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GM/Isuzu/Spartan attempting to blur the lines?


Ray,IN

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I could be wrong here, but in looking at that announcement, the trucks they are talking about are based on the Isuzu N-series, and will not be a pickup truck. As to the actual classification as medium duty trucks, based on capacities, I do think that is misleading. Here is what I found for these new Chevy models:

http://www.chevrolet.com/low-cab-forward-trucks.html

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The rules on class assignment haven't changed and still mean very little to RV folks as they are a tax classification based on the weight a truck can carry not pull. RV folks are better off ignoring the class / tax classification numbers and dealing with the actual specifications of the truck that matter for RV use.

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  • 3 weeks later...

What's the problem? The Volvo plant that makes predominately Class 8 trucks also makes Class 7, 6, and 5 trucks.

 

GM had dropped out of the MDT market (4500, 5500) trucks and is coming back in. Many of the components of 4500/5500 are also in the 3500HD. I think calling the plant a MDT plant is reasonable.

 

 

We only build class 8 trucks.

 

 

Mike Hayes, Volvo truck builder

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None of the HDT plants will let you order a single axle in the rear less than 23 K. Even with a 23K rear, some of them (Kenworth and Peterbilt for certain) will limit the engine to 1650 on the available torque.

 

Any front axle over a 10K rating will put you into class 8 territory. Ours has a 13.2K front and a 23K rear and is a class 8 for weight ratings. We tried very hard to get the factory to downgrade the weight ratings to get out of the extra taxes but it was a no go. The feds go by the rating of the installed components.

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You are right about 1650 torque and 23 K rear axles. But there are smaller engines (D11 1250 torque) and 13.8K front axle is no way standard. My VNL 770 had a 12.2 K front axle. When I took off one of the 19K rear axles, that put Red Rover at 31.2, and was re-rated as Class 7.

 

And while I had the bed built, the load capability of the bed can reduce the GVWR of the truck. Yes the Feds count components, all the components.

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And while I had the bed built, the load capability of the bed can reduce the GVWR of the truck. Yes the Feds count components, all the components.

No I am confused. Wouldn't the GVWR remain the same? Doesn't make any difference if the weight is pin weight, bed weight, drom box or anything else, the GVWR should be the same.
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Quote from the link Chalkie provided:

3500HD Low Cab Forward

Equipped with a DOHC 3.0L I-4 4J turbocharged diesel engine paired with a 6-speed transmission with double overdrive, the 3500HD delivers 150 hp and 282 lb-ft of torque. Available in Regular Cab configuration.

4500HD & 4500XD Low Cab Forward

Fitted with a 5.2L I-4 4H turbocharged diesel engine and paired with a 6-speed transmission, the 4500HD and 4500XD deliver 215 hp and 452 lb-ft of torque. Both are available in a Regular Cab and Crew Cab configurations.

5500HD & 5500XD Low Cab Forward

Equipped with a 5.2L I-4 4H turbocharged diesel engine, the 5500HD and 5500XD produce 215 hp and 452 lb-ft of torque. The 5500HD is available in Regular Cab and Crew Cab configurations. The 5500XD is available in a Regular Cab configuration.

 

None of those stats sound like they have enough power/torque to pull much of a load, nor is towing even mentioned.

They will be just as under-powered as previous Isuzu trucks.

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You don't have a medium duty truck. A class 7 is 26,001 to 33,000 pounds and a class 8 is 33,001 and up. Any class 7 or 8 truck is considered a HDT and most will have air brakes as well. My older Freightliner was rated at 30,700 pounds despite have a 23K rear and a 12K front to avoid the fed tax at that time.

 

As far as engines go, I still remember working on 250 Cummins back in the early 70's. The "250" designation was the HP rating and those were class 8 over the road tractors.

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