Most cabovers in the UK and Europe have flat floors and loads of storage space as well as fridge freezers etc etc . Noise levels have dropped considerably as well ..
@@schoolgangsters7029 They're exactly the same height. Some of the european *trailers* are that tall, yes, but not the trucks. And no, the US doesn't have a set height limit. Its just what can fit under the bridges, so most trucks are built to that height. I actually plan to import one myself.
@@elultimo102 It's not set by the government, its set by state is what I meant Some states do say 13'6 of course but I honestly havent ever even heard of cops/dot checking those heights on anything that isn't clearly oversize Adding to that, it would totally screw over car haulers if anything like that was ridigly enforced since they're never the same height
You’re wrong on a few counts. Cabovers are easier to work on because when you tilt the cab right over, the radiator, engine and transmission are right in front of you. The Kenworth cabover is made in Australia, not America. They’ve just introduced the K220 which supersedes the K200, they all take a 620 HP Cummins engine, so no problem with power and cooling for our big weights and hot weather. Yeah, a long wheelbase conventional with a big sleeper is better, but modern cabovers aren’t like the old shakers which Americans always talk about.
Reminds me of the Volvo FH16 750 hp, Scania 730, mercedes actros Giga, I'd like to see which American manufacturer makes a more powerful engine than this,and also why does he seem to think Morden COEs are all the rage? Typical Americans, I'd like to see how well these American trucks ride on twisty roads in Europe or Africa
You forgot a few commonly used coe's. The international was most likely the most common with freightliner being a close 2nd. Pete and KW were the premier coe's and also frequently seen. I owned a Chevy Titan 90. I also drove the freightliner for another fleet. IH had a coe that had a walkin bunk with the room to actually fully stand erect, however it didn't last long due to the acceptance of the conventional being legalized with the NHTSA act of 1982. I certainly don't miss attempting to dress or be comfortable in a Coe and truly welcome the larger bunks and ride of the conventional cab.
also most cabovers made over the past 40 years in the rest of the world, often have everything you need for your daily checks for the engine etc conveniently placed behind the front grill, and it is significantly easer and quicker to open the grill than to open the hood to do the same. and you are right, cabovers are much easer to work on, and it doesn't take long to tilt the cab (assuming stuff in the cab is stored
@@mwat22 the Freightliner Agrosy was still being made for niche domestic and Australian usage even PB and Mack make COEs still just the fact when you say truck in america it generally sparks images of the Mack R series or W900 but in terms of fleet vehicles COEs were a HUGE cost savings in terms of accidents and maintenance but the long nose trucks are just cheaper [an agrosy can cost over 200k with minimal equipment whereas a Cascadia or T680 starts at about 95K-109k respectively and the long noses are definitely "safer" than a COE in a collision from the front or sides].
95% of the disadvantages mentioned in the video are already things of the past, the only thing that can not be solved is the physical size of the truck.
In 1982 they relaxed the length restrictions on total length on the east coast and cabovers were no longer necessary really bad ride most drivers don’t miss them
@@ernestpassaro9663 have you ever driven new European cabover? Like Scania S 730 or DAF XG+ ? They are far better than most American trucks (maybe Freightliner Cascadia is close)
@@groundhoppingwlkp3622 freightliners are junk not even made in usa and I have driven cats and Cummins that would give any Diesel engine in the world a run for their money!
As someone who is becoming a truckdriver in Europe i can safely say that Long hood trucks are not handy here we have a lot of tight roads with turns and i remember when i was small a Belgian trucker who had imported a 389 got stuck in our street because of the tight turns, so ye cabover all day long for me. Plus cabovers are lighter and hence can carry more weight we also have more powerfull engines. Also country's like the Netherlands, Germany and the whole of Scandinavia do use doubles and Finland even has HCT's.
I've follow a few euro truckers on youtube and they for sure go into some tight places where Long nosed American trucks wouldn't fit. But that's the way the cites and places are built. In America the roads are a bit larger and more accomadating for bigger trucks. Although iv'e been a few places where a cabover would have been less of a pain in the ass. lol
As an American mover who often has to get a conventional with a 53' into tight spots (we are the Blue Angels of American truckers and hung on to COEs for longer than everyone else because of their supposed "benefits") it all comes down to distance between your steer axle and kingpin and how far you can throw your steering box. A longer frame that doesn't turn tight is going to limit you. It has nothing to do with cab configuration. Some are better. Some are worse. A 9400i SBA is going to do better than a K100 Aerodyne sleeper. Both are better than a Freightliner FLD120. The rest of that crap is just configuring the truck to dodge regs to haul the most payload. You run what makes you the most money. Period.
I rode in a friends's DAF cabover for a few days and it was just as quiet as a conventional tractor. So noise is not an issue at all. Also the ride was just as good as a conventional.
As a local driver I wish to have cabover. I have a lot of complicated situations in Seattle with bicycles, homeless pedestrians. Wish to have better view in front for safety and need more maneuvering with taught spaces. Don't like company Kenworth, even with short base, because it doesn't turn on proper angles. At the present time I have no choice, I am a company driver.
Kenworth has always had the longest turning radius. Even the old 100's. All the ones I've owned (3 900's) my complaints were always the turning radius.
Hi, i drive a Volvo Fm9 box truck 6x2/4. I deliver all kind of stuff and drive abaut 300 km / day. What kind of truck are u driwing? This is one of my Volvo th-cam.com/video/waQezpZQsXM/w-d-xo.html
I'm old enough to remember driving a cabover local. Lots of climbing up and down when you are making multiple stops. It was bad enough when I was 20 something and it wears on you at the end of the day. Even worse if you were running RGN or flatbed like I did
@Alex Fracyon Really? I spent two years driving in San Francisco 5 days a week delivering to Safeway stores driving a 50 foot trailer and a conventional tractor. All it takes is skills, and patience. If you don't have the skills, stay out of the city.
The north america mindset about cabovers is from the 70s and 80s, at that time even conventional truck were loud and uncomfortable. Manufacturers evolved them a lot since.
Engine HP, noise levels for starters. 2 problems with the cabover are when servicing making sure all gear inside the cab is secured, I’ve seen a planters peanut can break a windshield cause it fell when the cab was raised, and having to raise the cab to do pretty much anything other than check/add oil and coolant. Loved them and hated them especially up north where the interstates were bumpy as @&$? But they couldn’t be beat for their maneuverability
@@darthvader6864 He said that cabover doesn't allow most powerful engines to be fitted when most powerful truck engine is in european cabover (Volvo FH16).
Interesting listening to a man who wasn't even born yet when cabovers were mass produced. I remember when Kenworth came out with the bicentennial aerodyne cab. Bunkbeds even in the 100 model. Was the coolest truck I had ever seen. I saw a new Pete cabover in Idaho two years ago, and was astonished at the room in it, twice what I remember. Most of my miles were in a White Freightliner, and an International. The last coe in drove was in 1987. Ah the memories.
The main reason COE's were discontinued in the NA market is because the buffet drivers were getting so fat they couldn't pull themselves up the ladder to get into the cab! LOL😂
German trucker here ... 1st we haul heavier loads than u do on standart relatively often. max weight on US roads is 80k pound, in Europe it´s 40t (~88184 pounds US) for e.g. distributing see freight from ports the standart goes up to 44t (without permit) and you can get a 45t permit for non splitable loads, e.g: a single steel coil. 2nd we have higher hp levels in our standart/common configurations ( e.g. Scania with 770 and Volvo with 750 ) where it is special or very custom for us brands to even go that high. 3rd. Multiple trailers are commonly used in NL, Sweden, Norway, Finland and Denmark, Finland and Sweden have B-links and HCTs (up to 35m and 90t) on their roads, with finland havin a lot of HCTs for longer distances. So, not correct in 3 or more points u made, please check ur facts more thoroughly next time Edits: added numbers
Not all states have a max load of 80k, some have 90k or 100k+ depending on certain licensing. And we used to have those large Hp beasts roaming the states but EPA and the price of fuel doesn't allow that anymore. 1000hp Kt cummins, v8 and v12 caterpillar marine engines were common on the west coast at one time.
@@robwhite3241 well u say certain licensing so I guess that means permits involved wich leads me back to THE overall STANDART, cause like I hinted: the NL, Denmark and the Scandics have a higher base value (NL e.g 60t and S and Finland 70t to 90t) and I heard that Minnesota (I hope memory serves me) has an extreme high base weight limit if u have like 11 axles or so, but overall you basically have 80k lbs or 36t like the EU has overall 40t or 88k lbs.
@@T1DarAngl Are their massive trucking companies in Europe like the US? Or are most trucks owned by owner operators? The mega carriers are really who decide what trucks look like here in the U.S
@@robwhite3241 DB Schenker ( one of the biggest 3 ww) LKW Walter with some 10k's trucks and trailer( including the rentables), Waberers, DHL with contractors, I think it's mostly companies and conglomerates or what it's called
The Kenworth K200 is made in Australia. They pull longer and heavier loads on shittier roads than pretty much anywhere else on the planet. Most are around 600hp too.
And don't forget the European trucks: Volvo and Scania have passed 750HP with their cabovers and the top brands all have cabs that include two bunks and all comforts that torpedo nose US trucks can offer. And even though Mercedes has limited it's Actros to "only" 630 HP, they actually guarantee those Actros' trucks to haul loads up to 200! tons. So Euro trucks also outperform many US trucks on sheer towing capability. The top tier trucks from Volvo, Scania and Mercedes can also be ordered with air ride suspension on all axles, so the comfort is pretty much on the same level as a US torpedo nose truck.
I'm so used to seeing Cabover lorries in the UK & elsewhere. I thought the front engined ones were extinct but then realised the still exist in the USA. Look at modern Mercedes, Volvo, Scania, DAF advanced technology vehicles. Driver comfort paramount.
I am very sorry for the channel. I' ve never seen so many mistakes in one video. Let's explain one by one. 1. Comfort. You compare two different things. One truck with 4m nose and cab with a 2m cab. If you take a long wheelbase european truck and extend the cab it is much more comfortable than american trucks. 2. Noise? Are you kidding me? If I don't check the dashboard I can't tell if the engine runs or not. 3. Maintenance and repair? LOL. You must come to Europe to see it yourshelf. About the tanks and the rest, if you have 8m wheelbase, of course you have more room for the tanks. 4. Do you think that the engine will save you or it will kill you if it comes in the cab? Cabovers are made much stronger than the plastic hoods you have in N.A. Just check in your video with the 2 cabovers in the crash test at 5:19. 5. Engineering challenges. Your engineers have to work harder, it looks that they are too lazy. 6. Increased hauling capacity? Just compare, 80000 pounds (36287kg) in USA 97000 pounds (44000kg) in UK, yes you are right. More powerful engines? LOL Scania 770? Volvo 750? That's the power that comes right from the factory. I have seen modded trucks with 1000-1200HP. Torque? Double torque from 800-900rpm to 1200 and at least 1/3 more at any rpm 7. Short wheel base? You can have bigger wheelbase in cabovers if you believe that rides better. Even the 5m wheelbase european 4X2 ride much smoother than N.A. My opinion? N.A. trucks are 20 years behind european technology. I wish we could have the 3m sleepers you have in N.A. I would sell my house to live in a Scania
I want to back you up on the hauling capacity point, I will be making the assumption that 80,000lb is the standard in the U.S.A. I am a truck driver in New Zealand, and for a light truck and trailer unit, the weight limit is 39t (85,980lb), like in the UK, 44t (97000lb) is the standard truck and trailer. But a lot of our linehaul units are running a 50max certificate, which allows them 50t (110,230lb), but we also have a 22 meter limit for length, so most of us are using cabovers with 650+hp engines. Also, I have only ever driven one "conventional" American truck, and it was the noisiest, rattliest thing I have ever driven
Scania made a model called Longline at some point, which had an extended sleeper. (As i understand it, they were trying to convince the authorities to allow for bigger sleepers, but didn't succed so they stopped making it) If you could get a Scania 770S in a longline version, that would be the sexiest looking and sounding truck on the road! 🙂
Who do you think developed everything your European cabovers have? That's right, the United States. Freightliner built a transaxle (the same cab used in Europe) that was longer wheel base than any conventional for hauling 60' to 80' steel with the length over the tractor frame about 2' from the headache rake and 6' off the rear of the trailer. My brother drove one for ten years hauling rebar and steel gurders.
If I could get the “Truck of My Dreams“ it is the Volvo FH16 750 XXL Globetrotter (a deeper sleeper would be possible here stateside). 750hp-3550Nm, only traffic or “Nanny State” to waste my hours. A 6x4 or 8x4 set up would do very well. As for Safety, Safest Cab in the Industry. Even has an Independent Air Ride Steering Axle, skid plate underneath the Engine. Sliding Refrigerator under the bunk.
I don't like the comparisons between american COE's from the 70's and showing todays european COE's on screen. And telling that it is not possible to install more powerfull engines in european COE's is just WRONG.
I used to drive a 2-story Ford tractor and, other than the climb, I had no issue with ride, comfort, engine noise or functionality. It worked as well in Boston as it did in Los Angeles. Really miss driving.
All of these issues have long been solved in modern cab-overs. Now only their advantages remain. Standard trucks only survive as the predominant style in very few countries and I'd say it's a matter of tradition above anything else.
And aerodynamics. A flat edge will always be less aerodynamic than a sorta pointy truck. Which makes a big difference when truckers go close to 1000 miles in a day.
I used to love my cabover. I started driving back in 1984. I knew if I ever got into a wreck, and survived, I'd be able to write the most accurate accident report because the wreck would happen right at my feet.
I have a Kenworth K100E 90" Aerodyne. I totally disagree with engine access. You tip the cab all the way forward and you have clear access to the engine AND transmission. On a Conventional, the only way to access the transmission is from underneath the cab-and this is a problem with Roadranger transmissions that only have access on the top of the transmission-hence the transmission has to come out of a conventional, when a COE maybe able to work on it in place.
I loved my Westernstar 4964 EX conventional with a C16 600 Cat, 18Sp, 46,000 rears, 12,500 frt axles. I hauled 100,000 lbs all of the time. It rode like a Cadillac. It was smooth as glass
UK/EU "Cabovers" are both quiet and comfortable. That they are not geared for 70+mph is due to our regs not the vehicles ability. (before the regs and electronic tacho's many would/could do 90mph. The "pursuasion" not to, was the period brakes which would bounce off the drums. till speed reduced down to 65/70. Our current problem is the 6 axles across a sport distance means on wet or icy roads and light freighted adhesion to the surface of the road is very poor. (In short, you can't stop within the normal distance abs or not).
as a fleet owner myself, out of the 26 trucks i run, only 1 is a cabover. it just got back to us after going through the whole truck and upgrading/fixing every nut and bolt. the driver we have in there is getting up there in age and is exactly one of those people who cannot stand change, and would rather be in something older, than the new trucks we run today
I have 45 years driving experience and while I am not thrilled with change, I too prefer an older, pre-emission truck. I don't need or want all the electronic gadgets and gizmos that are marketed as "safety" devices but really ONLY serve to micromanage the drivers. Of course, some of the new steering wheel holders probably DO need to be micromanaged. But with more than 4 million accident-free miles, I view inward facing cameras as an insult. I would spec a blind spot side radar and a front-facing dash cam, but NOTHING else.
cheaper to maintain an employee than train a new one. and why lose a loyal guy over a truck? he wants a cabover, let him have one! seems like a very hard worker.
Cab overs certainly havent gone out of fashion in Australia. Length of the truck here includes the prime mover so when you are driving a b-double you only have 26.5 metres to play with.
@@TheSubHunter1 i haven't driven a Volvo, but i like the Kenworth much more than all of the other Euro trucks i've driven. They still let me change gears for myself instead of always being in the wrong gear.
First, Why were there cabovers in the first place? Because shippers and trucking companies wanted bigger trailers to load more freight while staying inside the 65' overall length limits. Yes, space was somewhat limited and you had to tie everything down when you tilted the cab. Move ahead to 1982 or so when the length laws were relaxed along with a national weight limit of 80,000 pounds, up from 73,280 in some states. Now truckers could operate the longer conventional trucks and still pull the longer trailers. It was then that the 53 foot wagons stated to show up everywhere. The conventionals offered a better ride and in many cases, more room. THAT'S why cabovers went out of style. But they sure look great going down the road these days because you know someone put in a lot of time and effort to restore his pride and joy. Additionally, almost ALL cabovers (except European transplants) were pre-emission trucks and that eliminates a lot of the headaches experienced with the new trucks on the market today. And they are COOL...!!
A major issue not mentioned here is the Federal Bridge Formula, which encourages longer wheelbases on trucks in America. American cabovers have their wheels as far forward as possible because of that, and it results in an awkward climb into the cab and a rough ride because the driver is right on top of the suspension and front axle. Europe doesn't have the same sort of regulations and it allows them to put the front axle further back, which lets them have a ladder directly below the driver's door for much easier access and I believe the ride quality is quite a bit better because of it as well.
5:18 *Erroneous statement:* Engine blocks dont actually protect the driver in any crash, *Its the design of the drivetrain and surrounding chassis that actually protects the driver* Low-cabin, Front-engine rear-wheel drive, and Front engine front wheel drive cars usually have long noses that already space the predictable impacts away from the cabin. This can only be helped further more by improving the chassis ability to crumple in an impact. But factoring the prescence engine block as the reason why low-cab FR+ FF layouts are safer is a dumb myth. In any accident an FF or FR engine block & tranny are just a passenger or heavily secured cargo along for the ride. Engines may take the secondary brunt of a front end collision because of their position behind the initial bodywork. But in any front end collision *they can aggregate the danger more* IF: They werent secured to their chassis thoroughly. If an engine block+tranny combo wasnt designed with the best motor mounts and bushings, *They would break into the cabins' firewall, tranny tunnel or break free from the car in any collision* If your FR/FF engine/tranny combo werent secured to their subframes or the main chassis every crash would involve the engine blocks penetrating cabin. Also sidenote: *Ever wonder why Tesla cars have long noses even though their EV designs could be adapted into flat noses?* -safety+ convenience: long nose to crumple and space out impacts, and that same space can be used for cargo
Just look at the FSC Trucking site on TH-cam, he drives a 1984 Peterbuit cabover named Orwell and drives from Wisconsin to the East Coast hauling a lot of Oskosh fire trucks and other large pieces of gear.
Freightliner had a cabover model available in the US & Canada until just a couple years ago, but the few niche applications that needed them weren't enough to keep that model in production and it was finally discontinued in 2020 rather than being brought up to current emissions standards.
@@EllieODaire I swear I saw a brand new Cabover going down 31 in Indiana two days ago. I couldn't tell what brand it was. Are they available in Canada?
@@jeffreydancinger2875 Not new, no. Might only have been a few years old though if it was one of the last Freightliner cabovers it would still be in good shape, or it could have been an import. The only new American cabovers are produced in Australia in left-hand drive, though I have seen smaller model DAF trucks rebadged as Kenworth or Peterbilt and used as tractors for transporting mobile homes, but they can't handle the heavier weights needed to be used as full sized class 8 semis.
@@EllieODaire This truck looked really new. It may be someone who bought it from Europe somehow. I know I would like one for pulling a 53' step deck for RV transport. I like the better maneuverability in tight lots.
@@jeffreydancinger2875 was it one of the Nikola prototypes? They have a couple electric and fuel cell rigs built on an Iveco S-Way chasis operating in the USA. Other than those the only European rigs I ever see here are non-commercial, usually turned into custom motorhomes. I've seen both Mercedes-Benz Actros and Volvo FH custom RVs up in the vicinity of Yellowstone.
Here in New Zealand we have conventional trucks and COE trucks that are both of the American and European design. It's quite common to see the new Kenworth COE ones on our roads and I'm all for it. I love trucks of either design :)
Some countries in Europe haul heavier loads than in NA as standard Finland for example max GVW is 74,000kg Also engines are different right now the biggest non modified output is scanias 770hp 3,550ftlb torque V8 Conventional trucks are not banned in Europe and yes you can have them and still pull a normal size trailer (45ft) I know a few companies that do use conventionals The more modern COE while doesn’t have the space has the comfort level that’s good and reasonable storage space the sound isolation is very good on them too European drivers still clock mileage with some being away 6-8 weeks sometimes more but they are more densely packed in than NA There’s advantages and disadvantages for both and I’ve driven both on both continents I would love to bring over a Volvo or scania V8 to see how it would compare in performance fuel efficiency etc against something NA
The inline 6 is generally superior to a v8 when compared to relatively similar displacment and compression specs. The inline 6 is also better for maintenance/repairs usually. The v8's are a compromise for number of cylinders and displacement for tighter engine spaces.
Depends on the state in the U.S. on what the weight limit is. Some states have weights close to what you described. The "bridge laws" favor longer combinations. Longer trucks may help with staying legal.
Seeing them again and quite a bit. Being pulled out of fields and put back to work. Lots are being restored and even retromodded as well. Always happy to see one on the highway.
I don’t think the design of COEs limits hauling capacity. I have never heard that this is an issue. Also we do have extended/multiple trailer configurations in Europe. I think many of the statements in this video are obsolete.
In the 90s when COEs were more common I saw the aftermath of a collision between a COE and the backend of another trucks trailer, it was gruesome. A very vivid memory I sadly still carry to this day.
COE's are still used in North America mainly for non-tractor trucks in the 15,000-35,000 pound range and some heavier ones mainly for city delivery, specialty ones like garbage trucks and as noted fire trucks. One user of COE tractors trucks are for the TV and film production businesses where have to be parked and used in cities where very limited parking and a need for maximum trailer length. There are a few old school truckers that continue to use COE's that may haul long/oversized loads or just out of personal choice. In almost all of Europe and Asia, COE tractors and straight heavy trucks due to the need to operate in tight urban areas.
I've never been in the states,but here in Europe all series we have are cabovers, have 2 beds and enough space inside to live inside for a few days. Maybe I have to come and compare. However, till last October I've driven all brands except iveco and Reno. Now I've driven them as well. Best for me are the Swedish once..
Drove a 1999 century cab over with flat floor and 190 inch wheelbase, 450 hp and 100 gal tanks hauled 88k all the time truck was comfy loaded or empty even bobtail. I would take another one if they were still made. It was quieter then any pete on the road.
I live in Arizona, and I have seen cabover trucks with the same setup as the ones in Europe. Swift does have modern COE's that have a soft side box on the truck frame and it pulls a pup behind it. Kenworth makes COE's for Aussie trucks but they will also make them for American truckers, as does freightliner. This guy needs to do his homework.
I owned a Chevy Titan 90 as my 1st truck and have driven the Freightliner coe's also. I certainly don't miss the coe! Maneuverability certainly was easier in coe's but for highway driving and extended time on the road the conventional is the #1 choice of most drivers. You forgot 3 manufacturers who were commonly seen on the highway. International, Peterbuilt and Kenworth were also prevalent with the last 2 being the premiere trucks usually seen with owner operators or private elite fleets.
They are well and trucking in so many places on earth ... like Australia , Europe and South America. Only in USA they are gone , hope it will make back .
Industrial designer Viktor Schreckengost, who taught at the Cleveland Institute of Art for more than 50 years, designed the first modern cab-over layout with engineer Ray Spiller at Cleveland's White Motor Company in 1932. He also taught key designers of the Ford Mustang. This great man designed or influenced nearly everything we use in modern society.
STAA is what killed the Cabover. Surface Transportation Assistance Act. Matter of fact, KW was working on an ultra fuel efficient COE when the STAA was signed into law. This caused them to scrap the project and start again. The result was the original T600.
That’s a shame the USA market has ditched Cabovers As Truck drivers in Australia enjoy our Cabovers great visibility & better manoeuvrability I’m driving a Kenworth K200 it’s fantastic flat floor & high roof ability to walk straight into large sleeper it’s also just as quiet as my last bonneted Kenworth
First truck that I drove was an international 9670 coe. 13 speed, hot inside, a/c could never cool interior because of the heat of the engine you were sitting on. And don't ever bobtail or drive one without a trailer. The brake balance was horrible, if you hit the brakes in the rain, the truck would spin around like a top. Fuel mileage was also bad due to aerodynamics.
Man, you couldn’t be more wrong on a few aspects. Modern European Cabovers are super comfortable and quiet. Stock you can get 770 hp in Europe without a problem and on average they carry more weight than US Trucks. US new trucks are still years behind in Tech and comfort due to the cheap mentality of Americans. Disk brakes have been standard for like a decade while the US still does Drums on new trucks and Disks are optional. Same with front axles being leaf springs still and so on. The only truck I’ve driven that was more comfortable than a Euro COE was a stretched out Pete with air on the front axle.
Last cabover I drove was a condo freightliner in 2002. Cabovers went extinct in North America because maximum length laws were relaxed for states east of the Mississippi river allowing for conventional or as they were known at the time "western" trucks. In the eastern half of the country.
Long nose or bull nose trucks are great in countries that have big wide road. Bring them to the uk where are have road older than America furniture and you will chop your legs of for a cabover
Regarding the payed weight I don’t how much you can load in the states but in Sweden we can weigh 74 tonnes with a length of 25,25 m. I myself has a Scania with 18,2 m trailer with 40 tonnes of payload.
With the increasing congestion on the roads COE truck may return. The three main European manufacturers Mercedes Benz, Scania and Volvo all produce tractors with 750-800 hp engines and many countries allow GVW of 50,000kkg.
@@patchrat1 European trucks much shorter because of the streets layout. US trucks seems too overkill in terms of length and at the same time too weak compared to European trucks. Regular 4x2 truck can pull up to 50 tons. Heavy haul 8x4 still much shorter than US 6x4 and these heavy haul trucks real monsters. US trucks looks beefy but they barely can compete with European trucks in the same class.
@@EduardSLVRU Any driver would gladly sacrifice all of that engine power if it means they get to have a more comfortable driving experience and a lot more space inside the cab. Being 6'2 in height and having to spend 1-2 days inside a puny little Scania is worse than having to spend 1-2 days in prison. At least in prison you have a lot of space inside your cell.
@@angrysocialjusticewarrior don’t know what little trucks you drive. The ones I drive, they all with a tall cab’s and anyone with 6,2 can easily stand and lay on a bunk without a problem. All the vehicles is built according to the specific that companies order.
I started my driving career in a 1990 Freightliner C.O.E.. Had no issues sleeping in it due to the sound of the engine knocking me out like a light. I do remember that getting into the sleeper was extremally easy. Your right foot on the ground, shift to the right and hop into the bunk. Not like the California condos that they have now.
I usually watch these videos with the mind set of a NA resident. But like many others have commented, this is all total made up crap. Or at least for the current times. Maybe the title should be "Why North American truck manufactures stopped building COEs in 1980s"
My dad was a long distance trucker.. Rode with him in the 70s and 80s. Road with him when not in school.A lot of cab overs MACK K.W. G.M.C. crackerbox and Astro I.H. Ford Petes. White Freightliner. White Road Commander. The old boy in this video needs more experience.Either riding or driving.
Not extinct in Europe. A 4x2 tractor over here can legally haul a payload of 25,000 kg. These combinations are typically 16,5 m in length with a tri axle trailer. Not very spacious cabs, although these units can turn on a dime in tight spots. The single drive axle can take 12,000 kg. Good afternoon.
I know these are only opinions, if ill -informed but you are completely wrong on all counts other the the physical space, which of course is a consequence of legislation. I am pretty sure that if Volvo made a hybrid cabover with a FH Globetrotter spec cab with a VNL760 sleeper pod grafted behind they would sell like hotcakes. Access to major mechanical parts is actually better because once the cab has been tilted mechanics have direct access to the engine and transmission without the need to take the sleeper pod, cab off the chassis. Same applies to daily checks for the driver, all accessible under the front flap.
Only time the old Argosy I used to peddle was loud was when the flexi pipe behind the cab cracked lol. Gotta rate the cab over personally. Ideal for rural N.Z🤙
I once drove one of UPS's old Mack cabovers. I loved it. One of the best things about it was its pneumatically actuated clutch, which remains the smoothest engaging clutch I've ever operated. The Honda Goldwing I currently have comes close, but not quite.
New age trucker that I couldn't disagree with more. There was ONLY one reason cabovers died in the US: Length laws. The other 6 reasons are great filler for a TH-cam video.
When I hit the lottery, I'm going to get a COE quad dump truck from across the pond and bring it over here to the states.. Those trucks are awesome! 👍🏿
Fair bit of misinformation in this video, other parts makes sense. Australia is interesting. There has got to be almost a 50/50 split between conventional and cabovers.
The split is becoming much more 80 coe and 20 conventional, at least in the part I'm from. Only time you see a conventional is an old farm rig or a company which hasn't updated their fleet. Even the quad trains are led by coes now
@@unkl3t3rry40 you’re right there’s a lot more cab overs around these days. However I do se quite a few conventional trucks around Newcastle, Hunter and other parts of the east coast highways. Maybe not 50/50. More like 60-65% cab over. I might try to keep some sort of tally when I’m out and about.
Driver's falling out of the cab and hurting themselves. That was another HUGE reason for the retirement of cabovers in North America, the way you got into them was like climbing a ladder, then shimmying over the front tire thru the door. Well we know truck drivers tend to put on some weight and aren't the most agile types, then go drive thru a snow storm and every step getting out of that cab is iced over. Not only is your driver hurt and filing a worker's comp claim, he might be out of work for a few days/weeks depending on how bad he hurt himself. One worker's comp claim like that is enough for companies to adopt conventional rigs with three or so easy stairs out of the cab.
Yes but European COE trucks have the steps in between the front wheels and the bumper so the driver climbs up in line with the door. So much safer. Can't understand why manufacturers in the US back in the day adopted the idea of climbing up behind the door then stepping across, I agree that was risky.
I have told the story of my first truck a few times on You Tube... but here it is again... Sorry for this being so long... 1. 1972 international flat top cabover. My primer gray beast. My only direct experience in a cabover... 2. Air conditioning did not work. Never had it in the first place. 3. Heat did not work. Blew only unheated air, if it did anything at all... Dress for success. Layers is the key word. 4. Windshield defroster? Don't even ask how that hair blow dryer was wired in... It overheated after 3 minutes of use. 5. Power steering? No! This is a fitness machine rivaling/beating any workout you can buy with a gym membership! 6. Door locks? You mean my trusty, rusty tow chain? (I had a rope with hooks for my security, but it was stolen.) 7. Roll down the window? Shimmy the window with one hand while turning a stripped crank with rusty vice grips. 8. Roll the window up? Hope you didn't let it fall all the way down, because you gotta repeat #7, but in reverse. 9. APU? What is that? Sounds like witchcraft to me... 10. Engine brakes? Jake who? Just learn to brake, clutch, shift and steer at the same time. It is all downhill anyway... 11. Start the engine process? Start at least an hour early. Go through every "dance step" perfectly, and cross fingers... 12. If you miss/mess up any part of the "starting dance," you're stuck. Wait 45 mins and start over at the beginning... 13. Air ride seat? You mean my trusty kitchen chair, duct taped to the floor? Seat belt? Bring extra duct tape. 14. Fuel gauge? Get out of the truck and insert a dipstick into the fuel tank. Best keep a close eye on that... 15. Dash gauges? If it had one.. It was broken, one way or the another. Best guess better be enough to get you by... 16. Sound system? You mean tho old battery powered radio duct taped to the dash, cutting in and out with every bump? 17. Headlights? 2 flashlights jury rigged to the bumper. Plan on stopping to readjust them every 50 miles or so... 18. Accept the fact that you will be sitting on the side of the road at least 2-3 times per shift. Mechanical knowledge helps. 19. Scales/inspections? One word. Stealth. Disappear into the black smoke screen bellowing from your stack. Good luck. 20. Tires and brakes? Brand new. Clutch too. Boss didn't hate me THAT much... I guess... Bottom line... Would I recommend that truck to anybody, rookie or veteran? Absolutely not. I only had to put up with that truck for 3 months, but learned a lifetime of experience during that time. Boss told me exactly why I was getting the old beast, instead of one of his new beauties he had sitting parked on his lot. to learn what REAL trucking REALLY is... Self reliance. Figuring out how to solve your own problems. Understanding that a truckers job is to get the job done. Do I still miss that truck? From time to time, but never for long. It really made me appreciate the brand new Pete 379 the boss put me in after I "graduated" his hard knox course. It was a real feeling of accomplishment, much more so then when I first got my CDL. Not to mention the relief of no longer fearing scales/inspections anymore, although the nightmares lasted quite awhile longer...
And people wonder why the new generation is reluctant to go into trucking. If I had a boss who tried to put me in such a truck, I'd tell him to put me in a real truck or I walk.
I remember seeing hundreds in salvage yards being cut-up for scrap. In fact, I know a yard in South Carolina that filled the 20 acre+ yard up twice and then cut them all up. Gone forever.
In Europe if you see an American truck on the road it like seeing a relic. Poorly designed, poor manoeuvrability and inefficient engines and terrible visibility. The rest of the world can't be wrong if they all prefer cabovers to your conventionals. The closest thing we have here are the Bullnose Scania but even then the bonnet is alot shorter.
You need to understand America's land mass and highway speeds. You could drive 3,000 miles on one load. With the speed limit reaching 80 mph. You say the engine is not efficient I would bet trying to drive a European flat truck at 80 mph would be brutal on fuel mileage. Believe that's around 140 kmh for you
That is because the truck owners in Europe intentionally go for the old relic US trucks because they like how they look. The modern US trucks are far superior to modern Euro trucks. And don't tell me about the engine power of Euro trucks because 99.9% of European trucks are specced with 500-600 horsepower engines just like the US trucks because those 750 horsepower engines consume too much fuel. Don't get me wrong, I'd rather drive a new generation scania or a merc MP4 over any US trucks from the early 2000's. But if both types of trucks are modern versions, the US trucks win with ease.
@@mike-sk2li not everywhere in the States you can drive 80 miles/hr. Most States are 65/70 So your argument doesn't line up And the other thing is,Who the hell is driving 80 ml/hr nowedays,you must be very rich or not a very smart business man.
@@dutchman2506 I'm sorry I run mostly western states and yes the, speed limit from Oklahoma west is 75 that is 80mph all day. Can still get upward of 8 gallons a mile at those speeds. In 2021 freightliner.
I was very surprised Kenworth still produces cabovers because I thought they became obsolete back in either the late 80s or early 90s. Those K200 models down in Australia look bad ass.
Hahahahahahaha dude you have No clue what you talking about. Did you EVER bin in a European cab over, obviously not. And did you know that ONLY in North America there are no cab overs anymore because of workman's comp. In the Rest of the world EVERY BODY is driving Cabovers. Thy can HAUL MORE,THY have MORE Powerful Engine's and last but not least they drive WAY MORE COMFORTABLE No engine noise No vibrating,even potholes are gone. So I would say,next time you make a video about trucks inform yourself a wee bit. PS: I drove 21 years true Europe with a cabover and the last 16 years I drive in North America, conclusion: European cab over is WAY more comfortable,it outperforms a American truck by miles.sorry to say but the American truck is about 25 years behind specially in drivers comfort
I'm not a driver but I am fascinated by this subject. My personal opinion is that I'd rather drive a conventional truck on a long haul. Comfort, safety, and plenty of room for the engine design and repair are powerful arguments.
trucks cant pull multuple trailers in *parts* of Europe.. fixed that for you. And Cabovers are still the majority used truck in Australia. with stub nose (shorter nose than the old pete and w900 kw) coming in 2nd. Long nose like the aformentioned w900 and pete 389 are few and far between these days. KW k200 (aussie only truck) cabover bunk has a double bed and fridge.. lots of room. North America likes the lower center of grav, long wheel base trucks, because they suck at driving. :P just kidding.
Trucks can haul multiple trailer in parts of Europe but this is still testing and only used on same routes, ex packages between distribution centers. Spain, Germany and Netherlands have test this from 2018
I thought it was common to get around this limitation but using tandem trucks (an extended chassis truck with a trailer bolted on to the truck, which then tows an additional full size trailer at the back). Or is this not legal in some European countries?
No room for big powerful engines in a coe i see quite a few 600-770hp trucks every day here in skandinavia and countrys are running tests with 32m dual trailer trucks
So (in my opinion's language), you're saying that male trucks are now gone (check the "which is better, conventional of cabover" video to understand what I mean by male trucks)?
Speaking as someone who has been a driver my entire adult life and having started in cabovers, my opinion as to why cabovers disappeared is because the large companies like Schnieder and J.B.Hunt bought the cheapest trucks they could. When I started it was considered a luxury just to have FM radio in a company truck. Conventionals with even the basics were considered luxury trucks compared to what a lot of us started in. I did see some cabovers that were incredibly well equipped and, after most companies were able to get rid of the doghouse, those cabovers were just as spacious and luxurious as most conventionals. But by then the damage was done. Most U.S. drivers saw a cabover as a cheaper, crappier truck and the few that were loyal to them weren't enough to support their production in the U.S.
Most cabovers in the UK and Europe have flat floors and loads of storage space as well as fridge freezers etc etc . Noise levels have dropped considerably as well ..
Yes but those trucks are like 16ft tall there’s a limit for height in America
@@schoolgangsters7029 They're exactly the same height.
Some of the european *trailers* are that tall, yes, but not the trucks. And no, the US doesn't have a set height limit. Its just what can fit under the bridges, so most trucks are built to that height.
I actually plan to import one myself.
@@YouVidTuber Did they change the 13'-6" max. height?
I take a double decker trailer at 16 ft ,1 inches that's in the UK
@@elultimo102 It's not set by the government, its set by state is what I meant
Some states do say 13'6 of course but I honestly havent ever even heard of cops/dot checking those heights on anything that isn't clearly oversize
Adding to that, it would totally screw over car haulers if anything like that was ridigly enforced since they're never the same height
You’re wrong on a few counts. Cabovers are easier to work on because when you tilt the cab right over, the radiator, engine and transmission are right in front of you. The Kenworth cabover is made in Australia, not America. They’ve just introduced the K220 which supersedes the K200, they all take a 620 HP Cummins engine, so no problem with power and cooling for our big weights and hot weather. Yeah, a long wheelbase conventional with a big sleeper is better, but modern cabovers aren’t like the old shakers which Americans always talk about.
Reminds me of the Volvo FH16 750 hp, Scania 730, mercedes actros Giga, I'd like to see which American manufacturer makes a more powerful engine than this,and also why does he seem to think Morden COEs are all the rage? Typical Americans, I'd like to see how well these American trucks ride on twisty roads in Europe or Africa
You forgot a few commonly used coe's. The international was most likely the most common with freightliner being a close 2nd. Pete and KW were the premier coe's and also frequently seen. I owned a Chevy Titan 90. I also drove the freightliner for another fleet. IH had a coe that had a walkin bunk with the room to actually fully stand erect, however it didn't last long due to the acceptance of the conventional being legalized with the NHTSA act of 1982. I certainly don't miss attempting to dress or be comfortable in a Coe and truly welcome the larger bunks and ride of the conventional cab.
also most cabovers made over the past 40 years in the rest of the world, often have everything you need for your daily checks for the engine etc conveniently placed behind the front grill, and it is significantly easer and quicker to open the grill than to open the hood to do the same.
and you are right, cabovers are much easer to work on, and it doesn't take long to tilt the cab (assuming stuff in the cab is stored
@@mwat22 the Freightliner Agrosy was still being made for niche domestic and Australian usage even PB and Mack make COEs still just the fact when you say truck in america it generally sparks images of the Mack R series or W900 but in terms of fleet vehicles COEs were a HUGE cost savings in terms of accidents and maintenance but the long nose trucks are just cheaper [an agrosy can cost over 200k with minimal equipment whereas a Cascadia or T680 starts at about 95K-109k respectively and the long noses are definitely "safer" than a COE in a collision from the front or sides].
A mechanic, service writer I knew said with the old cabovers it was common to change a clutch in 5or6 hours. Nothing in the way
95% of the disadvantages mentioned in the video are already things of the past, the only thing that can not be solved is the physical size of the truck.
Author lives in early 80s probably XD
In 1982 they relaxed the length restrictions on total length on the east coast and cabovers were no longer necessary really bad ride most drivers don’t miss them
@@ernestpassaro9663 have you ever driven new European cabover? Like Scania S 730 or DAF XG+ ? They are far better than most American trucks (maybe Freightliner Cascadia is close)
@@groundhoppingwlkp3622 freightliners are junk not even made in usa and I have driven cats and Cummins that would give any Diesel engine in the world a run for their money!
I had a scania engine on a mb mack it was junk and gutless!
As someone who is becoming a truckdriver in Europe i can safely say that Long hood trucks are not handy here we have a lot of tight roads with turns and i remember when i was small a Belgian trucker who had imported a 389 got stuck in our street because of the tight turns, so ye cabover all day long for me. Plus cabovers are lighter and hence can carry more weight we also have more powerfull engines. Also country's like the Netherlands, Germany and the whole of Scandinavia do use doubles and Finland even has HCT's.
It depends on the model but the Cascadia was exported to the eastern block and they seem to do well in both city and highway driving
I've follow a few euro truckers on youtube and they for sure go into some tight places where Long nosed American trucks wouldn't fit. But that's the way the cites and places are built. In America the roads are a bit larger and more accomadating for bigger trucks. Although iv'e been a few places where a cabover would have been less of a pain in the ass. lol
@@ohiopower I mean...SF and NYC are pretty much no go zones for sleepers and long wheelers
its crazy how people haul hcts
As an American mover who often has to get a conventional with a 53' into tight spots (we are the Blue Angels of American truckers and hung on to COEs for longer than everyone else because of their supposed "benefits") it all comes down to distance between your steer axle and kingpin and how far you can throw your steering box. A longer frame that doesn't turn tight is going to limit you. It has nothing to do with cab configuration. Some are better. Some are worse. A 9400i SBA is going to do better than a K100 Aerodyne sleeper. Both are better than a Freightliner FLD120. The rest of that crap is just configuring the truck to dodge regs to haul the most payload. You run what makes you the most money. Period.
I rode in a friends's DAF cabover for a few days and it was just as quiet as a conventional tractor. So noise is not an issue at all. Also the ride was just as good as a conventional.
As a local driver I wish to have cabover. I have a lot of complicated situations in Seattle with bicycles, homeless pedestrians. Wish to have better view in front for safety and need more maneuvering with taught spaces. Don't like company Kenworth, even with short base, because it doesn't turn on proper angles. At the present time I have no choice, I am a company driver.
I don't like the conventional daycabs because i can't look out past the exhaust stacks when i'm backing. Glad i don't have to drive one
Kenworth has always had the longest turning radius. Even the old 100's. All the ones I've owned (3 900's) my complaints were always the turning radius.
Hi, i drive a Volvo Fm9 box truck 6x2/4. I deliver all kind of stuff and drive abaut 300 km / day. What kind of truck are u driwing? This is one of my Volvo th-cam.com/video/waQezpZQsXM/w-d-xo.html
I'm old enough to remember driving a cabover local. Lots of climbing up and down when you are making multiple stops. It was bad enough when I was 20 something and it wears on you at the end of the day. Even worse if you were running RGN or flatbed like I did
@Alex Fracyon Really? I spent two years driving in San Francisco 5 days a week delivering to Safeway stores driving a 50 foot trailer and a conventional tractor. All it takes is skills, and patience. If you don't have the skills, stay out of the city.
The north america mindset about cabovers is from the 70s and 80s, at that time even conventional truck were loud and uncomfortable. Manufacturers evolved them a lot since.
1987. I originally trained in an old Ford CL 9000 coe with a 13-over. THE most comfortable truck I've ever driven in 30(ish) years.
It’s amazing how someone can put out what’s supposed to be an educational video but yet the information is very wrong on many counts .
Typical American style of education bias and stupid
Like what?
Engine HP, noise levels for starters. 2 problems with the cabover are when servicing making sure all gear inside the cab is secured, I’ve seen a planters peanut can break a windshield cause it fell when the cab was raised, and having to raise the cab to do pretty much anything other than check/add oil and coolant. Loved them and hated them especially up north where the interstates were bumpy as @&$? But they couldn’t be beat for their maneuverability
Also cabovers are everywhere in australia, the kenworth k200 especially
@@darthvader6864 He said that cabover doesn't allow most powerful engines to be fitted when most powerful truck engine is in european cabover (Volvo FH16).
Interesting listening to a man who wasn't even born yet when cabovers were mass produced. I remember when Kenworth came out with the bicentennial aerodyne cab. Bunkbeds even in the 100 model. Was the coolest truck I had ever seen. I saw a new Pete cabover in Idaho two years ago, and was astonished at the room in it, twice what I remember. Most of my miles were in a White Freightliner, and an International. The last coe in drove was in 1987. Ah the memories.
Kenworth just brought out a new model K220 Cabover here in Australia.
The last COE I drove was a 1995 International.
That's a nice story Rick. It sounds like you've put many good miles behind you.
Does it matter that he wasn't born yet when these were popular? It's called research anyone with half s brain can do it
@@donaldsalkovick396 wrong ... IT DOES MATTER !
The main reason COE's were discontinued in the NA market is because the buffet drivers were getting so fat they couldn't pull themselves up the ladder to get into the cab! LOL😂
We're not the monkey we once were.
German trucker here ...
1st we haul heavier loads than u do on standart relatively often. max weight on US roads is 80k pound, in Europe it´s 40t (~88184 pounds US) for e.g. distributing see freight from ports the standart goes up to 44t (without permit) and you can get a 45t permit for non splitable loads, e.g: a single steel coil.
2nd we have higher hp levels in our standart/common configurations ( e.g. Scania with 770 and Volvo with 750 ) where it is special or very custom for us brands to even go that high.
3rd. Multiple trailers are commonly used in NL, Sweden, Norway, Finland and Denmark, Finland and Sweden have B-links and HCTs (up to 35m and 90t) on their roads, with finland havin a lot of HCTs for longer distances.
So, not correct in 3 or more points u made, please check ur facts more thoroughly next time
Edits: added numbers
Not all states have a max load of 80k, some have 90k or 100k+ depending on certain licensing. And we used to have those large Hp beasts roaming the states but EPA and the price of fuel doesn't allow that anymore. 1000hp Kt cummins, v8 and v12 caterpillar marine engines were common on the west coast at one time.
@@robwhite3241 well u say certain licensing so I guess that means permits involved wich leads me back to THE overall STANDART, cause like I hinted: the NL, Denmark and the Scandics have a higher base value (NL e.g 60t and S and Finland 70t to 90t) and I heard that Minnesota (I hope memory serves me) has an extreme high base weight limit if u have like 11 axles or so, but overall you basically have 80k lbs or 36t like the EU has overall 40t or 88k lbs.
@@robwhite3241 We still have 1k and 1.2k engines but they are custom and rare cause... Fuel costs
@@T1DarAngl Are their massive trucking companies in Europe like the US? Or are most trucks owned by owner operators? The mega carriers are really who decide what trucks look like here in the U.S
@@robwhite3241 DB Schenker ( one of the biggest 3 ww) LKW Walter with some 10k's trucks and trailer( including the rentables), Waberers, DHL with contractors, I think it's mostly companies and conglomerates or what it's called
The Kenworth K200 is made in Australia. They pull longer and heavier loads on shittier roads than pretty much anywhere else on the planet. Most are around 600hp too.
And don't forget the European trucks: Volvo and Scania have passed 750HP with their cabovers and the top brands all have cabs that include two bunks and all comforts that torpedo nose US trucks can offer. And even though Mercedes has limited it's Actros to "only" 630 HP, they actually guarantee those Actros' trucks to haul loads up to 200! tons. So Euro trucks also outperform many US trucks on sheer towing capability.
The top tier trucks from Volvo, Scania and Mercedes can also be ordered with air ride suspension on all axles, so the comfort is pretty much on the same level as a US torpedo nose truck.
There’s still plenty of new K200s sold in Australia.
The mighty scania V8!!!!!
K200 KW Australia's biggest selling model
@@tjroelsma 200 tons? thats nothing volvo towed 750 tons with their FH 16(it was on a flat dock for like 30m but it was in the wet)
Still building and using cabovers here in Australia 👍
I'm so used to seeing Cabover lorries in the UK & elsewhere. I thought the front engined ones were extinct but then realised the still exist in the USA. Look at modern Mercedes, Volvo, Scania, DAF advanced technology vehicles. Driver comfort paramount.
I am very sorry for the channel. I' ve never seen so many mistakes in one video. Let's explain one by one.
1. Comfort. You compare two different things. One truck with 4m nose and cab with a 2m cab. If you take a long wheelbase european truck and extend the cab it is much more comfortable than american trucks.
2. Noise? Are you kidding me? If I don't check the dashboard I can't tell if the engine runs or not.
3. Maintenance and repair? LOL. You must come to Europe to see it yourshelf. About the tanks and the rest, if you have 8m wheelbase, of course you have more room for the tanks.
4. Do you think that the engine will save you or it will kill you if it comes in the cab? Cabovers are made much stronger than the plastic hoods you have in N.A. Just check in your video with the 2 cabovers in the crash test at 5:19.
5. Engineering challenges. Your engineers have to work harder, it looks that they are too lazy.
6. Increased hauling capacity? Just compare, 80000 pounds (36287kg) in USA 97000 pounds (44000kg) in UK, yes you are right. More powerful engines? LOL Scania 770? Volvo 750? That's the power that comes right from the factory. I have seen modded trucks with 1000-1200HP. Torque? Double torque from 800-900rpm to 1200 and at least 1/3 more at any rpm
7. Short wheel base? You can have bigger wheelbase in cabovers if you believe that rides better. Even the 5m wheelbase european 4X2 ride much smoother than N.A.
My opinion? N.A. trucks are 20 years behind european technology. I wish we could have the 3m sleepers you have in N.A. I would sell my house to live in a Scania
I live in Canada , own a truck with a hood, and couldn’t agree with you more ! Lol 😎
europe all day long
I want to back you up on the hauling capacity point, I will be making the assumption that 80,000lb is the standard in the U.S.A. I am a truck driver in New Zealand, and for a light truck and trailer unit, the weight limit is 39t (85,980lb), like in the UK, 44t (97000lb) is the standard truck and trailer. But a lot of our linehaul units are running a 50max certificate, which allows them 50t (110,230lb), but we also have a 22 meter limit for length, so most of us are using cabovers with 650+hp engines.
Also, I have only ever driven one "conventional" American truck, and it was the noisiest, rattliest thing I have ever driven
Scania made a model called Longline at some point, which had an extended sleeper. (As i understand it, they were trying to convince the authorities to allow for bigger sleepers, but didn't succed so they stopped making it) If you could get a Scania 770S in a longline version, that would be the sexiest looking and sounding truck on the road! 🙂
Who do you think developed everything your European cabovers have? That's right, the United States. Freightliner built a transaxle (the same cab used in Europe) that was longer wheel base than any conventional for hauling 60' to 80' steel with the length over the tractor frame about 2' from the headache rake and 6' off the rear of the trailer. My brother drove one for ten years hauling rebar and steel gurders.
If I could get the “Truck of My Dreams“ it is the Volvo FH16 750 XXL Globetrotter (a deeper sleeper would be possible here stateside). 750hp-3550Nm, only traffic or “Nanny State” to waste my hours. A 6x4 or 8x4 set up would do very well. As for Safety, Safest Cab in the Industry. Even has an Independent Air Ride Steering Axle, skid plate underneath the Engine. Sliding Refrigerator under the bunk.
I don't like the comparisons between american COE's from the 70's and showing todays european COE's on screen.
And telling that it is not possible to install more powerfull engines in european COE's is just WRONG.
Plain wrong. 700hp+ is normal of factory. While north America doesn't offer above 600 of factory.
Based n true the video is just misleading and just making views about making people mad🗿.
I used to drive a 2-story Ford tractor and, other than the climb, I had no issue with ride, comfort, engine noise or functionality. It worked as well in Boston as it did in Los Angeles. Really miss driving.
All of these issues have long been solved in modern cab-overs. Now only their advantages remain. Standard trucks only survive as the predominant style in very few countries and I'd say it's a matter of tradition above anything else.
And aerodynamics. A flat edge will always be less aerodynamic than a sorta pointy truck. Which makes a big difference when truckers go close to 1000 miles in a day.
I used to love my cabover. I started driving back in 1984. I knew if I ever got into a wreck, and survived, I'd be able to write the most accurate accident report because the wreck would happen right at my feet.
Based and so true.
literally 1984
Yup, the old man said he'd be the first one at the wreck..
I have a Kenworth K100E 90" Aerodyne. I totally disagree with engine access. You tip the cab all the way forward and you have clear access to the engine AND transmission. On a Conventional, the only way to access the transmission is from underneath the cab-and this is a problem with Roadranger transmissions that only have access on the top of the transmission-hence the transmission has to come out of a conventional, when a COE maybe able to work on it in place.
I loved my Westernstar 4964 EX conventional with a C16 600 Cat, 18Sp, 46,000 rears, 12,500 frt axles. I hauled 100,000 lbs all of the time. It rode like a Cadillac. It was smooth as glass
Smooth as glass, and just as fast
UK/EU "Cabovers" are both quiet and comfortable. That they are not geared for 70+mph is due to our regs not the vehicles ability. (before the regs and electronic tacho's many would/could do 90mph. The "pursuasion" not to, was the period brakes which would bounce off the drums. till speed reduced down to 65/70. Our current problem is the 6 axles across a sport distance means on wet or icy roads and light freighted adhesion to the surface of the road is very poor. (In short, you can't stop within the normal distance abs or not).
as a fleet owner myself, out of the 26 trucks i run, only 1 is a cabover. it just got back to us after going through the whole truck and upgrading/fixing every nut and bolt. the driver we have in there is getting up there in age and is exactly one of those people who cannot stand change, and would rather be in something older, than the new trucks we run today
I have 45 years driving experience and while I am not thrilled with change, I too prefer an older, pre-emission truck. I don't need or want all the electronic gadgets and gizmos that are marketed as "safety" devices but really ONLY serve to micromanage the drivers. Of course, some of the new steering wheel holders probably DO need to be micromanaged. But with more than 4 million accident-free miles, I view inward facing cameras as an insult. I would spec a blind spot side radar and a front-facing dash cam, but NOTHING else.
may wanna look at an Agrosy [freightliner].
@@ywe3 its a 2001 agrosy
@@stevenredman1582 How about a rear-view camera, centered over the trailer door?
cheaper to maintain an employee than train a new one. and why lose a loyal guy over a truck? he wants a cabover, let him have one! seems like a very hard worker.
I drove my last mile long ago but I still think a COE KW with the big sleeper is my favorite road home. Big Kitty & 15 over.
Cab overs certainly havent gone out of fashion in Australia. Length of the truck here includes the prime mover so when you are driving a b-double you only have 26.5 metres to play with.
Cousin drives one in WA a Volvo FH16 B Quad finds it better than the Kenworth
@@TheSubHunter1 i haven't driven a Volvo, but i like the Kenworth much more than all of the other Euro trucks i've driven. They still let me change gears for myself instead of always being in the wrong gear.
@@TheSubHunter1 the FH16 is the top tier truck. They resolved every old issue that this video brings up.
@@audoinxr6372 Did the improvements on FH16 also applies to VNL?
@@dbclass4075 don't think so. The VNL is very similar to the old pre 2013 FHs. The 13 on wards was a clean sheet redesign
First, Why were there cabovers in the first place? Because shippers and trucking companies wanted bigger trailers to load more freight while staying inside the 65' overall length limits. Yes, space was somewhat limited and you had to tie everything down when you tilted the cab. Move ahead to 1982 or so when the length laws were relaxed along with a national weight limit of 80,000 pounds, up from 73,280 in some states. Now truckers could operate the longer conventional trucks and still pull the longer trailers. It was then that the 53 foot wagons stated to show up everywhere. The conventionals offered a better ride and in many cases, more room. THAT'S why cabovers went out of style. But they sure look great going down the road these days because you know someone put in a lot of time and effort to restore his pride and joy. Additionally, almost ALL cabovers (except European transplants) were pre-emission trucks and that eliminates a lot of the headaches experienced with the new trucks on the market today. And they are COOL...!!
Is this a comedy channel? Never watch a video where everything i wrong before.
A major issue not mentioned here is the Federal Bridge Formula, which encourages longer wheelbases on trucks in America. American cabovers have their wheels as far forward as possible because of that, and it results in an awkward climb into the cab and a rough ride because the driver is right on top of the suspension and front axle. Europe doesn't have the same sort of regulations and it allows them to put the front axle further back, which lets them have a ladder directly below the driver's door for much easier access and I believe the ride quality is quite a bit better because of it as well.
i drive a 2019 scania nextgen p450 hooklift. with air suspension. and i can say that the ride comfort is really good.
Well I have to say cabovers are alive and well here in Australia.the majority of trucks here are cabovers,and most new trucks are cabovers as well🎉.
Laughing in European trucks, almost similar size as the N.A trucks, Scania 730hp and Volvo FH 16 750 cab overs with super space cabs
I loved driving cabovers with 600 horses in 1974 never late, Good looking rigs with lots of chrome !
Never late with a 3408.
Where did cabovers go? Everywhere in the rest of the world.
5:18 *Erroneous statement:*
Engine blocks dont actually protect the driver in any crash, *Its the design of the drivetrain and surrounding chassis that actually protects the driver*
Low-cabin, Front-engine rear-wheel drive, and Front engine front wheel drive cars usually have long noses that already space the predictable impacts away from the cabin.
This can only be helped further more by improving the chassis ability to crumple in an impact.
But factoring the prescence engine block as the reason why low-cab FR+ FF layouts are safer is a dumb myth.
In any accident an FF or FR engine block & tranny are just a passenger or heavily secured cargo along for the ride.
Engines may take the secondary brunt of a front end collision because of their position behind the initial bodywork.
But in any front end collision *they can aggregate the danger more* IF: They werent secured to their chassis thoroughly.
If an engine block+tranny combo wasnt designed with the best motor mounts and bushings, *They would break into the cabins' firewall, tranny tunnel or break free from the car in any collision*
If your FR/FF engine/tranny combo werent secured to their subframes or the main chassis every crash would involve the engine blocks penetrating cabin.
Also sidenote: *Ever wonder why Tesla cars have long noses even though their EV designs could be adapted into flat noses?*
-safety+ convenience: long nose to crumple and space out impacts, and that same space can be used for cargo
I started in a 1973 white freightliner cab over with a 335 Cummins and a 13 speed trans and don't miss the cab over trucks one bit
Cabovers sucked to drive, sucked to climb in and out of, and sucked to work on. Only kids who never had to drive one think they are cool
@@joecummings1260 amen
@@joecummings1260 Back in 70s, yes. Nowadays, not anymore. Or at least not the modern European trucks.
Just look at the FSC Trucking site on TH-cam, he drives a 1984 Peterbuit cabover named Orwell and drives from Wisconsin to the East Coast hauling a lot of Oskosh fire trucks and other large pieces of gear.
You mean Cabovers went extinct in America. The title is somewhat misleading
I see a few Cabovers every trip I make delivering motorhomes. If an American Company offered these truck in the US there would be a market for them.
Freightliner had a cabover model available in the US & Canada until just a couple years ago, but the few niche applications that needed them weren't enough to keep that model in production and it was finally discontinued in 2020 rather than being brought up to current emissions standards.
@@EllieODaire I swear I saw a brand new Cabover going down 31 in Indiana two days ago. I couldn't tell what brand it was. Are they available in Canada?
@@jeffreydancinger2875 Not new, no. Might only have been a few years old though if it was one of the last Freightliner cabovers it would still be in good shape, or it could have been an import. The only new American cabovers are produced in Australia in left-hand drive, though I have seen smaller model DAF trucks rebadged as Kenworth or Peterbilt and used as tractors for transporting mobile homes, but they can't handle the heavier weights needed to be used as full sized class 8 semis.
@@EllieODaire This truck looked really new. It may be someone who bought it from Europe somehow. I know I would like one for pulling a 53' step deck for RV transport. I like the better maneuverability in tight lots.
@@jeffreydancinger2875 was it one of the Nikola prototypes? They have a couple electric and fuel cell rigs built on an Iveco S-Way chasis operating in the USA. Other than those the only European rigs I ever see here are non-commercial, usually turned into custom motorhomes. I've seen both Mercedes-Benz Actros and Volvo FH custom RVs up in the vicinity of Yellowstone.
Here in New Zealand we have conventional trucks and COE trucks that are both of the American and European design. It's quite common to see the new Kenworth COE ones on our roads and I'm all for it. I love trucks of either design :)
Some countries in Europe haul heavier loads than in NA as standard Finland for example max GVW is 74,000kg
Also engines are different right now the biggest non modified output is scanias 770hp 3,550ftlb torque V8
Conventional trucks are not banned in Europe and yes you can have them and still pull a normal size trailer (45ft) I know a few companies that do use conventionals
The more modern COE while doesn’t have the space has the comfort level that’s good and reasonable storage space the sound isolation is very good on them too
European drivers still clock mileage with some being away 6-8 weeks sometimes more but they are more densely packed in than NA
There’s advantages and disadvantages for both and I’ve driven both on both continents
I would love to bring over a Volvo or scania V8 to see how it would compare in performance fuel efficiency etc against something NA
Didn't Volvo just come out with an XL cab for the European market giving you guys more cab space.
The inline 6 is generally superior to a v8 when compared to relatively similar displacment and compression specs. The inline 6 is also better for maintenance/repairs usually. The v8's are a compromise for number of cylinders and displacement for tighter engine spaces.
@@JamesBond009 been around for a while the XL but you can get the long line scania or Volvo XXL
every country in europe hauls heavier on standard.
Depends on the state in the U.S. on what the weight limit is. Some states have weights close to what you described. The "bridge laws" favor longer combinations. Longer trucks may help with staying legal.
Seeing them again and quite a bit. Being pulled out of fields and put back to work. Lots are being restored and even retromodded as well. Always happy to see one on the highway.
I don’t think the design of COEs limits hauling capacity. I have never heard that this is an issue. Also we do have extended/multiple trailer configurations in Europe. I think many of the statements in this video are obsolete.
True.
In the 90s when COEs were more common I saw the aftermath of a collision between a COE and the backend of another trucks trailer, it was gruesome. A very vivid memory I sadly still carry to this day.
Here in Austrakia Conventials have rhe worst accidents. Modern Euripean Cabocers are very safe
Errr, look at the rest of the world. Just about all cabovers.
America is a niche market in the world of trucks.
If the engine is Infront of you, the turning radius is gonna be huge and it's a disadvantage. Not everyone lives in America my friend.
"I am Optimus prime!" He was originally a cab over truck
COE's are still used in North America mainly for non-tractor trucks in the 15,000-35,000 pound range and some heavier ones mainly for city delivery, specialty ones like garbage trucks and as noted fire trucks. One user of COE tractors trucks are for the TV and film production businesses where have to be parked and used in cities where very limited parking and a need for maximum trailer length. There are a few old school truckers that continue to use COE's that may haul long/oversized loads or just out of personal choice. In almost all of Europe and Asia, COE tractors and straight heavy trucks due to the need to operate in tight urban areas.
Cab overs are back for your info I live in California and Frito-Lay are using them here and stating to see them in Arizona so far from extinct FWI
And are far common in Europe.
I've never been in the states,but here in Europe all series we have are cabovers, have 2 beds and enough space inside to live inside for a few days. Maybe I have to come and compare. However, till last October I've driven all brands except iveco and Reno. Now I've driven them as well. Best for me are the Swedish once..
Drove a 1999 century cab over with flat floor and 190 inch wheelbase, 450 hp and 100 gal tanks hauled 88k all the time truck was comfy loaded or empty even bobtail. I would take another one if they were still made. It was quieter then any pete on the road.
I live in Arizona, and I have seen cabover trucks with the same setup as the ones in Europe. Swift does have modern COE's that have a soft side box on the truck frame and it pulls a pup behind it.
Kenworth makes COE's for Aussie trucks but they will also make them for American truckers, as does freightliner.
This guy needs to do his homework.
new cab overs nothing like pictures you are showing ,look at a new 770 top line Scania,no noise no vibrations,
I owned a Chevy Titan 90 as my 1st truck and have driven the Freightliner coe's also. I certainly don't miss the coe! Maneuverability certainly was easier in coe's but for highway driving and extended time on the road the conventional is the #1 choice of most drivers. You forgot 3 manufacturers who were commonly seen on the highway. International, Peterbuilt and Kenworth were also prevalent with the last 2 being the premiere trucks usually seen with owner operators or private elite fleets.
USA: We can have bigger engines for our trucks
Scania 770S: Hold my beer
Edit: I put "bear not "beer" oops...
They are well and trucking in so many places on earth ... like Australia , Europe and South America. Only in USA they are gone , hope it will make back .
I had to laugh when he said more powerful engines and a video of a Volvo engine pops up 😆
in Europe we went from conventional trucks to COE's in the late 60's early 70's
Guess what, most if the world still uses them. And most of those problems are are already dealt with
Also modern COE are able to have 750+ HP
Industrial designer Viktor Schreckengost, who taught at the Cleveland Institute of Art for more than 50 years, designed the first modern cab-over layout with engineer Ray Spiller at Cleveland's White Motor Company in 1932. He also taught key designers of the Ford Mustang. This great man designed or influenced nearly everything we use in modern society.
STAA is what killed the Cabover.
Surface Transportation Assistance Act.
Matter of fact, KW was working on an ultra fuel efficient COE when the STAA was signed into law. This caused them to scrap the project and start again. The result was the original T600.
That’s a shame the USA market has ditched Cabovers
As Truck drivers in Australia enjoy our Cabovers great visibility & better manoeuvrability I’m driving a Kenworth K200 it’s fantastic flat floor & high roof ability to walk straight into large sleeper it’s also just as quiet as my last bonneted Kenworth
First truck that I drove was an international 9670 coe. 13 speed, hot inside, a/c could never cool interior because of the heat of the engine you were sitting on. And don't ever bobtail or drive one without a trailer. The brake balance was horrible, if you hit the brakes in the rain, the truck would spin around like a top. Fuel mileage was also bad due to aerodynamics.
I drove it too. 3.5 miles per gallon. Hot in summer, cold in winter, pos.
its made in the us what do you expect?
I agree with you brother. I support the point on vibrations that goes straight to the drivers seat.
Man, you couldn’t be more wrong on a few aspects. Modern European Cabovers are super comfortable and quiet. Stock you can get 770 hp in Europe without a problem and on average they carry more weight than US Trucks. US new trucks are still years behind in Tech and comfort due to the cheap mentality of Americans. Disk brakes have been standard for like a decade while the US still does Drums on new trucks and Disks are optional. Same with front axles being leaf springs still and so on. The only truck I’ve driven that was more comfortable than a Euro COE was a stretched out Pete with air on the front axle.
Last cabover I drove was a condo freightliner in 2002. Cabovers went extinct in North America because maximum length laws were relaxed for states east of the Mississippi river allowing for conventional or as they were known at the time "western" trucks. In the eastern half of the country.
Long nose or bull nose trucks are great in countries that have big wide road.
Bring them to the uk where are have road older than America furniture and you will chop your legs of for a cabover
As someone who lives in the Northeast cabovers were great for getting around.
Were did you get that crazy idea from, here in the UK and Europe it’s normal control trucks that are in the minority.
Regarding the payed weight I don’t how much you can load in the states but in Sweden we can weigh 74 tonnes with a length of 25,25 m. I myself has a Scania with 18,2 m trailer with 40 tonnes of payload.
And in a publicity stunt, a Volvo FH16 towed 750 tons (for 100 meters). th-cam.com/video/5UUz1zTZFfU/w-d-xo.html
With the increasing congestion on the roads COE truck may return. The three main European manufacturers Mercedes Benz, Scania and Volvo all produce tractors with 750-800 hp engines and many countries allow GVW of 50,000kkg.
That’s an interesting thought
@@patchrat1 European trucks much shorter because of the streets layout. US trucks seems too overkill in terms of length and at the same time too weak compared to European trucks. Regular 4x2 truck can pull up to 50 tons. Heavy haul 8x4 still much shorter than US 6x4 and these heavy haul trucks real monsters. US trucks looks beefy but they barely can compete with European trucks in the same class.
@@EduardSLVRU Any driver would gladly sacrifice all of that engine power if it means they get to have a more comfortable driving experience and a lot more space inside the cab. Being 6'2 in height and having to spend 1-2 days inside a puny little Scania is worse than having to spend 1-2 days in prison. At least in prison you have a lot of space inside your cell.
@@angrysocialjusticewarrior don’t know what little trucks you drive. The ones I drive, they all with a tall cab’s and anyone with 6,2 can easily stand and lay on a bunk without a problem. All the vehicles is built according to the specific that companies order.
I started my driving career in a 1990 Freightliner C.O.E.. Had no issues sleeping in it due to the sound of the engine knocking me out like a light. I do remember that getting into the sleeper was extremally easy. Your right foot on the ground, shift to the right and hop into the bunk. Not like the California condos that they have now.
I usually watch these videos with the mind set of a NA resident.
But like many others have commented, this is all total made up crap. Or at least for the current times.
Maybe the title should be "Why North American truck manufactures stopped building COEs in 1980s"
My dad was a long distance trucker.. Rode with him in the 70s and 80s. Road with him when not in school.A lot of cab overs MACK K.W. G.M.C. crackerbox and Astro I.H. Ford Petes. White Freightliner. White Road Commander. The old boy in this video needs more experience.Either riding or driving.
COE’s are still available new in Australia 🤷♂️
*_Cabovers are extinct._*
Europe: _am I a joke to you?_
And most other countries around the world
Not extinct in Europe. A 4x2 tractor over here can legally haul a payload of 25,000 kg. These combinations are typically 16,5 m in length with a tri axle trailer. Not very spacious cabs, although these units can turn on a dime in tight spots. The single drive axle can take 12,000 kg. Good afternoon.
th-cam.com/video/KYr26kS852U/w-d-xo.html
@Thomas B yes I know . EH
Lol maybe in America but not in Australia we still make brand new 2023 Cabover Kenworths
I know these are only opinions, if ill -informed but you are completely wrong on all counts other the the physical space, which of course is a consequence of legislation. I am pretty sure that if Volvo made a hybrid cabover with a FH Globetrotter spec cab with a VNL760 sleeper pod grafted behind they would sell like hotcakes.
Access to major mechanical parts is actually better because once the cab has been tilted mechanics have direct access to the engine and transmission without the need to take the sleeper pod, cab off the chassis. Same applies to daily checks for the driver, all accessible under the front flap.
Only time the old Argosy I used to peddle was loud was when the flexi pipe behind the cab cracked lol. Gotta rate the cab over personally. Ideal for rural N.Z🤙
I laugh in Australian.
I once drove one of UPS's old Mack cabovers. I loved it. One of the best things about it was its pneumatically actuated clutch, which remains the smoothest engaging clutch I've ever operated. The Honda Goldwing I currently have comes close, but not quite.
New age trucker that I couldn't disagree with more. There was ONLY one reason cabovers died in the US: Length laws. The other 6 reasons are great filler for a TH-cam video.
Workman's comp killed the cabover,as thy got to much claims,drivers just jumped out of the cab
Great video. You did a fantastic job explaining how we got to where we're at on American roads..
The 2 most powerful production truck in the world are both coe scania 770 hp and Volvo 750 hp
Not only that scania and volvo build the safest trucks in the world anyway..
When I hit the lottery, I'm going to get a COE quad dump truck from across the pond and bring it over here to the states.. Those trucks are awesome! 👍🏿
Fair bit of misinformation in this video, other parts makes sense.
Australia is interesting. There has got to be almost a 50/50 split between conventional and cabovers.
The split is becoming much more 80 coe and 20 conventional, at least in the part I'm from. Only time you see a conventional is an old farm rig or a company which hasn't updated their fleet. Even the quad trains are led by coes now
@@unkl3t3rry40 you’re right there’s a lot more cab overs around these days. However I do se quite a few conventional trucks around Newcastle, Hunter and other parts of the east coast highways.
Maybe not 50/50. More like 60-65% cab over. I might try to keep some sort of tally when I’m out and about.
@@Nebs1 ah im over from the south west of Australia so probably a bit different here compared to there
Driver's falling out of the cab and hurting themselves. That was another HUGE reason for the retirement of cabovers in North America, the way you got into them was like climbing a ladder, then shimmying over the front tire thru the door. Well we know truck drivers tend to put on some weight and aren't the most agile types, then go drive thru a snow storm and every step getting out of that cab is iced over. Not only is your driver hurt and filing a worker's comp claim, he might be out of work for a few days/weeks depending on how bad he hurt himself. One worker's comp claim like that is enough for companies to adopt conventional rigs with three or so easy stairs out of the cab.
Yes but European COE trucks have the steps in between the front wheels and the bumper so the driver climbs up in line with the door. So much safer. Can't understand why manufacturers in the US back in the day adopted the idea of climbing up behind the door then stepping across, I agree that was risky.
I have told the story of my first truck a few times on You Tube... but here it is again... Sorry for this being so long...
1. 1972 international flat top cabover. My primer gray beast. My only direct experience in a cabover...
2. Air conditioning did not work. Never had it in the first place.
3. Heat did not work. Blew only unheated air, if it did anything at all... Dress for success. Layers is the key word.
4. Windshield defroster? Don't even ask how that hair blow dryer was wired in... It overheated after 3 minutes of use.
5. Power steering? No! This is a fitness machine rivaling/beating any workout you can buy with a gym membership!
6. Door locks? You mean my trusty, rusty tow chain? (I had a rope with hooks for my security, but it was stolen.)
7. Roll down the window? Shimmy the window with one hand while turning a stripped crank with rusty vice grips.
8. Roll the window up? Hope you didn't let it fall all the way down, because you gotta repeat #7, but in reverse.
9. APU? What is that? Sounds like witchcraft to me...
10. Engine brakes? Jake who? Just learn to brake, clutch, shift and steer at the same time. It is all downhill anyway...
11. Start the engine process? Start at least an hour early. Go through every "dance step" perfectly, and cross fingers...
12. If you miss/mess up any part of the "starting dance," you're stuck. Wait 45 mins and start over at the beginning...
13. Air ride seat? You mean my trusty kitchen chair, duct taped to the floor? Seat belt? Bring extra duct tape.
14. Fuel gauge? Get out of the truck and insert a dipstick into the fuel tank. Best keep a close eye on that...
15. Dash gauges? If it had one.. It was broken, one way or the another. Best guess better be enough to get you by...
16. Sound system? You mean tho old battery powered radio duct taped to the dash, cutting in and out with every bump?
17. Headlights? 2 flashlights jury rigged to the bumper. Plan on stopping to readjust them every 50 miles or so...
18. Accept the fact that you will be sitting on the side of the road at least 2-3 times per shift. Mechanical knowledge helps.
19. Scales/inspections? One word. Stealth. Disappear into the black smoke screen bellowing from your stack. Good luck.
20. Tires and brakes? Brand new. Clutch too. Boss didn't hate me THAT much... I guess...
Bottom line... Would I recommend that truck to anybody, rookie or veteran? Absolutely not. I only had to put up with that truck for 3 months, but learned a lifetime of experience during that time.
Boss told me exactly why I was getting the old beast, instead of one of his new beauties he had sitting parked on his lot. to learn what REAL trucking REALLY is... Self reliance. Figuring out how to solve your own problems. Understanding that a truckers job is to get the job done.
Do I still miss that truck? From time to time, but never for long. It really made me appreciate the brand new Pete 379 the boss put me in after I "graduated" his hard knox course. It was a real feeling of accomplishment, much more so then when I first got my CDL. Not to mention the relief of no longer fearing scales/inspections anymore, although the nightmares lasted quite awhile longer...
And people wonder why the new generation is reluctant to go into trucking. If I had a boss who tried to put me in such a truck, I'd tell him to put me in a real truck or I walk.
I remember seeing hundreds in salvage yards being cut-up for scrap. In fact, I know a yard in South Carolina that filled the 20 acre+ yard up twice and then cut them all up. Gone forever.
In Europe if you see an American truck on the road it like seeing a relic. Poorly designed, poor manoeuvrability and inefficient engines and terrible visibility.
The rest of the world can't be wrong if they all prefer cabovers to your conventionals. The closest thing we have here are the Bullnose Scania but even then the bonnet is alot shorter.
You need to understand America's land mass and highway speeds. You could drive 3,000 miles on one load. With the speed limit reaching 80 mph. You say the engine is not efficient I would bet trying to drive a European flat truck at 80 mph would be brutal on fuel mileage. Believe that's around 140 kmh for you
That is because the truck owners in Europe intentionally go for the old relic US trucks because they like how they look. The modern US trucks are far superior to modern Euro trucks. And don't tell me about the engine power of Euro trucks because 99.9% of European trucks are specced with 500-600 horsepower engines just like the US trucks because those 750 horsepower engines consume too much fuel.
Don't get me wrong, I'd rather drive a new generation scania or a merc MP4 over any US trucks from the early 2000's. But if both types of trucks are modern versions, the US trucks win with ease.
Cabovers a a compromise for the use needs and laws where they are used. It's not about who is right which is subjective.
@@mike-sk2li not everywhere in the States you can drive 80 miles/hr.
Most States are 65/70
So your argument doesn't line up
And the other thing is,Who the hell is driving 80 ml/hr nowedays,you must be very rich or not a very smart business man.
@@dutchman2506 I'm sorry I run mostly western states and yes the, speed limit from Oklahoma west is 75 that is 80mph all day. Can still get upward of 8 gallons a mile at those speeds. In 2021 freightliner.
I was very surprised Kenworth still produces cabovers because I thought they became obsolete back in either the late 80s or early 90s. Those K200 models down in Australia look bad ass.
Hahahahahahaha dude you have No clue what you talking about.
Did you EVER bin in a European cab over, obviously not.
And did you know that ONLY in North America there are no cab overs anymore because of workman's comp.
In the Rest of the world EVERY BODY is driving Cabovers.
Thy can HAUL MORE,THY have MORE Powerful Engine's and last but not least they drive WAY MORE COMFORTABLE
No engine noise No vibrating,even potholes are gone.
So I would say,next time you make a video about trucks inform yourself a wee bit.
PS: I drove 21 years true Europe with a cabover and the last 16 years I drive in North America, conclusion: European cab over is WAY more comfortable,it outperforms a American truck by miles.sorry to say but the American truck is about 25 years behind specially in drivers comfort
I'm not a driver but I am fascinated by this subject. My personal opinion is that I'd rather drive a conventional truck on a long haul. Comfort, safety, and plenty of room for the engine design and repair are powerful arguments.
trucks cant pull multuple trailers in *parts* of Europe.. fixed that for you. And Cabovers are still the majority used truck in Australia. with stub nose (shorter nose than the old pete and w900 kw) coming in 2nd. Long nose like the aformentioned w900 and pete 389 are few and far between these days. KW k200 (aussie only truck) cabover bunk has a double bed and fridge.. lots of room.
North America likes the lower center of grav, long wheel base trucks, because they suck at driving. :P just kidding.
🤣
Trucks can haul multiple trailer in parts of Europe but this is still testing and only used on same routes, ex packages between distribution centers. Spain, Germany and Netherlands have test this from 2018
I thought it was common to get around this limitation but using tandem trucks (an extended chassis truck with a trailer bolted on to the truck, which then tows an additional full size trailer at the back). Or is this not legal in some European countries?
@@angrysocialjusticewarrior Bolted box plus separate box is legal but only 40 tons.
Type tested is Semi, trailer, dolly trailer. 80ton total mass.
No room for big powerful engines in a coe i see quite a few 600-770hp trucks every day here in skandinavia and countrys are running tests with 32m dual trailer trucks
we have thousands of trucks in New Zealand which are mostly ALL cabovers
So (in my opinion's language), you're saying that male trucks are now gone (check the "which is better, conventional of cabover" video to understand what I mean by male trucks)?
Cabovers are prevalent in Europe and in my home country of Brazil. Particularly in day cabs. I think preference and roads is a factor
Speaking as someone who has been a driver my entire adult life and having started in cabovers, my opinion as to why cabovers disappeared is because the large companies like Schnieder and J.B.Hunt bought the cheapest trucks they could. When I started it was considered a luxury just to have FM radio in a company truck. Conventionals with even the basics were considered luxury trucks compared to what a lot of us started in. I did see some cabovers that were incredibly well equipped and, after most companies were able to get rid of the doghouse, those cabovers were just as spacious and luxurious as most conventionals. But by then the damage was done. Most U.S. drivers saw a cabover as a cheaper, crappier truck and the few that were loyal to them weren't enough to support their production in the U.S.