Ultimate Truck Education 101 - Every Question Answered
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- čas přidán 16. 05. 2024
- Ultimate Truck Education 101 - Every Question Answered
In today's video, we embark on the ultimate truck education, so if you ever wondered Why Some Truck Tires Not Touch The Ground? or why some trucks have so long wheelbases, or just any of these questions, then sit back and enjoy an educational roller coaster.
🔧 Chapters:
00:00 start
00:19 Why Do Some Truck Tires don’t Touch The Ground?
03:28 Why US Trucks DON’T Have 770 hp Like in Europe?
06:25 Why Trucks use Diesel?
12:39 Why Trucks Have Such Long Wheelbases?
16:58 Why US Manufacturers Stopped Making V8 Semi-Truck Engines?
22:15 Decoding Truck Axle Configurations
28:58 Why Trucks with Stick Shifts Are Going Extinct?
Want more then go watch: Why The American Truck Fleet Is Getting So Old: • Why The American Truck...
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We hope this ultimate truck education has left you not only with answers to your burning questions but also with a newfound appreciation for the diverse, powerful, and purposeful machines that shape the backbone of our transportation systems.
▬▬▬ End ▬▬▬
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Find out Why US Trucks DON’T Have 770 hp Like in Europe here czcams.com/video/J69RVCuqbCc/video.html
Just because we don't need 700+ hpr doesn't mean we don't want a 700+ hpr big rig here in the US.
There is no new sold trucks with over 700 hp
@@TruckTropia Only special orders for the big heavy haul companies.
@@hibiki54 yea but you could go down to any volvo or scania dealer and get a 750/770hp truck in europe, if you want to do custom stuff you could use the 1150hp version of the scania v8 if you beef up the cooling
@TruckTropia I agree no new trucks I am aware of but I have he chassis dyno sheets stating my 6nz Cat is pushing 800 plus to the grounds. It started life as a 600 horse model that we added a marine cam, injectors and turbo to and then reset the computer and all done.
I believe Volvo offered their 750hp engine in the states for many years. They stopped offering it due to low demand. So you didn't want it enough. ;)
On the transmissions, automated ones can produce better fuel mileage with average driver experience but manual transmissions can get better fuel efficiency with very experienced drivers.
Automatics, any Primate can operate one, IMHO the reason that we are seeing so many more and serious truck wrecks is due to the proliferation of the automatic transmission.
They are putting any Tom, Dick and Jane with a heartbeat behind the wheel.
Every truck driver out there started as a Tom, Dick or Jane. Automatic trucks still have gearboxes, the computer shifts the gears which protects the engine from over revving and frees the driver to concentrate more on driving safely. Old stick shift trucks are dinosaurs driven by fossil’s. I would never drive one of those old trucks anymore. They suck.
@@albertwilson7239come pull a 7000G smooth bore that can only hold 6000G legally. You’ll want that control of the transmission back, if you plan on accelerating in a timely manner.
@@albertwilson7239
And you can’t use a 13 speed because the school didn’t teach you how. The 1st truck I drove had a 2 stick 4X4 in the mountains of AZ, I never did get good with it. The truck I sold was a 13 only used the clutch when I was starting or stopping. BTW I never went to a driving school. I learned the old way.
@@albertwilson7239 that’s not true. Not every driver started out as a Tom, Dick or Jane. There used to be a lot more generational drivers, like myself, that learned at a young age and guys like me helped those new drivers learn the ropes. Now you have drivers that have very little experience teaching new drivers with no experience. The fact that you believe that automatics are better just goes to show you were never taught properly. No matter the innovations with automatics, they have massive downsides, especially in hill and mountainous areas. They are especially harder to control when backing. It all comes from who taught you. If you worked for one of these big companies like Swift or Werner, then you were likely taught by either another inexperienced driver or a driver that was also taught by another inexperienced driver. It’s a chain that creates more and more bad drivers.
Tag axles: You missed a couple more reasons, like
a) Toll reduction; some places charge trucks by number of axles on the road. If you can legally carry your load with the tag axle lifted, you will pay a lower toll.
b) Makes installation of tire chains easier. On SOME trucks, the tag axle can be lowered so far that the drive axle can be at least partly lifted, which makes makes it a bit easier to install the tire chains
And you can slide the 5th back, pump up the tag and do wheelies! Dont do that in front of your boss, he was laughing his a55 off though
Can a tag able handle as much weight as a fixed axle?
Depends on the axle and the jurisdiction. In the US, a "single tag" will only add an extra 12,000 most places, some places more if it's a wider tire, making for a 20,000 drive axle and a 32,000 tandem total.
Dually tags are just the same as a dual-drive axles, at a full 34,000 tandem.
Axle loads are higher in Canada and Michigan, and in Mexico, they don' need no steenkin' scales....
@@Jay-gz6mv
@@Jay-gz6mv yes, up to 34,000
@@Jay-gz6mv they can.
Tbh, large companies changing to automatic transmissions has nothing to do with driver comfort. It has everything to do with new drivers having never learned how to drive manual transmissions even in a car and not knowing the basics. I’ve driven an auto truck once before and I was more fatigued in that and found myself zoning out than when driving a manual.
But just to prove my point, the driver in this video actually used the clutch while shifting. If you know how to shift properly, then the only time you need to touch the clutch is when coming to a stop.
And before someone says, “well, an automatic transmission is great in heavy traffic areas.” Again, that’s because you weren’t taught right. I can drive through most big cities in stop and go traffic and rarely touch the clutch. If you don’t drive a truck like you’re in a hurry to get somewhere and just coast, then you’ll rarely have to come to a stop. But everyone wants to ride up each other’s asses like that’s going to get you somewhere any faster.
Ewrw re w
Fatigue sets in when you’re on a long open road not in stop go traffic so really it doesn’t make a difference because you’re not changing gears on an open highway. I’ve driven both manual and auto trucks and there is really no comparison in ease and comfort when driving an auto especially in traffic.
I beg to differ. Yes, if you are on a long open road you aren't shifting gears, but how much of the time is that? Plus, why would you want the computer to shift for you? @@fuzzy5610
Shifting, or let's get down to brass tacks and call it floating, which is what you are doing without using the clutch pedal, is not something that is taught in the driving school because the prospective CDL licensee has to demonstrate to the state examiner the proper shifting technique using the clutch pedal when/if driving a manual transmission equipped tractor, which is what I had to do in 1999. I experimented with clutchless shifting several years later, it took a bit of practice but got the hang of it because I didn't want Arnold's left leg in contrast to the toothpick right leg
You sir are correct. I have a Dodge Power Wagon with 285,000 miles and have never had to make any major repairs. I rarely have to stop at traffic lights because I’m coasting to them as they change. I will never understand why people want to “Race me to a Red light”, Followed by a “Rabbit start to nowhere.”
I have done a lot of mountain driving in Colorado. And I must say that the main reason I prefer a manual transmission is for the hills, both up and down. Going up hill it is easier to keep the truck in the correct gear for the hill. You have only limited gear selection in autos. And most importantly, a manual transmission holds a truck back better going down hill with the direct connection to the engine. The reason for the added cost of manual transmission maintenance is due to lack of driver knowledge. I drove a manual in the mtns for 3 years with the same truck and clutch. The only reason it ever needed a clutch was when I went on vacation for 2 weeks toward the end of that time and an inexperienced driver burnt the clutch. Now all my companies trucks are automatics. Thanks for the video!
That’s so true. I’ve had my truck for 6 years now and I’m on the original clutch and the gears are still tight. Plus, I’m still on the original brake pads which have 618,000 miles on them and can probably go another 500,000 on them.
There’s a lot of maintenance issues you can avoid just by knowing how to do it.
Having a manual transmission is a must on bad roads. The arthritic chimpanzee they have shifting gears on the automatic doesn't know how to shift when traction is so poor, the tires are spinning. Putting tire chains on confuses the system even further, as it will not shift at all when pulling a grade on icy roads. Not even in the so called manual mode.
I ran 10sp 13sp 18sp and even a two stick Mack. I started driving a 12 speed auto a few years back and it's a wonderful transmission.
I'm a old school driver grew up driving every kind of gear box. The new automatic semi Transmissions are wonderful
Automated manuals all have a manual mode though, you can just put it in M and hold a gear for as long as you want.
Some also have hill modes or even offroad modes for their automated manuals, i drove a Volvo FH dump truck with an offroad mode and it was great in snow dumping sites, along with the automatic diff locks.
I may not need 700hp but I sure want it.
what good is it in a car.
@@user-uk2ji1yw5t I have a semi
@@user-uk2ji1yw5tfor people that like to modify and race them .
In Australia we have both Euro and American style trucks and Euro trucks seem yo more popular on our better roads but when it comes rural and out back roads majority of trucks are US makes with some made in Australia with some trucks gross over 180 tons as roadtrains
Longer wheelbase have better ride characteristics. It's the same reason that riding in a train near the axles is rougher than in the middle of the car.
You can't say how awesome the motor sounds and not play a short.
Diesel is a lubricant, gasoline is a solvent. Less wear on cylinders and rings burning diesel
Actually, sulfur is a lubricant, and modern diesel fuel has very little sulfur compared to fuel 20 years ago. Also, fuel doesn't lubricate anything in the cylinder. It burns. Diesel engines have reduced wear vs. gasoline engines because of how they are designed, not because of the fuel. And, furthermore, diesel contamination of engine oil actually INCREASES wear, and contamination is more common now due to the use of post-combustion injection for the DPF.
Also ~15% more energy per gallon.
@@moseshughes2670There must be a lubricant aspect because optimum biodiesel is 3-5% mostly for lubrication with little loss of power.
Used diesel fuel to clean heavy oils stains in past job
@@artsmith103There is a lubricity benefit, both to the cylinders and to the fuel injection system.
The people that decide we don’t need higher horsepower in the US hasn’t ever been behind the wheel of a working truck, just test tracks. The limited horsepower has more to do with companies here wanting to spend less money on the trucks not caring how long it takes or frustrating it is to climb a hill or mountain while still pushing you to make the delivery on time or ahead of schedule. They also don’t really care about driver comfort because the seats in most trucks unless modified really suck and the options within the trucks are very limited and sparse. The legal limit in the US is 80k but that doesn’t mean that drivers don’t often haul much heavier loads with the proper permits. The EPA also has a big hand in the engine choice here in the states. Just another example of them sticking their noses into areas they don’t belong because a lot more to concerned about than what engines we use.
You're right about companies not caring about how long it takes you to make your delivery.
As long as you're not late to your appointment.
They pay mileage for a reason.
They also want to get rid of all their drivers as soon as possible, replacing them with driverless trucks.
Robo trucks won't have hours of service regulations to follow.
They won't have to be paid or be provided with benefits or days off.
Those trucks won't take sick days or vacation days and will only stop to refuel, load/unload and have maintenance performed, the occasional flat tire not withstanding.
Those trucks won't speed or get distracted or sleepy or p¡ssed off. They won't jam gears or get into accidents either.
And they won't organize or demand more comfortable seats.
They'll effectively be slaves.
The day of the long haul truck driver is in its sunset years. Local and specialty drivers will have a few extra years before the hammer drops, but not many. Just don't let your kids become truckers. They'll never get to retire doing it.
@@user-sm3th7ow5w won’t get into accidents. There have been quite a lot of accident directly related to the self drive feature. They’ve hit several vehicles including emergency vehicles while they are parked on the side of the highway. Just imagine how bad that would be if it had been an 80 thousand pound truck. Personally I don’t want to be on any road with driverless vehicles at least for several more years.
None of the trucking companies will be able to work on their own trucks as they currently do so that will cost them a ton of money and even more down time while waiting in line for service.
They’ll have to pay someone to man every charging station because a self drive truck isn’t going to plug itself in.
Companies won’t be able to force their EV trucks to drive faster in order to deliver ahead of schedule.
Good luck replacing those massive battery packs when they fail because they will fail as well as start degrading year after year. Average cost for a car EV barttery is between 15-20 thousand. I’d imagine the Truck batteries to range in the 75-80 range.
Who’s gonna take the straps off the flat bed trucks, stop after 30 miles to check the load and the toe downs to make sure they aren’t lose?
Guess they are gonna have to man them with the fictional Tesla robot as well.
@@P-J-W-777 technology continues to improve at a geometric rate. Human decisions are being removed from the driving process.
After 23 years driving trucks in Arizona, I moved to New Mexico in 2014 and drove oil trucks in the oil fields. Every single semi I ever drove over thirty years was a stick shift.
When I moved back to Phoenix in 2021, auto shift trucks were standard in the industry. I didn't even know that technology had been worked out. I'd always heard it was too expensive and the automatic transmissions just weren't strong enough to handle the loads.
They still aren't.
So the manufacturers figured out how to get the truck to _"shift itself"._
The transmissions are still non-synchronous, but the computer system has taken over shifting duties from the driver.
I started driving for Penske occasionally, moving empty tractors from place to place. None of the late model semi's they rent are stick shift and none of the newer box trucks are either.
One of the guys that works there handed me the keys the other day instead of driving the truck up for me. He said he couldn't drive a manual transmission truck.
I felt bad for him, but there just aren't any stick shifts on the market anymore.
My point is that transition to automatic happened in less than a decade while I was gone to the oil fields.
The transition to driverless will be just as rapid once the bugs are worked out. It's going to happen because MONEY.
Driver compensation and fuel costs are the two biggest expenses in the trucking industry. If they can eliminate one, they'll do it. Driverless can happen without electric. Once both technologies are available, it's a win win for trucking companies. No more expensive fuel and no more expensive drivers.
You can BET they'll do it. Amazon will probably lead the way.
They'll invest in support staff to keep the electric robo trucks rolling. People will be used to facilitate that focused effort. Loading, unloading, mechanics, fueling, recharging, repair etc, it will all revolve around keeping the robo trucks wheels turning.
It's going to happen, probably before this decade is out.
@@user-sm3th7ow5w yes I agree it’s coming. I’ve been around trucks and the oilfield all my life, do like you I know trucks. I can see benefits but I can also see dangers along the way.
EPA is a teddy bear, it is CALIFORNIA’s CARB that is the draconian Grizzly Bear that believes that they know what should be done!!
A couple more items come to mind. Engine capacity has a direct effect on the effectiveness of it's braking power or Jake Brake/ Jacob's brake. Invented by a log truck driver in the western usa it reduced the number of run away trucks after excessive braking (brake fade) from descending long down hill runs (mountainous terrain) The bigger engine capacity provides so much braking effect with the correct down shifted gear that you can descend hills without using the brakes at all. The second thing I thought of was the pro's and con's regarding transmissions. There are many drivers out there that do not know how to shift gears, or even how to use the clutch from a standing start. The wear and tear on the clutch, transmission and power train is very costly, not only in repairs but lost revenue due to the truck sitting in a shop waiting to repaired. Many experienced drivers will only use the clutch to get the rig rolling, then all shifting is done without using the clutch. I put 600,000 miles on a new Kenworth Sleeper with a C15 Cat engine and it still had life in it when I retired from that company. The terrain varied from flat land to over the Cascade Mountain ranges. Stay smart and stay safe out there! All the Best!
There's a 7 mile downhill run on I-77 going SB from Virginia into North Carolina, fully loaded, in the right gear, with the right level of Jake brake, I can just glide down at 55 without touching the brakes or the accelerator.
Way to go! That is the smart way to drive down hill. In Washington state I frequently travelled Snoqualmie, Blewett and White Passes always picked the best workable gear and jake brake for the load behind me. Nice to know you'll get home safe at the end of the day!@@patrickloomis992
my grand pa has been driving from 1976 and his 1 truck just hit 4 million miles and his other truck has just hit 3.4 mill
Wow thats alot 👍
I'd be willing to bet both trucks have had their engines either replaced or rebuilt at least once each.
@@arcanewyrm6295 yes the one 3.4 million has had its engine swapped in 2018
Well done Grandpa, nice to know someone else out there respects their equipment!
@@oldeenglish8058 yep he washes his truck at LEAST once a week and greases every thing every day
80,000 pounds = 40 US tons not 36
I was looking to see if someone else noticed that. Lol
I was like, 80,000 lbs or 72,000 lbs. What? 😂
Conversations are hard. 🤣
You are right. a USA ton is 2,000 lbs. A British or English ton is 2,240 pounds. Confusing yes! A hundred weight in the UK is 112lbs (if memory serves me!) 20 hundred weight to a ton. 20x112= 2,240 pounds. @@Coonazz791
I think he calculated that using the British ton which is 2,240 lbs. 80,000 divided by 2,240 = 35.71428571428571 tons ... unfortunately just one of many confusing and misleading facts in this factual you-tube video.
Yeah, nobody cares about US tons. You know... the rest of the world uses metric tons. In wich case 80,000 lbs = 36.29 tons.
@@albertori6965 then it’s not nobody if we use it.
US truck design is still stuck in the 1950s. Here in Australia we have both Euro and US trucks to choose from. The only US truck that comes close to the Euros for refinement and low driver fatigue is the Mack Superliner. Kenworths are noisy, have a crap ride and are made with a collection of third party components. A Scania is Scania right through and it shows with lower running costs and maintenance.
I wouldn’t compare the US made trucks that are there to the Euro trucks there. They aren’t exactly the same as the US trucks here.
A scania with lower running costs and maintainance? Not likely.
And wait, what Kenworths have you driven? You can’t just saw all trucks of one brand are all built the same. Hell, you can’t even say that within the different packages that come with each model. It’s like saying a Dodge Charger is slow when you’ve only driven a SXT.
@@Coonazz791 I never sawed anything about brands being built all the same, read my actual comment. scania is viewed as a "premium" product in europe with matching prices. An £8-9 part for example for a daf is £70+ for a scania.
@@andykennedy5982 I didn’t @ you, now did I? If I didn’t @ you, that means I’m responding to the OP. 🤦♂️
The reason why big trucks use diesel is the same reason why farm tractors also use diesel fuel. Also there’s nothing like the smell of diesel exhaust in the morning!😂
Git er dun
Imagine the surprise when the first farmer walked into his barn full of fertilizer, smoking his first cigarette, and found out his helper spilled diesel in the barn...!
Nothing like diesel smoke laying low on the ground when temps are below freezing! Here's a tip. When parking at a truck stop in the winter to sleep, find a parking spot up wind of all the other trucks or you will be breathing those fumes all night!
@@kellyhandley8519diesel is not very combustible. Main reason used in boats.
@@artsmith103 what size boats I would definitly prefer a gasline outboard on a small boat but on my 8000 horse power ship diesel is better.
You can't say 'pounds per foot' when talking about torque. That would indicate you were dividing the force by the distance when you are in fact multiplying it (just think of how a longer bar increases the torque you can put into a fastener).
Dude you're too intelligent for your own good but thank you
It's not pounds per foot, it's _foot pounds._
@@CrazyBear65 pound foot would mathmaticly work as a well as muitiplication does not care about order. But ft/lb and lb/ft are a very diffrent units.
Shifting gears are all part of driving a truck. With automatics you just sit there and hold the steering wheel and more likely get drowsy. Also a lot of the engines used to sound cool. Now you don't hear them at all which adds to the drowsiness. Maybe they'll have it so we can sleep while we drive. Lol
.
Your are 100% correct ... the monotony of long drives adds to drivers falling asleep at the wheel. I've done it too many times to even think about it! Glad I'm retired and alive! It's something only sleep will remedy
Then switch to manual mode and change gear. Unless of course you just like to fondle sticks.
The more sticks, the better. It keeps you awake. Lol@@AlexKall
5X4 with a 2 stroke Detroit and you'll not get sleepy 😂😂
Illegal migrants can't drive a stick... simple.
One word answers every questions about big long haul trucks. Necessity.
After watching the whole video I came to a conclusion that as a European citizen I need a 1980 W900l Kenworth or Peterbilt 359, long wheelbase and a CAT V8 with standard shifter...😂
Why do you want to have such basic old school uncomfortable truck to drive?
Yes they may look nice, but from that same period of time, the European trucks were already way better and ahead in development compared to American trucks.
And the American trucks of today aren't even comparable to the European trucks we have today.
@@musictolive4 Why do people enjoy driving vintage cars or trucks?? It's about passion, mechanical feel those machines have a soul. If you wanna be fast you buy Porsche Taycan with push of a few buttons you will be really fast around the corners, effortlessly and comfortably. But if you wanna drive for fun, well then you take your Porsche 930 or 964 out for a spin. Those traditional trucks are for purists...
I was thinkuing same trucks but with a KT Cummins
In 1980, when I was a Sophomore in High-School, I penned a Truck-Cab eerily close to the TESLA COE Tractor, back when NO ONE considered Aero, Fender-skirts, or retracting Pin-Tables. My design was a 'Tilted into-the-Wind' Cab-over that created a 'nose-cone' of decent streamlining, and allowed a Shorter Cab than front-engine set-ups, but had enough 'track length' to be stable (not Darty) with long trailers. The Cab, now being above, but a bit Behind the Motor, could be de-coupled from the engine noise/vibration/heat, and, like a Cab-Over, the 'Storage + Bunk' space could be quite Deep, as well. Having a retracting (on a hydraulic ram) Table for the Trailer Pin, meant that the Cargo could 'reel-in' to tidy-up the Airflow on the Highway, but also extend to help in 'tight alley' turns, or for Stability with high C--G loads in corners. I used Full Skirt fenders to streamline, but also keep spray/dust from Harming Cars as they drove nearby. The Fuel-tanks were also 'flared' into the fender skirts (w/steps to access the Cab/front-of-the Trailer) to further streamline the Rig. In the Doors, 'Look-down' glass panels let the Driver see small cars tucked-in close to the front-of the Cab. I have watched the DE-Evolution of American Trucks with Sadness, knowing that, 44 years Ago, I HAD The Better TRUCK design, and could have, kept Trucking costs Down enough to even slow the GOP's Plan to devalue $$$$ as a gambit, to a HALT, while NOT Burning 4 decades of in-effectively-burned Carbon Oil Fumes... Oh well, It isn't like the GOP Understands 'Better Ideas', they just Follow HALIBURTON to Hell.
A lot of this only refers to the USA.
In Australia sleeper cabs are comfortable but not over the top in length therefore compromising their ability to manoeuvre whilst complying with local laws regarding overall length.Trailers are typically tri-axle, and typically have two trailer (B-Double or b-Trimble or road trains with up to four trailers.
Lifting axles are often nicknamed ‘lazy axles’.
I notice railroad crossings weren't directly mentioned in disadvantages of long wheelbases. Plenty of entertaining examples of this disadvantage show up on CZcams.
I run the same route each night and have a 450hp in my truck. It takes 12-15 gallons less fuel to do the same run than my old truck did with a 385hp engine.
As a Marine Engineer a Diesel engine is most economical between 75/85 %load range hence the bigger engine’s in Europe
Gearing. Not engine
@@gerritverburg4105What what kind of ships did you serve on?
Cat 3408. Loved that 8 cyl. monster. ❤️
That was a great engine. But when talking about USA V-8 engines, I cannot believe no mention of the 8V71 or the 8V92. There use to be plenty of them around. Cummins also had their 903. Still remember being out at night along the highway and hearing the rat-a-tat of them old Dee-troits as the old timers called them. And if you made fun of the oil puddle under their rig, they would only remark, "I doesn't leak oil, it's marking its territory!"
@@ronfullerton3162 I agree 👍🏻👍🏻
Better than the Cummins 903
@@ronfullerton3162 Couldn't beat the sound of the old detroits
@@andykennedy5982 Nothing sounds like them. Definitely got your attention.
Pretty spot on information. However, there are places in the US like Michigan, where you are legal to run 164,000 pounds on 11 axles. Which requires every bit of 550+ hp in order to get any work done.
I drove back in the 70s. I have driven a few diesels V8s. I owned a rig with a 318 Detroit. Also drove rigs with the 262 Cummings, 903 Cummings 350 Detroit. The big power back then was 350 Cummings and a few that were 450HP. Engines I have driven 220 cummings 262 cummings inline 6 and V8. Cat Mack and IH rigs with their engines. Trans 4by4/ 4by3 / 5by4 /13 and 15 speed Roadranger. I ran 40ft flats and tankers with and without baffle's. 27Ft high cub double vans.
Multiple US states and Canada allow more than 80,000 lbs, like Michigan allows a weight of 164,000 lbs or canada with some provinces allowing 140,000lbs
Plus when us federal says 80,000 that doesn't mean that's the max it's the minimum weight all US states must allow every US state has the right to allow more weight, but not less than 80,000lbs
True 👍
So many statements here that come from inexperience
1. Diesel is slow burning therefore stroke length scavenges torque and gives a greater power stroke = power and economy.
2. Axle spacing and numbers of is regulated by d.o.t for weight distrubution and road damage control , so you see some weird stuff out there .
3.auto vs manual, auto is great for new and inexperienced drivers and keeps down repair costs but fuel costs suffer because new drivers gokart their rigs trying to beat traffic.
With experienced drivers a manual is a great choice and owner operators prefer them because an automatic cannot predict road or traffic conditions and will give better fuel economy and life span .
Company drivers, an auto is best.
Owners, a manual is best.
I have driven for 20 yrs all kinds of rigs
And spent 5yrs working on them.
Experience counts.
I've been driving Semi trucks for about 40 years. Of 17 cars I've owned, only 2 have been automatic. The rest manual. These so-call automatic trucks (automated manuals) are "ok" for dry or "inanimate" loads, but for liquid loads, they're complete and utter BS. Of my 40 years commercial driving, a little over 30 of that has been pulling chemical tankers. With these new electronic log books we get scored on efficiency and driver performance. We get paid our safety and efficiency bonus based on the telemetry. I was hired about 3 years ago by a really good company, and was offered a really nice brand new Pete with an automated manual... I said no. Give me the 2014 Mack with the 18 speed manual you tested me on. They scratched their heads at that. It rode rough, it was noisy and I loved it.
On the safety /efficiency score, I was consistently scoring 100% just about every week and never less than 95%. Well, they decided to retire my old Mack and gave me a brand new Freightliner with an automated manual 12 speed. Guess what happened? My driving score now sits serenely at about 78% to 82%... No bonus for me. Liquid loads move. You're trying to accelerate, the load sloshes backwards and the truck thinks oh-oh, there's a big hill here so it down-shifts on you... oops! "Hard acceleration! Oh, you aren't driving efficiently. I've tried it in "manual" mode too, but the computer over rides you if it thinks you aren't doing things correctly. Best driver score I've had on this transmission is 92%. That equals reduced bonus. I average 85%.
This is not even getting into winter driving... that's another whole story. My conclusion, automated manuals are fine for dry freight, but for live loads like bulk liquid or livestock.... give me a good old fashioned manual any day. Way more control on icy roads and way better fuel economy for live loads. I miss my 18 speed manual Mack. I got a tear in my eye the day it was sold.
Did some driving in the mid to late 1980's. Finally got back to the trucking industry a few years ago. Do I ever hate the auto's. Dam things will upshit going down hill. Drove t680 & cascadia doing stepdeck & flatbed. The freightliner auto was way better.
I got so sick & tired of the micro managing, by desk drivers, calling up and reaming over telemetry. Or something they saw in the camera. Why did you hard brake, to not kill the stupid fuck who turned in front of me.
Got my own authority, W990, 18spd manual, 565hp, 1850tq, no governer at 65mph. Pulling 53' stepdeck.
Walking through tall corn now. Manual 18 spd & No dipshit desk driver telling me how to drive!
Having driven both manual and automatic trucks in the US, I have two problems with automatics
1) Since they're so easy to drive, it makes it easier for a trucking company to replace you; the skill level to operate a truck is lowered, which means that trucking companies can get away with more BS such as low pay rates, poor home times, etc.. , because if truckers start showing any signs of revolt, they can just be easily replaced
2) Since they're so easy to drive, they're also easier to steal. Truck jacking has been an increasing problem in the trucking industry, since trucks have been made so easy to drive. Sure, training drivers will cost more in the short run because truckers will burn more fuel and damage the transmission while learning, but at least your truck can't be stolen by any idiot with a gun. The second company I drove for completely forbade sleeping in a truck stop in Atlanta or within 100 miles from it. This wouldn't have been as much of a problem with a stick
I do agree that automatics provide better torque and fuel economy, but if I had stayed in the US and bought a truck, I'd stick to a stick so it's less likely to get stolen
If anyone reads my comment this far, I am not trying to change your opinion, I am just expressing mine
The quality of drivers has gone way down. New school drivers today drive a truck like they are in a car. NO ONE is teaching them HOW to drive a truck. There is a lot more to driving a truck and being a truck driver. I have seen so many of them fly up to a traffic light and slam on the brakes at the last second. Brake failure = accidents. Give me a stick and a clutch anytime.
Illegal migrants can't drive a stick... SIMPLE.
I have two fuel tanks on my truck both hold 140 gallons so in total I can hold 280 gallons I can go between 1200 and 2000 Mi per fuel up depending on my MPG
Automatic transmissions are so the steering wheel holders the big companies rush through training don't need to understand an 18 speed. I always want a manual!!
And probably get better fuel mileage in the process.
I have been a trucker since the mid nineties, I love my automatic… I haul 96,000 to 129,000 over a 9114 foot pass with 8% grades with no problems and it’s just easier. I had an 18 speed Manual for years and years before. about a year and a half ago I got an automatic. I just like the automatic better.
Very interesting viewing, especially the comparison between automatic and manual transmissions.
Don't believe everything you hear in a video, go and talk to someone that actually drives a long haul truck
Many trucks are not true automatics, More automated manuals where the clutch/shifting is electric with air/hydraulic actuation. Still a manual box but the shifting is automated. Some scanias (I forget the years but I want to say "opticruise") still had a clutch pedal that was only used for starting and stopping, shifting was all automated.
Very Informative, Thanks.
No problem 👍
@ 04:36 ... In the USA 40,000 lbs is 20 Tons. A USA ton is 2,000 lbs.
The illustration depicts a three axle trailer which allows additional weight depending on the spacing of the axles on the trailer, the spacing of axles including the tractor, the number of tires (tyres) on the additional trailer axle. Also if a "super single" tire is on that axle. I'm thankfully retired from all of the regulations, and yes, some of the self important commercial law officers (whom I had to school) a few on what was permissible under federal regs. On the whole they were good eggs, and lets face it they helped insure the drivers and rigs were safe to be on the road. Stay smart, stay safe and be patient!
Internationally a ton is equal to 1000kg or about 2204 lbs.
40,000 lbs is 20 short tons.
and long tons are 2240lbs.
Grateful for the info
Holland also has a 50 ton weight limit instead of 44 ton.
Btw I wonder how much more a 770 V8 uses more fuel than a C15 with 605 HP.
Most US V8’s where 2 stroke and those use more fuel than a Boeing uses at takeoff 🛫
The only 2 stroke V8s were made by Detroit Diesel, in the form of the 8V-53, 8V-71, and 8V-92. There quite a few other V8s out there, such as the 903 and 555 made by Cummins, the D336, 3150, 3208, and 3408 made by Cat, and the E9, 864, 865, and 866 made by Mack. I believe the Detroits were the most popular, followed by the E9 and 3408. The 903 was an alright engine, as well as the D336. General consensus on the 555 Cummins, 3208 Cat, and the 860 series Macks wasn't very good. 3208s are regarded as a throw away motor, 555s like to blow up if you lug them to hard, and the 860 Macks liked to crack heads. The mighty 3408 was know to break cranks when turned up to far as well, some attribute that issue to it also being a 60 degree V engine. I don't know much about the D336 other than it was a dozer engine that was used in trucks under the 1676 designation, and 3150 was a predecessor to the 3208.
@@DeathHead1358 👍
You are correct, but when a 2 stroke runs away with itself it is remarkably entertaining, and possibly dangerous!
👍👍👍👊@@DeathHead1358
We in Alaska hauling up to 160000lb on regular basis. That what tankers haul. Combination of 16 axel.
When empty always over 70k pounds.
Great video! Informative and educational.
Thanks 👍
The UPS trucks had the 6x2 LNG powered which was terrible because the rear axle was the tandem. It was very easy to lose all traction if you had to go up a sudden elevation. The tandem was not retractable.
I'm not a trucker but I know enough about diesel propulsion, etc.. to be dangerous . do to my many years in the fire service, I've been exposed to diesel engines. Knowing that currently the larger fire apparatus are currently utilizing 5-600 hp engines(I do get the idea that it's the torque your looking for mostly, also fuel costs)That being said, 600 hp seems like plenty to me,(please correct me if I'm wrong) Yes it woud be cool to say my rig has a 700+ hp engine but at what cost! FYI, I love the two elongated sleeper units shown( the blue & the slightly bigger white unit)! Thanks for the many explanations, even if you couldn't cover nearly every scenario!!
Just so you know bigger fire trucks have 800 hp cam in them
6 cylinder engine has fewer parts than the v8
Not just that but the inline 6 is usually very well balanced for some reason.
We will NOT be going to electric trucks period !!
Extra axles are not necessarily for grip on trucks with 3 axles it's about weight distribution. They carry more weight so the extra axle allows them to do that and not get weight violation or have to buy expensive permits. However, permits are the cheapest option if it's a one time thing for the weight. You have to custom order with more axles which is more expensive and most people don't do that unless they intend to haul the weight on a regular basis.
Now on the trailer that gets tricky. There are a lot of configurations. If it's a 2 axle trailer you might see one axle raised if they have that ability when it's empty. This reduces friction and increases fuel mileage. Especially if it's a spread axle, see this a lot with flatbed.
In Michigan, this is a great example for multiple raised axles, you might see that when those scrap metal haulers are empty. They also raise axles when they turn, tires will pop off the rims if they don't lift the axles when they make a turn. They have control box in the cab of the truck to do this.
The reason the trailer has all the extra axles is weight. Those trucks haul double what a regular truck hauls. However that is legal in Michigan but you can't do that with 5 axles.
My rule of thumb is very easy. When you get too tired, you sleep. Otherwise you drive.
Automatic transmission is wonderful except when you want precise control over low speed backing.
I could control my backing speed far better with the manual also. I did find a way to make the auto closer to the manual for backing. Just hold on the brake enough that the truck didn't roll unless throttle was added. Worked for me.
I've never had a problem with this, and i've only driven automatic trucks...
@@TopiasSalakka It does depend on the quality of the transition. Shill a manual with give you much better control; not that I want to give up my automatic!
@@TopiasSalakka You answered your own question in a way. You have learned to back with the automatic transmission, and that is all you know, so it is a normal operation for you. Backing the manual transmission, I use the throttle to control speed, and if I let off the throttle, the truck slowed instantly. The automatic free wheels, so I had to learn to keep the left foot on the brake. Doesn't sound like much, but the first time I backed a trailer with an automatic, I felt that I probably looked like someone that had never backed a wagon into an enclosed dock in my life. I was very much embarrassed by my dilemma, and had hoped no one had noticed. When I hopped out, another older driver came up to me and asked, "That is the first time you have backed into a dock with an automatic, isn't it?" He had driven his first auto just a few months early, and remembered the pain of looking like a rookie.
I stayed with the older trucks for awhile, but changed from P&D to a meet and turn route with enough miles a day that a new truck was mandated. I ran 500 miles a day to the west and back, and another driver then ran the same truck and load 500 miles to the east and back which was another meet and turn. This was all in one twenty-four hour period. All the new trucks were automatics, but there isn't much backing to a meet & turn operation, so I was in good shape till I retired.
I hope your miles are all good ones, and be safe!
@@ronfullerton3162 I actually learned how to reverse in a manual, though in a passenger car, since by default drivers ed makes you drive a manual car.
Still, modern automated manuals are great at reversing slowly in my experience.
Sorry to say: Your figure of 6x6, at 26.30 is "out of chart". The front axle is not driven in Your picture.
Why?
A 4x2 is like a conventional pickup truck. Whereas a 4x4 is a 4 wheel drive truck.
No 4x4 is a tandem rears where both axles drive just like 6x6 steer axle drives and the rear tandems drive also or a 6x6 could be 3 drive axles behind the cab
As a truck driver the delivering food mostly in urban areas. I would say that we need flat nose cabovers. I'd say just like in Australia we need a combination of both types of trucks. If you're mostly doing local deliveries especially in urban areas a cabover would be very useful
Re. Wheel base, let’s be completely honest, long wheel base is all about space and ride comfort. Anything beyond that is a bonus.
Good video!
I've seen a 10x4. I work on garbage trucks. Before we scrapped it, we had one unit with a steer axle, a pusher axle, two drives, and a tag axle.
I drove a Volvo FH dump truck that was 10x4, with 3 steering axles, one of which also lifted.
Quite a handful to drive in central Helsinki.
When it comes to trucks, any question that asks "why?" is always about fuel efficiency. The two biggest costs for trucking companies are fuel and driver compensation.
They're trying to get rid of the drivers and let the trucks drive themselves so they don't have to pay the drivers. Slave trucks are a far better deal. Plus those driverless trucks will be far more fuel efficient than human drivers because they will never get in a hurry or get impatient or over-rev the engine while shifting.
Higher power is also irrelevant when you can simply gear down.
Raising axles is only about fuel efficiency and less wear and tear on tires and gears.
I personally don't like driving auto manual trucks. They're not automatics, it's a different technology. The transmission is still non-synchronous, so the truck manually shifts itself.
It's disconcerting.
I'd rather do it myself.
Cabovers were a pain to drive, especially locally. Climbing in and out was a hassle and the stubby gear shift with all the joints in the linkage was a pain to shift. The one I drove decades ago was an old truck. The modern ones out of Europe look fantastic. They probably are far more enjoyable to drive than yesteryears cabovers.
Once trucks can drive themselves, manufacturers will put the drivetrain in the trailer and get rid of the cab and tractor completely.
That way the trailer can haul more freight by increasing cargo capacity in areas with length limits. All wheels will steer, increasing maneuverability.
This will absolutely happen once electric motors and batteries are perfected for heavy trucks.
Having a manual transmission and a jake brake is almost vital in mountainous country to keep from losing your brakes with a heavy load. I've seen a lot of automatic and semi-automatic trucks on the 'runaway' ramps as a result of losing control due to insufficient engine braking. Also, we're NOT on the cusp of an EV switchover for heavy haulers. We just don't have the infrastucture to support it, never mind the lack of range for over-the-road hauling. The battery technology just isn't there yet. Kenworth has already quit offering electric trucks as of the beginning of this year, because they're too expensive to manufacture and maintain, and a lot of the outfits that bought them are turning them back in for diesel-powered replacements.😐
You can have an automated transmission and "Jake brake" as well as a retarder.
I'm curious about automatics and implementation. Is it more common to see autos with like a torque converter or auto manuals with a clutch? And how do autos fare in difficult terrain where drivers need to really control engine braking? I've driven school buses before, but that's strictly an auto with exhaust brake that you can turn off, or it comes on when you tap the brakes.
I noticed thankfully there's a CZcams maker on this video did not need to have is to see smile on camera and it's still an outstanding CZcams.
In California a significant number of buses and large trucks are fueled by Bio Natural Gas. Now that Cummins is finalizing their new 15 liter NG engine, the capability difference between NG vs diesel is effectively gone while the fuel costs is dramatically lower with NG with better emissions. Ask UPS, as most / many of their trucks / vehicles are Bio-NG. Bio-NG gets significant subsidies in California (for the time being).
Don't bet on better fuel costs when it becomes more or less universal, because the guvmint wants its cut !
Horsepower differences...Europe has less real estate to cover, therefore roads can be better designed & built. Also [because of huge fuel & vat taxes] extra capacity is a must: extra trips or trucks can make an enterprise unprofitable, and fast.
In Europe is popular also trucks on mixed fuel diesel and LPG ( in Italy for example). Many trucks are produce on MPG and MLG whit engines like petrol engines. They can work on LPG too.
USA has LPG trucks as well.
In Finland we have some trucks running on CNG. LPG is mainly used in forklifts.
Excellent presentation and very helpful. I am a respectful person and appreciate your guidance.
There are many errors in the video which show a lack of knowledge of the subject matter.
guess you've never been to Alberta. 8x8 winch trucks are extremely common for oilfield hauling.
One my truck 380 gallon capacity 150+150+80. Other 440, 150+60+150+80.
Of course, I would say minus 20% of useful. Don't like to run with 1/4 .
Looks like im going to 101 your 101.
Semi truck has 5 axles, this is for most applications. We cannot change the configuration for the most part of our axles. There are a few exceptions. Some flatbed trailer and tankers have ability to raise 1 axle but most reefer and dry van do not.
Additional axles is noted in my comments I already posted
Comprehensive video, I would disagree on EV trucks ever being popular (unless mandated by govt.). They are already failing in the car market and pollute more during manufacture and disposal, are not durable, have higher insurance and maintenance costs, & cause longer trips. Government demanding utopia doesn't mean they will get it (more like dystopia).
Thanks
❤️
33:56 IF U SAY SO, then why do EV buses use / have options for transmissions? Actually a bit more going on.
Tesla doesn’t believe in transmissions but the EV buses found out the hard way fast that if you don’t have an option for transmissions that a significant number of applications will have EVs stall on startup on grades. That is why on heavier applications the E-axles have TWO ELECTRIC MOTORS going through a planetary gear cluster to get the benefits of gearing reduction. There is / was an EV bus manufacturer that has / had an option for a four speed transmission (“had” as in going bankrupt and the $1,000,000 EVs are now boat anchors, all 1300 of them).
Cummins X15N is a spark plug ignited Natural Gas engine 500HP, 1,850 TQ, and can fuel up for less then $1.00 per gallon. It uses a standard catalytic converter, no DPF or DEF fluid.
Check out speed of air pistons I think they only have them for medium duty diesel’s at the moment, but I believe they’re working on heavy duty
Such a cool channel. Can you please address how long truck drivers can drive before being required to take breaks and sleep? How much flexiblity is there in the rules?
legally in 🇺🇸 you can drive 11 hrs within a 14 hrs shift
but no more then combined 70 hrs in 8 days
unless you take a 34 hrs break , then your clock reset
and you got 70 hrs again
as far as your break goes , you gotta be off duty or in the sleeperberth of the truck for 10 consecutive hours to regain 14 available onDuty hrs again
like me , well - I drive nights
locally , 6 nights in a row usually
then I set out 1 night and my clock resets
and ‘m good to go for another 6 nights / 70 hrs
usually ~ 12 hrs shifts on my first 5 nights , and all remaining hrs I use up on my 6th night
hope that explanation helps lil bit
and oh yes : NO FLEXIBILITY on those rules
except in emergency like severe weather to get safely off the road you can once every 2 weeks I believe extend your available drive time for that day for 2 more hrs , but only to be used for an emergency
still can’t go over your 70 tho
or use it to expand your available total drive time
+ all those rules - they are strictly enforced by law enforcement
especially DOT
if you should get caught out of drive time , you will be put out of service immediately
and get a hefty fine
and points on your license
and your safety rating
in case of a accident you being out of driving time , the accident is absolutely your fault , no questions asked
because you were not supposed to be there aka shoulda have been off duty
in case someone died because of an accident like that with you being out of available drivetime , you probably get your CDL revoked , fined to the max and most likely go to jail
so : it’s not worth it , period
also once your 70 hrs are up , you can indefinitely stay onDuty tho , but only as long as you do not drive
you can work 100+ hrs if you choose to
but no driving after 70
then : take 34 reset and your clock is reset again , 10-4
@@ericmiller7022 thanks and holy cow, that’s complicated. My guess is there s software to help keep it straight. I also bet that your computer can be examined by law enforcement like they used to do logbooks.
If the people putting this together did, they would get it wrong. This video is completely wrong when it comes to the US.
Yea it sounds complex until you use the hours of service for a few weeks. Then it's all second nature and becomes pretty straight forward.
I will say though, us truckers do use time in an unusual way in relation to many other fields.
We're also governed by 5 different clocks simultaneously.
8 hr
14 hr
11 hr
70 hr
And the actual time.
And for a bonus, we also have to consider driving from one time zone to another, and whether the actual time increases and hr or decreases.
It can be a lot to consider sometimes lol
And how to cheat them? but not with ELD.
I think you forgot the 8x6 (or I missed it), which is fairly common for heavy haul in the US at least. 1 steer axle + 3 drive axles
Very nice video, I liked it.
I like the comments too.
As for me personally, I'll take an 18-speed over an automatic every day.
Happy you liked it 👍
.... The ammount of gears is irrelevant to if its a manual or an auto.
In nyc we lifted the wheels because the tolls were per axle on the ground
It wasn't mentioned here about another reason for lift axles is toll and ferry fee cost savings. Lifted axles not touching the ground are not counted in the total axle count when rolling through a toll plaza.
"...also, longer wheelbases can make backing up more challenging, particularly when the driver needs to maneuver the truck in reverse."
How else are you going to back up a tractor trailer?
Explanation ... with the rear tandem axle raised it shortens the tractor wheelbase which also makes the tractor turning circle smaller. So when backing a trailer the steering reacts faster to steering input ... hence easier control over the trailer and reduces the need for pull ups to reset tractor/trailer angles.
@@oldeenglish8058 Sorry longer trailers are easier to back up you can control the direction of the trailer because the reaction of steering input is much less compared to a boat
same with European Tractor heads trucks They Have Rear extra middle steerable axle provided which is' Midlift 'when its called" some variety of european trucks do it
Negative ghost rider. My truck has that configuration but only the rear axle is powered not the front. To get power to the front drive axle, I have to engage the axle lock. I also run a wide base tire on the drive axle otherwise known as super singles. It gives less rolling resistance vs dual wheels and better fuel mileage and way better traction and stopping ability.
lbs/ft is wrong. You cannot use division in the torque equation.
When measuring torque, a lever that is a distance of 1 foot from the center of rotation is used to determine the acting force.
So, if an engine's piston stroke length is only 6 inches, then that means the crankshaft radius is only 3 inches, and therefore means then to produce 1,000 lbs-ft of torque means the piston is actually providing 4,000 lbs of force onto the crankshaft during the power stroke.
A lever of 3 inches is 1/4 the distance of 1 foot.
Imagine if our engine stroke lengths were 24 inches so that the crankshaft radius was 12 inches and providing the full 4,000lbs of force... that'd be 4,000 lbs-ft of torque and we'd be able to operate at even lower RPMs, which means we could have fewer explosions per minute, and therefore have even better fuel consumption.
Love see Scanias 770hp in Pete or KW
Torque is not 'pounds per foot'. It is 'foot pounds'. Foot pounds is a unit of measure of torque. It results from multiplying a force by it's distance to the point of rotation. If you increase either the force or the distance you increase the torque. That's why the unit is foot-pounds. 'Pounds per foot' imppies the unit is pounds divided by feet but it is not, it is pounds multiplied by feet thus giving the corrent name 'foot pounds'. Wouldn't expect ai generated content to understand that though.
Yeah, makes me doubt the correctness of other things in the video. Also 5 days later, the video hasn't had its audio re-edited.
SAE standard J1349, Table 1 lists the units of measure used in the standard as “N-m or lb-ft” for torque
Wise, experienced engineers are warning that EV prime movers are likely to be practically, economically, emotionally, and safety-wise disastrous, if not also environmentally hazardous both whilst being manufactured and in the inevitable percentage of battery malfunctions and fires.
Long live diesel.
Since diesel has been used way longer than any emissions standards of any fuel I think it's safe to say emissions have nothing to do with why diesel is used. If anything diesel emissions standards have been more of a problem than good for the actual operation of diesel engines.
So true
There is a HUGE difference between a automated transmission and a true automatic. Automated transmissions are nothing but a computer shifted MANUAL that also has a computer controlled CLUTCH same as a MANUAL transmission/clutch combo. A automated transmission is what most class 7/8 trucks use. A true automatic transmission has a Torque converter instead of a clutch like a manual or automated transmission. While I am a older CDL holder, I see so much misunderstanding still of the true differences. I see comments like "I need a manual because I need a direct conection to the tires so my jake works best and a automatic does not provide that" while in reality they are talking about a automated transmission which has a clutch just the same a manual, and therfore DOES have a direct connection with the tires. A jake will work exacly the same on a Manual or Automated transmission. A jake can work well on a true automatic, but it required the Torque converter to be locked up to work well, this take a few seconds to accomplish, therefore intial feel is a free wheel sensation. Just understand that Automated and Manual transmissions work EXACTLY the same way, only difference is one does not have to shift the automated. True automatics work thru a Torque converter and function differently.
The problem I have with automated transmission for my job is I drive a smooth bore tanker and have to control the surge with acceleration and shift timing. How would I do that with an automated transmission solely focused on fuel economy, not load management.
Manual mode?
Why no baffles in the tank?
@@andrewdouglas1963 my company bought it used. But food grade tanker have no baffles so they can be properly cleaned out between loads. You’re not always hauling the same product. My tanker was an old milk tanker. But you wouldn’t want a guy to haul a load of milk on Fridays and have some residual milk sit there till Monday.
Automated transmissions have option of manual mode and can be shifted as such. You have as smoot oor even smoother shifting with automated. My experience is on Mack M-shift and it is quite smooth.Never thought I'd like automated transmission but once you learn the ins and outs they are a breeze and make the job easier.
I'm just here to say from the picture of the link to this video, it looked like it was saying why the gas tank doesn't touch the ground. Was like umm isn't this common sense,then I clicked the video and seen where it's talking about the tires. I was so relieved 😅😂. Sorry had a dumb moment and had to share
Just being factual ... @25:50 ... tandem axles in the usa are not powered all the time! Typically the rear axle is powered all the time but the axle in front of it is only powered when the interlock is engaged to power both axles for mud, snow, slippery conditions. Having both axles powered all the time inflicts excessive tire wear and reduced mpg. Trucking companies would loose their shirts if their fleets had both permanently powered axles. Just sayin'
Mmm ,no don't think so!
Not at all, a 6x4 (tandem axle) uses a 3rd differential to deliver power to both rear axles Sometimes with an interaxle diff lock
Yeah, they actually are.
This CZcams is so well made and answers all of its advertised questions so well I wish it could be the model for all of these bad youtubes that I keep having to reject. This CZcams about trucks is #1 in my list of outstanding CZcams efforts.
Thanks 👍
you should read some of the subsequent comments. LOL
"CHROME STACK SMOKING BLACK"...HP Baby!..
The main reason for lift axles is taxes. The truck pays road tax per axle. When light or empty, they raise the axle so they are not taxed on that set of wheels.
I never heard 6x4 or anything like that before about axles. I drove a truck with a 2x4 transmission my father in law owed a truck with a twin stick 4x4. I almost got a truck with a 5x3 transmission we call a truck a 18wheeler by the amount of tires on it. I drove a two axle yard dog seen a three axle one. Pulled a three axle trailer with a tagged axle ( four axles in all on the trailer) and back to the transmission is it a air trip or a twin stick 4x2 and is one of the switches on the shifter a splitter? And don’t go with super 10s I’m lost on them my brother loves them. Me I will take a twin stick or an air trip any day over an automatic transmission. I love floating gears. That is shifting with using the clutch.
Automatic transmission suck the are air actuators driven so if you air low do to backup and moving around to get parked you can run out of air. And I had a stupid truck transmission computer failure that disabled the truck. And my favorite going down hill and the truck up shifts or puts the clutch in so you run up to unsafe speeds before to down shifts and the rpm’s are to high for the engine brakes to work and that is why I stopped training. And the adaptive cruise control with braking does not work with manual transmission. But I love that too nothing like the truck locking up all the brakes on. Ice just because t pit thinks a dark spot under an overpass is something in the road. I seen a picture of a friend’s truck on its side because of it and his daughter is lucky that her head didn’t go out the window. My brother’s company he drives for had a passenger leave the truck because of a hard auto braking accident and the truck landed on her.
@@donaldfuller5058 but let’s mandate it in all new trucks! Gotta love it. I’ve heard many horror stories about these systems and now it’s illegal to deactivate them. I’m not looking forward to having that on a truck.
Anybody notice that much of the driving scenes, especially winter, come from I-90 around Bozeman Montana?
I drove OTR for 7 years, so I'm no stranger to rigs. But around the 10:00 mark it mentions the engine components in diesels being better built. Why not do that for gas engines?
Torque is NOT what allows trucks to maintain speed on a grade. That is HORSEPOWER. Torque is only a force. Unless that force can be produced at a sufficient rate, you'll have to gear UP to maintain speed, which divides down the torque. Horsepower is force times speed.
Torque is needed to get heavy stuff moving, and to climb, without it you are wasting work
I have always heard that horsepower is how fast you hit the wall while torque is how far you move the wall.
And for god's sake, please get the units correct pound-feet! Not pounds per foot! (The announcer, not @jamesanderson2176. I added it here because you were talking about horsepower and torque)
Did hear him say V8s were more expensive because they have 2 camshafts instead one? Can someone fill me in on what big truck diesel V8 has dual over head cams. Just as an aside gas V8 engines that have dual overhead cams have less parts in the rest of the valve train somewhat offsetting the extra expense of the extra camshaft. No pushrods, many do not use rockers ect. thus much simpler valve train.
One cam over each band. There is only one bank on a six, so only one cam.
Older isx cummins(inline 6) have dual camshafts
@@robertarrol4374 My comment was on V8s
@@utooobur copy,should wear my glasses more often🤦🤣🤣
Is it possible to have a long wheelbase truck to have steering for rear axles similar to fire trucks?
That takes two drivers.
They’ve got it. I’m more familiar with military trucks, so google a PLS. That’s a 5-axle truck. The first two are steering axles, the next two are five axles, and the last is also a steering axle. There’s a drive shaft extending from the steering box that operates both the front pair of axles and the rear axle.
Any thing is possible, but always at a cost. Think of the complexity of the steering knuckles on your front wheel drive car.
Pusher and drag axles yes, a steering drive axle not so much.
US law is interesting. They care about emissons in trucks so much, that their beloved V8 is not used anymore, but gasoline V8 in passanger car and pick-ups are absolutely OK
I see a lot of large dump trucks with 3-5 wheels off the ground when running empty.
Im in the us im 105500 every day i got 26 tires and 685 hp
Last year my fuel cost was way less than that because of fuel discount and what is called Fuel Surcharge, it's what the company I'm contracted with bills the customer for fuel. You are off by about 30k
However I didn't run 100k, I ran more miles.