Friday, June 29, 2007

Semi Truck Financing

With semi truck prices at or higher than the price of some new homes, it's important that you examine all of your semi truck financing options before committing yourself to what are sure to be some hefty payments.

In additional to traditional dealer and bank financing, the Internet has opened up some new channels for obtaining semi truck financing that may not have existed when you bought your last truck.

Applying online for semi truck financing gets your application in front of multiple lenders and gives you the best chance of getting the most favorable interest rates and repayment terms. That's because lenders are in the business of making money and, unless you find a way to let them know that they are competing for your business, they will try to give you semi truck financing terms that are most advantageous to them. When you apply for semi truck financing online, you're putting those lenders on notice that you're in the market for the best deal.

Many of the online lenders are the same ones that have been providing semi truck financing for years, and they're the same ones that would charge you more if you walked into their offices directly. The only real difference is that in the pre-Internet days, it would have taken weeks, or even months, to research as many semi trucking finance sources as you can find online in just a few minutes.

Applying for semi truck financing online is the fastest and easiest way to get a loan. The application process is quick and easy, and online applications can be approved in minutes, in some cases, with the funds being wired directly to the seller without you even having to pick up and deliver a check.

Completing and submitting an online semi truck financing application takes but a few minutes. Not only can you submit your application to one ore more personally-selected lenders, you also have the option of submitting your online application to a broker who specializes in negotiating with semi truck finance companies and banks on your behalf.

If you have excellent credit, a semi truck financing broker can get you the lowest available interest rate. If your credit is less than perfect or even sub prime, an online broker may be your only chance of getting semi truck financing at all.

Tell your broker that you want semi truck financing offers from two, three or more lenders. Then let him or her do all of the work. When the offers arrive, review each one carefully before you make your final decision.

Wednesday, June 27, 2007

Basic Hand Signals In Crane Operation

Cranes are commonly used in the construction of towers and industry, and in manufacturing heavy equipments. Cranes ranges from small site crane to big cranes and deck cranes that lift heavy equipments. Basically, they are temporary structures in construction. They are either fixed on the ground or hoarded on a purpose-built vehicle. Cranes come in different types such as jib, gantry, ship and deck, bridge or overhead, boom, tower, and mobile or truck.

Before operating the crane, operators should carefully read and understand the operation manual from the crane manufacturer. Further, they must always note any instructions given by a reliable instructor or operator. It is also crucial for the crane operator to understand the consequences of careless operation of cranes. They must be instructed of the proper use, prohibition and the safety rules and regulation during the operation.

It is always the responsibility of the owner to make their personnel aware of all federal rules and codes so as to preclude violations along with their penalties. Employers must also make certain that their operators are properly trained and are equipped with the know-how. To be safe in the operation of crane, it requires skill and exercise of great care and ideal foresight, alertness and concentration. Also strict adherence to proven safety rules and practices is necessary.

The personnel who handle the operation of cranes in an area must utilize hand signals, if necessary, as their means of communication. Here are the most commonly used hand signals during crane lifting operation:

1. HOIST. Raise the forearm vertically and extend the right arm straight out with forefinger pointing up. Then, move hand in small horizontal circle.

2. LOWER. Forefinger pointing down and extend right arm downward then move hand in small horizontal circle.

3. STOP. Extend right arm down with wrist bent, palm down and open.

4 SWING. Right arm away from body, point with finger in direction of swing of boom.

5. RAISE BOOM. Fingers closed and thumb pointing upward while extending the right arm straight out.

6. LOWER BOOM. Fingers closed and thumb pointing downward while extending the right arm straight out.

7. BRIDGE TRAVEL. Extend the right arm forward, hand open and slightly raised and make pushing motion in direction of travel.

8. TROLLEY TRAVEL. Thumb pointing in direction of motion with palm up and fingers closed, jerk hand horizontally.

9. EMERGENCY STOP. Extend right arm, palm down and move hand rapidly left and right.

10. MULTIPLE TROLLEYS. For block marked 1. hold up one finger, and two fingers for block marked 2. Regular signals come next.

11. RAISE BOOM and LOWER LOAD. Right arm extended and thumb pointing up. Flex fingers in and out as long as load movement is needed.

12. LOWER BOOM and RAISE LOAD. Right arm extended and thumb pointing down. Flex fingers pointing in and out as long as load movement is needed.

13. DOG EVERYTHING. Hold hands in front of the body.

14. MOVE SLOWLY. One hand gives any motion signal while the other hand motionless in front of hand giving the motion signal.

15. MAGNET IS DISCONNECTED. Spread both hands.

When using these hand signals be sure that you and the crane operator are familiar with these signals. A wrong signal could cause a serious injury or worst - death.

Always stay alert when you are working in construction near any crane. If possible, avoid working under a moving load and stay clear of the counter balance. Always use your safety devices and helmet to avoid injuries. Safety is always the top priority of all workers and the crane operator.

Monday, June 25, 2007

Ducati Motorcycles - For Casual Riders to Professional Racers

Ducati manufactures a series of motorcycles that are perfect for everyone from casual riders to professional racers. Their current line of bikes includes the super-popular Superbike 1098. This 2007 model has been designed for performance on the road and on the racetrack. Other models in the Ducati line include the Desmosedici RR, Monster and Sportclassic.

In addition to a superior line of motorcycles, Ducati also offers a great line of accessories. These accessories include items like racing bike upgrades, exhaust pipe upgrades, engine performance upgrades, wheel upgrades and bike covers. Ducati also offer a selection of apparel. Their apparel line includes helmets, caps, shirts and racing gear.

There are a lot of ways to get your hands on Ducati motorcycle parts and accessories. The first way is to visit a local Ducati dealer. Here you will find new and remanufactured parts for your bike. If you don't have a Ducati dealer in your area then you can order directly from the Ducati company. If you use this method for shopping for motorcycle parts you will have access to upgrade kits, racing gear and authorized parts.

If you are interested in finding used Ducati motorcycle parts then you will need to do a little digging. You can search classified ads listed in your local newspaper, or you can search the classified ads posted in sporting and motorcycle publications. You can also search websites that offer used products like eBay. Motorcycle service shops are another great source for finding used and remanufactured parts for your Ducati motorcycle.

Friday, June 22, 2007

Consider Your Finance Options Before You Buy a Motorcycle

Do you hear it? That's the call of the open road. Are you itching to answer that call from the seat of a new motorcycle?

Heading for the motorcycle dealership with nothing more than a bad case of wanderlust and an empty wallet can lead to big payments, outrageous interest rates and more bike than your budget can handle. Here are a few tips to help you get on the road without signing your life away.

Shop around

Find out about your financing options before you cruise the motorcycle dealerships. There are competitive rates out there to fit all kinds of borrowers. No matter what your credit status or what terms you need, you deserve the best rates available.

Hassle-free online loans

The Internet is a great place to shop for a loan before you shop for a motorcycle. Not all lenders make motorcycle loans, but the Internet can put you in touch with lenders outside your local area, giving you more options. You can apply and get approved from the comfort of your own home, with no hard sales pitch or intimidating loan officers, and of course there is no cost or obligation to you.

When you shop online for motorcycle loans, look for online motorcycle finance tools that help you figure out rates, terms and how much you can be approved and which national financial institution will make you the best deal by providing multiple loan offers.

Become a cash buyer

The best defense against pushy salesmen is knowledge. Know how much money you're willing to spend the before you walk onto the lot. Pre-approval is nice, but being a cash buyer is even better.

Choose a lender that will send you a loan kit with a check up to your maximum loan amount to take to any franchised motorcycle dealer as soon as you're approved. This way you won't be tempted to purchase something outside your budget and the dealer can't push you into a loan with inflated interest rates. Plus, many dealerships will cut you a great deal if you have cash in hand.

Wednesday, June 20, 2007

Why Do We Customize Motorcycles

No two persons are alike. There is just something about each of us that set us apart from others. Since we are born we want to affirm our own personality, define and project our unique style and make ourselves more desirable both personally and professionally. And when you think about it, all our life is spent trying to escape pain and find pleasure in all our endeavors. We personalize the way we dress, customize our environment, our home decoration, the objects we use, etc and never stop dreaming about new solutions to make everything touching our lives look and work better. And it's the only way we can live because people who don't have dreams don't have much.

Motorcycles cannot be defined only in terms of cubic inch and horsepower. They have a soul and are objects of affection. Customizing is the result of our need to reach for extreme beauty and perfection.. It's all about the pleasure we feel when we are able to create and refine each feature to make our ride absolutely unique, in phase with our persona and becoming the object of others desires and admiration. For a motorcycle and parts designer there is nothing more satisfying than transforming individual dreams into one-of-a-kind customs. The result of the work of a professional builder is much more than new designs, colors, technical and mechanical improvements. It is about the pleasure to bring to a client. Evolution of power, handling, functionality & design is going to continue and will never stop. Simply as the consequence of the basic human need for improvement, personalization and customization.

So, you own a motorcycle and I doubt that it is just to move your body. If motorcycling becomes our passion, it's because it moves our soul. Because of the landscapes we cross, because of the new friendships at the end of the highway and because of the emotions we get when straddling a machine; freedom, power, motion & style. It's the way a motorcycle becomes an object of fascination and affection. But you want your bike to show its uniqueness, to feast your eyes even more and make your heart beat faster So, you are ready to spend a lot of time and money customizing it, trying to make it look more attractive, aesthetically and mechanically. And it never stops because your rider friends are doing the same.

Why ride the same bike as everybody else? Doing the work yourself, with friends or with the help of a professional builder, you are ready for any custom "tour de force". Whatever your style, luxury that whispers, look that endures, attitude that show the street what you are made of, you want to wow the world. So, you work hard at creating new lines, refining details. Even before hitting the road you already feel an inner drive, the spirit of adventure, a strong sense of uniqueness filling you with happiness. Now your custom motorcycle is ready. You never felt this way before. You can't imagine your life without it. When you are together on the road, it all falls in place. You are one. You feel an incredible sense of freedom. You are yourself, ready to let go, impatient to explore new horizons. An invisible thread reaching out around the world just connected you to all other custom motorcycle riders. A thread important to your life. The thread might stretch or tangle, but it will never break. Customizing is now under your skin. You feel rich, powerful and beautiful. . . Cyril Huze.

Thursday, June 14, 2007

The Bobcat

The Bobcat is another trade name that has become the same as a miniature front loader and backhoe. They often can be transported by means of a 1 ½ ton trailer and a pickup truck from one location to another. They are usually tracked like a Cummins or a Caterpillar dozer or wheeled like a tractor loader but only much smaller. They are most suited to landscaping in very close and tight quarters where earth has to be dug. They can be outfitted with a dozer blade, a scoop loader, a backhoe or a rock and cement drill; this is due to their size which is small but extremely effective.

The Bobcat is a brand or model of the miniaturized all purpose construction, landscape and agriculture tractor. There are many types the Bobcat T200 Farm Tractor is a track vehicle with a scoop loader and the 863 Farm Tractor is a wheeled scoop loader. The 10,000 Bobcat Skid Steer Loader Tractor has a scoop loader that has a unique extension boom. This makes the larger scoop able to dig a wider trench than some of the standard backhoes mounted on standard loader backhoe machines. It is able to extend deeper and dig a wider trench than a normal scoop loader. This has been a major reason for the standard double featured loader and now provides the contractor with a cheaper hardier piece of equipment.
Other equipment make the Bobcat a viable piece of equipment in forestry operations. It has three sizes of a root grapple which is a cage attachment useful in digging up tree roots and hauling cut tree logs. Bobcat offers a root grapple of 48", 60" and 80" in length. They also offer a 34" tree spade for digging out trees or replanting them.

The Bobcat 371 Skidsteer can be used to help load and stack skid mounted supplies in storehouses. It has a number of attachments; such as a fork lift for skid loading, a loader bucket, a extendible backhoe and a blade for the removal of ice and snow.

The Bobcat 322 Farm Tractor Excavator is another specialized model which can dig a 8 foot deep trench for plumbing or landscape operations. Mounted low to the ground with rubber tracks this machine can negotiate rough terrain and get close into buildings.

Last the Bobcat has a 61" zero turn lawn mower machine which you can use to maintain the new landscape that the other models and attachments helped you create. Bobcat is an all source depot of agricultural, construction, forestry and landscaping tools and vehicles. Where ever the need exists for close work near buildings, gardens and industrial parks you can be sure that there is a specialized Bobcat to handle your needs.

Wednesday, June 13, 2007

Hand Held Diesel Programmers

There are many types of hand held diesel programmers out there, the ones we are going to talk about today are the Diablosport predator tuner, the Hypertech power programmer, and the Bullydog Triple Dog. These all have similar functions and power increases and a few unique features to each.

The first one that we are going to talk about today is the BullyDog Triple Dog. One of the unique features of the Triple Dog is that it will work on any of the newer Ford, Dodge or Chevy diesel trucks. So it can be pulled off of a Ford Powerstroke and put directly onto a Chevy Duramax or Dodge Cummins. That is a very nice feature, because you can sell your truck and buy a new one even from a different company and not have to purchase another performance programmer. Also there is a free extreme program available to Triple Dog owners from Bullydog's website. On some trucks the extreme program adds up to 230 extra horse power.

The second one we will talk about is the Diablosport Predator. This hand held programmer comes with three built in tunes for economy, economy while towing, and all out performance. This unit loads its program into the truck via the trucks diagnostic port. The Diablosport Predator also offers the ability to check and clear trouble codes as well as calibrate the speedometer for larger tires. Diablosport has a predator tuner for most new vehicles both diesel and gas. The Diablosport Predator also comes with a screen about three times larger than the competitions.

The Hypertech power programmer also comes with three programs built in and a programmer for the diesel trucks and most gas vehicles. It also has the ability to adjust the speedometer for larger tires and can check and clear trouble codes, which can save a trip to the mechanics which is worth its weight in gold at times.

Monday, June 11, 2007

Let's Talk Half-Ton Trucks

How does your Tow Vehicle Stack up in the Real World

I was watching television the other night when a Ford commercial came on. They had two competitors vehicles hooked to an 11,000 pound trailer and the guy says something along the lines of, it would take two trucks to tow an 11,000 pound trailer unless you have a Ford F-150 with a fully boxed frame. Now, because of what I do for a living this commercial advertisement immediately got my attention.

My first thought was that a fully boxed frame might be a nice feature, but I found it difficult to believe that this was the reason the truck could tow more weight than any other half-ton truck on the planet. The last time I checked, reasons for strong tow ratings were due to factors like the engine, transmission, and rear axle ratio to name a few. This piqued my curiosity and I decided the next morning I would forgo my daily work plan and investigate this claim, that a half-ton Ford F-150 could in fact tow 11,000 pounds safely.

The first order of business was to check some published towing guides to confirm Ford's claim. I started with the 2007 Ford Fleet Towing Guide. When I went to the section on half-ton trucks I discovered that the highest published tow rating listed for a half-ton F-150 was 10,500 pounds. Upon further examination I found that there was only one F-150 truck, out of 56 configurations available, with this 10,500 pound rating. It was a regular cab 4X2, with a 144.5 inch wheelbase and a 4.10 axle ratio. But wait there was a footnote, it read that this truck also required a heavy duty payload package, and in parenthesis it said (late availability). I don't know when this towing guide was published, or whether this heavy duty payload package was available at the time of this writing.

Let's look at where we're at so far. Out of 56 configurations between Ford F-150 half-ton regular cab, supercab and supercrew trucks, two wheel drive, four wheel drive, short bed and long bed models with 3.55, 3.73 or 4.10 axle ratios there was only one F-150 half-ton truck rated to tow 10,500 pounds. The last time I checked a regular cab, two-wheel drive long wheel base truck was not the favorite choice among the masses in the truck buying category.

But wait, there was another problem; the TV ad said Ford had a half-ton F-150 that could tow 11,000 pounds, not 10,500. Before wasting a lot of time, for no reason, I decided to check a couple of other 2007 towing guides I had lying around to see if one of them could clear up some of this confusion. The 2007 RV Business Towing Guide listed 49, F-150 trucks in various configurations, of which the highest tow rating was 9,900 pounds. Again it was a regular cab, two-wheel drive with an 8 foot bed and a 5.4 liter V-8 engine. There were two footnotes which called for an automatic transmission and a 4.10:1 axle ratio. The 2007 Trailer Life Annual Towing Guide listed the same 49, F-150 configurations with the same model rated to tow 9,900 pounds. Now I was thoroughly confused. Can an F-150 tow 9,900, 10,500 or 11,000 pounds? I decided I better contact somebody at Ford about the TV commercial and find out what's going on. Who was right, the television ad or one of the published towing guides?

I searched and searched for any of the Ford representatives contact information who might quickly clear this matter up, but soon discovered it was a challenge to get to the top. The closest thing I could come to was a Ford Public Relations phone number I stumbled across on the Internet. I spoke with a young lady about my dilemma; she said she wasn't allowed to give me her name. I explained the problem between the television ad and the published towing guides and she told me that tow ratings are based on how the truck was equipped. I attempted to explain that I thoroughly understood this, but that this didn't answer my question. Her final response was for me to contact a local Ford dealer and they would be able to answer all of my questions. Now I have been at this RV towing thing for quite some time, but for the benefit of the doubt and to comply with the guidance I was given, I contacted a local Ford dealership. I'm glad I didn't have to pay for the phone call because what I already suspected turned out to be right. I talked to the sales department and the service department and nobody could tell me what the highest tow rating for a 2007 F150 was, based on any configuration.

I let things rest for a few days, so I could get caught up on some work I was falling behind on. Low and behold I saw the same commercial on TV again. Now rather than just being curious I was starting to be concerned about the huge audience watching this same commercial advertisement. The next morning I did some research on the Internet. I soon discovered this commercial was part of the Ford Challenge advertising campaign. They even have a website for it. Take the challenge. See why Ford is the better choice. I'm sure you have probably seen some of the other Ford challenge commercials involving the Ford Fusion and the Ford Expedition. Basically, the Ford Challenge advertising highlights some of the vehicles features and capabilities as compared to its competition. The F-150 boasts best-in-class payload and towing.

In an attempt to be fair, and not make judgment, I tried for a second time to contact somebody at Ford who might clear this matter up. This time I had to settle for sending an email to a customer service department under the listing of sales and advertising. Ten days later I received a response from the Ford Motor Company Customer Relationship Center regarding the maximum trailer weight of a 2007 Ford F-150. It read, "In an effort to assist you, we have researched on your inquiry. As per our resources, the maximum trailer weight in pounds for a properly equipped F-150 without cargo is 10,500 pounds." There was no mention of the advertised 11,000 pound rating in the e-mail response.

Now I thought I really need to contact somebody at Ford for an explanation. As a third attempt I went to media.ford.com. This is where all of the media types can access information not readily available to the general public. I registered, listed my credentials and was granted access. After researching the media site I called the point of contact for a press release referencing the F-150 11,000 pound rating, but never heard back. Next I contacted Ford's Manager for North American Marketing and Sales Communications by e-mail. I didn't get a response for over a week, so I called and left a voice mail message. I still haven't heard anything at the time of this writing. Personally I would think somebody at Ford would want to clear this matter up.

After some additional research it was my opinion, and my opinion only, that when Ford got wind of the 2007 Toyota Tundra's offering of a 5.7 Liter V-8 with 381 horsepower and 401 lb-ft of torque, they felt threatened a bit. Early on, this year, Toyota stated this half-ton truck would have tow ratings of 10,000+ pounds. An Edmunds.com 2007 Toyota Tundra review stated that a properly equipped 4X2 regular cab Tundra can tow up to 10,800 pounds. This would have been the highest tow ratings in its class for 2007. According to Autodata, Ford saw its F-Series sales slip 14 percent in the first quarter of 2007. Was the Ford claim of 11,000 pounds a result of not being outdone? Not losing sales to its competition? After all, Ford trucks have been the king of the hill for quite some time.

I found it interesting that in 2004, 2005 and 2006 the highest tow rating for an F-150 was 9,900 pounds. In August of 2006 Ford announced the 2007 F-150 was capable of towing 10,500, and in January 2007 it was increased to 11,000 pounds. The only difference between these trucks, to justify this increase, is a fully boxed frame??

Vehicles go through rigorous testing to determine tow ratings. There are many factors involved like engine size, transmission, wheelbase, axle ratio, brakes, cooling systems, tow packages and much more. The problem that I see with tow ratings is that even though there are many factors involved and there is rigorous testing involved, there is no set standard to measure these things against, at least not that I'm aware of.

Let's take a look at some actual specifications between the Ford F-150 and the Toyota Tundra and then we'll do the math. The Ford F-150 in question has a 5.4L V-8 engine with 300 horsepower @ 5,000 RPM and 365 lb-ft @ 3,750 RPM. The Toyota Tundra has a 5.7 L V-8 engine with 381 horsepower @ 5,600 RPM and 401 lb-ft @ 3,600 RPM. Both have a 4.10:1 rear axle ratio. Ford advertises a tow rating of 11,000 pounds and Toyota advertises a tow rating of 10,800. The F-150 has a Gross Combined Weight Rating (GCWR) of 15,800 pounds and the Tundra has a GCWR of 16,000 pounds. It's interesting that the Toyota has the higher horsepower, torque and GCWR, but a lower tow rating!

Let's look at a simple formula used to determine vehicle tow ratings. The GCWR is the maximum permissible weight of the fully loaded vehicle and the fully loaded trailer combined. So if we take the GCWR minus the vehicle curb weight (the actual weight of the truck, less passengers and cargo) we know how much weight the truck can tow. In our example we will use the vehicle curb weight listed by the vehicle manufacturer.

The Toyota Tundra has a GCWR of 16,000 minus the curb weight of 5,200 = 10,800 pounds, which is the advertised tow rating of the Tundra in our example.

The Ford F-150 has a new GCWR of 15,800 minus the curb weight of 5,125 = 10,675 pounds, which is 325 pounds less than the advertised 11,000 pound tow rating. Things don't add up here! And I don't understand how the truck's GCWR increased from 15,300 to 15,800 pounds with little or no change to the truck. Even with the higher GCWR this truck can't tow 11,000 pounds, at least not mathematically.

This simple formula works for any towing application. I mentioned that I tried to contact Ford on five separate occasions, to explain this difference in the calculations. The only response I received at the time of this release was from the Ford Motor Company Customer Relationship Center, regarding the maximum trailer weight of a 2007 Ford F-150. It read, "In an effort to assist you, we have researched on your inquiry. As per our resources, the maximum trailer weight in pounds for a properly equipped F-150 without cargo is 10,500 pounds. Without another response from Ford I have to assume that this basic formula, which works in all other scenarios, is correct in this scenario.

Perhaps an even larger problem is, the consumer doesn't really understand vehicle tow ratings and nobody on the vehicle manufacturing side of the house is really attempting to educate consumers on this topic. I mean really, advertising an 11,000 pound tow rating to the masses when in reality only one version of the F-150, out of 56 available, can tow close to the advertised weight. And sadly in the real world of towing it can't even do that. Let me explain.

When a manufacturer determines a tow rating it is usually based on an empty vehicle, without many options, and the weight of the driver. Most weights used for the driver are listed at 150 pounds. I think the last time I weighed 150 pounds was sometime in junior high school. Here's how this tow thing really works. You want to buy an F-150 to tow a Recreation Vehicle. For starters you want a supercab so there is room for the family. And of course you wouldn't be caught dead without four wheel drive, and it has to be a short wheelbase model. Next on the list, you want something that has decent fuel economy because you will be using it to drive to work when you're not towing the trailer. So you compromise and go with a 4.6 Liter V-8 with a 3.55:1 axle ratio. Out of those 56 configurations of F-150 trucks you now have one to choose from. That's right, one model meets your criteria and the tow rating of your new F-150 is 6,000 pounds, not 11,000.

This takes us back to the empty truck with a driver who weighs 150 pounds. Let's look at the real world again. You have a wife and two children whose combined weight is 330 pounds, being conservative. The additional options you want on your truck like the bed liner, brush guard and side steps added 150 pounds, again being conservative. Now, do you plan to put anything in the back of the truck when you go camping? Well it's a good place for the bikes and lawn chairs, and don't forget about your tool box. Since we have been conservative to this point we'll just add another 130 pounds for cargo. And the difference between your actual weight and the 150 pound driver is, let's say 40 pounds which in my case is still on the conservative side. Now let's do the math. A 6,000 pound tow rating minus 650 pounds of added weight equals a 5,350 pound tow rating. You see, everything you add on, or load in to the truck takes that same amount away from the vehicles tow rating.

Oh and don't forget the tongue weight of the trailer you're towing. Additional weight like tongue weight and other weight added to the vehicle cannot exceed any vehicle weight ratings like the Gross Axle Weight Rating (GAWR) and the Gross Vehicle Weight Rating (GVWR). While were on the subject of weights, I mentioned another weight rating earlier that isn't talked about very often, the Gross Combined Weight Rating (GCWR). In the real world the GCWR is very important when you are talking about towing because it is the maximum permissible weight of the fully loaded tow vehicle and the fully loaded trailer combined. If you go to a set of scales and weigh the fully loaded truck and the fully loaded trailer it cannot exceed the GCWR of the tow vehicle. We can go one step further and say that regardless of the advertised tow rating if you subtract the curb weight of the vehicle (plus any added weight) from the tow vehicle's GCWR it will give you the amount of weight the vehicle can actually tow. In our last example the GCWR for the truck in our example was 11,500. The curb weight was about 5,360 plus our added weight of 650 pounds. But don't forget to subtract the 150 pound driver. So our truck can tow 5,340 pounds before it exceeds the GCWR. The GCWR takes all factors into consideration, unlike the vehicle tow rating. Head to the scales to find out how things stack up in the real world of towing.

It doesn't stop here; there are many other things to consider. For example the hitch receiver on the back of the tow vehicle has a weight rating too. The truck might be able to tow 5,340 pounds, but if the receiver is rated for 5,000 pounds that's the most you can tow. You see everything in the towing system is based on the weakest link in the system.
As you can see there is a lot more involved with tow ratings than a television commercial advertising a fully boxed frame. I could write an entire book on the topic. Well, actually I did. Much more information is available in my book, The RV Book, and DVD titled Trailer Towing, Weights, Hitchwork & Backing, available at http://www.rveducation101.com

All I really know is the last trailer I owned weighed in at about 7,300 pounds when it was loaded to go camping. My ¾ ton truck at the time had a tow rating of 8,800 pounds and I was below the GCWR. Towing the trailer was not always a pleasurable experience. I get nervous when I hear about a ½ ton truck capable of towing 11,000 pounds, don't you?

Here is my Ford Challenge to Ford. Let me review this one ½ ton F-150 that can tow 11,000 pounds. I'll hook it up to an 11,000 pound trailer, take a test drive and write a review. If I'm wrong about my doubts that it can tow an 11,000 pound trailer safely and effortlessly I'll be the first to admit it. I'll keep checking my e-mail, but won't get my hopes up.

I'll leave you with a few thoughts to ponder:

1) Don't let commercial advertising plant a seed that all F-150 trucks can tow 11,000 pounds, when in fact only one model is rated for 10,500, at least that's what the Ford towing guide says. And then do the math and see what that one truck can tow in the real world.

2) Are truck manufacturers crossing a fine line with advertised tow ratings? I have been involved in a few legal cases, as an expert witness, where people were paralyzed and killed. The common factor in these cases involved improperly matched tow vehicles and trailers. Don't depend on automobile dealerships and RV dealerships to always give you 100% accurate information. Do your homework before purchasing a tow vehicle and trailer.

3) Are RV manufacturers building trailers too heavy for today's trucks? Is this the reason for increased tow ratings? If a trailer has a GVWR that is higher than the tow rating of your vehicle it is a mismatch. If you load the trailer to its GVWR you will exceed your tow vehicle rating.

4) At this rate what will happen with tow ratings by 2010?

UPDATE: 1 JUNE 2007
After numerous attempts to contact Ford representatives and after writing this article I was finally contacted by the Ford Public Relations Group, Ford Truck Commercial Manager. I believe that was his title. He claimed that the Gross Combined Weight Rating for the half-ton truck in question was raised from 15,800 pounds to 16,400 pounds, as of 31 May 2007. It was originally 15,300 pounds, then 15,800 and now 16,400. I questioned what changed on the vehicle to account for the latest increase in the GCWR and was told the shackle and bumper attachments were improved and something about the unique tires the truck had. He also informed me that the truck passed the same rigorous truck durability testing cycle that all Fords trucks are put through to determine its capabilities. On more than one occasion he mentioned that Ford was not just manipulating the numbers. One problem I still see is that there is no standardized testing for vehicles to determine tow capacities, so basically it is left to the manufacturer to determine ratings. I still have my doubts about any half-ton truck being able to safely tow 11,000 pounds, but for the record Ford finally came forward and said their truck can do it. I'll let you, the consumer, be the judge.

Readers comments:
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Happy Camping

Mark Polk

Copyright 2007 by Mark J. Polk owner rveducation101.com