Has anyone else noticed an increase in the number of flat-nosed semi-tractors on the road? I didn't used to see any except a few local farmers for hauling grain. I have seen a number of them over the last month while I was traveling for Mother's Day and Memorial Day to see family.
Probably a natural evolution based on superior aerodynamics.
But no, I hadn't noticed.
Probably trying to get away from the newer regulated diesel engines. Just don't try to go into California.
I wondered if it was a way around the increased complicated emissions equipment, and higher environmental standards for newer OTR trucks.
Freightliner stopped making CabOvers in 2011 and Pete doesn't make them for over the road either. I think you're seeing trucks out of hibernation but honestly they don't do anything as well as the new trucks except look cool
I haven't seen a cabover semi in decades.
Trucks manufactured before 2000 are ELD exempt. Electronic Logging Device and therefore allow the continued use of log books which are easy to fudge thereby allowing drivers to run longer hours w/o the truck tattle tailing on them to Johnny Law.
What trucks are ELD exempt?
If a commercial motor vehicle carrier has an engine manufactured on or before 2000 then the vehicle is ELD exempt. An ELD needs an engine control model (ECM) and most engines manufactured prior to 2000 do not have an ECM.
Local to me a guy is making a bundle of money doing near frame off restorations on old rigs.
I hadn't thought about the log requirements of newer trucks. That is a possibility for using older trucks.
In reply to Chesterfield :
When you say flat nosed do you mean true cabovers or the square, flat grille and not the slope nosed aero grille?
Funny everyone assumes these are old trucks. Perhaps what we're seeing is an influx of modern Mercedes-Benz Actros tractors.
No DEF required for old engines either so another expense adverted.
The cabovers, but I am also seeing more older semis in general. I live near an interstate in a rural area, so I use the interstate to go a lot of places. I don't know if that skews what I am seeing or not. A week ago, I saw a older Pete cabover day cab, that I would posted in the unicorn thread if could have got a picture.
In reply to 1988RedT2 :
No, these were older cabovers, not some of the modern variations. I know the cabover design is still quite popular overseas.
Cab-overs were popular when there was a maximum rig length allowed. That is no longer the case.
I live in one of the busiest port cities on the east coast. I haven't seen a cab-over truck in decades. I see lots of old Petes and KWs though.
John Welsh said:No DEF required for old engines either so another expense adverted.
The fuel economy overcomes the "cost" but not the extra hassle.
Used to have a customer who special ordered a cab over in 07 or so? It had powered steps that folded out. He pulled windmill arms and liked the little extra space it gave him compared to a conventional.
When I worked for Great Dane I'd see a lot of modified Peterbuilts in various yards I delivered to.
I remember seeing one like this quite frequently:
stuart in mn said:I haven't seen a cabover semi in decades.
Same here.
Appleseed said:stuart in mn said:I haven't seen a cabover semi in decades.
Same here.
I saw this happen
doh!
In reply to chandler :
Wow, that is clearly the definition of "a bad day."
pheller said:When I worked for Great Dane I'd see a lot of modified Peterbuilts in various yards I delivered to.
I remember seeing one like this quite frequently:
On my trips back and forth from B'ham to Decker Prairie, TX I see a handfull of these..not so much with the extended frame but slammed love 'em
I have seen more COEs, like the Freightliners and Internationals from the 80s.
I guess I figured it had something to do with getting around emissions tightening, or with the supply chain and economy it made more sense to drop a Detroit 60 in a snub-nose Pete than it was to buy a $250k new Volvo tractor.
Perhaps a combination of several factors?
I know COEs used to be a far more popular choice as day cabs and regional/logistics due to the shorter wheelbase (city driving) and the flat noses posed less of an aero penalty when they weren't used on interstates. Newer road infrastructure was definitely one of the reasons why they dropped out of favor. Just 30-40 years ago, roads were made for cars and trucks had to share them. We now have increased warehousing with easy access for the largest trucks, 6 lane interstates where there used to be two-lane state highways, and multi-modal transport options.
When I was a kid, an owner bought a truck and a trailer and signed up for loads. They took a load from a warehouse to a Piggly Wiggly. A to Z. Nowadays, you have a daycab grab an intermodal container from a port take it to a nearby logistics warehouse where it's forked onto a corporate tractor and driven to Nebraska. Then it's offloaded to another logistics warehouse where it's put on regional pups that take it to another corporate location for Drayage to their individual destinations. So trucking used to be Billy Joe who picked up a load and took it to its destination, now it's more like a hive of ants. Shipping, distribution, logistics, drayage. That's why most of what you see on the highway is conventional trucks who only have to go from warehouse to warehouse and don't every spend more than a mile or two off of the 6-lane interstate.
The days of owner/operator are dwindling. They almost disappeared in the late 90s because corporations were booming and had the capital to buy their own fleets, while individuals fell under an income where they could afford the equipment. Even these days, when an owner/operator gets a foothold, their income structure can be so good that their only way to compete is to buy a bunch of trucks, hire drivers, and become their own small corporation. I drove for one for a short time until I remembered how much I hate modern trucking. Back in the day, it was "you say where and I say when." Now it's "this has to be in Tulsa by noon tomorrow, but your electronic logs will ping you at Santa Fe... good luck."
Every time I get freight at work, I can tell if my driver will be young or old by how willing they are to accommodate my schedule. Old drivers control dispatch. Dispatch controls younger drivers.
When the pandemic hit the demand for trucks shot up and there were few to be had. Old trucks were fixed up and put back into service, many cabovers because they're practically free now.
There's no reason for anyone to bring a modern cabover like the Mercedes pictured here as a conventional is a better layout in every way. The only exceptions now are for specialized drivetrains. Nicola is converting Iveco tractors and Hyundai is testing a fuel cell powered truck.
pheller said:When I worked for Great Dane I'd see a lot of modified Peterbuilts in various yards I delivered to.
I remember seeing one like this quite frequently:
When my father and I were looking at getting a truck that's very similar to the truck and trailer we wanted. That combo with lots of lights is ideal.
In reply to Wally (Forum Supporter) :
So, is the extended wheelbase for better ride, or better aero, or something else?
In reply to eastpark :
They do ride quite nicely, and the longer wheelbase is great for control of the trailer, but that is strictly a highway rig. If you look at the wheelbase, it's as long as most bus coaches, then you add 53 more feet behind the pin.
A short wheelbase COE can make hook turn on a residential street. That conventional in Wally's picture couldn't. It would even have trouble without the trailer.
Just like with any vehicle, plusses and minuses to each design. COEs have great visibility, shorter turning, terrible aero, and choppy ride. Conventionals you can swap that around.
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