The GVWR might be like the Hummer EV and put into the 3500/class 3 category. Anything commercial related with class 3 will require DOT numbers, and log books would be needed when crossing state lines. 

This is likely because the current Hummer would require DOT numbers for any type of commercial work, even if it was just wrapped and used for event promotions for a brand like Red Bull. This is why most 3/4 ton trucks have artificially low payload ratings, it’s all part of a numbers game to keep the GVWR under 10,001…

They haven’t hit 10 million barrels per week yet, the SPR releases have been averaging around 6-7 million barrels per week.

Recession fear doesn’t seem to be the big driving factor for gas prices, if recession fears drove the prices, we’d see larger decreases in diesel(NY Harbor is trading diesel for around 200 a barrel) and jet fuel prices. The more likely reason is supply.

Good recommendations. And be sure to have the proper hand position on the steering wheel when driving in deer country. One of my fingers has what’s called a swan neck deformity as a result of this. The result wasn’t even from an impact, I braked in time, but braced hard enough to rip the tendon. 

As much as I like the idea, it kind of defeats environmentally friendly point of an EV. The small off road engines for generators are great for emergency backup power, but they have emissions that are comparable to cars from a half century ago. An engine with modern highway emission requirements would be better suited.

2 grand would be cheap in comparison to the repairs often experienced on those trucks. 

They’re still being used on the regular in my area. Ridership doesn’t seem to be as high as it used to be before the large rate increase.

I’d like the sports cars to be included. When driving on the freeway(55 mph speed limit in the city) past 11 pm in the city I live in it’s rare to not have at least 3 sports cars will fly by you in excess of 100 mph.

I’ve always dreamt of a 8.3 swap in a Ram, even though it’d be the most impractical thing. 

This. It’s already been a struggle trying to be the world’s gas station and the energy lifeline to Europe. And even with our record exports, it’s not enough. 

The Cummins B series is definitely a contender, it’s the jack of all trades inline 6. This is an engine that defines legendary. It’s not as powerful as the Powerstroke or the Duramax, but it’s an industrial engine that’s designed to hold its max power for hours at a time and still have a long life expectancy.

Geofencing would be an easy solution around roller coasters and related activities. Even if an event occurred requiring EMS, those areas are typically populated with enough people around to contact EMS.

And then there’s the waste. For every 1,000 pound increase in vehicle weight, fuel economy drops by approximately 0.5 percent, according to truck manufacturer International. By increasing weight limits—which the government says are already ignored 22 percent of the time—we’d be increasing the worst kind of air…

Correct, that’s why the lighter gas engine option exists. There’s options for those who value pay load over towing capability, that’s why we see most service bed equipped F250s with the gas option. The diesel is avoided for that application in class 2b for that reason, but is targeted for towing.

The hybrid system adds more than 500 lbs to the equivalent non hybrid trim with the same engine. 

They would be perfect candidates if they weren’t trying to remain within certain weight classes. Remaining under class 3 requires most diesel trucks to have limited payloads. Each additional 100 lbs of weight on the truck removes around another 1,000 lbs of towing capacity(ideally you want a minimum of 10 percent…

I’d love a 3/4 ton with a plug-in hybrid for that reason, but the issue comes down to weight and regulation. These trucks are already heavy enough to limit their payload to less than an F150, even though you can safely load them up well past that(they’ll remain under GAWR) if you’re willing to make the legal risk. A…

That was the weight of the trailer being tested.

Correct, but it’s not as night and day over the newer AAM 11.5 limited slip as it is off the regular open diff. I don’t think it gets more slippery than iced over forest service roads in the mountains, and that held up fine with the limited slip. Chains were needed to get down safely.