Cabovers

That is true.

If you like the rookie than try the new Mercedes Benz Mega Space: http://www.mercedes-benz.de/content...h.html#_int_trucks_:home:core-navi:new_actros

 

My point for the Renault Magnum was mainly it looks like a US cabover out of the future.

 

who knows renault had its route 66 campaign as much i remember what i read some of us truckers try it and like it


http://www.youtube.com/watch?v=OH3Ob03XsvE

 

Maybe these inconvenience show a kind of relationship.

 

Really I hate work on Magum. When you fix wiring you have to tilt cab, jump in out many times...

Mack engines used on Magnum before 2005 are discontinued now, so D13 and D13 by volvo are available only.

This truck is good for driver, really good inside, but not so easy to climb in and out, old US cabover entrance style

 

There are many things to be said about the bad reputation of the COE (cab over engine) configured trucks built by the North American truck manufacturers. Forced by the DOT rooles of old regarding length of truck-trailer and the demand of sleeper berths accommodation, which was virtually non existent on the conventional trucks, the truck manufacturers took the easiest way in converting the existing conventional truck design into a COE design by placing a poorly designed cab equipped with sleeping berth in top of the existing frame with set-forward steer axle configuration. That's why they ended up with the notorious difficult cab access. I guess that set-back steer axle would've required some extra work in engineering and design of certain components and it is a fact that North American truck manufacturers don't like any changes that require investment. No one had any interest in designing and making engineering modifications to the truck frame configuration in order to fit a COE cab with advanced ergonomics by placing the engine in a lower position thus allowing a much lower "dog house"- engine compartment, a set-back front axle with longer parabolic springs for better ride and at the same time steps placed directly under the cab door for better access, etc. The materials and technology used to build cab structure is ancient. Aluminum sheet held in place by rivets on a flimsy frame structure allowed only for small windows and a must for a split windshield design due to allot of structural flexing of the cab. The absence of proper thermic and sound insulation is another factor which makes American trucks, regardless of the configuration, noisy, cold in the winter and hot in the summer. Things started to get a little better in the 1990's with the ever increasing influence from the European truck building technologies and design ideas that started to make their way across the ocean. The amount of resistance to any changes from the American truck manufactures is phenomenal. That's why in 2012 the idea of EBS disc brakes (recently) it's only an option, ECAS and 4 point cab suspension it's inexistent on this market. 24 volt electrical system to reduce amperage load on the wiering and breakers and increase battery performance on cold starts is another thing that here in America it's considered a "nonsense".
All in all, there's the consumer mentality to be taken in consideration, and it goes like this: "my grandpa drove a Peterbuilt, my daddy drove a Peterbuilt and I drive a Peterbuilt just the same like my grandpa's". It don't madder if that brand new 2012Pete still futures a clutch pedal that's a curved rod going out trough a holle in thr floor of the cab just like in the 1920's....."Pete's the best"

 

I'm sure that the Renault Magnum it's an awesome riding truck, all though for the sleeping berth's skinny bed it's a huge downgrade from a full size bed in any American truck. Nothing that can't be remedied with lengtening the cab.
Anyway, you are very lucky to have the opportunity to drive and operate both the EU and American build trucks.
I live here in "the land of the free" where we don't even have the right to import and operate an EU production truck, all though for me it's more practical to use a COE truck which it would allow me to keep the wheelbase at 244" and have enough space behind the cab for overhang when hauling certain items in excess of 60' long. At the present time I have a conventional truck, since that's the only option availeble here in North America and with no possibility to overhang long beams in front of trailer and with the limit of only 4' of overhang at rear before I have to spend $$$ on OD permits, it kinda puts me at a disadvantage from a flexibility point for the kind of freight I can haul. Also overhanging too much at the rear tends to overlod trailer axles to the point that it's impossible to commit to the load thus loosing $$$$.
I've read allot of posts from freight haulers that put down the COE trucks, but when it comes to heavy and specialized haulage it's a different story all together. I guess that the heavy and specialized haulers are a small precetage in trucking industry compared to regular 5 axle dry van and reefer trailer jokeys.
I understand that the COE trucks are not a big seller here in America and the truck manufacturers (here) stopped production of COE trucks all together, but the problem is that the regulators don't permit the importation of COE truck from overseas for those applications that require them.
I's all about BS politics and protectionist tactics emplemented at the request of the American truck builders.

 

The frieghtliner argursy is ave in Canada as a glider! Get a flat floor, raised roof. Have as much room as any sleeper, any where and a pre egr 500 hp det 60! Thinking of getting one made my self!

 

Wow, that's an oldie. That's a MAN F8 day cab tractor.
compared to today's standards that's a dinosaur, but really, in the 1960's it was one of the most advanced designs.
You don't wana know what kind of garbage was the cab design, conventional or COE, in America in the 60's and 70's, and even the 80's were not much better.

 

I have a 2001 Cummins Signature 600 crate engine that I'd like to stick in a DAF XF 105 (glider, if possible) 244" wheelbase, coupled to a 16 speed ZF tranny and ZF hub reduction tandem drive axles with EU air suspension with ECAS. I would extend the sleeper to double it's original size really easily since DAF cabs have a modular design.
That'll be a sweet truck for me, and for certain parts if needed, there's online order and fedex next business day just like any other parts for the American trucks since the shops are not stocking parts anymore anyway.
Freightliner Argosy cab it's still a pile of crap compared to a DAF cab. It is what it is!