Brand New Cabover

My cabover had a hydraulic Jack and it was air assist .
If you had air pressure you just held the button down and the air pumped the Jack .
If no air you had to use the handle and pump it by hand .

 

Freightliner had the clutch linkage came apart and international had the shifter linkage come apart .

apparently either one or the other had to come apart

I drove a cabover for years and , the spring ride ones with no power steering were no fun at all.
But my next one had the set back steer axle , power steering , a double bunk and air ride drive suspension , and it was not bad at all.

funny you don’t hear the drivers of the fancy coach busses and tour busses and motor homes complain about driving a cabover ….

 

It has the remains of the original A model still in it, it’s an 83 model.
But yes I’m building a 7FB B model to set in it. The 15 spd will go right back in as well.

It has the oxblood color interior with tan / butterscotch buttons. Came factory with 5 different colors, no clue what the original paint scheme was though.

Grandson wants it painted like the BJ & the Bear truck lol….

 

Armstrong steering, 4 spring rear suspension, 420 Cummins / 13 spd / Rockwell rears.

It was a bear at times driving in the north east with those junk roads. But I ran mostly Texas and back to WV with it.

My first truck was a 73 model. Dayton wheels with bias ply 10:00-20’s. It was 4 spring as well. Check your dental work on some roads lol….

 

I'd rather get back together with my 3rd ex wife than drive a cabover again or own one .
The k100 aerodynes were well known for twisted cab rails if the rams didn't go up evenly.
Drive any cabover in extreme cold would give your feet frostbite .
And who could forget the cable shift transmissions that ya needed a pry bar to shift in cold weather .
No thanks !

 

Never seen bent rails on the cab, not saying it doesn’t happen though.

The only reason the cylinders wouldn’t go up evenly would be the truck setting in a twist, or something restricting one side of the cab. The cylinders are fed by a single line, they will equalize or should, under normal conditions.

 

They got good fuel economy. The reason claimed was because they only break the wind once. I went from a 1993 International CO to a 1995 FLD flat top, with roof fairing with a 48” bunk. Both had 11.1 Detroit’s. The Cabover got better fuel economy. Always over 7 mpg, even if it was left idling all weekend.

 

I had a drivers `insur.co that hit my KW "COE in the Truck stop lot that was totaled by the adj. that took 2 weeks to get out to see it, l had to buy the salvage; back because it was its Cat 3408 under the cab; that wasn't able to be jacked up again cause the truck cab frame was bent at FT part of the cab pivot,and I could only get it jacked up a littlest bit and I drove it to the house with my small chain with 3 binders on
The rear of the "cab

 

The COE are almost all flat floor now.

 

I know this is an old post, but for new readers here; cabovers were phased-out after the 65' law was cancelled. Also, the mega carriers used conventionals to attract new drivers who wanted the 'long hood' feel-not considering the difficult maneuverability compared to cabovers. It was a major marketing tool at the time. Kenworth did hold an exhibition in California and reintroduced the cabover in the US with a flat floor (K200) but the dealers said they would not be able to market it which is false as they were happy selling conventionals. Australia is the prime location for cabovers-especially Kenworths. Regardless of what many say; by 1990 the rode nicely and the drivers view was great along with turning radius and easy engine access.