Freightliner vs. Peterbilt

Some people dont care much for finding out the reason why something is not working in there lives. They might beleive reality itself ls is broken.

 

Hey OP, did you just call me and ask the same exact question?

My god where are these people coming from?

Look the BEST place to find all the information is the professionals who deal with these questions EVERY DAY ------>>>> any truck brand dealer.

If they can't answer a complicated question that is application specific, there is another source

THE MANUFACTURER. ​

They have people who do this all the time, they work with companies for specific needs for their products.

 

Sure, I understand your position.

As a company driver I just fix the trucks when they need fixing. One outrageous problem happened when I had a FLD Short (Anderson Trucking) that threw it's batteries when the alternator failed in the Fredericksburg 133 truckstop aka Rt 17. The company sent me 200 miles into Baltimore Harbor shops asap to get it fixed. I rode that red light on the discharging amp and voltage gauges as the batteries drained all the way there with nothing electrical being used where possible. The airbreathing engine made it possible to make it onto the harbor shops property in Baltimore at 8 something volts with the fuel pump getting tired. 4 hours or so.

I remind you and everyone that my trucking is not like most people. I have seen things good and bad. I have seen people get hurt, I have been hurt and sometimes people have died. When you challenge me about 20 chains on a coil or three coils on that flatbed, I say to you I believe in throwing everything onto a flatbed load where at all possible. Straps and chain. I will absolutely empty all of the chain, straps, binders and so on until there is nothing left to hook on. Same thing with wood V's under and old conveyor rubber for mats under machine loads etc. I rather spend a couple hours securing the hell out of a load rather than to ever be accused or yelled at for not doing it good enough.

As far as speed, I remind people that the mid 90's were the last of the dollar trucks. You can push a cab over anywhere in the east of the Mississippi at 130 and beyond and I did that alot. It still did not keep dispatch happy anyway. That company and two others died and went out of business for bigger reasons than simple felony speeding. Just as well. If I stayed with them running TownHill south of Breezewood at 140 all the way down in nuetral like my trainer taught me how to... I would have been arrested by now.

Fast forward to time. I focused specifically on the mechanical needs of the Freightliner I have had, and peterbilts I have had. The Peterbilt is a somewhat better truck than the Freightliner. The Kenworth has not been left out as I wanted to be sure to remind everyone.

I do appreciate that some of my material is enjoyed and maybe a source of teaching when I am not... on the lunch counter or people tossing anvils onto my head. I like to tell stories a little bit now and then. But most of the time I try to be just looking at the question. In this thread. what is better Freight or Pete?

I like Kenworths. But if I had to choose between freight and pete, Im buying a pete. Ive taken a couple through ADESA in little rock back in 2009 prior to eye surgery two in particular were VERY VERY VERY good Petes one sold for 30000 and the second sold for 34000 with bidding still increasing at 500 incretments when I was told to go out of the barn with it and park. The reason I liked these two petes and would have bought them myself on the spot if I had 30000 that day was because they were the old mechanical engines that made music at idle, all the switches and dials in the cab was perfect, jacobs were awesome and the shifting within what you will expect of a 400000 mile truck. Tires were virgin on aluminum and the frame had some surface rust. One was a V8 CAT and the other was a big fat detriot I liked so much on a rockwell 9 of all things.

Frankly the stories I tell of speeding now and then is actually boring, ho hum stuff. I get tired of repeating them. (There are other stories I will never put online.) And the driver I was then in the mid 90's the worst of it outlawing stuff as it were, has been burned out of me by 1998. By the time 9-11 came around I was a full professional team lead with the spouse running million dollar narcotic loads for McKesson who has zero tolerance for BS, lunch counter or any problems or interruptions in the possibility of arriving with that load intact to the Distribution center, be in Detriot or Linfield CT. On time by 7 am the next morning.

As time goes on, you will find me advocating a better situation such as no tolerance for drugs, helping others who are taking pain meds and wanting back into the industry (I am a full on pain patient now...) and do what I can with my time here to make my posts more useful to many. It seems to be working because I have had to not bundle so many idiots into the ignore list lately.

As time goes by you will understand that I am a unique person in this world. There is only one me. And frankly I don't like me too much. At the same time I have to deal with me in a better way so that I try to help others where possible. I have lived my life doing exactly what I wanted to do without apologizing for being a American, not caring who I offended and helping those who genuienly in need of helping even at the risk of being trolled or pranked.

ANything else simply go into the ignore list. But that is not the end of the world. There has been a few people when enough time passes that do get put back on without the list anymore and we get along. I think 410 was one some months ago and a couple others when we reach a understanding between each other.

I do try to be.. interesting where possible. But not too stupid or a laughingstock. I do again do not mind getting into the lunch counter stuff or EVEN to tease a few people now and then but I have always marked that kind of behavior as //tease for example.

But the one thing no one will be allowed to tell me is some of the things I have done is flat bs. That will not be acceptable to me because these things were indeed done as the stories are told and if someone truly has a issue with it, onto the ignore list they go. And we will move on to something else.

One poster in particular called Moose. He is a very good person, I like him ALOT because he is FORMIDABLE. Sometimes I cross swords with him, he says one thing for his position, I say something else in my position and once in a while there is a ... agree to disagree and we leave it at that in interest of peace. Im pretty sure tomorrow we will agree on something together. Or... even learn something now and then. That's just a example.

I am at the end of my life. However long or little I have, I wish to give the Ladies a good company where possible and the newbies the help they need even if I have to slap them and correct them. Sometimes people correct ME because the laws have changed or become grotesque in enforcement versus my day. Even my Uncle who ran the Red Ball under strafing runs with gasoline all over his truck by the german airforce would barely recognize trucking today and all the fancy computer crap that is not there to help drivers but rather to facilitate firing and enforcement actions. Such things no longer make trucking any fun anymore.

Back to the basic question. Freight? Pete? etc. I choose Pete. But with the cravet that I don't wish Kenworth to be forgotten.

There is also no point in bringing up the Macks, Autocars, Diamond Reos, T's and Marions etc etc etc. (Deliberately left out the Intl Eagle... those were generic) that will only confuse the OP.

 

OKAY! Enough of the dimestore novels already, sheesh.

 

Here's the difference between Freightliner & Peterbilt

 

They are all the same now a days, lots of glue and Chinese steel along with American plastic... I have been in the plants. Where there should be aluminum they are using steel, steel that rusts due to poor quality, I got that direct from an old hand at KW in Chillicothe OH. He recommended an old KW over one of these new ones. They are ALL building to the same LOW standards. The days of quality and longevity are out the window, and you can thank the EPA. The manufacturers are building trucks for the Mega carriers, they keep them roughly 300,000 to 500,000 miles and DISPOSE of them. They are THROW AWAY trucks. Ask any owner of one of these trucks with any miles on them. 50,000 mile oil changes and let the sucker down the road pay the bills to keep it running.

Then the motor manufacturers, I was in a bar in Redford, across the street from Detroit Engine, I will not even repeat what I was told by the guys building these rolling abortions. Same with Cummins, they have been putting out some real crap lately too, and PACAR with their 400,000 mile crankshafts, SNAP!

Find some old iron and resurrect it, you will be dollars ahead, along with keeping your sanity.

 

Tyrone Malone's "Super Boss" was clocked at Bonneville at 144 mph. That is a full tilt race truck with a 1,300 up twin turbo v12. It was lowered and had wings to put down pressure on special race recaps.


Do you mean to suggest that a commercial vehicle with about 1/3 the horsepower, pulling a loaded trailer came within 4 mph of that truck?

Besides that no truck is geared to go that fast, even with a hill killer 650 Cat.

In 1979, we went to the truck race at the old Ontario Motor Speedway. The first 6 trucks were daily drivers with some added umph. None of them were cabovers. The best lap was 106 mph by a W900 that either had a V12, a KTA or a 1693 putting out gobs of horse pressure. 34 mph slower than your cabovers.

The only way that a cabover that was hauling freight reached 140 mph is if it were pushed out of a C130 at 20,000 feet!

 

When you get to milesburg westbound coming down the ridge of about a two mile downgrade before the bottom, you have what is called a momentum run. It builds up energy.

At the bottom where there is a Buckhorn truckstop and a curve prior to Milesburg upgrade you had to hold or slow to 122 in order not to flip over or run off the road. Halfway up you are getting into torque in top gear below top horse. That's about 5 miles at around 80 The momentum has long since worn off.

Momentum is my weapon for top speed. If you put it on a flat ground the one truck I speak of it will do 116 until the fuel pump quit pulling. Loaded up to 116 the pump quits but momentum floats it up to around 122-124. On strictly flat.

Any kind of downgrade, for example the other side of State College on 80 coming on what I recall as Monologehelia Bridge crossing which are a pair of truly major bridges westbound you are already beyond 120 on the downgrades.

Your tractor that you posted I am familiar with. I built a model of it as a kid. Those kinds of tractors I can never compete with. Not with a #### company truck. I understand your position now with your illustrated example.

When you have a 1993 COE with about a 500+ detroit on a 9 speed rockwell unrestricted in any way with the exception of a fuel pump that quits at 116 and use momentum built up over downgrades, the steeper the better... you can get to speeds I talk about over some miles. Staying at those speeds is questionable.

If you rode with me in the early 90's in that truck around the USA east of the Mississippi, it is a series of flat out accelerating until close to 120 on downgrades and then the foot stays on the floor waiting for the fuel pump to kick in at 116. which would have been right about 2150. High horse was around 1700 and torque was 1400. Lugging to 1100 was possible without bucking.

I have at times raced that tractor bobtail against V8 sports cars on certain highways using traffic lights as the drag tree and won believe it or not. Stomp it in 5th gear, cloud the place with black clutch smoke and shift into 7th and then 9th and done. By then she should have reached top end leaving that V8 car behind.

We are evidently talking about two entirely different trucks. Your presentation of a truck that is truly capable of world records on it's own is a awesome rig. But NOT, I repeat NOT a company issued truck that I Had. There is NO comparison between the one I had and the one you are describing.

I am forced to remind you and everyone how I use momentum and terrain on the interstates to get to the speeds I speak of. 116 is pretty fast in wisconson because it's pretty flat. Hardly any Law until around Madison for fuel then Minnesota becomes a possibility in about a hour or so from there.

My truck and that record truck are two completely different beasts. The company truck I had is a POS compared to THAT world record breaker.

Until you presented that particular truck as a example I was beginning to think you are trolling. Now I understand that is not the truth. We are talking about trucks so completely opposite that there is no possible discussion or.... a sense of agreement between you and me.

I have long respected your posts until tonight. I suggest the next time you wish to debate or contest something I say or have said in the past or even now, you present to me a proper evidence as you finally did. It tells me that you are describing a rig that is built to be fast, way way way faster than my ####ting little company truck at piddling 116-125 or whatever the hell I can get out of it downhill on a mountain via gravity.

Those days again I have stated several times are over. The governing started with that one in 1994 early and more and more trucks were being governed by fleets around the USA eager to self insure and save premiums on expenses of coverage and to prevent drivers like me from speeding anymore. Many drivers coming into the industry today were not even born back in the years I talk about.

In the words of Rick Harrison, you and I are so far apart there is no possible agreement. But there is a understanding on my part where i am coming from and also now a understanding you are using a very special truck that no company will ever put on the road hauling something that fast at 80000. Essenitally a racing tractor trailer.

It is unfortunate that you did not bring this evidence of your position eariler today, it will have saved you, me and everyone else who cared to read this thread a painful endurance of all our writing and discussion.

When you are ready to come off my ignore list later this year, let one of the mods know and by then we will probably be able to work something out. It's a shame that we wasted each others time with such bad communication thinking we are arguing about company issued tractors not able or able to go that fast back then.

What a waste of time.

 

You do have to admit that 100 and over is fast for an old cabover. Those flat fronts make it hard for most any engine to overcome the wind resistance. I did not see it happen but I did hear of situations years ago when a cabover could pass a 4 wheeler and its wind draft push the 4 wheeler off the road.

 

What you should do is select my name, select ignore and your precious dimestore novels as you put it goes bye bye.

It is better to simply do it and look good than to open your mouth and appear stupid.