Why do so many Americans hate European trucks?

[video=youtube_share;mSnrU6jkyqc]http://youtu.be/mSnrU6jkyqc[/video][video]https://m.youtube.com/watch?v=mSnrU6jkyqc[/video]


Some kinda sound.......it does look a little funny . Just kidding ......

 

I would stay away from any engine above 460 hp or V8,regardless if it's MAN,MB,Volvo or others

 

Please elaborate

 

from experience I found the following :

you need a sweet spot almost when you drive a truck where you get the most benefit ..I find an engine with extra mechanical component. ( v8) more likely to fail due to excessive heat, fraction,weight,weaker link such as gear of or diff. ). , see FH16

- the resale value is lower than your typical v6 engine
-the only expection I find it with MB v8 in the 90s where they limited the HP but unleashed the torque. (1935) model where it's 350 HP combined with nearly 2600 tourqe

-parts availability , I would go for Detroit s60 engine if I'm in the U.S., and MB 501om or Volvo d12 engines in EU , I can find parts easily, I don't trust Scania or iveco or such companies to provide parts not planing to waste time because I fell in love with a brand for how it's sound nice. I think i would just follow the market leader for those reasons

 

Okay, Makes perfect sense. I too wouldn't buy a truck powered by an Engine that would be hard to find parts for, that would be very bad.

I also agree, I'd buy a S60 detroit since it has such a big history and parts are plentiful

 

Unusual trailer configuration

 

hm V design is not good for cooling , but they are not temperature forced and have serious reserves in design

as for V6 that is worst engine design, this is not natural , not balanced, lot of side forces

most of them finish their life by when rod breaks and crack block

even many mp3 so far here, further more V6 got many different problems,for example.... since it have one turbo pipe that connect turbo and IC is sensitive on pressure and vibration, it cost here more than 200€ this is very common disease on v6

here actros v8 get far better resale value especially those for export, they want up to 10year old and v8 and manual clutch, they convert ##člly automatic to clutch

hm , om422a have heating problems, comparing to similar trucks from similar time, i guess because lack of intercooler

torque is 1600nm by DIN from 1000-1600rpm , i think this would be 1619nm today

but it have 1550nm already from 800rpm

 

I hate those deep pin settings you guys use.... I like 19" settings just enough to cover the 5th wheel..

Keeping the trailer off my back .......lol

 

The reason for that is aerodynamics. A very small gap between trailer and cab is much more aerodynamic and saves a lot of fuel. However the actual distance to the cab is quite a lot bigger than it seems to be. There are side panels to close the gap as much as possible.

 

sweden allow 24m total length for tractor +semitrailer

however it is very difficult to comply with turning circle radius , without hydraulic steering so most of trailer are "only" 19.2-19.9m or 63-65ft


they must have 18m from front axle on tractor to last on trailer,

1.8m axle spacing on trailer allow you 10t per axle

if truck have 5.2m wheelbase from front to last axle it is allowed to have 26t , this is why it is nice to have torpedo or longline , otherwise with short wheelbase you can have only 24t on tractor , so deep king pin is good thing

in europe we use 2040mm diagonal from king pin to front corner , that makes about 1.6-1.65m from king pin to front wall,

in scandinavia they sometimes use deeper king pin setting


EDIT:
their law allow 60t total on this combination

5.2m wheelbase tractor gives you 26t

trailer with 7.2m wheelbase gives you 36t

this give total 2ton of weight reserves , to avoid overloading

24+36 is not that comfortable when loading ....

on other hand it is pretty difficult to put that much weight on front axle on long wheelbase tractor , or you must have different trailer legs position