The objective of this analysis was to identify if selected classes (or categories) of single-unit heavy vehicles require additional information beyond the standard elements in the Basic Safety Message (BSM) as defined in SAE J2945/1, and to make recommendations for the requirements for any such BSM modifications. This study relied on existing literature from pilot testing programs, such as the U.S. Department of Transportation (DOT) Safety Pilot, and other foundational research studies into the slow speed maneuvers of heavy vehicles. Heavy vehicle manufacturing partners including Kenworth, MCI, Navistar, and New Flyer provided vehicle configuration data covering a range of trucks, motorcoach buses, school buses, and transit buses. Heavy vehicle-to-vehicle (V2V) interaction scenarios were identified from among safety-critical events derived from existing naturalistic vehicle data. Dynamic vehicle parameters such as GPS coordinates, heading, lateral accelerations, vehicle yaw, and vehicle speed were exported and applied to path-tracing models of heavy vehicles. The data analysis demonstrates that properties of some long, single-unit heavy vehicles cause them to operate outside of the tolerance range specified for light vehicles’ V2V safety applications. Heavy vehicles with wheelbase lengths greater than 20 ft. (6.1 m), which also have tire track widths of 8 ft. (2.4 m) and higher, track differently from light vehicles, especially at low speeds. Some of these vehicles also have large body overhangs forward and rearward of the axles due to the differences between their overall vehicle length and wheelbase length. These parameters affect heavy vehicle maneuverability performance such as turning radius and lane keeping. The position of the vehicle is defined as the center of a rectangle projected onto the roadway that encompassed the outer limits of the vehicle. Given the variability in lengths, length to wheelbase ratios, and configurations of single-unit heavy vehicles (including fixed length, articulating transit buses), reporting vehicle position with the simple light vehicle approach does not accurately capture the positive and negative off-tracking that occurs. The need to account for this is well documented in roadway geometry design specifications and shows the wide array of configurations. The findings suggest that there are additional elements that should be included when communicating the BSM during turn maneuvers, either as additional position information within the heavy vehicle’s BSM Part 2 or by simply flagging the heavy vehicle host as an “oversize” vehicle in the BSM. These solutions are consistent with to the conclusions of the TT-BSM project conducted by the U.S. DOT and the Crash Avoidance Metrics Partnership (CAMP). This research will provide guidance to the developers of future V2V systems in heavy vehicles, as well as the developers of safety applications that will use the BSM to enhance connected and automated vehicle safety.