question about aerodynamics and fuel consumption of cabover tractors.

Pete and KW still made their cabovers until about 5-6 years ago, albeit on a very small scale. They really didn't change that much over the years, so I'm betting parts availability isn't too bad. I know from experience that International still supports a lot of the stuff on their trucks from the 70s. When you find something you're interested in, get the VIN and take it to the dealer (along with a box of donuts) and spend 20 minutes with the parts guy looking stuff up. That's what I'd do, but i'm no kind of old pro or anything, just a speculator.

 

how you know what I look like?

 

'Cause anybody that drives an old Cornbinder can't care about how they look! That's why I've got mine..

 

I have 3 cabovers and they are great for local work for sure. Especially when fuel mileage isn't a concern. However i just bought an Argosy and it has a c12 cat and pulling a reefer grossing out at 78,000 and some change it got 7.2mpg on that run to GA from NJ. On a 330 mile bobtail it got 9.1mpg driving 65mph. My other cabovers are old school and are decent on fuel themselves. My transtar has a 290 cummins and gets an average of 6mpg local and light loads. Its also a single axle.

 

I wish some of the COEs in Europe would be available here, some nice trucks. They all use the COE because of length restrictions, but sleeper space would have to be expanded for US type driving. Volvo just released a 700HP tractor.

 

so in europe do they sleep in the back of their trucks?

it kinda looks like you might be able to fit a tiny bed in the back of the truck in the picture.

 

Yes they do, but it is a tiny bunk. Most trips they are only out a few days and then home. None of this 4-5 week OTR stuff.

 

so its basically like sleeping on the back bench seat of an extended cab f-150.