This American Truck Went Extinct For This STRANGE Reason
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- เผยแพร่เมื่อ 13 พ.ค. 2024
- This truck isn't driving the American roads anymore even though it was a common sight for multiple decades.
Cab over truck, COE truck, Cab over trucks, COE trucks, truck, trucks, truck driver, truck drivers, trucker, truckers, trucking, american truck, american trucks, american trucker, american truckers, american trucking, american COE truck, truck life, trucker life, trucker lifestyle, truck lifestyle, longnose truck, longnose trucks, conventional truck, conventional trucks, semi truck, semi trucks
#trucks #trucklife #trucking - ยานยนต์และพาหนะ
Never said how 7000 was killed.
Typical clickbait title. Common on TH-cam.
Thanks. Just the info I was looking for. Save me some wasted time.
i think those long nosed trucks killed over 7000cats on the road from bad blindspot zones
What a bunch of bullcrap!
@@fidelcatsro6948 Hey genius, if a cat is on the road and in line with the wheels, it's going to get squashed. It doesn't matter what design of truck, you don't throw them around to dodge animals. It's actually against the law here in Australia if there's any risk of causing an accident and trying to dodge something like a cat might be reasoable in a car with no one else to risk, you would be risking rolling a truck, especially if carrying a high load.
What we used to say if you were involved in a accident with cab over you were the first one there
....& usually the last to leave the scene of the collision!
My first commercial trucking job was driving a 1958 Pete COE, 3-axle. 220 Cummins, 5 speed box w/2 speed rear end, with tag axle. No air seat, no power steering, no radio, no CB,
no cab insulation, no Jake, no nothing. Just sweat and muscle.
Those were the days when drivers were actual truckers.
I bet you could write an interesting book on trucking. Remember the orange flame out the stack when pulling a load up a hill?
@@mojavedesert519 On my first cross-country load I was traveling along I-80 during the rainy season, and being the consummate rookie that I was decided to pull off the pavement for a 10-100. As I eased onto the soft shoulder I suddenly realized I had screwed the pooch. All nine wheels on the right side of the rig immediately sank in the Nevada mud to the axles. I was loaded with lettuce heading for Illinois.
There was a strong North wind blowing that afternoon, and as I got out of the rig I could see the pressure coming off the left side tires that, fortunately, were still on the pavement. Large tears were rolling down my cheeks as I contemplated the entire rig flopping on its' side.
Then, as suddenly as all this took place, other rigs started pulling over and within a few minutes five rigs were pulled over to assist me. First to stop was a team from Little Audrie Trucking out of Texas. The two older drivers put an arm around me and told me, "Don't worry son, even if it goes over all that will happen is the passenger mirror will need replaced". I actually believed him!
Anyway, a flatbed owner operator pulled alongside of my trailer and threw a strap all the way over my trailer and anchored it to his loaded trailer while an off-duty sheriff officer blocked the truck lane. Another rig just behind me hooked a chain to the high side of my trailer's dog bumper to further stabilize my imperiled rig.
There is much more to this story but I've already written a book here. Long story short, all those drivers stuck with me for over an hour while waiting for a wrecker to arrive from Wells to slow winch me out of my predicament. When she finally broke free from the mud I offered to buy everyone of those drivers a steak dinner up the road but they all said they had to go and to pass it on somewhere else down the road.
My point here is simple. If the same thing was to happen today I really doubt if one single driver would stop to help out a fellow driver in distress. These are the new breed now - steering wheel holders! Am I wrong? I would like to think so!
COEs were an better tool for a few things. The fact is Driver comfort. Conventional puts the Driver further from the front axle and engine. I can't imagine driving a 61 or 63 inch freightliner COE for a living.
That's a mans truck! You couldn't even stand on the running board when grinding up a steep grade at 15-20 mph, with flames coming from the stack, to get out of the 150 degree cab.
interesting story. but one thing is forgotten, due to the fact that cabovers are the choice in europa, you see that these trucks came a very long way in comfort and driver focus. they just had to be creative in how to solve these issues.
For instance, the use of air suspensions in cabs AND seats. While they are at it, make it adjustable for the fifth wheel to reach/fit the kingpin, and to facilitate liftable axles for tractors and trailers.
Another is the use of retarders as alternative to the noisy jake brakes, since they travel into populated areas more frequently.
Then, automated transmissions. This one has a mixed reception: Volvo's I-Shift, Scania's Opticruise, and Allison seemed to be well-received, while MAN's Triptonic seemed be loathed. Or at least its previous generation.
Consensus is that automated is tolerable when it has a manual mode. Some trucks go as far as on-demand clutch; clutch is automated until its pedal is depressed.
Everything is bigger in America. Seems to be to s rule.
This is all very interesting, but I think you do not understand road accidents. What has improved road safety was to have better roads. Having a divided road and keeping the ongoing traffic from running into each other has stopped a lot of trucks drivers from dying. But you are using the argument that the bigger the vehicle is and if you add a bonnet (hood) the safety of the occupants will go up, however that depends on what you hit and are you wearing a seat belt. In Australia a loaded B-Doubles weight is 68.5 metric tonnes (151016.65 pounds) and North American loaded truck weight is 36.28 metric tonnes (80 000 pounds) and if you think the divers will survive hitting something of equal mass - they are going to die.
Also, the statistics do not support your claim. According to The Insurance Institute of Highway Safety in the United States of America there where 916 truck driver deaths in 1975 and 756 deaths in 2021. If, as you claim, cabovers where the problem, the death rate should be closer to zero.
Very well said!
Improved roads in Europe also helped keep the cabovers popular. Thousands of roundabouts, rather than traffic lights that get run far too often, made a massive difference. Of course these need to be navigated by vehicles that fit when they come off the ramps from the major highways. Yes, on big multi-lane roads these roundabouts need to have lights similar to to traffic circles, but they're way safer than the intersection alternative.
A I content, from some kid who looked this up in WikiP
This is the vivid imagination of a man that did not live back then nor did he ever drive a truck for a living.
Art from Ohio
I tried to watch and it's like a twenty something looking at a 57 Chevy Belair and complaining about the fact 57 Chevies didn't have airbags or cupholders.
I actually started when 18 Ang got a Schaffer’s license to the summer of 57, crown oil co Mpls., winters and Demars saw milll south of Bigfork summers. Trucks evolved just like everything else.
@@MarkBerg-tk8js What the heck is a "Schaffer’s license"??????
@@artszabo1015 a license to drive someone else’s truck, car, or whatever. Pre cdl.
@@MarkBerg-tk8js That's actually called a chauffer's license. Seems like if you actually had one you should know that.
Cabovers were more expensive to manufacture than conventional trucks thus they cost more when new. This was a necessary expense due to restrictive length laws. After length restrictions were relaxed in 1980 cabovers started to go away because of new equipment (conventional trucks) purchase cost savings. I know, I've been a small fleet owner since the 70's. When Kenworth came out with the first aerodynamic truck in the 80's, the T600A "anteater" drivers wanted nothing to do with them. "Curb sniffers" prevail today because of cost--they're a little better at fuel economy. Before deregulation. Teamster drivers as well as a lot of other drivers made the equivalent in today's money close to $200K per year, and were home often. Today, in an era of diminished driver wages fleets will spend some extra money in driver comforts in an attempt to retain drivers that they are pocketing tons of money that should be going into these driver's pockets.
Um really more expensive, with less material used? Then you also should remember a coe by Pete out did every other truck in aerodynamics.
If you look at euro trucks to ours they were into driver comfort way before us.
You must be new to trucking as your uninformed comment implies that. Yes, I remember the aerodynamic cabover Pete, the Model 372. It's production run was from 1988 to 1993. A big flop for Peterbuilt as they only made less than 800 units during that 5 year run.
You are very correct ! I was with freightliner over 30 years
@@tonysanders2071 That's "Freightshaker" to those of us who lived it!
Do you remember when the T600 first came out; the prevailing statement was "Ugly is only fiberglass deep". (?) The first ones I saw on the West Coast were coming out of Canada in the mid 80's. We all just laughed and laughed at those ugly rigs. Now look who's laughing?
I drove real white freightliners in early 1960’s ,335 Cummins, 4x4 twin stick, on International Transport . Best trucking co ever. Today at 85 years driving a KW most days with 525 hp Cummings. 49 states and one territory, 9 Canadian provinces and territories as well as Mexico.
Once passes the super chief on Cahone pass coming up outa L A area, up on high desert that train went by us like we were up on jacks, eh?
Good ;ol 335. They had that taper nose crank, and if you didn't change the counter balance every couple hundred thousand miles like Cummins recommended you just might find yourself sitting on the side of the road with a broken crankshaft. Remember when Cummins came out with the blunt nose crank to solve that problem?
@@mojavedesert519 When I started driving the 335 Cummins was the hottest thing on the road! If you had that motor you were in very tall cotton! I once drove a 1957 KW truck-trailer tanker for Miles and Sons that had a 335 with a Roots Blower attached. Didn't that make it a 375??? (Memory gone!) Sweetest sound ever!
I sure wish I could have known you when I was driving I love talking to folks like you, I am only seventy six , Allied Van Lines got a few awards driving for them ( lease purchase 65 White Freightliner) and later Company driver for Conti Trucking within CA. My respect to you for your patience and endurance putting up with the many ways that trucking can test your sanity.
@@Kordziel Thanks for the "Flowers", "Oldtimer"! Your reply is eloquent. I guess I did, after all, put up with all the BS out there on the boulevard. I'm still here, talking to you, and that's a mouthful.
I see you drove for Conti. That is very cool. I always admired their equipment and professional operations Do you recall an outfit called Wallace Transport, out of Planada, Ca.?? All the company trucks were COE's, with a solid dark green cab and a a bright yellow stripe around the cabs, half way up?
It would have been nice to tell the truth about why cabovers disappeared. It would have been nicer to show the American cab over instead of foreign trucks. Also the legal length limit was 55 feet overall in this country well into the late seventies which was the real reason for the cab over. Obviously not researched or narrated by a trucker
I agree. Plus why the military vehicles. They have absolutely nothing to do with commercial trucking. Also, regarding the engine noise, modern European cab overs are just as quiet as modern US conventionals. Back in the 1980's and earlier, all trucks were noisy inside the cabs.
To add to that, conventional trucks were used in the western states, more so than the cabovers.
Cabovers are used all over the world. I own the best of them - scania and mercedes benz cab over 18 wheelers! No safety issue whatsoever and are very realiable .
Caused 7,000 Deaths?! A truck can’t cause anything. Pitiful…
Than you’ve never heard of the notorious “Golden eagle” the 1964 Dodge 330 that’s responsible for 14-30+ deaths….
Don’t forget the old Cab overs , truck drivers died if they were involved in a front end collision due to poor design. Secondary the truck was just as dangerous to work on many mechanics have been crushed by the cab coming down on top of them.
@@Captainkirk88410 Have you ever even been around a COE? l seriously doubt it by your stupid statement. EVERY cabover had a safety bar you put in place after jacking up the cab to keep it from coming down. Plus it's a hydraulic jacking system which means it comes down SLOWLY unless you blow a line or totally lose a seal in the ram. Learn what your talking about before you go shooting your mouth off. And they is 48 years of experience AND the former owner of two COE"s talking.
Cab over trucks are still used in Europe.
I loved my Freightliner cabover , the new cabs look boring and stupid, I am glad I got to drive cab overs , they were just as comfortable as conventionals. Now drivers are Wusses
The COE is better in tight areas but ride rougher. I started in a International 4070 my last truck before retirement was a Volvo VNL still a short sloped nose with great visablility. After 52 years I hung up the keys. The title is very misleading. Yes plenty of truck drivers die each year but not because of any one truck.
Good comment. Your retirement has me beat by 5 years!
This sounds like a book report where you have to have 500 words or more.
Perhaps written by A!?
When I bought my Freightliner cabover the salesman said "cabover always first on the scene of an accident "
I drove a cab over for years. I don’t remember it being such a romantic experience. Bad ride, underpowered, and the motto of the day was you were always the first one at the accident if you were in one. Glad they are gone.
Typical ameritard....
@@Look_What_You_Did I walked the walk and talked the talk criss crossing America for 18 years. Eating and sleeping in that Mack tin can. You make videos and play with yourself in your mother’s basement, soy boy.
Shifting lading, not the type of truck, has always been the biggest peril in truck accidents.
@@Look_What_You_Did We have lots of Japanese cabovers in Australia, they dominate the light-medium truck market, I agree, they have a poor ride quality. They also don't last as long as they could due in part to the necessity to tilt the cab to do basic checks and service. Especially if any bull bar other than a factory bar is fitted.
They're probably a fair bit cheaper than an American F550 or something similar might be.
@@Look_What_You_Did What do you drive hero? It’s a shame its so easy to insult someone from behind a keyboard.
Transmission designs were also a game changer.
Yes, you're right. Especially around the early 60's when Fuller came out with the 10 speed in response to regulations putting an end to the 2 stick days.
@@mojavedesert519European counterpart will be when Scania's Opticruise, and Volvo's I-Shift released a variant with crawler gears. For Mercedes-Benz, the 16-speed variant of their PowerShift.
@@mojavedesert519 Regulations didn't kill the twin stick transmissions, I saw an early 90's Freightliner conventional that was factory optioned with twin sticks. PITA to use is what killed them vs the air shift, one button push doing your high/low range.
Conventionals were more comfortable and more easily customizable as far as sleeping accommodations. I don't see how that is such a strange reason.
Story about American trucks showing mostly euro models and even suspension from a light truck or car. What a waste
It was the drivers not the trucks period rebuilt over 20 cabovers an they are way better than any new truck out there new junk
Very accurate comment!
Cabovers were great for visibility . Great in tight places too. The only thing bad was don't get in a head on collision. We used to joke about if you did , you could probably kiss your legs good by. I loved the old cabovers. I racked up many a mile in one over the years.
Wheel base regulations were the reason for cab overs in the first place. As soon as these were lengthened, the cab over was no longer needed. They were never comfortable. You sat right over the front axel and the engine. Think about that. I owned and drove one. This video was obviously not put together by a truck driver. Sorry. Not a good explanation.
What didn't drive air ride?
Written by someone who knows nothing about trucks. The old length law was 55 not 65 feet east of the Mississippi River. West of that was longer...this who video is a waste of time.
Society at large as you refer to has become a bunch of candy asses!
Nice video and report but the length laws were mostly 55 feet throughout the east, some of the west regulated longer. I drove CO Kenworths throughout the 70's and 80's and the advent of the 45 foot trailer created problems getting short enough to comply by sliding the 5th wheel so far forward that nearly overloaded front axle weights. The ability to carry more freight with longer trailers was a major factor in the regulation change here in the US in addition to the ride quality of longer wheel base tractors with more adequate bunk space. I still love cabovers.
I drove a cabover and the ride wasn't that bad because of better suspension applications than the first cabovers
Didn't some of the conventionals have issues with the bonnet going through the windshield in a head on?
European trucks have spacious sprung sleeper cabs. The main advantage of the engine out front, is crash protection.
an cut the utter crap of reduced maintenance cost, it cost more to maintain bonneted trucks than COE tricks, if all other aspects are equal,, as COE has negligible time to tilt the cab, but offer complete access to the driveline, unlike the stupid bonneted design that has the cab set over the gearbox and restricts access to the back of the engine and bellhousing etc - stop believing in the feckless myths peddled by NA trick designers and dullard truck fitters and drivers alike, the "rest of the world" knows better, which is why the rest of the world favours COE bar some edge-case like OZ which still has a healthy use of COE for road trains, given some COE road trains are capable of hill starts at higher GTW than their bonneted counterparts.
Europe still has them . Scannia and DAF ,Volvo etc
Trivia: Paccar owns DAF.
Poor video.
My first OTR job was in a K100COE Kenworth. That was the roughest truck I ever drove! At this time ( early ‘80’s) Illinois had a weight restriction of 73,280 and and a length of 65 ft. Missouri had a weight restriction of 73,280 and a length limit of 55 ft. the problem here was, by this time trailers were 45’, even with a very short COE you couldn’t get short enough to drive through Mo. The other problem was, the weight limit had been. Raised to 80,000lbs, the western portion and the eastern portion had raised their weight limits except 3 states, the 2 mentioned before and one other which I can’t remember, effectively blocking the flow of Interstate commerce through this area. Those three states made a lot of money from fines for “over loaded trucks”.
Wrong click bate.
Awful video. Click bait required.
From 1987 to 1995 I drove cabover trucks (Freightshaker, Ford, KW, Jimmys, and Cornbinders) 1995 I started driving my first conventional truck (Ford LTL 9000) and I still drive a truck these days. Three more years until retirement.
I still own one of Two Cab-over 2 axles when I owned a small trucking company in the late 90’s Early 2000’s. It’s a 1990 Freightliner COE.
"Cabovers slowly started to lose their appeal."
No, the miserable things lost their appeal instantly, upon releasing the brakes and driving them. They were like driving a cinder block, on square wheels, across the surface of the moon.
The 7000 deaths in the teaser aren't explained, but I'll hazard a guess that the driver being right at the front of the cab greatly increased the likelihood of fatal injury to the driver.
I started out in an old 84 Schneider a barn yard Cadillac cab over no power steering 118 inch wheel base when I got into a Peterbilt I thought I’d died add went to heaven!!!! Basically it’s driver experience that mashed the difference I’d NEVER go back to a cab over!!!!
My many trucker clients all prefer cab-overs for their 2000+ mile return trips in South Africa 🇿🇦
a lot of BS in this
Above trucks are no more dangerous than anything else on the highway I drove one for many years and you could get one almost anywhere so don't talk your bullshit
Above trucks? I've never heard them referred to as that. Interesting
I don't see many old cabovers anymore.
FSC Trucking on youtube.
This man has never seen a Euro style cabover. US drivers say the EU trucks are more comfortable than the pike nose trucks.
The reason nosed trucks returned to the US is fuel consumption on long rides in the US VS the short rides and tight spaces in the EU. Both can be comfortable and safe.
I give this video 3 out of 10. Information wasnt all there. No mention of American length laws and their impact on the demise of the cab over. Pictures rarely match the narrative. Could have done far better at finding old footage of trucks in the 50's -70's.
You forgot to mention the nightmare of trying to catch a few winks in the sleeper on them with that great big engine/gearbox etc heater making it impossible to get any sleep on a nice hot summer night here in Australia. I've been in a fair few and none could beat the old cabover Kenworth I used to mostly drive long haul trips in for harsh riding. I could look at what seemed a perfectly smooth road and still be getting slammed around in the cab of that horrible old thing.
The visibility from a cab over does not compare to a conventional with fender mirrors.
This is dumb. I drove a cabover Pete for years and never died once! Cabovers have existed before the Model T Ford!
LMAO 😎
And if cabovers are indeed the problem, fatalities should have been closer to zero. It is less on the cab layout, and more on drivers, road, or the roadworthiness of the trucks.
@@dbclass4075 Balderdash.
Aerodynamics and fuel efficiency played a major role in the end of the cabover.
When I was 10,11,12 I saw the US from the doghouse of my Dads trucks, he owned the company and had a fleet of cabovers. Pete, KW, freightliner, and a Jimmy. The Pete was my favorite.
My first year of Truck driving was 1996 in a Freightliner Cabover. The company I drove for had over 1000 Trucks and this was the only Cabover. It was great in tight situations. It had over 550,000 miles on it and the Turbo blew before I had it a year. They moved me to a different truck then with much less miles.
I worked on many cabovers. I never missed them when they were phased out. They were terrible to work on. When the cab was tilted forward, anything in the cab ended up on the windshield. The ones with the sleeper attached to the cab were the worst for that but the ones where the sleeper stayed on the frame were worse to get access to the engine. The company that I worked for had an Emeryville International with an aluminum cab and frame on one of the early air suspensions. International used a hydraulic cylinder to lift the cab. Some Fords used coil helper springs to lift them by hand. Mack used torsion bars to assist the tilt. When I worked at a Mack dealer one of the customers that had a day cab cabover apparently didn't get the cab latched properly. When the driver stopped quickly. the cab tilted, broke the stops, bounced off the pavement and came back upright.
As someone who drives Cabovers and Peterbilt classics the long hood Peterbilt 379 turns almost as sharp as a pickup and the short hood 379 turns roughly the same as the “modern conventional” semis the worst turning radius and maneuverability is the Cabovers. Also the long hood 379 and 359 ride nicer then Cadillacs and use way less fuel then an old or new cab over
Owned an 86 359 285" wheelbase.. rode like a Cadillac.
@@bigdaddysshop8180 I love my older Petes they’re so smooth going down the road the cab over not as much but it’s still clean as the day it was built and works great for around the farm and pulling a lowboy. I normally run my short hood 379 but switch with the long hood if it’s a wet kit job day
if they are nearly EXSTINTED on American highways unless you've been driving over 50 yrs you may see a cabover but in other countries cabovers are the normal
My Dad was a long distance trucker for almost 50 years. Road with him summer's for 13 years. Road mostly in cabovers. Mack K.W. Peterbilt Cracker Box G.M.C Astro 95. White Freight liner International. And some conventional's. Great memories.
Get the story right most east coast states the length laws were 55 feet not 65 feet new york city still has a 55 ft length law only moving household goods are exempt ,ya better do your homework and give us a update.
AI generated nothingness.
I had a wreck in a cabover many years ago and survived the experience. It was the last cabover I ever drove
Warning this video are clickbait only.
I see some restored running up down rte 78 / 81 in Pennsylvania
With a COE, and a 48 foot, 10 foot spread axle refer trailer, you could go anywhere and haul everything
They are not totally gone. Saw a cab over on I5 just a few days ago. Looked like a Pete from the mid 70's
So how deaths were there in same time period for long nose cabs ?:
I still would drive a cabover
Why would I subscribe to your channel at 20 seconds in the first video????????????????????
Art from Ohio
No mention of the Leyland Comet???
I don't know, we got an awful lot done in spring ride cabovers.
@5:15 What the heck happened to the robot voice? Did it break down and forget what it was supposed to be speaking? What kind of language was that? 🤔🙄
I never saw a Tata truck in USA
I used to drive a Ford cab over bucket (similar to a fire truck) and the ride was good
Have you tried the F-Max?
Most of the pictures and video clips weren’t even trucks. A lot of the truck snippets weren’t of American trucks. 🙄
I got my CLD with a cabover 13speed, "old school "
1:46. What does 1950’s footage of Disneyland have to do with anything? 😅😅
When I started driving the overall link was 55 feet in the usa
What about the 7000 killed ? There seemed to be a lot of fluff in this with a lot of stock - generic footage. Why the tank footage ?
its worth noting that the very first truck was essentially a COE design, thus a COE is really a conventional designee, and a bonnet is not "conventional" (based on internal combustion first accepted design by DB), it is also worth noting that the US regulations of 80,000LB GVW on interstate etc compromised the safety of USA native COE designs into using flimsy cab designs just like their bonneted NA counterparts, which was fundamentally different to their European COE counterparts that were already significantly strengthening the COE designs to make "conventional" bonneted designs look utterly feckless in terms of safety, as they STILL are today, the NA bonneted cab is still for the most part an utter joke when it comes to safety vs its European COE counterpart,, given the later is made for higher GTW use as a baseline (80000lb vs 88000lb to 96000lb), the COE design in NA fell out of favour for very peculiar reasons specific to the USA that are NOT part of the European (including rest of the world) design, i.e .the notion that todays bonneted trucks are safer than todays COE European tricks is an utter joke, given deaths per capita speak for themselves, given USA designs are built for an 80,000lb ethos, while he European counterpart is built for 88,000lb or 96,000lb as a baseline
Can't argue too much about early trucks. They were all flimsy. But since the late 1950's cabover cabs were built much stronger than conventional cabs--they had to be. A main reason why cabovers were more expensive when new than conventional trucks.
bridge laws killed the cabover
when they started going from front axle to rear most axle of the trailer the cabover had nothing to offer,not when you could haul more with a conventional
i started with a kenworth cabover with a twin stick and detroit v8
COE !!
AHHHHHH, The good.!?? Old days.!! 1st Truck I ever had starting out at 19 years old was a 1963 WHITE 7400 with a 220 Cummins.! 😂 Multi Stick Transmission, and NO Turbo, no level ground within 250+ miles of where I drove.! Constantly changing gears cause the engine would run out of steam.!!😂 Old Shake-n-Bake.!! Every stop, you had to get your "NUTS", out of your Back Pockets.!!!😅 Facts.!!😉😉😉
I didn't see not one American cabover
They sucked. Ruff ride. Was glad to never drive a Cabin Over Fruitliner again. Conventional better ride.❤
2:46 Space between knees & steel dashboard = Zero!
I loved the cabover truck I drove them for over 1 million miles
Chevy and Isuzu still make a cabover dude!
I have to bring that up too, you never brought up how the Cabover went extinct, what happened with that was it just "Clickbait"? I am a new subscriber now because you requested it, I complied with you now what are you going to do to reciprocate?
Hmm better seat more springs better shocks and springs love the cabover
7000 deaths, doubt that's 100% down to the truck, more like the drivers and roads of the good ol U S OF A.
Unsubscribed, clickbait title
No deaths mentioned....Click bait!
MISLEEADING TITLE---Caboveers rrr by far the safeest truuck in the world---THE beest visibility for the driveer ,,hands doown -----
Cab over not safe. Have a hit cab flys off you faceplant rd.
Should have drove a Scania . . .
10:57mins of bullshit.
At 5:16, what?? At 5:48, what?? At 6:41, what?? At 6:46, terrible AI video, to go along with the poor AI audio. At 9:53, oops.
I drove a cabover
Saw European cabover
Bla Bla.... never really got to the point
Yep, trucks now took the skill out of driving. Anyone in flipflops and basketball shorts with their belly hanging out can drive a truck. The so called drivers with no courteousness think they can drive.
I'm not going to sift through ten minutes of repetition to satisfy a mild curiosity about the title. Please stop.
I could not watch to the end, it was way too annoying! There was not any footage of 70's cabovers! And the title is misleading! Wasting my damn time wasting time!
A documentary on North American trucking history while using European trucks. Sad. I can’t finish watching.
Why show trucks that you weren’t even talking g about?
This was supposed to be about civilian semi trucks and not military tracked vehicles as shown that had nothing to do with what the narrator was talking about. How did the trucks cause 7000 deaths? The way guns do? Because if misuse, abuse and recklessness?
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