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slowmover · 06-06-2015, 09:34 AM

OA good read. Eighty pages.

As to truck drivers being resistant. This is more the truck company owners shifting blame highlighted by a few stories. A conventional tractor also tends to have a better ride (VERY important) as well as better handling. Built better, and can be specd over a far wider range. And part of that is having serious power unhindered by restrictions in the engine air intake or exhaust path. Giant radiator. No slowdowns due to op temps.

An owner operator can make a net income of $100k or more, but that is dependent on loads, not overhead. At 5-mpg planning average. It was a lot of years before I drove a holy grail truck with 500-HP and a thirteen speed. A truck like that gives choices to the driver a lesser truck is incapable of. And, frankly, the net loss of income isn't overwhelming. What makes a truck driver is tied to how well a truck can do work. In the right hands. Big power and long life. A great ride. And always high resale value. A better tool. Can't run out of gears or horsepower.

A truck with over 2,000-TQ is a world away from the fleet aero trucks. Especially as all of them get older. The sheer variety of types of truck driving is overshadowed by the assumption of warehouse to warehouse by most folks. Or what they might see at a truckstop. There are legions of trucks never at a warehouse, and many never at a truck stop except to buy fuel.

The pride and polish is its own little subgroup. It's hard as hell to keep a big truck clean ($70 week for one wash in 2-3000 miles doesn't cut it), so they're to be respected for their dedication. And never going off-road. Another way of demeaning the man behind the wheel who may be home 1-2 days monthly and who will statistically lead a shorter life. I'm just as likely to laugh at the circus wagons as anyone else. It's like the old hotrod saying of if its slow, chrome it. On a big truck they add more chicken lights and chrome.

Back to topic. Nice to read the change on the van re radiused edges. Says it all in the world of RVs. Horsepower demand.

More importantly, with low ground clearance, the ability to handle crosswinds. Hard to test that, though, with repeatable results. It's easily as important as FE as it can turn over the vehicles, trucks or RVs. And it's a good thing to have in mind in reading this.

06-06-2015, 09:34 AM	#24 (permalink)
slowmover Banned Join Date: Oct 2009 Location: Fort Worth, Texas Posts: 2,442 2004 CTD - '04 DODGE RAM 2500 SLT Team Cummins 90 day: 19.36 mpg (US) Thanks: 1,422 Thanked 737 Times in 557 Posts	OA good read. Eighty pages. As to truck drivers being resistant. This is more the truck company owners shifting blame highlighted by a few stories. A conventional tractor also tends to have a better ride (VERY important) as well as better handling. Built better, and can be specd over a far wider range. And part of that is having serious power unhindered by restrictions in the engine air intake or exhaust path. Giant radiator. No slowdowns due to op temps. An owner operator can make a net income of $100k or more, but that is dependent on loads, not overhead. At 5-mpg planning average. It was a lot of years before I drove a holy grail truck with 500-HP and a thirteen speed. A truck like that gives choices to the driver a lesser truck is incapable of. And, frankly, the net loss of income isn't overwhelming. What makes a truck driver is tied to how well a truck can do work. In the right hands. Big power and long life. A great ride. And always high resale value. A better tool. Can't run out of gears or horsepower. A truck with over 2,000-TQ is a world away from the fleet aero trucks. Especially as all of them get older. The sheer variety of types of truck driving is overshadowed by the assumption of warehouse to warehouse by most folks. Or what they might see at a truckstop. There are legions of trucks never at a warehouse, and many never at a truck stop except to buy fuel. The pride and polish is its own little subgroup. It's hard as hell to keep a big truck clean ($70 week for one wash in 2-3000 miles doesn't cut it), so they're to be respected for their dedication. And never going off-road. Another way of demeaning the man behind the wheel who may be home 1-2 days monthly and who will statistically lead a shorter life. I'm just as likely to laugh at the circus wagons as anyone else. It's like the old hotrod saying of if its slow, chrome it. On a big truck they add more chicken lights and chrome. Back to topic. Nice to read the change on the van re radiused edges. Says it all in the world of RVs. Horsepower demand. More importantly, with low ground clearance, the ability to handle crosswinds. Hard to test that, though, with repeatable results. It's easily as important as FE as it can turn over the vehicles, trucks or RVs. And it's a good thing to have in mind in reading this. Last edited by slowmover; 06-06-2015 at 09:40 AM..