,000 pounds.

“But, Farlow, those things are big. How do you get to the supermarket?” Sure, they look big, but most big trucks with a crewcab or sleeper will be the same length and width as a crewcab dually pickup. Yes, big trucks are taller. That means an extra step up into the cab. It also means you’re looking over most traffic in front of you. And that means, if you should have an accident, you’ll be sitting above the major damage.

“Okay, Farlow, you’ve convinced me they aren’t as big as they look, but where do you find that empty 40-acre field to turn around in?” Surprise! I can make good money betting pickup owners that a medium-duty truck will turn inside their pickup. My Kodiak would make a U-turn in just over three lanes. Try that in your pickup. The sharp turning radius means easier driving in traffic, but it also means easier maneuvering when backing into a campsite.

“What about vehicle registration?” Well, that varies from state to state. My truck is presently registered as a recreational vehicle in New Mexico. Most states require you to register a gross-weight rating for the truck. Remember, that means the weight of the truck and everything it carries, not what it tows. Find the actual weight of the loaded truck, add the actual pin weight of the fifth wheel, and add another 1,000 pounds or so to give yourself a safe cushion if you should ever be forced to go over the scales. And don’t worry about how the truck was registered before you bought it. You have the right to change the category.

As far as crossing the scales is concerned, you can make life a little easier for yourself. The examiners really don’t want us crossing the scales—yet. But if they see what looks like a commercial vehicle running past the scales, they may come after you. Have someone letter each side of the sleeper with “recreational vehicle” and just below that indicate “not for hire.” This has no legal basis and is not required, but it may save you some arguing time.

As for the legal driver’s license, requirements vary slightly from state to state, but most require a class A non- commercial license if the combined weight of truck and trailer is 26,001 pounds or more and the trailer weighs more than 10,000 pounds. You’ll have to take a written and driving test, similar to that test you took when you were 16, but the manual tells you the questions and proper answers.

Finally, there’s the matter of insurance. It’s always best to stay with an insurance company that knows and understands the recreational vehicle market. My truck and trailer are registered with National Alliance, the Camping World partner. Correspondence with them indicates that they’re in the process of reviewing their policy toward these larger trucks. I’ll let you know what develops. Another company that’s RV friendly is National General, the company behind the Protection Coast to Coast program.

If you’re towing a trailer weighing 13,000 pounds or more, you need a tow vehicle larger than a pickup.

The Rest of the Story

A few words about licensing, registration, and insurance

Some buyers of medium-duty trucks have run into problems in licensing and occasional brushes with something called a federal excise tax. The excise tax in question applies only to a tractor intended to pull a semitrailer in commercial use. But some dealers are trying to apply it to us. Under no circumstances should you buy a new truck as a tractor. Buy it as a cab and chassis to be used as a truck in noncommercial service.

Registration varies by state, and you may occasionally run into some minor problems. Most states permit you to register your medium-duty truck as a recreation vehicle. That’s probably the best way to do it. Others register it as a personal vehicle. Avoid registering as a commercial truck.

License fees vary according to the registration weight. Trucks are registered by the maximum legal gross weight the truck will carry, not what it will tow. Since the average medium-duty truck with full fuel, passengers and fifth-wheel pin weight will run around 12,000 pounds, there’s no reason to register it for much more than that. Both of my medium-duty trucks have hit the scales at just under 15,000 pounds. I would say 16,000 pounds would be maximum registration weight unless you’re going to be carrying very heavy cargo in addition to the trailer pin weight.

The question of proper driver’s license is also up for discussion. I’ve been told of state officials telling owners that the only license they need is a regular operator’s license. However, a careful look at every license manual I’ve seen makes it pretty clear that if your trailer weighs more than 10,000 pounds and the gross combined weight is 26,001 pounds or more, you need a class A noncommercial driver’s license. No physical is required, but you must pass a written test as well as a driving test. No sweat.

Insurance can be a minor aggravation, too. The easiest way to avoid insurance problems is to shop the companies that are used to dealing with RVers. That means companies such as National General, which is the provider for Protection Coast to Coast insurance, and National Alliance, which provides Camping World’s insurance. There are others, but these two know what we’re doing with our big trucks. Bill Farlow

RE-PRINTED WITH PERMISSION OF COAST TO COAST MAGAZINE!

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