Why do so many Americans hate European trucks?

I would not say this, but i find strange that mercedes did not take some american cab for this purpose

yes,why change perfect?
43years latter almost unchanged except new ratios (although old still exist )
new hub covers in 1985 alu/steel
and new hub gears when Sk get ( smaller theets)

i will never understand why man give up from them and build their crap ones



i have bit forget old school ratios but there was 3.716(used by roadtrucks), 4.04(used latter on road tippers) ,4.2(mostly used by man and xx28,33 and 38), 4.637( my ng have it, once it was fasterst ratio on first generation of ng),5.217(father say his 1632 could go 115 with it) , 5.937(was used as standard ratio on first ng tippers), 6.727(3850had it), 7.83, 8.881

i have forget which gear combinaiton was used in which one i only remember 5.9 come as 27:18 in 10t axle

today they have

27/18 ,28/27, 29/24, 26/24 3.429 and 4 hub ratio all together 3.714, 4.143, 4.571, 5.143 ,4.33 4.833,5.333 6.00:1

some european manufacturers used to build driveline like this , it was henschel i am not familiar with their models , i have seen it only once as i am bit young for those also mercedes 2220 have it ,

 

Because the Zetros cab is much wider than a NA cab, it accommodates three seats. It seems that the Zetros cab is a standard Mercedes COE cab with a nose in front of it.

 

it is very funny for me to see arguments to not take better things, i accept if somebody have reasonable reasons

like disc brakes overheats, cracks, dont brake better than drums....

i dont need abs



typical about synchronised transmission, it does not last ,

my answer would be , if it is shifted properly it can last as long as truck , also in my opinion largest problem for syncronised transmission would be clutch not syncros itself

i usually check clutch like this: press clutch and hold it for few seconds 3-4 and try to shift it to reverse, if there is any resistance or noise clutch is not good , or it is something with cylinders , last time it was just spring under pedal

similar thing you can feel when engaging pto , if there is noise and grinding it is not good, i usually cheat like this; press clutch shift into 3rd/4th engage pto, put to neutral release clutch on this way it stops shaft

my father is bit sceptic about new things , like on maintenance free axles, and driveshafts , strange but he accept electronics

4-5years ago when we had to change clutch on NG, i wanted to convert it to single plate 420/430mm , he decide to put 2x380mm like it is original , he say swabian(this is name that we use for germans in general not just from this region) is smarter than both of us, although this clutch is several times more expensive as nobody buys it these days , even good quality replacement one cost about 2500€ , we have put sachs as it was not big difference in price , i tried to change his mind at least to gewt 2x400mm this is at least far more common hew did not wanted , altrough double clutch have much more surface, i am against of it it never completely disengage,more difficult to shift much more stress on cylinder, this one is also too hard ( he have some problems with legs ) even this could not change his mind , i tried to remind him how soft was on ex. SK(could press it with 2fingers),

 

i dont know it reminds me on cabs from larger unimog models like 4000 5000

pretty flexible chassis,





altrough my father is big fan of conventional trucks, as he start to drive shorthood mercedes LK trucks, and first truck he owned was one of them, he say this one is ugly

he is always in search for red t113 6x4 tipper with e2+g1 norm, and must be german truck , there are 3x t124 420 in bosnia low km, meiller , red , but he say it must be 3series and those are bit too expensive

 

Huh?? Take a good look around, do you see any high performance brake system that is not based on disc brakes? Passenger cars, racing cars, high speed trains, airplanes, they all have disc brakes. Disc brakes can get red hot, and still have full brake capacity. A drum brake looses brake force when it gets hot. When a drum brake is cold, the brake shoes will fit exactly against the inside of the drum. When the drum gets hot, the drum will expand, the brakes shoes will expand less. When the drum gets really hot, only a small part of surface of the brake shoes will actually be in touch with the drum, that is why drum brakes fade when they get hot. Disc brakes have flat surfaces, they can't fade. ABS should be mandatory, just like on passenger cars. In fact I think it is mandatory on new EU trucks.
.

Well, the tendency is towards full automatic gearboxes, and that is the way it should be.

 

Yes everything is being engineered to be foolproof but in some markets it is better to keep things as simple as possible.
Disc brakes apparently don't do well in dirty conditions.
I know on the one route our truck go disc calipers get sticky and only release only one way so one pad stays in light contact and overheats or wears away.
Having said that our alternators and tension er pulleys also need adapting or they also pack up because of the fine dust.
On the drum brake trucks no such issues.

 

that is not what i am saying, that is what americans are saying

there are still applications where automatics cant work well , i dont like that forcing to accept auto everywhere

 

It is Atego/Axor cab. It is not so wide like actros cab, but surelly wider my FLC cab.

 

That's why manual mode is used. To

 

not by selection of gear, but with those little tricks, where using manual is simpler and faster

for example if you have to spread load with tipper with automatics it become difficult, for example astronic can do that in 2nd 4rd and i think 6th gear but not sure for last,

on manual you can do that in every gear, it is much easier to engage pto disengage pto, put it in neutral while moving,

some tricks offroad are very difficult to make with auto....