This popped up on marketplace here, No bargain I can see, and NO does Not Run. A REAL Creampuff!! Facebook www.facebook.com If that one was not costly enough, Could get this "Modestly Priced" Iron Sled!! Facebook www.facebook.com
Oh look, an old cabover . . . here come all the guys on FB who have never driven one going on about how great they are, the only thing that could make it better is if it had a Detroit!
What?!!
Well, after you crawl up the ladder the get into the thing, then bang around for awhile wrecking your back, might as well go deaf listening to that awful green turd screaming away down there too!
Ya' gotta speak louder I can't hear you!
Closer to 2k lol
Other than manoeuvring into small parking lots, etc or pulling a transmission, cabovers were the most awkward pile of junk ever conceived—-in my opinion
The only reason anyone bought a truck with a green howler monkey is because they couldn't afford a Cat or Cummins. The cabover craze will die just as it did years ago.
The only people that think a cabover is cool are people who never drove one day in and out or worked on one. The two story ford CL9000 was nothing more than a over designed pile. Because the cab was air ride the cab bushings were in a constant state of replacement. The old Stationary Cabs were just a delight-Mechanic walking around dizzy with a head covered in scabs.
Japanese Freightliners, and Freightliners, Mack F series Ford C9000, or the as above IH 4000 series. Horrid back breakers, hot in summer, wind whistled thru them in winter, deafening regardless engines as next to no insulation. Almost forgot, driver was always first on scene of the accident.
The only good thing about a cabover is the visibility. I will learn where the nose ends, thanks.
Oilfield is full of two strokes, never saw the appeal, no power, noisy, leaked, and now mechanics can't keep them together
Just think...that cabover has no engine...so it's all ready to drop in an electric motor and a pile of batteries.....
Don't forget the part where you have to lay down to change your pants
Two strokes work well in stationary application, But in a truck not so much. Two strokes like to be on the high end of rpm and kept there, the constant variation with rpm plus idle time plus lugging in a truck is not good. I've seen a few run a lot of miles but the driver kept them wound tight by shifting early.
On bikes we called Two Stroke 'Power' being On the pipe, or essentially Wide TF Open.
I remember when congress relaxed overall truck length rules and cabovers weren't favored by legislative fiat any more. You could hardly give a cabover away, value was about the value of cores, minus labor to disassemble it. Only those who have driven one can appreciate how bad the side to side shaking can be. Mine had a walking beam rubber bushing rear suspension, that really made me appreciate my FLD 120 when it arrived.
By the time you get up out of the drivers seat and over the doghouse changing your pants is the easy part . . .
My own has KW torsion ride and Rockwell centerpoint Non power steering
I have a total different memories of trucks than most . Back when i started being around trucks there was alot of cab overs on the road most were in good shape the conventinals cab trucks were not around as much and most of them i was around were pulling lowboys or short haul stuff. I never rode in or saw a cabover that didnt have some kind of rear suspension but there were alot of conventinals that didnt have any rear suspension other than some kind of rubber suspenion. Because of this rummer had it that a conventinal could be made to ride better but that was just a rummer. The Detroit engine was a good engine for the time . You had to know what you were doing to make it work and for some reason every one ran strait pipes on them. I look back and think if i wouldnt have been there doing it i would have never thought it could have been done . The cabover has its draw backs and i wouldnt want one if i had choice. The 2 stroke was ok it did the job i would rather have a cat or cummins but i never had any ecm or electrical problems with a 2 stroke.
You must never had a ddec two stroke lol When your stationary application needs low end power a two stroke is a joke
Nothin like a 2 stroke on a snowmobile..... Brrrrp brrrp
My dad spent some time in a Freightliner and loved it. I drove one a little while a day here and there. That's all I need. Visibility sucked. I learned real fast when you pull up to a stop sign on an exit to turn left, you don't start to turn before you stop because visibility gets cut off real quick with the passenger window so far away.
Before the air powered passenger side windows came along, if you had it cracked the rain ran in while looking for a place to stop.
Old stationary 1951 a friend owns. Was used in early 90's Freightliner ad, better paint then. The engine air filter was factory located in/under the passenger side dash. The engine tunnel is cramped on these models, without some major Franken Fruiter redesign there is really no room for a turbocharged engine. 180/220 was about it.
Remember the No Tilt Cabs, disassemble the doghouse and work across the seats?
Looks very much like the CF fleet I worked on when I started wrenching on trucks and yes they were fitted with the green screamers later replaced by 903 cummins, no air ride no nothin', air start 1 battery for lights, air powered wipers too, don't know many times had to clean the cab out after some poor ba$tard shook loose and set off the big old powder bomb fire extinguishers while bobtailing down the road, still have pictures of my pops climbing in or out of those "GEMS", one of these days I'm gonna get smart enough to post pictures.
I swapped out a Iveco engine that came out the passenger door. The new engine was in a junk truck . The owner payed a guy to go out and start it to see if it was any good. He said he started it and it ran good. I went and pulled the new engine out at the junkyard pulled the old engine it would just fit out the door then put the other engine back in . I got the other engine bolted down and something happen so my brother got it started it was junk. The truck was scrapped after that .
I used to have an old IH 4070 that was basically used as a spare truck. It stayed pretty local. I always heard people talk about how the heat of the motor would keep you warm..... I know for a fact that I froze my *** off in that thing more than in anything else!!! Had a couple of KW and Peterbilt cabovers that had decent heaters in them but that International was a joke.
4070A was horrible, Blendaire in the 4070B/4300, ALL the class 8s was not a great system.
The 4070 had issues with cab cracking, Freightliners it was the rivets on front of cab to tunnel plus the tunnel cracking.
There is a Peterbilt COE in the place where I work at, daddy boss bought it as a project for restoration of some sorts. Will get a picture of it later, but he is only 8 months older than me and ain't as bright as me though. Only reason he has more than me is he was born into the business built by 3 generations ago.
No love for the Detroit's? Man, what are you guys going to do when you get to Heaven and Detroit's are powering EVERYTHING?
Them old Freightliners had a little box heater back under the seat that would keep you pretty toasty going down the road. Only problem was the fan housing would often get plugged up with all the paper towels, napkins, candy wrappers thrown on the floor by the slobs operating them. Had to be a contortionist to twist over the doghouse to the floor behind the seat to clean all that crap out, and God help the poor soul that had to actually change out a broken fan inside the housing. Might have used the F-word many times doing that job. Has anyone here ever mentioned how much we love and respect engineers?
While we are project shopping . . . Facebook www.facebook.com
Take out my hearing aids install plugs
That’ll turn on some PTSD!!
The best quote I ever heard about a Detroit 2 cycle and it was probably somewhere within this forum and it is worth repeating: Detroits don't leak oil, they just mark their territory.
I have only one cabover experience and it was from WA to FL and back, via all sorts of places. A K100 with pretty much the same paint, 350 Cummins pulling a 48' double drop bedbugger. It was handy in the neighborhoods, and that was it.
Problem with my '79 was keeping the dash bolted in place, every screw continually backed out.
Same as old Harleys.
If there is no oil under it there is no oil in it. My 671 would have a lake under it as it was stationary power for 6-12 hours a day.
Thanks guys, all the two-stroke talk has my tinnitus fired up.
Running or Not, Driptroits and the old Shovel Knuckle or Pan heads would drip forever!!
And they all easily started after setting for 10 to 20 years, as long as you refilled the oil first.
That’s not Heaven you speak of….
“If there’s no oil under it, there’s no oil in it.”
Cuss them De-troits all you want, but 50 years from now some will still be running while every electronic engine built by today will long be scrap.
I have said this before they were a good engine that got the job done . Its easy to remember the bad things about some thing and if you dwell on the bad stuff long enough that will be all there is. The last cab over my dad had was a glider it had a 318 . The engine was spotless it was as dry as any engine could be . The only oil it lost was out the spit tubes . The truck was over 20 years old with a million plus miles but it would hold over 60 psi of air for more than a week.
There's a guy that put a Duramax common rail system on a 8v92 and looks like it will have a ton of power. Myself if I get some money or time I have some ideas for a blower/governor delete and an electronic rail, which would fix the huge problems with that engine especially since my blower has a gallon a day external leak.
92 series had DDEC systems, the original Electronic Engine Control, doubtful a Duramax system would or could even convert to fit.
What a lot of people don’t realize is that most of the oil that ‘leaks’ from a 2-stroke detroit is the condensation/oil residue from the air box drains which is normal. The air-box drains have to purge otherwise buildup could be drawn into a cylinder and if extreme, could cause it to hydraulic lock and bend a rod. It is worse with worn liners and piston rings and if they run with no or light load
Ddec still uses the same injector except the electronic control part, so it basically doesn't really get you anywhere and has nothing to do with a Duramax common rail conversion. It's already happened and the engine runs with Duramax injectors, 2 aftermarket ecus, and 3 3gp common rail pumps. Most leaks come from the blower seals from using the air shut down, a runaway, or just because the seals are not that good, the oil coming out of the air box drains is often from the blower. My engine blows the oil that is leaking past them out of the blower block seal area. There is a ton of drilled though ports in the valvetrain area that are copper washer sealed that will leak that modern engines don't have
And again Why? DDEC could tweak 600hp from a OEM 8v92, Really doubt that Duramax system delivers enough especially trying to get that Timed from a 4 stroke to a 2. Will not argue semantics or advances, does not justify the end result.
Why have different fuel systems if they are not better? I won't bother to explain, you can look up the difference in common rail systems compared to 1936 injection systems.
I fished on a boat with an 8-71. Fishing tuna it ran fairly light all day long and slobbered oil out the exhaust. A friend who ran them in trucks years ago told me to run it a gallon low. Tried it and no more oil out the exhaust.
Obsolete.
Just like a flathead.
If I didn't burn up the trans id still be making money on my two stroke. There's a few companies that still have them in rigs making money every day. I'm still glad I changed it for a n14
Hard parts obsoleting or already gone, numerous in salvage yards but dwindling pretty quick as iron prices rise, too low demand to keep around. Are literally none in daily use around here anymore.
Uses too much fuel, the price of fuel/overhead costs dictate as obsolete.
That, and would not come anywhere close to meeting any kind of emissions standards
Their scrap value is more than actual value. I have mine for sale with new injectors for $800, no bites
Why? Because they could. The shop that is doing it is in Missouri. They're building a high hp (greater than 1000hp) engine for competition use to be unique. Not many high HP Detroit engines running in competition pulling and these guys just wanted to do something different. Its like why did a guy p-pump a 7.3L Ford block for sled pulling? Because he could. It took a massive amount of engineering and fabrication to build something that didn't need to exist, but he was a Ford die hard. He hated the fact that a stock 7.3L system can only go so far when the Duramax and Cummins common rail systems easily exceed 1000hp+. The common rail system is exceptionally adaptable. For the 8v92 project, it required 3 CP3 pumps to get enough fuel flow at pressure, and 2 standalone ECMs to fire the injectors twice as often. They've already got videos on YouTube of it running. Just a test stand engine doing a proof of concept run, but it exists. They aren't making a daily over the road engine. This is a unique, one off competition/ show engine. Lots of them have been built over the years, not out of necessity, but desire to have something different.
Feeling nostalgic now…
I for one completely understand that notion. I've built four over the years, and one that was totally impractical. The Mack was as practical as wishing for a heart attack. But on the idea of being different-yes. In the end does it do anything for the person who builds something custom? Yes, they learn. Does it do anything for the average person? No, the majority really don't care and will forget it soon. Which goes back to damn near anything can be built with enough time and money. Does the end justify the idea or need to build it? In many cases no, because if it were practical the original manufacture would have carried on and developed it, what ever that {it} is. As long as the individual doing it learns something and is happy with that great. But in the end it's kind of like building a better pencil sharpener--not much good because very few use a pencil anymore.
As noted money and time, likely short duration lifespan if used to maximum value so still as obsolescent as ever and fewer parts for anyone else when grenades, that was NOT If but when. Worked with guys that built stroker DTs for IH pullers. O-ringed blocks to heads, DD style fire ring liner seals so No real head gasket. If lasted more than three pulls was a good deal!! Fun game to play, grand waste of time and money.
They often die when the block gives way and the whole shebang lifts off. It is a good show!
For a real project---The man or group that works on or builds the first simple working design of a emission system that is reliable is a far better goal. It will require some extreme ability understanding science and engineering. I'm sure It can be done and a benefit to anyone who owns or repairs. Endeavors like that are remembered.
Anything with the EPA Constipating equipment just needs a serious enema and a discard of all the pretty and useless junk, Especially DEF.
looks like a 3406b with jakes. Never been in a pete cabover. But, I've never been in a cabover that I fit in real well. There's never enough room for my feet, and I about fall on my butt getting in and out. I cannot understand the current fascination and popularity of them, guys restoring and making show trucks of them, and some guys making them into daily drivers.
Swung out to step down off a 8664, hand missed grab handle, went in UNDER it, where I lost footing, found myself standing with my arm hung up and facing the WRONG way. Old fella at the shop untangled it, made four words sound OK, "This may hurt some", then snapped my shoulder BACK where it was supposed to be. And YES, I admit, I Peed myself it hurt SO Intensely. Left Arm is STILL rough getting over my head and has some contact issues. NO Cabover ever fit well for 6'2", I can validate it.
Treehouses are for kids
I was not particularly pleased myself climbing up there for the first time in my life in a civilian COE for taking those interior pictures. I'm 6', I thought I missed a step or something getting down or someone uninstalled the steps . Nope no room in there, that's like circus midget type fun there. Here is my idea of a COE I would own before one of those
It has to do with the {Me Too} pattern. As I said before it's a fad that will fade as fast as it came back around. No one really liked them years ago for many different reasons. It's part of this retro old school thought, except no one asked a old school driver what he thought of them during his time. Most cabovers are fatigued, about the second time around repairing a cracked out cab usually is when the light comes on, sometimes not. There are only so many ways to dress up a box, in the end it's still a box.
You can put lipstick on a pig, but...
Here is a classic example. 1972 K125 108" sleeper, NTA370-that's a small cam, married 4x4 gear boxes, with SQHD's 4.44 ratio on torsion bar suspension. That truck originally sold in the area of $31 to 34,000. Asking price $78,500. The NTA370 was not a great starter in cold weather, those married boxes are tough to get parts for, SQHD's were what they had at the time but not great, The torsion bar well that's another story. It's a nice period correct KW, but because it has zero updates it's worth less than $20,000 even as a collector piece, doesn't matter what the paint cost, it's only paint.
I don't think the popularity will ever fade away exactly. But if too many get butchered then they will become even more rare and exotic. Maybe in 100 years when nobody remembers when they were common anymore. Kind of like a Model T or Model A or any used-to-be-common car from that era, or a steam locomotive, or a VW Bug, people remember when they were everywhere and suddenly they all got scrapped because they were too common, except for a few. But it is one reason nobody will make a living with them any more, along with all the other reasons, purchase price too high by the collectors.
It did fade away when weight/bridge laws changed. The only reason any stayed around for this long it was cheap. Wasn't long ago the average price was under 5K. Cabovers got scrapped because no one wanted to drive them. But really it doesn't matter for the reason you can't buy new cab parts and the used are getting picked through those parts have become sky high, fads have a way of eating themselves. Emissions will eventually kill them anyway.
What I meant was their popularity as restoration/classic iron collectibles. As far as revenue, there are absolutely zero here now.
There are a lot them being used in Wa. and Id. for hauling hay now.
That GI Low Cab Forward is no better than the C series Fords and GMs variants. PITA to drive, work on, deal with, and worse than full cabovers as are ahead of the accident gonna happen.
Yes, there are still some hay haulers with them here also. Usually a really long flatbed straight truck cabover with a full trailer. They all look brand new and I don't know where they get them, I don't follow that stuff. Usually a Peterbilt. Hay hauling seems to have different rules.
Only ones using here bought them years ago and are running them out, when done will be officially Done. Frt lnrs, Petes, IHCs, even a few K100s and Two Story Falcons.
This is the kind of rig we still see around here except the truck bed is longer and only one full trailer since this is not Nevada. They all look brand new, you never see an old or tired looking one.
Hope you are not glucose intolerant because Franz still uses these little COE’s. They have one or two in Anchorage which always incites a sensible chuckle when I see it out on deliveries. This picture is a Portland rig.
On the west side, Franz Spokane uses day cab conventional.
Last year for Peterbilt 362 C.O.E. was 2005-starting in 1981. List of Peterbilt vehicles - Wikipedia en.wikipedia.org
COE's still pretty popular across the pond, when we had Volvo rep into the shop at Yellow Freight asked the cat why the hell they would mount the compressor on D-13 engine at the back left of the block basically under the drivers' seat on a conventional, our friendly Euro rep said they were engineered for them damn flipper over cabs.
Apparently the US market is too small for them to think relocating the compressor elsewhere would be a good idea.
Wasn’t Freightliner still building COEs for such as the bane of all trucking JB Hunt just a few years back?
The majority of trucks in Europe and New Zealand are cabovers. Likely due to congested areas and tight turnarounds and narrow roads. After being there and seeing tight corners and roundabouts, a conventional would be cumbersome and unwieldy. Some busses even have all-wheel-steer to get around narrow old-city streets. Another instance where the world doesn’t revolve around North America
The reason for air compressor placement on a DD13,15 & 16 is the gear train is at the rear of engine. It's the design-doesn't make any difference conv or COE.
What are the details on that COE @Spud_Monkey ?
I don't know, daddy boss bought it before I started working there and now the grand plan is for me to help fix it. Guess I will ruin their dream come Monday when junior boss finally shows up to work since he was out Friday. Looks to had a fire inside on front right windshield from what I can see.
I was refering to Volvo D13 not DD13. previous model D12 had compressor rt. front of engine easy to replace or service til some genius decided to "improve" design.
Here is a dandy project-and there are crazy people out there that think a CNT 900 or 1000 Dodge is cool and was a great machine. Note the engine compartment. Two other mechanics shove a broom handle up your *** to squeeze in there. Powered by a 927 cu.in. Super 250 Cummins leaning tower of pizza. Note no room for turbo. Note the fish plate patch on right frame horn. Poor power steering. It does have a dump box so someone on here will be after it. 1974 Dodge CNT 900
Here is another, 1975 359 Pete with a 335. The guy who built it lived in Kendrick Id, he sold it for $25,000 6 months ago with nothing on the back. Was a old log truck. Now it's for sale again {someone wanted to go logging with it and logging gear will be removed. The guy who bought it 6 months ago is asking $45,000 for it now.
Plenty of room there for a a turbo, VERN!!! hand me dat der cutting torch, hold my drink. Gunn giv a to fer one deal of heater and turbo.
Don't botter whit der torch, you just exploder der bomb in dar to maker a hole.
Even show grade around the Midwest are disappearing as too few parts available. That included engines, trans, finals, suspension and cabs. Dear friend has a K100, 1971 I have worked on or around since 1982, truck is currently in his backlot rotting away with a Small Cam 335 that is shot. Been in framed twice, full machining out of frame last time and worn to a frazzle again. RTO 9513 is weak and has SQHD diffs with a multiply welded rear banjo housing cracked several times at spring saddle seats. Antique yes, worth more than scrap, no.
Don't know about that old feller with the moss on the hood, but that sure is one sweet Pete.
This, right here. Backhoe, loader and truck all in one. Imagine the thread on this one . . . Log into Facebook Log into Facebook to start sharing and connecting with your friends, family, and people you know. www.facebook.com
Lol that thing is awesome, wonder if it will do 55
Unimog, MB, multifunction barely function as truck loader or backhoe, a engineers answer to multiple machines.
A friend drove one at work, said it scared the he11 out of him. Top heavy like no other. Ed
This was designed by Ron Popeil or one of his relatives-it slices and dices and wait there's more, get two for only. Someone in the city motor pool here in town roped the city into buying one. Used it once and it was fence rowed, sold at auction for 5 cents on the dollar.
We used a Unimog 20 years ago for snow plowing. It was a “square cab” U1200 (slightly newer version of the one pictured above). We had a 10’ Schmidt multi section plow on it, and for this purpose it worked quite well. However the extremely short wheelbase combined with the height made it feel extremely tippy in off-road situations….it wasn’t uncommon to see one of the rear wheels off the ground during a tight off camber turning maneuver. Problems with the portal axle hubs on long “high speed” (50 mph max) trips. These hold a tiny amount of oil. Large diameter hub bearing has no inner race, instead uses a flange on a very expensive “Mercedes only” gear as the inner race. We rebuilt 3 hubs in our short period of ownership….
It does have a for sale sign on it
The Unimog multifunction is only the kind of thing Defence procurement officials dream up - people with no idea and no experience in the field, nor any experience at using machinery - but with a huge Defence budget to spend on their "committee" ideas.
It's listed on FB in Aniwa WI. For just $13,500 it can be yours. Runs good so they say. Fly up and drive it back to Kansas!
Lol sounds like a good idea!