Liftable rear axle.

359kool, I know there are some very nice cabovers and older hoods on the road. The problem is the nice ones are not for sale. You can buy worn out cabovers by the boat load if you want too. The OP is not in the USA and just wanted to know the cost of doing the swap. Here is a nice older ride.

 

Watson and Chalin makes liftable axles as good or better than Hendrickson, I bought one in 2001 steerable single wheeled 13,200 lbs cap for $4,500 including taxes, I know that was quite some time a go but the price should be close to that, I'm still using it and haven't replace anything but brake shoes once and it sees 100k miles a year, hope that helped.

 

we usually order and install the link brand lifts. http://www.linkmfg.com/liftables/ls_duralift13.html
seem fairly easy to install. Not sure about laws in Europe but extend the frame and install a lift is fairly easy

 

I got with a truck parts supplier in Des Moines, IA (Vanderhaag's) and talked with them about removing my drive axles, putting on a 25K rear drive axle and then putting on a 20K liftable pusher, and running 22.5" rubber on the rear and 19" rubber on the liftable. They said would not be a problem. Haven't worked out total cost. Getting trade in for the axles and interaxle unit, so cost will be lower. The 25K drive axle I am getting will be one that is rebuilt. This will be going on a 2006 International 9400i. Vanderhaag's does the rebuild on the axles and makes the driveshafts will need for this, and will do the work to convert everything. Estimate the weight savings will be 700lb and there should be some mpg savings since not turning all those gear components like would with 2 axles.

 

Kellogg,ID? I live 7 miles from you.

 

yes it is on 2axle tractor but that truck from picture is allowed to 57320lbs in my country ( Of course I think the weight without trailer)

is it better to have pusher or tag on such truck here in croatia tractors with tag are very very very rare

actually even 3axle tractors are rare since we dont have heavy winters and 2 axle is better for

mountains ( i mean trailer wheelbase)

it is 40t allowed here only when you need 3axle is construction and container ( 44t for 3axle tractor and 2 or 3 axle trailer for 40foot iso....)


on my opinion if it goes often empty that is better to use pusher ( tractor with tag looks to me very unstable and uncomfortable with raised tag )




greetings from croatia

 

If you are going to buy it from USA better use Hendrickson axle and suspension so you can get parts from Europe if needed. Renault use Hendrickson pusher in their Premium tractors.

We have an old White Roadcommander here in Finland with pusher axle but I think it was made in Finland. Ask VTA, they used to make Volvo tridems with pusher when factory didn't make them.

 

here near to me was an old western star 4x2( converted from 6x4) ( it is imported as very young in early 90s and long time could not been register ( too wide)



it was used to pull tank semitrailer for chemicals but no longer meets the ADR standards for dangerous cargo

anyway

the owner had problems with the differential it was too weak for 88200lbs ( 40t) and if i am correct Danmark have 48ton ?


so it could be the problem



American differentials are much smaller than we are accustomed to ( scania italia offer 4x2 tractor rated for 124ton( 273400lbs) with ada1501p axle and rp835 diff

 

It's true, even US spec twin screws are sometimes too weak for European weights and way too weak for Middle-East and Africa or for Russian roads.

 

You're comparing apples and oranges...

Trucks are built to conform to the laws and usage requirements in the region where they are operated. There are plenty of heavy-duty axle equipped N.A. trucks available, they just aren't necessary in the over the road (OTR... long haul) market due to the laws in place. To build a truck, or spec. heavier components than absolutely necessary is just a waste of resources.

Here in Alberta (Canada), the same basic truck (although sometimes spec'd with higher rated axles and frames, but not always) as used OTR is used for Super-B trains (63,500 kg). Trucks used in heavy-duty hauling, like in the oil industry, are regularly spec'd with up to 150,000 lb axles (GVWR: 180,000 lbs GCWR: 500,000 lbs)... they can go heavier by special order.

BTW, when I was responsible for local operations in the Middle East for the world's largest oilfield sevice company the trucks doing the regular hauling were MB and all the off-road, very heavy use trucks were KW (C500 & 963).