Frequently asked questions

The class follows the truck and the trailer, not the other way around. We work from the truck's gross vehicle weight rating and the trailer's loaded tongue weight, then pick the class and the mount that carry them. Two trucks with the same name can land on different classes, so we confirm the numbers before a hitch is ordered.

No, and mixing them up is one of the more common and more dangerous mistakes. A ball's rating can read in the tens of thousands of pounds while the truck's payload, rear-axle rating and gross combined weight set the real ceiling. We check the ball, the truck and the trailer together and quote to the lowest of the three.

Yes. Wiring is part of the job, not a separate favor. A hitch job includes the trailer plug, the brake control where the trailer needs one and a load test on the circuit. A winch job includes the control box, the sealed power feed and a fuse or breaker sized to the winch, run so the line stays dry.

A service body is the visible half. The rest is the rack, the bins, the lighting, the ladder or pipe carrier and the wiring that ties it all to the chassis. We plan the layout around how the crew actually loads and unloads, then build it so nothing rattles loose on a caliche lane.

Because the figure genuinely moves. Hardware tier, capacity, whether the frame needs drilling, the condition of existing wiring and the labour for the mount all change the number. A range that reflects your application is more useful than a fixed price that turns out wrong once the truck is in the bay.

That is a normal week for us. Tell us how many units, how they are used and when each can be down, and we stage the work so your operation keeps moving. Fleet pricing reflects the volume and the repeatability, and the wiring and mounting standard stays the same on unit ten as it did on unit one.