Why do so many Americans hate European trucks?

195" for a setback front axle is long, but using the same suspension, lengthing the wheelbase 3 feet and moving the cab back 6 or 8 feet improves the ride.

Our cabs are air ride, but only in the back. We have a triangle cab mount. I think your cabovers have four point air ride.

Our integral cabs look similar. It is mostly the classic trucks that have the wider sleeper.

 

Clearly you have never been inside one of our trucks! Everything you just listed we have.

 

You see KW W9's everyday , in this part of the world. The Longline is not Available any longer. But both the trucks I showed you can have today. The CC (Freightliner) pulls a race team . Can do niche work, Rollingcoal's business model could actually use it . Yes there are light loads that pays well. But only truck I know that comes with a king size bed. The other custom sleepers you see multiple times a day. So yes they can do everyday work.

 

I don't think you can see w9 with that kind of sleeper every day. FL argosy is not available as standard truck but only as glider , in NA, OK, you can take glider , but there is still no larger cab like this one, so basically this is way too heavy to be reality, also I would say it is only piece built..... Longine was made as limited edition, there is 30 production models + one prototype called EXC so total 31 were built by Laxa special vehicles in original 4series, they have built several units latter as R series, they currently have one euro6 used for transport of crew cabs to Scania plant. In BE(ACE metal) and in NL( several companies) rebuilt regular cabs into longlines.

Laxa SV, can built just about anything you want.....

 

That's too much sleeper for me but there are a lot of expediters who run those big bunks. I wish that was the ONLY freight I did but normally it comes and goes randomly. Many expediters usually stay on the road for months at a time. During some parts of the year I could actually do just fine with a day cab because I don't stay on the road more than a couple of days. Though sometimes I do stay out up to a week. I don't like the big sleepers, even if I was a road warrior. I actually like the really small aerocab bunks behind the newer KW flat tops. I don't even know what the factory measurement is on them but the "small" 72" bunk I have is too much.

 

Thank you 98989. My whole point was to show that a cab like the LongLine could be a standard cab for the NA and AUS market, if drivers would accept a cabover. in the EU there is hardly a market for such a cab due to the length regulations. But, as you explained, if you want such a cab it can be made by specialist companies that can convert standard cab to a longer one. I also found a picture of a extended DAF XF cab as an example.

 

Not that this is new info or anything but cabovers died out of the market place here in NA almost 20 years ago or longer. What you refuse to accept as reality is there is no need, benefit, or use for them here except in a few select applications pulling 57' van trailers. And besides it appears to me anyway that compared to the modern sleek design of a T680 that a cabover is basically an inefficient "barn door" pushing through the wind anyways.

 

Longline could be sell for more numbers, it was reasonably priced comparing to normal cab, considering all features and exclusivity, also considering that it was built from sheet metal parts instead of converting, cab was also protected against the rust in 8 zink hot baths instead of just cold spray that is used on normal cabs......so this means at least 3x longer protection...but it was limited production and not anyone could get it.....
it is same length as conventional T cab, which was sold in lot more examples....even In worst year before end 400 examples...

 

The reason is quite simple.

Very simple. Trucks are build in very limited quantities. As far as I know Kenworth hasn't even produced one million trucks from the day they started production. So if a company like Paccar could develop one base type of truck, with different versions for different markets, then the savings in the huge costs of developing trucks would be enormous. The whole world is using cabovers as truck design, only NA is using the conventional design. I'm not counting AUS, because AUS is just assembling trucks. NA trucks are already using EU engines for the most part, DAF, Mercedes, Volvo, MAN. Only Cummins is left as a NA manufacturer of truck engines. Caterpillar withdrew from the truck market as far as I'm aware. Developing a truck engine that complies with all the environmental rules is extremely expensive. I've read that Paccar bought DAF because DAF had very good engines, and Paccar didn't have a good engine of its own. There are rumours that DAF is developing a bigger engine in the 16 litre class, they are the only major manufacturer without an engine in that class.

There used to be dozens and dozens of independent truck manufacturers is Europe, how many do we have left today? Mercedes, VW (MAN & Scania), Volvo (Volvo & Renault), Iveco (rather small company), and Paccar (DAF). Tatra is 20% Paccar, and uses Paccar engines and cabs for their Phoenix truck (guess why it's called Phoenix). Ford has left the EU market a long time ago.

So if you could harmonize the way trucks are build, that would be an advantage for the EU and NA. As has been stipulated several times, the same truck companies build trucks for both markets.

The bridge laws are a big problem if you want to harmonize. It is a bit odd that in 40 years time the US hasn't been able to fix all those bridges that are in fact not capable of handling the demands of today's trucking. If 25% of the bridges in the interstate highways urgently need replacement, then you have a big problem.......

 

I like T2000 model. Was popular in Ukraine till was discontinued.

But the US truck #1 in Ukraine is... Freightliner.

Shaking ###, noisy, but cheap, reliable and fuel efficient