Cabovers

If you think that you happend to drive one that was bad and you think that that was just an exception.....well, it wasn't an exception. That's actually the rule. The exception is when things don't move and rattle and there,s an absence of squeaks and bangs.

 

Jayzus........

 

ok thank you i thought that by permit you get 20k only on truck this is good

so this really have 85 us ton capacity

when did you say that spacing between axles need to be 5ft ... do you really have such big wheelbase between truck drive axles

here it is 1350-1400mm largest bogies on steel suspension have 1455mm



also when you get permits do you need to pay more if you have 20k or this is fixed price

here we pay

for height and for width for length cheap....than we pay by total weight (t) -40t as much as you go it become more and more expensive it is not linear

and we pay additional weight from legal for each group of axles in steps of 100kg

so you here also want to avoid high axle weights by having more axles and lighter truck/trailer

but in some cases it is cheaper to put more weight on every single axle than to add some more axles which will raise your total weight, also if you have construction company and use low loader to transport your own machinery mostly on short routes it is better to have less axles and have cheaper equipment than get lower axle weight

 

YUP! That's God's honest truth. You don't heare this things from the majority of American drivers cause they don't know better. Most only drove stuff like this all theyr life, and they think that's the norm.
As for me, well, besides having been born in Europe but I came here many, many years back as a young lad, being in military for some good meny years, landed me in many places around the world, including my birth place, well, now the EU. I've seen things and drove trucks years ago over there that would put to shame any late model production truck here in America.
Don't misunderstand me! I love the USA, it is my country and I've served her active duty in the past and I would do it again if duty calls. But I just can't stand certain aspects, especially when it comes to quality of products and workmanship here, also the mentality in trucking industry........no one demands quality and good product support anymore.

 

The 5' space applies for trailer axle only. On tractor the tandem or tandem plus tag can be at close settin, but better have a minimum 10', preferable 12' between front and the 2 or 3 group at rear.

Same here, over dimensional permits are relatively cheap till you go over 15' wide in some places, or 16" in others and you encounter some other costs associated to what it's considered a super load.
Pas far as overweight permits go, well, they're the expensive ones.
Well, there's some regional exceptions to the max 20k lbs per axle rule, but generally that rule goes everywhere in the US.
on legal weight loads not exceeding 80k lbs GVW, normally the limits are 12k on steer/front, and tandems are at 17k lbs per axle on close spacing tandem, no exceptions. Like I said earlier, a 10' spread on trailer tandem allowes each axle to go at 20k lbs when hauling legal 80k GVW loads.
with the exception of the state of Michigan that has the most relaxed rules as far as weight limits for in state registered trucks only, and some north-western region states that allowes a 4rth steerable exle at te rear of the tridem trailer and a 4rth steerable tag axle placed right in front and next to the drive tandem axles on the tractor as permanent registered trucks with more than 80k GVW, there's no other provision that would allow trucks going over 80k GVW without obeying the overweight federal ans state rules. That means that in the states with 80k lbs limit, which are in the majority, you have to permit every lbs over 80k. And one of the rules good to always remember when thinking about getting an overweight permit is that the load on your truck must be ONE piece indivisible. Other ways you're not getting any overweight permit issued in no state in this union. And as for the amount of weight you ca haul under trip O/D permit I think I've explained the situation clearly enough above and in other few posts regarding this issue.

There's no extra cost involved in having more than 5 axles on a tractor/truck-trailer combination, other than the initial extra cost at purchase and the extra cost of maintenance. There's no use to have more than 5 axles for legal 80k lbs work. In the case in wich you have more than 5 axles it only increases your tare weight thus reducing the net cargo weight capabilities for multy piece loads that can only be hauled at legal max 80k lbs GVW. The only reason to have more than 5 axles is in order to have the capability of hauling heavier one piece loads under O/D permit.

Now, I'm done explaining on this issue on this thread!
i don't wanna be kicked out cause I'm not talking about COE trucks.

 

thanks for your explanation

so which is now best truck in US when considering that it makes money ,and good drivability and comfort ....so no need for chrome and other unnecessary things....also considering price, aftersales value and services and part availability.....is volvo possible to be choice when considering all this if chose it with cummins?

so i guess there is no double glazing insulated windows there?

 

That T2000, the door is areodynamicly sculped. At hyway speeds with the mirror mounted to it, it creates a drag or suction and pulls the door . Almost like trying to pull the door open from the outsde, making the rubber seals to lose contact.

 

There's not one single truck that would incorporate all the advantages you mentioned.
From the price point of view, purchasing price is offset by resale value; Peterbilt has the advantage cause of the great brand recognition it enjoys, even though they tend to be a little on the expensive side.
International and Freightliner are on the cheaper side of purchasing price.
From a serviceability point of view, PACCAR and it' affiliates and Freightliner/Daimler and their subsidiaries have the most service locations.
From a drivetrain point of view all are just about in the same ball park since drivetrain components are shared between all.
From the poin of view of engines, well, only in recent years, with the exception of Mack and Volvo that always offered their own proprietary power, all have the option of proprietary power plus cummins that's still shared between different OEM's.
All engines have a wide array of problems, especially in recent years. Cummins enjoys an advantage from a serviceability point.
Cab structure quality, Volvo is the best by far.
I guess it's all about preference.

Double glazing WHAT????
insulated windows???? What in the world is that??? (with the exception of Volvo cabs, there's not muck insulation in the cab walls roof and floor in eny of them, in some cases, non at all, only air between inside panels and exterior skin of the cab.)
There ain't nothing like that here. Maybe in some very expensive imported cars.....no such thing in commercial trucks.

Truck making money??
Well, any truck can make money! It depends on the business skills of the operator. The question is: How muck of that revenue you get to kip in your pocket at the end of the day?

 

I heare you budd! But still, there ain't no excuse for crap like that!

And there's the issue of the fiberglass cab with condensed wood compound floor which basically gets demolished in even a very mild jackknife contact...... In my opinion, besides that it looks ugly, like a big potato on wheels, the T2000 and the rest of PACCAR trucks that sheare that cab, are junk.

 

So are ours, yet ours dont lose suction! I think what inTranzit is saying is like what I feel, why are ye denied the quality when it already exists? Usually by the same companies that run the manufacturers both sides of the pond, they can do it here yet ye are denied, most of these modifications could be cheap! Development costs ! Pah!! Already developed! InTranzit comes across to me as a man proud of his country yet not satisfied how him and fellow truckers are treated! I'm not too interested in ######## contests but would love to show a few guys there things can be better! Drove a freightliner- crap, honestly ! Was in a peter 379. Didn't drive it but also rubbish, like I said no ######## contest, but if you knew what we had ye would demand better! I don't think it's drivers fault but the fault of a closed market!!! Believe me, modern trucks like volvo fh, Scania and mercedes compare to BMW or mercedes s class cars to drive! Quiet and smooth! Basically long front springs and 4 point cab suspendion' 4 point means no acceleration forces from the chassis, you don't need to be a genius how that works out !!!