Cabovers

pay attention that one truck may be differently specified for US and EU markets. It is not ECE vs DOT requriments like lamps weight and emissions but some other things, aka traditionals.

first of all, EU bolt pattern differs, so you have to use european rims. They are of the same price, weight.... but of more load capacity becouse EU trucktors are generally 4x2 and for axe load is 10 ton, drives pressure is 8.5 BAR.

Other differense - 24 volt electric system with all 24 v bulbs, starter, alternator, all solenoids, other ECM software.... So get ready to change all bulbs in US trailer and.... may be change TABS/TEBS unit.

 

No worries mate!

24V elecrtic system it's actually better then 12V for the heavy diesel trucks, especially in cold winter starts. Spares in 24V you can find here at the coach bus dealers and service points, or at the Liebherr Crane dealers. Scania parts are availeble at Scania USA (industrial & marine).

To feed 12V power and all signals to the trailer it's not a complicated thing. Ground is ground and everything power goes from the tractor through a "voltage reducer box" 24V in and 12V out.

C'mon man, you guys in Russia do this kinda thing all the time, reducing and inverting power between the wide range of different tractors and trailers with some at 24V and others at 12V.

What, you think that only russians are able to deall with this kinda thing?

OK, the type of wheel rims that you're talking about you find here in some of the on highway heavy haul oil field company trucks that have hub reduction axles. They are still R22.5 and usually fited with 315/80R22.5. Also some of the coach buses run same imported ZF axles with 315/80R22.5., same rims as on any Euro heavy truck.

Anyway, rims come with the truck and you don't replace rims, you replace tires, and that you'll find in just about every size and makes imaginable. Some you'll have to order in advance but, it's availeble.

 

really truck electronics are designed for 12-24V application

Any cummins, DD, mercedes engine runs with any voltage supply.

before the 00s electronics was different, but now no problem

New TEBS by wabco is for any voltage system

HID units are 9-36 v too.

LED lamps on modern trailers are the same thing

 

keep in mind even if you can do that scania parts are very very expensive and such truck would cost you far far more than its actual price

as much i have info laxa sv charge 15000€ for longline cab comparing to normal

also you would not be able to get epa 2012 engine unless your choice is 440-480

this is for now they can build them stronger(over all range) but current european market situation dont require this

 

The EPA rules aply acording to the manufacturing year on the title for that Scania VIN # I'm gonna use. If the VIN # is for a 1985 Scania registered in the US, then the engine would only be required to be at 1995 EPA specs (in 85 was no EPA regs). As long as I have a frame with the VIN# the same as on the title, I can build the truck using just about anything that could be bolted to that frame.

Some things are much different here then in Europe. As far as EPA truck regs are concerned, it goes by the year of manufacturing for the Data Plate on the engine. (but you'll have to be inovative, for example: take a newer V8 700bhp Scania engine, uninstall all the emission control crap, get that engine to breathe freely, stick the data plate for the 1985 engine on the valve cover, and vuala..)
You could also get a brand new "glider"(truck with no engine in it) with a new VIN#, and install an old engine and the EPA regs would aplly in accordace with the manufacturing date on the engine data plate. You could chop up parts, put it together and build a truck and you could register it as long as you have a valid VIN# on the frame that coresponds with the one on the title.

Oh crap, I think that I just confused the heck outta you. I know, I just about confused my own darn self! LOL

€15K for the longline cab ready to install ain't bad at all. Here a custom big sleeper could run in the $25K range too.

A brand new Cummins ISX with core charge applied it's easily $30K.
To do a complete out of frame rebuild on an Cummins Sig or ISX is at least $22k. an inframe limited rebuild is $17-18K. A special Pittsburgh Power job could be around $25K.

A brand new with core charge applied Eaton RTLO 20918B HyLo (18 speed double over with extrea lube pipes inside) is $15K
A brand new drive axle with power divider is $13K, for the coplete tandem $20K.

That's why rebuilds and/or salvaged old parts are allot more attractive here. They can save you anywhere fron 20% to 50% from the price for same thing new. In all cases, new or used, you have to take core charges in consideration. Either you have a core for the exchange or you pay for it.

Someone said that bought a brand new V8 MB engine in Europe for €800, oh hell, you couldn't buy a busted up Cummins NTC 400 big cam for the engine block for less then $1.5-2K.

 

no no this is +15000€ more comparing to normal cab

i said, this was from army , army usually scrap all things they dont longer need ( or they need but in different place )

well brake down engine like this would cost at least like your ntc

this engine as used in condition that it can still make 150 000km in construction still cost 4-5000€

this was luck

 

for members outside of europe

this truck astra is build specially for hard conditions like mining,oil fields, off road ....



it use iveco components and its cab






look this garbage , this truck is new but already old 4-5years and they still not manage to sold it

 

to Westbound:
I drove the latest Tatra 8x8 today.
Amasing.

 

hm? how it drives comparing normal 8x8 trucks with rigid axles

 

I only drove it offroad.
It was unbelieveble steady on rough ground.
I even let the steeringwheel lose,to see if it would stay straight.
Steeringwheel didn't moved.