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FogHelmut posted:$5 mil per truck? Not possible. It doesn't specify per truck.. but I'd imagine if it was a fleet the rules would be changed since a manufacturer isn't going to be running 100s of trucks. Reading it again it seems like it's EIther or.. basically 5mil ins, 5mil bond, or 5mil cash @ the DMV "The Inspiration Truck is registered in Nevada (see their autonomous vehicle rules in detail right here), which requires car and truck manufacturers to have “a $5 million insurance policy, take out a $5 million bond, or make a $5 million deposit or bond with the DMV as proof of financial responsibility and the ability to cover possible liabilities for damage to persons and/or property.”
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May 8, 2015 14:03
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tater_salad posted:Planes fly themselves but still need folks in the cockpit... And then you get people in those cockpits who stall themselves into the ocean.
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May 8, 2015 16:04
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InterceptorV8 posted:And then you get people in those cockpits who stall themselves into the ocean. or the Alps.
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May 8, 2015 16:09
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I will admit I love how each story loves to talk about how many accidents happen with small cars but never the fact that in 80% of all accidents it's the small car's fault. Wonder if I should start pumping these out and selling them to the teamsters?
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May 8, 2015 16:21
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Also, while I'm bitching, I'd like to finally figure out who the dumbshit that keeps dumping "sand" on the loving scale, because I'm going to rear end-rape them with a broom to cure them of their rudeness.
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May 8, 2015 16:29
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tater_salad posted:It doesn't specify per truck.. but I'd imagine if it was a fleet the rules would be changed since a manufacturer isn't going to be running 100s of trucks. Reading it again it seems like it's EIther or.. basically 5mil ins, 5mil bond, or 5mil cash @ the DMV That's also a requirement based on autonomous vehicles licensing being explicitly experimental at the moment. It's pretty fair IMO to ask that experimental vehicles, especially ones that could potentially send many tons of cargo out of control, carry much more insurance than a normal vehicle. Obviously that'll have to change when the technology is ready to go mainstream. I really want to see how one of these autonomous trucks handles some serious crosswinds. I guess in Nevada they'll definitely get them.
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May 8, 2015 17:02
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InterceptorV8 posted:I will admit I love how each story loves to talk about how many accidents happen with small cars but never the fact that in 80% of all accidents it's the small car's fault. Just yesterday i passed a crash on the motorway where a Prius had cut up a truck and paid the price, truck hit it so it was t-boned and then put it into the guardrail. Safe to say the truck won. InterceptorV8 posted:Also, while I'm bitching, I'd like to finally figure out who the dumbshit that keeps dumping "sand" on the loving scale, because I'm going to rear end-rape them with a broom to cure them of their rudeness. The sand from their vaginas? (Is it just some more poo poo to drive through or affecting your weight reading?) wolrah posted:I really want to see how one of these autonomous trucks handles some serious crosswinds. I guess in Nevada they'll definitely get them. I've not driven one with it, but new Sprinters have a Crosswind Assist system to help stabilize them and keep them in the lane. Not sure how well it works, or how much i'd trust a system that could potentially malfunction and send me into the next lane. My van is unnerving in crosswinds, but my friend who drives an 18t rigid truck had his on two wheels the other day in the wind.
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May 8, 2015 20:54
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Mooseykins posted:Just yesterday i passed a crash on the motorway where a Prius had cut up a truck and paid the price, truck hit it so it was t-boned and then put it into the guardrail. They keep dropping sand from their bellydumps on the loving scale, so you start out 120-260 pounds of weight already on the scale.
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May 8, 2015 21:56
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InterceptorV8 posted:They keep dropping sand from their bellydumps on the loving scale, so you start out 120-260 pounds of weight already on the scale. Oh i see. I take it the scale masters don't give a poo poo and don't clean it up? "Not my problem"?
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May 8, 2015 23:43
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Don't they zero the scale before you drive on anyway?
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May 8, 2015 23:56
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75mph up a hill top gear with cruise control pulling a trip axle tanker. I love this DD16. 4.5mpg average empty. 3.3 loaded with 30 metric tons offroad.
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May 9, 2015 16:18
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The new Detroits are all actually really loving good. Between those and the fact that most of the kinks have been worked out of the ISX I'm not sure why anyone specs a truck with a yellow lump anymore.
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May 9, 2015 17:29
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Whether the ISX's kinks are worked out or not, their reputation is shot. So much so that the largest oilfield companies are specing their trucks with paccar engines now. Detroits are only available in freightliners/western stars, Cat engines haven't been available in non-cat trucks for 5 years now.
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May 9, 2015 19:08
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jamal posted:Don't they zero the scale before you drive on anyway?
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May 9, 2015 19:45
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LoL spoke too soon. My brand new trans poo poo the bed. Whichever shaft is driven off the input shaft just ate itself, I think. I'm at 54.837447, -119.150292 Waiting for another tanker to show up so I can unload 35,000L of emulsion. And then another tractor to haul my trailer back, and a winch truck to haul the tractor away. jonathan fucked around with this message at 20:01 on May 9, 2015 |
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May 9, 2015 19:58
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Why don't they just send a tractor to take your load on in its current tank?
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May 9, 2015 20:06
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Cakefool posted:Why don't they just send a tractor to take your load on in its current tank? That would be too simple. Logistics doesn't do simple.
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May 9, 2015 20:08
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Dispatch feels that you can't put a loaded trailer onto the ground. The landing legs will sink. I disagree, but the legs do sit back pretty far. Its still spring thaw so the ground is pretty soft.
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May 9, 2015 20:12
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jonathan posted:LoL spoke too soon. My brand new trans poo poo the bed. Whichever shaft is driven off the input shaft just ate itself, I think. Your dispatcher is currently underlining the words "hard on equipment!" beside your name on the call-out sheet. Could be worse, one of your former co-workers knocked the axles off his truck on a bridge a little further down the odum road the last time i was up there. jonathan posted:Dispatch feels that you can't put a loaded trailer onto the ground. The landing legs will sink. The landing legs on most tankers aren't physically capable of holding the weight. Frameless trailers aren't engineered for the weight to be supported by the rib the legs are mounted to.
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May 9, 2015 20:14
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Powershift posted:The landing legs on most tankers aren't physically capable of holding the weight. Frameless trailers aren't engineered for the weight to be supported by the rib the legs are mounted to.  that's pants on head retarded.
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May 9, 2015 20:48
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Cakefool posted:
I'm sure the weight savings allow them to carry more product, so either someone's done the math and figured it's worth the additional complexity in these kinds of situations or it's just another case of bean counters causing trouble they won't be held responsible for.
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May 9, 2015 21:11
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Powershift posted:Your dispatcher is currently underlining the words "hard on equipment!" beside your name on the call-out sheet. Had no idea! With trimac we filled and spotted trailers all the time. I guess they paid extra for the good legs.
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May 9, 2015 21:49
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Cakefool posted:
No it's simple physics. The landing gear has to be far enough back to allow for the truck to hook up. For a weight optimized tri-drive ready trailer, that puts it nearly in the middle of the trailer.  With 34m3 of water, that's 17,000kg, or 37,500lbs hanging over the front of the landing gear putting most of the load on the point where the landing gear connects. it would take an extremely strong frame to distribute the load well enough to support that much weight on one point. Adding 2000kg of steal to help it cope with a situation it will almost never see robs you of 2,000 liters of fluid capacity on the road. jonathan posted:Had no idea! With trimac we filled and spotted trailers all the time. I guess they paid extra for the good legs. A lot of older trailers were designed for it because hey, why not, diesel is almost free and drivers are cheap and plentiful! stuff like the newer dragon trailers are only 5800kg. no frame, legs connected strait to one of the ribs. If you drop them loaded, they just faceplant and you're out 100 grand.   lookit all that structure. Powershift fucked around with this message at 22:22 on May 9, 2015 |
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May 9, 2015 22:06
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Powershift posted:No it's simple physics. The landing gear has to be far enough back to allow for the truck to hook up. For a weight optimized tri-drive ready trailer, that puts it nearly in the middle of the trailer. Okay, I've never seen anything like that on the road here in the UK, what you say looks correct. E: we have cute little trucks like this 
cakesmith handyman fucked around with this message at 22:51 on May 9, 2015 |
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May 9, 2015 22:48
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What kind of gross train weight are you looking at with those tri-drives and a 3-axle dually trailer?
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May 9, 2015 22:50
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Mooseykins posted:What kind of gross train weight are you looking at with those tri-drives and a 3-axle dually trailer? Depending on front tire size, 53000-56000kg. tridem trailer behind a conventional truck is 46,500kg
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May 9, 2015 22:59
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Powershift posted:Depending on front tire size, 53000-56000kg. tridem trailer behind a conventional truck is 46,500kg Oh right, is the tri-drive for traction on poor surfaces and reduced axle weights? (Preventing road surface damage?) Most of our OTR trucks are 6x2 tractors (25,000kg rated tractor, super singles on steer axle, normal single on push axle.) and a 3-axle trailer with super singles, with a GTW of 44,000kg. 6x4 tractors are usually heavy haulage, or bulk haulers (Aggregates, scrap haulers, etc.) I don't think i've ever seen a tri-drive Euro truck. Always wanted to drive trucks, but the driving hours and pay are poo poo here. Looked at moving to Canada as a driver, but i think you need your licence and experience already, so to move there i have to go back to being a mech, which is a miserable thought. Looks like i'll be sticking with my 3,500kg van.
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May 9, 2015 23:15
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Mooseykins posted:Oh right, is the tri-drive for traction on poor surfaces and reduced axle weights? (Preventing road surface damage?) The closest you'll find to a rear tridem is an 8x4 refuse truck or similar with 3 rear axles, 2 drive and one steer/lift. You won't find them on a tractor because of length limits usually. Also super singles on the front are not common at all, mostly found on 6x4's and the like. Why not fix trucks for a living? Its what I do and pays better than most driving jobs in the UK. warcake fucked around with this message at 23:33 on May 9, 2015 |
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May 9, 2015 23:30
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It's for increased hauling capacity without sacrificing traction. On the highway they use super-Bs which are good for 63,500kg. but only 2 driven axles out of 8 means they suck in ice or mud. we're allowed 17,000kg on a set of 2 axles, 23,000kg on a set of 3 axles with the axle spread of most tri-drives, and 24,000kg on a set of 3 axles with a wider spread. On a tri-drive, the front axle has to be rated for 27% of what the drive axles are, so all tri-drives have super single steers, some tandem trucks have super singles just to support a heavier frame/engine combo, or more equipment. Most trucks here are 6x4. All oilfield trucks have lockers so you can lock each differential, and lock the differentials together and beefy tires, but that's rarely enough. Every oilfield truck carries tire chains to put on to dig through the ice/mud when needed, but sometimes even that's not enough. On a hard day you'll chain up 5+ times. If you're lazy the first time of the day will be on your back in the mud. it's fun, rewarding work when you're not getting hosed with, but when times are tough you're never not getting hosed with. I don't have much because some companies will crucify you for filming/taking pics of anything, but here are a couple gopro videos of some of the beautiful areas we get to work in if you want to live vicariously. https://www.youtube.com/watch?v=0l_sT2z6sNI15 minute drive out into the bush https://www.youtube.com/watch?v=m_AMqBYotcELeaving that same location loaded to 46,500kg, you can see how soft the ground is and how much torque it takes to get moving. like driving on a mattress. you can't shift while moving until you're straight, or the drag brings you to absolute dead stop There's a shift at about 55 seconds and you can see how much the truck is flexing from the torque being put through the drivetrain. https://www.youtube.com/watch?v=So8falUGwz4 The lense makes this road seem a lot wider than it is. We had pilot trucks on either end making sure there was no traffic coming towards us, but there were a couple side roads that joined onto it, so a clear path wasn't always guaranteed. Again loaded to 46,500lbs. I burnt the power steering fluid and baked the power steering hoses to a nice crisp well done cranking up and down this road. Powershift fucked around with this message at 23:49 on May 9, 2015 |
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May 9, 2015 23:43
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warcake posted:The closest you'll find to a rear tridem is an 8x4 refuse truck or similar with 3 rear axles, 2 drive and one steer/lift. You won't find them on a tractor because of length limits usually. There are some tow trucks around here with a single steer axle, double drive and either a push or tag axle out back as well. All the 8x4 refuse trucks i see around here (Usually out by London EcoPark on North Circ.) are normal twin-steer double-drives. I see loooooooads of super singles on steer axles, more on tractors than on rigids, but still loads of them. I spent 8 years as a mech here in London, got sicks of it. Pay was never great and when my last mech job (sub con) was about to vanish the thought of going back to working for someone else wasn't very appealing. Qualified for light vehicle, and not HGV.
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May 9, 2015 23:47
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Powershift posted:It's for increased hauling capacity without sacrificing traction. On the highway they use super-Bs which are good for 63,500kg. but only 2 driven axles out of 8 means they suck in ice or mud. Man, that looks awesome. I get that it's likely far less awesome in snow and mud, but still. I'd love to go do that, and the temptation to move is great, i'll have to keep looking into it. Cool videos, love that out in the wilderness, and that the driving must be quite different many days, as opposed to running over tarmac all the time. What is the pay like for that kind of driving, and is there much opportunity for noobs to get into that?
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May 10, 2015 00:04
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Mooseykins posted:There are some tow trucks around here with a single steer axle, double drive and either a push or tag axle out back as well. All the 8x4 refuse trucks i see around here (Usually out by London EcoPark on North Circ.) are normal twin-steer double-drives. Weird i rarely see any 385 wide tyres up front, but most of the trucks i fix belong to supermarkets. Its the newer ones that will start having 3 rear axles because they can't fit the 2nd steer in on account of the euro 6 silencers being enormous. I know I work with a few guys who qualified on vans and cars, theres a serious shortage of hgv mechanics and once they get their heads around air brakes and the miles of legislation that goes with the industry they do alright. One local skip/waste firm was offering 40k+ a year basic to work in their own workshops (which i would snap at but i've seen the state of their wagons and workshop) I've been seriously considering working at a bus garage in london, they seem to pay around £18/hr.
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May 10, 2015 00:04
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warcake posted:Weird i rarely see any 385 wide tyres up front, but most of the trucks i fix belong to supermarkets. Are they 4x2 or 6x2 tractors? I see more and more super singles. Even starting to see them more on 8x4 tippers, but i think that's franchisees speccing up their trucks. Learning air brakes and new stuff isn't an issues, just that towards the end of me working in that trade the novelty and fun was gone and it was just more and more bullshit. Granted, much of that was down to my particular job. The other issue for me was keeping up with technology and diag in particular. For cars, unless you're in a dealer you don't get constant training to keep you up to date, and you don't have all the diag gear. Getting cars in with fibre optic comms lines, and no means of testing them, let alone replacing them. Limited diag and testing info. Common rail isn't new technology, but short of a main dealer machine there still isn't much info available on diag machines. Getting cars with long starts and the diag wouldn't read rail pressure unless the engine was running, so couldn't check for leak down or cranking pressure. What part of the country are you in? Didn't know bus garages paid that much. Pretty sure they're a loving nightmare to work on, but you'd always be busy.
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May 10, 2015 00:26
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Mooseykins posted:Man, that looks awesome. I get that it's likely far less awesome in snow and mud, but still. I'd love to go do that, and the temptation to move is great, i'll have to keep looking into it. The pay is pretty good, but with the price of oil in the shitter the jobs pretty much dried up. it's still fun in snow and mud, just a little more difficult at times. When everything was busy, companies lowered their hiring requirements from a class 1(truck + trailer) with no tickets or accidents to class 5(car) and 3 tickets. Hauling fluid of the road gets too bad they shut us down becasue 10 trucks piling up everywhere is bad news. there are a couple situations where they have a cat there to pull us in and out, but that's not very common these days outside of the drilling and completions guys. Highway and traffic and set routes gets really boring really quick, to the point where you start losing days of your life because they all blend together. a different road every few days with different scenery keeps things fresh. Even the same road 30 times in a week is fine if it's challenging enough.
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May 10, 2015 00:34
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Mooseykins posted:Are they 4x2 or 6x2 tractors? I see more and more super singles. Even starting to see them more on 8x4 tippers, but i think that's franchisees speccing up their trucks. Mostly 6x2 but some 4x2, i'm pretty sure 6x2 is only used because it is less road tax. I'm in a main dealer near london, and I work on plenty of buses already and coaches already. They are giving 5-7 year powertrain warranties on buses nowadays. Its just like a truck only you can't get to any of it! Enjoy doing all your engine work through a hole in the floor!  Newer trucks are just about catching up with cars in complexity, we are having to put men in vans to go to customers yards to diagnose faults for them because their guys can't keep up. I use a laptop with 99% of my jobs nowadays. Thank gently caress the independent front suspension volvo made isn't coming to the UK trucks, but we will soon have dual clutch gearboxes to fix. 
warcake fucked around with this message at 00:44 on May 10, 2015 |
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May 10, 2015 00:40
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I enjoy trucking out here in the patch the most during insane blizzard conditions. -35 and wind and poo poo. I guess its an ego thing.
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May 10, 2015 00:59
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Powershift posted:The pay is pretty good, but with the price of oil in the shitter the jobs pretty much dried up. it's still fun in snow and mud, just a little more difficult at times. When everything was busy, companies lowered their hiring requirements from a class 1(truck + trailer) with no tickets or accidents to class 5(car) and 3 tickets. Yeah, i've read that the boom has hit a dip and left a lot of people in the poo poo job-wise. Still something i want to look into. I'm sure what all you guys really want is an arrogant English oval office driving a truck and generally being a noob at it all. I like the sound of the mud/snow challege, i love all that poo poo. I like that in my job (almost) every day is different. Different places, different routes, etc. My last job had more variety, but i now have few customers of my own and often go back to the same sites for drops. Some are pretty good, easy journey there and back and decent more. Others are loving awful, and i can't wait until they finish those site and move to the next so i don't have to sit in traffic for 4 hours wanting to blow my (tiny) brain out. My plan is to get someone in to cover all the work i do now and i can go do runs through Europe and every day will be an adventure and different. We'll see how that actually turns out though. warcake posted:Mostly 6x2 but some 4x2, i'm pretty sure 6x2 is only used because it is less road tax. Interesting, didn't know that road tax played a part in it. I see a lot of supermarket trucks that are 4x2s with 2-axle trailers, but i think part of that is for access in London. That bus don't look a lot of fun, but i think London buses will be wose as they're transverse and packed in there. Why don't you want the Volvo IFS to come here? Surely you deal with the same or worse in buses and coaches? Watched a video on their dual-clutch box, looked pretty good. Coupled with an FH16 750 that would be immense. Seen a couple 750s on the road. One was an 8x4 STGO Cat 3, the other was a 6x2 owner-operator who looked very pleased with it, and had also covered the truck in the entire Kelsa catalogue and a set of Alcoas. (Did you edit the location in that post?)
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May 10, 2015 01:15
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Mooseykins posted:Yeah, i've read that the boom has hit a dip and left a lot of people in the poo poo job-wise. Still something i want to look into. I'm sure what all you guys really want is an arrogant English oval office driving a truck and generally being a noob at it all. I made the location a bit more vague but whatever. The IFS isn't coming here because they can't make it work with RHD for the time being. A bus has IFS but the suspension is set back from the steering gear and has a steering box as opposed to having it all rammed into a sub frame with a rack. Plus not having any engine components obscured by any of the front suspension on a bus. Transverse london buses are actually a bit easier because standing at the back lets you access the whole length of the engine, and the rear bench comes out so you can get to both sides of it easier. The auto boxes in those have some sort of insane 90 degree angle drive coming out of the back and the shortest prop shaft going to a diff thats about 12 inches from the O/S wheel. The dual clutch gearbox is already based on proven technology with the I shift gearbox, and that is already miles ahead of the competition. It changes gear pretty quick as it is without having 2 clutches. The newest Fh16 750 is awesome (and is now twin sequential turbos)
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May 10, 2015 01:37
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warcake posted:I made the location a bit more vague but whatever. Don't worry, i'm far too lazy to come stalk you at work. warcake posted:The IFS isn't coming here because they can't make it work with RHD for the time being. A bus has IFS but the suspension is set back from the steering gear and has a steering box as opposed to having it all rammed into a sub frame with a rack. Plus not having any engine components obscured by any of the front suspension on a bus. Ah, makes sense. Never worked on one, only see those promo cutaway pics, and a handful of bare bus chassis on trucks going to bodybuilders. warcake posted:Transverse london buses are actually a bit easier because standing at the back lets you access the whole length of the engine, and the rear bench comes out so you can get to both sides of it easier. The auto boxes in those have some sort of insane 90 degree angle drive coming out of the back and the shortest prop shaft going to a diff thats about 12 inches from the O/S wheel. Oh, i see. I didn't realise there was so much access. A friend of mine used to work at a local bus garage a few years ago, he seemed to like it but then moved on to trucks and plant. I deal with Propshaft Services in Heathrow (you may do as well, since there aren't many prop places around) and they have some cool stuff in there, enormous propshafts and universal joints. Pretty impressive when you see one twisted off. warcake posted:The dual clutch gearbox is already based on proven technology with the I shift gearbox, and that is already miles ahead of the competition. It changes gear pretty quick as it is without having 2 clutches. The videos of it looked good. Have you ever dealt with/driven a semi-auto with clutch? If so, how do they work? (Clutch only for pulling away?) I see Mercedes now have an interesting torque converter with an attached dry clutch (Turbo Clutch i think they call it.) which looks to be an interesting advance. 750 content: Hooooooly poo poo that looks good. Mooseykins fucked around with this message at 02:09 on May 10, 2015 |
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May 10, 2015 02:06
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Mooseykins posted:The videos of it looked good. Have you ever dealt with/driven a semi-auto with clutch? If so, how do they work? (Clutch only for pulling away?) I see Mercedes now have an interesting torque converter with an attached dry clutch (Turbo Clutch i think they call it.) which looks to be an interesting advance. Yes! Something like 95% of all new volvos are semi autos with clutches. It's basically a regular manual gearbox with a regular clutch plate but a large air operated release bearing. It has no syncros and the shifting is controlled with electrics and air pressure. No clutch pedal but drives exactly how you would expect if you were operating the clutch yourself. Ie not retarded at low speeds. It does all the rev matching on downshifts etc. Newer ones are linked in with GPS and it'll remember where the hills are to give a better shift strategy. Just put in in auto and off you go. Even has a tiny wet motorbike style clutch for the counter shaft brake. That mercedes one looks like its a combined clutch and retarder which is interesting. Seems like it uses the torque converter to pull away then dry clutch once you are moving. Dayuum the new Actros SLT is sexy 
warcake fucked around with this message at 02:37 on May 10, 2015 |
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May 10, 2015 02:33
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