Why European Trucks Have Up To 770 HP And US Don’t

čas přidán 31. 03. 2023
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Why European Trucks have up to 770 HP and US Don’t

Have you ever wondered why the semi trucks in Europe are available with these massive engines such as the Volvo D16k with 750Hp and 3.550 Nm and the Scania V8 770 hp with 3.700 Nm.

Where in the US, engines only have a maximum of around 605 hp and 2780 NM, even though they look so much bigger?

There are several reasons why truck engines in Europe are somewhat larger and more powerful than in the US, so let's take a look at them

▬▬▬ The video ▬▬▬
00:00 Start
00:41 HP Vs. NM / Lb-ft
01:16 Trucks in
EU vs US
01:36 The engines in US
03:42 The engines in EU
05:17 Weight rules
EU vs US
07:03 Landscape and
EU vs US
08:18 Reputation And

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Why American and European Trucks Are So Different: • Why American and ...

Why Scania Made The V8 - And Kept It
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    • Engine torque doesn't matter. It's always about horsepower. You can gear for torque. That's the entire point of gears.

    • Why the mixed units? Hp and Lb-Ft go together, and so do kW and Nm.

    • How much HP does a Tesla Semi have ?

    • 7:52 To Truck Tropia the EU and the continent EUROPE are NOT the same thing.

  • Important to note that those EU tons are metric tons. 44 metric tons is about 97,000 pounds, or 48.5 US tons. The whole video would have been a lot clearer if it stuck to consistent units. Coincidentally, a UK Imperial ton is much closer to a metric ton than a US ton.

    • ​@Stefan Hundhammer and UK Bridge heights. I know they also post heights in metres but I wish I wish measurements in feet were finally dropped. As I understand it, the change to metric was 1971.

    • what a mess

    • And there you have it - why the entire world should stick to metric and SI-units instead of random imperial systems.

    • @Stefan Hundhammer None of them use the Imperial system, though. The US uses USC measures (which are not the same as, though often are very close to, Imperial ones), Liberia and Myanmar have not officially adopted the Metric system, but use a mixture of metric and local customary measures, which are (again) not Imperial.

    • @A Van Called Rupert metric and imperial where it suits us

  • Being a Norwegian I think maybe the Swedish trucks are better equipped to the arctic weather and terrain up in Scandinavia and we usually buy more expensive trucks as well. I'm sure the cheap and less expensive trucks around the mediterrainean is well equipped for that terrain. We have troubles in Norway every years truck drivers from southern Europe underestimating the harsh arctic terrain and passing the border without chains in winter weather.

    • Shame on the mess. I'm sure you don't have drivers wearing flip flops.

    • @MajorMagers I am very happy to have the golf stream protect us Nordic countries from suffering the pain of our actual latitude thank you!

    • have you seen the ice roads of canada? that is some crazy stuff.

    • Yep im from Lithuania and our company started cutting wages and firing people for stupid reasons. Instead they hire people from Uzbekistan, Kyrgyzstan and India. They agree to work for food and on any conditions.

    • @Simon Kolar Corporate greed indeed. Where I live in Sweden it is a problem every winter. Not with the drivers as much as the trucks their employers send them here in. No snow chains and no winter tires, but worn out summer tires with rubber hard as marble. So far I have seen 4 in a ditch and I have pulled 2 more loose for getting stuck on a flat parking lot (with a lot of packed snow).

  • As a german, I have to point out: There might be more powerfull engines available, but not many trucks have them. If you drive onto the A7 (Autobahn) at the "Kasseler Berge" (Kassel mountains) near Kassel, you often find trucks going no more than 30 kmh / ~18mph even though they are allowed to go 80 kmh / ~49mph by law. They crawl up the steep roads because they cant go any faster. Normal trucks, used for day-to-day transport outside the apline area are mostly equipped with engines with less than 500 hp because the bigger engines will consume more fuel without shortening the travel time to any significant degree.

    • As an eastern European i have to point out that most trucks run low on weight and full on volume. And unlike Scandinavia here we have mountains to cross, it's not flatlands from port to main city and the trucks are fit for the job. They have higher weight limit in Scandinavia so they have the flexibility to try to cover the losses and use the trucks in creative ways. Two containers on flat land from port to city, it's a great way to use that high power truck. It can pull up in the mountains but ... no. That doesn't really work and never will, when you see the train passing by you trough the gorge loaded with shipping containers while you have just one ... trucking in the mountains is not worth the trouble

    • Ah yes the a7. The bain of all truck drivers. Cant wait till the new autobahn from kassel to the a4 is finished

    • Not sure if the "Pommer" counts to the "Kasseler Berge", but i have seen a lot of broken down trucks and some that were on the brink of death going up that hill. I mean even my shitty 2020 Ford Focus has trouble going up there :D

    • We once went about 10kmh there when my father tried towing a caravan uphill with a 65hp Golf 😂

  • I love it when people don't know the difference between the EU and Europe.

    • @Cynical Sayonara I'm not here to educate you. I'm afraid you have to do this on your own time. But you don't want to. Or you would've gotten informed I stead of posting uneducated comments on CS-tv. So what's your point to begin with?

    • @Erlkönig Well, that answered nothing. Thanks.

    • @Cynical Sayonara Well, you've said it. You don't understand it because youre ignorant to the subject. This would apll6 to any given subject. If you'd know more about it you'd see what the "big deal" is. ...oversimplification is usually not very helpful.

    • I don't really. What's the big deal? Europe, a continent comprised of many countries. EU, A union comprised of many European countries. What's to love here?

    • I find it rather sad.

  • As others have pointed out, Scandinavia is the only part of Europe where those massive weights are common and not limited ton special oversized transports. A larger engine is usually more efficient and durable with extra heavy loads. The vast majority of European long distance trucks are specced in the 400-500hp range. Thats not to say American manfuacturers didn't have giant engines for special applications in the past. Stuff like the Detroit 12V-71, Mack E9 and Cummins KT

    • @Ryan Ehlis Those old Detroits were loud, no doubt about that. But they didn't smoke much if the pumps were left at factory settings. Unfortunately, not many pumps were left alone. Some companies actually turned down the pumps. But most of the time, they were "tweaked" for more power and smoke. I am sure younger EPA officers would have a heart attack to see on of those old Jimmys or Detroits running the gears with a heavy load. Or the old Maxidyne Macks! Lordy how those old beasts did smoke.! They looked like Union Pacific's old 4014.

    • @Ron Fullerton noise and smoke! L

    • @Bigdaddystep I worked for an outfit in SD, we grossed 148k with 13 axils.

    • It may grow if you see Scania being used in mines

    • @Robert Ryan Scania do still have a presence in the US . But is purely supplying municipal bus chassis , axles & engines to body builders for bus & RV applications. You will never see the Scania badge on any of them either.

  • Also another note, these high power engines aren't used in day-to-day transportation. The regular 40 ton trucks that transport goods usually have weaker engines at around 450~550 HP. The powerfull 750HP engines are only really used in heavy haulers that carry super heavy loads like construction parts that need special permits and sometimes even closed off roads

  • He missed one, if not the major reason for European higher power, speed limits and limiters. When the 90kph (56mph) limiter was introduced this was the spark to much higher hp. In the US you can drive at 70 mph +/- depending on state on the flat, so if you loose speed on the hills the driver can soon make it back, in Europe the lower speed limits and limiters means you must try to maintain speed up hills, because you cannot recover the lost time on the flat.

    • @TJ Roelsma It's not that Volvo and Scania are competing for that silly sh*t. They have the scope in their engine and some parts of the EU also needed that much power. I bet that either Volvo or Scania will introduce another more powerful version of their engine. And having more regulation means it's in practice. Most USA semis are old thus the emission regulation is useless here. Even emission standards, it's mostly followed in the EU.

    • @TJ Roelsma do they need to scrap trucks after some years? I live in Brazil and although in roads you mostly see newer trucks, you can find very very old ones on smaller cities and roads, like made in 70’s..

    • @Eef Neleman Actually in my country (Singapore) my family car (going just under 100km/h) once got overtaken by a bus from neighbouring Malaysia since I don't think they have the electronic speed limiters (set to 60km/h/~37mph) that my country requires for heavy vehicles (above 3 tonnes I believe) registered locally

    • @TJ Roelsma is it true that the older trucks are exported to countries with less strict emissions rules, like places in North Africa, as I’d expect?

  • The big HP engines are developed mainly for Sweden and Finland trucks. The Trucks here are much longer and heavier than the rest of Europe and US. But still, you really never need moore than 500 HP, but it can be better for fuel efficiency with a bigger engine sometimes.

    • I’m from Australia. Enough said

    • @SJR Shhh. American greenies insist that smaller engines are better. Most don't understand that bigger can actually be more efficient.

    • actually in Finland minumum for 76 ton truck is 540hp i think, and those are very sluggish with that weight. A more common truck they use for the 34,5m long trucks is the 590 V8. Sometimes they opt to pull the 34.5m long truck but with 60 tons using the smaller 500hp engines.

    • And thats why the new Super series engines hit the spot with 420,460,500 and 560 bhp range. I expect Scania to sell a lot of those. My best guess is 460 to be the real winner.

    • in Germany you also have them sometimes for special operating companies - with extra sizes

  • Up until 2018ish, 700+ HP tractors were quite common among the companies hauling sand, aggregate, blacktop, etc in my area, mostly because emissions compliance was not enforced, and tuned and deleted exhaust aftertreatment was overlooked, but not anymore.

    • I worked in the North Dakota oil fields some years ago and I was surprised at how many truckers were running returned trucks pushing way above stock power and still getting way better fuel mileage at the same time just by deleting emissions compliance components and tuning parameters.

  • Sou brasileiro e aqui usamos caminhões europeus pois os americanos são problemáticos e não suportam as condições de trabalho no Brasil e o Scania v8 é uma experiência única aí se conduzir... Torque plano e em rotações baixas aliado a pouca vibração fazem da condução uma experiência única

  • Meanwhile in Canada, we're using American trucks for much hillier terrain. The only flat-ish sections are from mid-Alberta, through Saskatchewan, to maybe halfway through Manitoba. Whereas everywhere else has numerous hills and mountains. Not to mention a lot of trucking companies in Canada pull super-B's (b-trains/b-doubles) over all this terrain. I wish we had more powerful engines. Would make running through the mountains so much easier.

    • Meanwhile in Australia we will continue with our 50 metre long, 13 axle road trains forever.

    • Import a Scania 770 then :)

    • You do realize why it’s like that right? The increased power would make it worse

    • @123devinzz1 you must have been up gros morne national park. Scary place but beautiful.

    • Stop buying farmer trucks from the the US and focus on VOLVO and SCANIA from Sweden. This will increase your productivity during winter time. These trucks from VOLVO and SCANIA was designed from bottom to top to deliver 100% in any arctic conditions in Scandinavia! Truckers in the US are only experts in driving paved Highways!!!!!!

  • The comments here are worth reading for the variety of responses and opinions. The consensus seems to be that for most of the EU and most of NA the majority of trucks hauling the most common freight are in the 400-500 HP range, with bigger power in some places for bigger loads. Most of us folks here in NA have curious interest in trucking in the EU as it is quite different from our experience, and it seems the same from the folks in the EU. As a 40 year driver and retired small fleet owner I think most NA drivers would struggle to adapt to the EU ways ( lower speeds, less geographic area ) and I'm guessing a lot of EU drivers would like a spin in my 2000 Peterbilt 379 with the Cat 600 (hobby trucking now), easing across Montana, Alberta, Colorado, or Texas on a nice spring day or a cool fall evening. For us over here, it doesn't get much better than that, in this old skinner's opinion. To all on the road, no matter which continent you are traversing, drive safe and make it home in one piece.

  • In the states it’s quite common to repower a truck with older engines to get around emissions restrictions, it’s quite common to see trucks that are 20 years old with brand new 700+hp power plants like the C-15/16/18, K19 etc for applications that make it cost effective. Even brand new trucks are often available without an engine for the end user to put whatever powerplant they prefer in it.

    • @Claas I would guess that regulations require mirrors on trucks in North America. My company is using both. Tesla probably has an exception, just like how they can also run heavier.

    • @John Smith In Europe they started with cameras in 2014, currently it is very common to see trucks without mirrors, in the USA I have never seen one without mirrors, in the USA now the first generation has arrived, in Europe Mercedes and DAF are already in the third generation

    • @John Smith mate, but you are over 10 years behind, the new cascadia has used the same cabin and chassis since 2007, the mechanics are from the mercedes actros of the year 2011 (in detroit with lower quality) with the screens and software of 2019 and so on All trucks, Paccar in the USA does not sell its best engine, which is the 530hp engine, launched in approximately 2010, I return more of the same and so with all brands, we are both colleagues but my actros mp5 edition one with 630hp is far from the best American sold in the USA. The problem in the USA is the mentality, I spent some time in TEXAS, after spending a week there I realized that no matter how good the European is, the Americans are going to continue in your trucks. Whenever you want, I invite you to look for videos of the Daf XG+ and then compare it with the new T680, the difference is insulting, the quality of one does not have the other, it shows that Paccar invested a lot in the Daf.

    • @SJR Trucking corporations don't care about style. They buy the trucks they think will give them the best efficiency. It's why trucks are covered in plastic these days. They're ugly as it is.

  • In the UK weight limits are largely based on the number of axles. They are from 3.5 - 7.5 tonnes and from there up to 18 tonnes with two axles. Rigid trucks with three axles can run up to 26 tonnes and with four can gross up to 32 tonnes. Artics (tractor trailers) can gross out at 44 tonnes with six axles. Then there are the STGO, or Special Types, General Orders trucks that, for instance, can carry loads of 100 tonnes or more. These might carry locomotives or similar. In Britain, historically, truck makers had much in common with their US cousins in as much as they used proprietary components by manufactures like Rolls Royce, Perkins, Gardner or Cummins. Kirkstall, Eaton and Turner used to make gearboxes and axles. On the continent most manufacturers were vertically integrated but of late, ZF have taken over much of the transmission market. Before we joined the EEC, or EU as it became there was relatively little trade between Britain and Europe but it was quite common for trucks to drive over the Alps from Germany to Italy or Italy to Spain so powerful engines and sleeper cabs were common as trips could last several days. In the UK owners preferred low revving engines that would last a million miles between rebuilds. The likes of Volvo and Scania introduced leasing to the market so vehicles would go back after 3 or 4 years and after 10 years would end up in Africa. In contrast, British trucks would quite often work for 20 years and then the engines, especially Gardners, would enjoy a second life as generators for traveling fairgrounds or powering Junks around the coats of China and Malaysia.

    • @Robert not until a mandatory motorway test for car drivers is introduced, the standard on UK roads is atrocious now.

    • UK should allow b-doubles.

  • I used to work at a Volvo reman plant. Before shipping to the client we hooked up the engines to a dyno. Watching the mighty 16 litre going full speed under heavy load always gave me goosebumps

  • I can safely say that most EU trucks are 500 HP too. I've worked in hauling company and entire fleet were ~500 HP trucks. A guy I know who worked in Girteka(largest EU haulier with over 9000 trucks!) are also operating mostly 500 HP trucks. There're some special trucks for special loads that need those 700+ HP but they are not that common in wider EU.

    • @Alexander Källberg the gear box is a torque multiplier. With higher RPM you can grab higher gear ratios. If you want to know which puts the most torque at the wheels. You look at horsepower. So forget engine torque. It's the HP band that matters. The reason these trucks have huge torque numbers is totally different, it's because of fuel efficiency and wear. It has nothing to do with towing ability.

    • Talks about Girteka, the worst drivers of Europe.

    • Girteka... the same as Swift😂

    • @Marcio Ceia it is true

    • Not common ! Not true . My friend buy for himself the new truck 770hp !!!

  • I had the fortunate tast of driving a Volvo FH750 and holy moly it can pull anything. It was a totally different beast to what I was used to.

    • @AltBlechAsyl_CS Is the reason for American trucks in Australia because the country is largely flat. Less power needed due to not many mountain ranges despite Aussie trucks being so long ?

    • @AltBlechAsyl_CS Sorry i know i am ignorant about Australia, but isn't it more or less flat ? Hence the smaller engine American trucks. I do known those Aussie truckers pull huge loads. Please educate me if i am wrong.

    • @honda900000 Therefore Kenworth makes Australian Trucks, built in Australia. 😉

    • @AltBlechAsyl_CS Australia is such a small and special market. No European brand will make a special truck for Australia. The European brands have enough power and gearboxes to pull everything, but they will never build something own for Australia. Australia doesn't count for European brands in anyway. You need to use what the world brands give to you.

    • @AltBlechAsyl_CS in Australia the euro brands sell more than american ones, in new zealand scania has the too market share, volvo are top in sa and they dont sell euro trucks in canada mexico or the us

  • as an ex driver, the reasons are exactly as i expected from my experience and watching vids from Europe. when i drove truck they were sometimes underpowered for the job i was doing but you make do with what you have

  • In Denmark and other countries, 82 ft, 60 ton "road-trains" have been allowed. Denmark is currently testing 105 ft, 80 ton "road-trains". These articulated semi's have to follow assigned roads, and are not allowed on small roads or in towns and cities.

  • American truck driver here. I own my truck and trailer. 2015 freightliner Detroit 15 liter set at 525hp/2050lbft (2780nm) and a 13 speed manual transmission. While many Yank owners will also customize their trucks to stand out, I like mine being a simple, clean, shiny black; and my trailer matches. For my European counterparts, I'd you get the chance to visit my country, come to an American truck show, go to the world's largest truck stop in Iowa, maybe rent a caravan and drive across our massive country. It's beautiful

    • ​@fhhsvnggbh You really don't know what you're talking about. It's nowhere as bad as it's made out to be.🤣

    • Mid american truck show in Louisville ky, walcott trucker jamboree in walcott ia and big iron classic in kasson mn. Some of the best truck shows in the USA.

    • European truck driver here, thanks for the invite,but id rather stick to trains when trying to enjoy the views

  • The majority of European trucks these days have a 13L engine and are in the power class of 500hp and below. There are a small number of more powerful ones for special purposes or for show, but over 700hp and above is really very rare. The weights are higher in the Nordic countries than in other European countries, especially in Finland 68 - 76t (132200 - 167500 lbs) HCT combinations. The lengths of the combinations are more than 34m (113ft), two semi-trailers, 11 - 12 axles, but even then the power is generally only 460 - 540hp, rarely even 600hp.

  • I'm from Ireland and I wish we had the USA style with the huge sleeper cab because ours are tiny with no space but the bull nose cab whould be hard to drive here because of how tight our road's are and pulling out from somewhere with so much sticking out in front whould be a nightmare

    • @david roberts drove a cabover once and didn't like it. Unfortunately I'm the US for the most part they're not around anymore. But I still would much rather drive a long nose peterbilt than a cabover based on my one time experience. Cheers 🍻

    • @Rigo Rangel long nose is efficient for bumps on the road but that has to do with suspension/cab design also- I drove a Renault Magnum cabover with full air suspended cab- amazing how smooth it was compared to a standard hood cab of the US. and that was a '95 model, I can imagine how much better the ride tech has become. full air suspension + full air cab really makes a nice ride. US truck has only rear of the cab air ride and hinges on the frame on the front.

    • Come to Australia and you'll see a mix of both.

    • Don't need huge sleeper cabs in Europe because Europe is so densely populated, never far from services

    • @awuma all over Europe, but nor down many roads near me where even long rigids have trouble, so big deliveries go by the aforementioned urban combos. 2 axle tractor and 20ft single axle trailer

  • Great video. In Australia we get both American and Euro trucks. The best of both worlds!!

    • @Jan Stromback And Mack.

    • @Joakim Jonsson They have several options for engine's and transmission, they also use Volvo D13 and I-Shift in their Volvo trucks.

    • You run road trains with 2 engines, often over 1000hp from memory.

    • @Joakim Jonsson Volvo bought White trucks to get into the US market, how much they have changed through the years is another question.

    • @ANATOMICAL MACHINE But the American Volvo trucks have very little in common with the EU ones. They don't even share engine and gearbox

  • There's a bridge collapsed here in Indonesia 2 decades ago in Indonesia. Upon an investigation, the police found out that one of the trucks had a total weight of 200 tons! Yes, Japanese trucks in Indonesia can even pull 200 tons easily while the regulation for the axle load is bassically limited to 14.2 tons per axle.

    • You would need so many axles and tyres for that it would look totally stupid 🤣

    • @xXYannuschXx there are plenty of videos from China showing these 180-200 ton loads on a single,super long trailer, while the trucks pulling are rated for much much less weight

    • @xXYannuschXx So many corrupt officers like stop the truck and ask for money. For the truckers it's a good idea to load the truck as much as possible in one trip to make the trip feasible. These overloaded trucks roaming around and destroy the road. Not even concrete pavement withstand their load. In one or two years, the national or provincial road needs rehabilitation, eventhough concrete pavement was designed to last for 20 years.

    • How do you even get the idiotic idea to load 200t in a single truck?!

  • One thing is digital tachograph used in EU. You're allowed to have 9 hours driving time and digital tachograph tells every minute you have been driving. In certain trips 750 HP engine is over 30 min faster per trip than 500 HP and that might make it possible to change driver drive two trips in day.

    • @Mehdisol some of us Yanks learned that EU truck speeds were limited back about 20 years ago when Daimler-Chrysler started using the medium duty MB G56 transmission in the 3/4 ton and up diesel Ram pickups. Once you got above 62 MPH (100), you were getting high in the revs. They finally put a higher 6th gear in it later years.

    • @Anthony Kaiser in France truck are limited to 90km/h max...

    • electronic logging is mandatory in the US too. And US speed limits are much higher, most states let trucks go the same speed as cars, which is 75mph in a bunch of states, and Wyoming, Utah and Nevada have 80mph speed limits with no lower limit for trucks (Idaho and Montana have 80mph for cars but 70mph for trucks). Though most major fleet operators limit their trucks to 65 or 68mph, but there is no government mandated limiter like there is with the 90km/h in the EU.

    • Most lorries in the eu are restricted to 56mph

    • But EU speed limits for trucks are much slower. In some states, trucks are allowed to drive at the same speed as the cars. Think 120 km/hr.

  • With reference to your EU weights, its most common to Run at 40tons in the majority of Europe and 44 in the UK, the higher Gross weights are less common and usually come under special restrictions for abnormal loads or like in Scandi countries with timber haulage

    • @Nick Lubatinsky Well then try the Autobahn in Bavaria. There you'd go up and down like in an Rollercoaster with steep climbs and descends. Hence almost every truck in Europe has retarders, the Jake break wouldn't be enough ^^ It is (based on my experience) extremely rare somebody is break checking you in Europe. The most common fails of car drivers to truck drivers is pulling in front of the truck closely. Mostly b/c the car moron want's to get on the Autobahn and don't mind the truck driver. But it is more about ignorance as about being malicious like someone is at break checking...

    • @Bruce Carbon Lakeriver It’s quite steep for 4 lane and more autostrada ,autobahn, interstate type of motorways especially during holidays, weekends or weekday rush hours. I’m not talking about climbing ability but an average climb speed while being fully loaded , here on the West Coast we have Sierras and Rocky Mountains with multiple 16 km long 8% grade 1.5 km elevation gain passes so even if you have 600 hp engine with 40 ton load your speed wouldn’t go much above 45 - 60 km/h while you’re constantly getting passed by 100km /h heavy passenger car traffic as well as caravans , RVs and passenger buses which often creates brake check type of dangerous situations due to 50 - 80 km/hr speed differential between the right and left lane (fast or slow lane)

    • @Nick Lubatinsky Hahaha 5 to 8% is steep? We've a roads with 26%, most of them are between 12 and 18% and I'm not talking about some backyard side ways xD Greetz from the Alps o/

    • @AT those Pickup engines are entirely different to a truck engine. They lack the torque a large diesel engine is able to create.

    • @AT Don’t get the continent Europe mixed up with a country, come to Scandinavia and you’ll soon see V8 RAM’s and f150’s to be a common sight. Maybe not in France with their tiny roads..

  • Some clarification... the max road legal weight limit in Sweden is 74 ton without dispensation with a max length of 25.25m and in Finland the max weight is 76 ton without dispensation with a max length of 34m (truck plush 2 full semi trailers). the 90 ton are only for iron ore and logging truck, are only allowed in Lapland and on certain roads. in Finland you have certain routes where you can drive Iron ore up to 104 ton and logging trucks up to 90 ton.

  • The amount of torque an engine produces is not that important to its performance as long as the torque holds steady across the RPM band. The transmission can always trade engine RPM and wheel speed speed for wheel torque. If you have more power, the right gear will mean you have more wheel torque for the same speed.

  • Very interesting. I'm from Europe and I thought for most of the arguments it would be the other way round... The huge majority of overland trucks in the EU is rated for 40t and has between 420 and 480 HP. Those very powerful trucks with 500+HP are really rare. They are usually for special purpose as extra heavy hauling (eg log hauling) or owner operated trucks for prestige and nice -to-have. And the general speed limit for trucks is 80km/h so they do not mix very well with cars anyways. Also the railroad system is very good developed in Europe and many loads are transported by rail (not as many as there should be). Owner operated trucks are not common and big companies only buy what they need.

    • @Bimble Wrong, it is 80 in most countries. Some like Poland allow even 100kmh. But in Most countries there is a speed limit of 80km/h. Like Germany and Austria, Hungary, Belgium, Netherlands and so on... The speed limiter is set to 90 (some companies set them even to 80) b/c of having some headroom in front of steep climbs. Usually speed limits have a tolerance too, although this tolerance might vary from country to country. Furthermore there exists a general speed limit of 80 based on EU law but not every country abides to this law.

    • @Bimble Germany has for Trucks 80 kmh on the Autobahn,limiter is mostly 89kmh,not 90

    • Where is the general speed limit 80km/h? Most places in Europe I have been it is 90km/h which is why they have limiters for that speed.

    • @kaefjot08 Yep greetz from the Alps from Carinthia o/

    • @kaefjot08 eastern Europe trucks are more common at 420-500 HP, or at least thats the most common i see here in Germany.It depends also on the Brand, Mercedes,Iveco,Renault and Daf mostly seen with 520 Max, MAN either 500,560 or 640,Volvo and Scania mostly 500+. I didnt count big Companys like girteka,waberers and similar, as those tend to buy trucks in the rather "Cheap" options

  • My 2006 Western Star with a Series 60 Detroit came with 435hp. We plugged in the laptop and it was simply selecting the 550hp option from one of the menus.

    • Great motor there driver, I put it right with the old red top Cummins for durability. You just can't break the damn things. Keep it shiny side up.

  • Most of the Central Europe Trucks have 430 - 540? HP, 2300-2700Nm, so in real life, the difference in the "standard semi trucks", where the driver is at home just for the weekend, is not so big. Reason: Fuel efficency... So there is clearly to accentuate: they have "up to " 770 HP. You don't see them every day in Germany f.e.

    • In Europe it is very common to see trucks over 540hp, in Spain you can carry up to 70 tons approx, but it is also very common to see large engines for 25 tons of cargo... A 630hp Mercedes with 40 tons spends less fuel than a 500hp American

  • In the 1970s after the fuel shortage many US trucking companies thought that, like a car, a small engine would be more fuel efficient than a big one so that is what they bought. (like in the 200 to 300hp range) But the owner opperaters continued to get bigger engines (especially Catepillar) and demonstrated that a big engine that was not pushed very hard got better real world fuel mileage than a little engine that you had to flail the crap out of to get anywhere. But before engines had less HP and did not worry too much about fuel cost, is was cheaper than gasoline. Detroit even used two stroke engines. the N71-238 hp, the 8V-71-318 and the rare 12v-71. The 12V -71 it only got about 2.8 miles per gallon. They are still popular in marine use bacaues it is better in two shaft boats to have the engines turn in opposite directions and being two stroke they can be set up to trun/run backwards quite easily. The did not have valves but ports in the sides of the cylinders and the intake air carme from the crankcase so there was a blower (supercharger) to pressurize the crankcase.. A two stroke engine can be lighter and have more horsepower than a four stroke, basically 2/3 the horsepower twice as often than a four stroke. But they have less torque per horsepower and are not a fuel efficient and polute more, and tend to have a narrow power band that requires more shifting to stay were the power was. Catepillar's foundatin desigh was a focus on more torque at lower RPM than the other engine makers which today is the feature of truckm and some car, engines today. But with the increassing focus on airpolution and computer controlled electric fuel injection system they decided it was not work their time as their main focus was on large construction equipemnt. Many engine makers got into financial difficulty designing an engine that would meet the standards and still work. (they made some dogs in the process)

  • I've seen a few road trains here in Australia pulling 4 trailers on private roads and big triples on public road. They seemed to be switching to the 700HP Scanias and Volvo. A few tippers also running 700HP but that's owner operators wanting the big engines for show lol.

  • It would be interesting to compare against Australian road trains.

  • My Dad used to run the hilly roads of southern Quebec and Maine carrying logs and peat moss to Virginia and New York. The truck was a Quebec made Sicard with a gas engine which made MAYBE 180 hp. Drivers today have no idea of the driving skill the old timers had behind the wheel. Cabover with no air conditioning. Imagine that today.

  • Here in New Zealand there are a lot of Japanese trucks, Many do 500 HP, but they don't have the torque of the Europeans or American. There could be a video for that. Many trucks operate on High Productivity permits and max at 50 tonne, are longer with lots of axles and tyres because of the 'Road User Charges' road tax system, the older types are shorter and operate to 44 tonne. For many, big power is needed on our mostly hilly country.

    • @Marcaroni Yes, I love using the M4 Abrams tank as an example. It has a ~10000 RPM turbine as it's engine. To actually make good use of it, a 10:1 reduction is used and bang you got close to 10x the torque (I think 9.5x at that output shaft would be reasonable?) at 1000 RPM. Even trucks wouldn't do much work without the big driving wheel differential doing even more mechanical reduction there.

    • @Kalvinjj Exactly! Theoretically an engine with 2000 Nm and 500 hp will perform exactly the same as an engine with 20 Nm and 500 hp, IF (!) a *frictionless* 100:1 gearbox is used AND the torque curve is the same shape. Beside the fact that nothing is ever frictionless, this would also mean that the 20 Nm engine would run at ridiculous RPMs, but it shows that torque is less important than people think.

    • Lower engine torque is just deal with the gearing, in the end, it actually is the torque output that doesn't matter, rather the horsepower and torque distribution curve is the important one. You will always be using the horsepower at the crank in the end, since you'll be accelerating a load, given HP = torque x RPM. Wheel torque will determine if you will be able to move the load at all, and if you will, how fast you'll accelerate it. The moment the wheels move it's already the HP acting.

  • It's kind of neat knowing that EU truck drivers like to customize their rigs almost the same way Japanese do their cars via Itashas and more restrained Bosozoku rigs. Even if it was entirely irrelevant to the video.

  • Its the same with coaches in Europe We have one with 520 horsepower. Its limited at 62 mph. It pulls like crazy uphill, uts fun to drive and feel the power and hear that big turbo spool up

    • We have a MAN 24-420 coach converted into a motorhome here in Australia. It's a 12L turbo 6 and flies. Our older motorhome was a Mercedes O303 with a 14.6L V8 non-turbo. So much difference between the two.

  • My 14 L 60 series was 475 hp stock, I had it reprogrammed and took off the emissions stuff and aftermarket turbo and manifold, now it’s 635 hp. That’s more than enough for what I do.

    • And probably gets 15 - 20% better fuel mileage when driven civilized too. I have an older Kenworth with a reprogramed Cummins N14 set to around 500 - 525 HP and it's rare to not see 8 - 10 MPG regardless of what I am doing with it.

  • In Baltics 500hp straight6 is the most popular engine options. Mostly we have Scanias and Volvos because they are built to our climate.

  • The last part about customization feels like a mix up. I know that from the US where drivers tend to own their trucks and partially even live in them for long hauling contracts. But here in germany I've rarely EVER seen any truck that actually "stood out".

  • Volvo used to sell the bigger engine in the USA as well, but stopped selling it due to poor sales.

  • The most interesting truck today is missing in this video. Sisu Polar hybrid. It has 1140 hp and 5000 nm with electric motor. That electronic system assist diesel engine to accelerations and took energy back in breaking, so that supercondensator can produce that power again. This saves so much fuel in hilly areas...

  • I think it would have be good to have the same units for torque. So: - 1550 Lb.Ft = 2100 N.m and 1750 Lb.Ft = 2370 N.m (2'01") - 3700N.m = 2730 Lb.Ft (0'16")

  • The distance From London to Rome is about 1200 Miles. The distance between between LA and New York is about 2800 miles. With one mountain range with a max of 11,000 ft between it and New York and another through Appellations that maxes at 5000 ft. You get used to trucks doing 20-30 MPH going up and down those ranges. But in states where 75 MPH is allowed. They do it. Some trucks are speed limited by the owner to 62 MPH. Most of the highway is 65 MPH.

    • @Ferenc Szathmáry North American vehicles switch between KPH and MPH with a push of the button. I loaned out my Canadian Ford to someone driving on I-96. She thought she was moving along fast enough at 60. Those were the big numbers on the Speedo. It was a 94 Crown Victoria. Just 5 MPH below the minimum speed. Never occurred to me that I would have to explain that. 10 miles of distance = 16 Kilo. pretty easy if you know what 10 (Base 16) is in decimal. Rome to London. 1600 + 360 = approximately 1950 K You get used to it when you leave I-94 and take the 401 in Canada. That Journey thing ("Don't Stop Believin") about South Detroit? That could be Windsor, Ontario. Yes you do go south from Michigan to go to Canada from Detroit. The Gordy Howe Bridge will South East. It is by Zug Island. The tunnel and The Ambassador Bridge Entrances are in or near downtown Detroit duckduckgo.com/?t=ffab&q=Gordy+Howe+Bridge&atb=v330-1&ia=web&iaxm=about

    • If you talking about Europe, then Europeans will read it, too. Just try to dub your units with the metrical equivalents (km/h, metric ton, etc) just out of respect. Thanks.

    • @BF Goodrich Or you can cross Texas on I-10. 740 miles, with just a few minor hills. Not many have made a trip like going from Cleveland to Provo. Get detoured over the mountains and come down in the rain on the mountain near Vernal. Then see where the rains stops and the irrigation begins. But driving a army 2 1/2 ton through Germany is bit more ups and downs and turns. Alaska is is another place. Like delivering a load from Anchorage to Seward. Like Germany but colder.

    • Utah is about the size of Germany, with approximately 80 mountain ranges. Highway 40 in NE Utah is a corridor for crude oil hauling, and has extensive passing /turning lanes for regular traffic to pass trucks that while powerful, are underpowered for the 129,000 pounds they typically load.(47k truck/trailers, 82k oil). Climing out of the Uintah Basin to SLC is typically a 3+ hour drive loaded, and a 2 1/2 hour return trip, which includes a refueling stop. I've had to use tire chains twice so far this season, and that's with aggressive plowing on the passes during storms, (God bless those plow drivers) With that, and the narrators accent in mind, this video comes off as a wee bit biased.

    • Appalachians.

  • Could just have been a comparison between Swedish and US trucks. Both Scania and Volvo produces their big engines there. Also heavy duty fully electric options are now available, both brands.

  • One caveat with the video beyond what has been mentioned in the comments is the actual low speed in Europe. Germany at the center of Europe is basically a network of construction zones with limits as low as 30 mph. Many bridges are decrepit and this reduces speeds or forces secondary road detours. There are so many restrictions from one country to another country that make trucking difficult. The speed limits for trucks vary but the top speed in Europe is 63 mph, in the US trucks can go 70 mph (120km/h) - this is very efficient and really saves time and lessens fatigue. Trucks often space out before the weigh out, the more spacious American trucks have an advantage in that respect (although the load limit should be much higher when axles are added ...double trailers). Europe has very inefficient train systems (many different standards - Ukraine for example has a different track width), because of the many different regulations (the German train system is probably the worst since it is government owned). Freight railways are very few due to the inability of high-speed rail systems to carry freight traffic. The end result is unending traffic jams (in some areas permanent) some 50 miles long - the average speed a passenger car can achieve is about 65 mph, and for trucks, it is well below 45 mph. On hills the slowest trucks determine the speed, horsepower makes no difference. One truck overtaking another is a nightmare because the electronic speed limiters make this an hour-long dangerous affair. In the US trucks have to deal with annoying repetitive truck check stations, a huge cost to the trucking industry and a huge cost to the taxpayer. In Europe, the toll system adds cost and is a bureaucrats' playground. By the way, Europe is larger than the US not smaller. Aside from the fact that many truckers even go to the Middle East, Asia and Africa. The US and Canada are much, much, smaller than the landmass available to European truckers. Americans have no understanding of how big Europe, Asia, and Africa are.

  • Having travelled quite a bit through Europe and to a lesser extent American and cannada I was amazed by how small the trucks were. More the loads and lengths. Shirt trailers and very few combinations. I realise Australia is a bit of an outlier though. For the most part massive, empty and flat

  • Here in New Zealand we get both European and American trucks. We are nowhere the size of America or Europe, our limits are 40 tons on ordinary days. We do over that weight on special permits and on certain roads. Then we also have over size trucks (moving a house or similar) which can only be done at certain times of night. Both American and European trucks do well here in New Zealand (nz)

    • @Ross A Wood Thanks for the detailed explanation. It’s a different world out there compared to Canada.

    • @Marc Pikas Australian plant manufacture modified versions of American trucks, and unique Australian only versions, ie the SAR Kenworth. Various brands are modified highly here to pull the 3 and 4 trailer road trains with up to 120 wheel combinations. 120 and 140 ton rated prime movers are common outside metro areas here but 550hp is an average minimum 660 Signatures and on the private mine roads 7 trailer rigs with coordinated pusher motor trailers making up to combined 1400hp pulling 260 plus tonnes. Coastal interstaters B double and 42.5 ton single trailer units are very similar to Euro and or American rigs running B trailer tri-axles most commonly and like NZ there are bigger Japanese prime movers on the road here, such as Hino and Isuzu's running 500/550 hp however for the big stuff and remote outback roads mostly modified American prime movers though there are more Euros appearing, ie the Scania V8's,. At one time here the only trucks many operators found would stand up to Outback road conditions were the Australian modified Kenworths and the conventional cab Mack's, Superliners, RS series especially running prized the E9 CAT V8. Still most heavy outback cattle trucks are Kenworth and Mack' with double C section chassis. Gearing is the trick and most heavy outback rigs tend to run lower final drive ratios than Euro and American lightweight interstates negating the need for larger HP. Western Star also feature more in the heavy rig dept now as well.

    • @Sal Monella Speak english. Not everyone here in New Zealand speaks dam bloody maori

    • Kia Ora from Phoenix Arizona

    • @Marc Pikas nah. Basically all are imported as right hand drives. Or put together under license from manufacturers. No actual trucks designed and made in australia and nz

  • Pretty sure most provinces in Canada have a weight limit of around 62.5 tons so having a big engine is pretty nice

  • 20 years ago our boss had modified our trucks to make 700-800hp and 2,500+ tq because of the heavy loads that had to travel through very hilly terrain. Going back to a stock mack we just bought new was the least favorite thing our drivers wanted to do.

    • If the us import laws werent dogwater you could have inported a volvo or scania

  • Um, most distances you can realistically reach in the contiguous US you can also reach in the EU. Depending on which route you take and how much time you want to spend on ferries, Tampere-Lisbon can be up to 2800 miles. If I start even further north in Oulu, it's 3000 miles or more, depending on the route. Probably the only kind of distance you cannot achieve in Europe is something like Miami-Seattle (and even there, you can find locales that are of similar distance, just not usually ones where you'd see regular truck routes)

  • A fact not mentioned in the video is that because of the high taxation in many European countries it's cheaper to send products straight to customers without resellers. I live in Greece and most flour mills here don't have resellers or local storage facilities and don't do last-mile delivery. Instead they send big trucks straight to local bakeries. This combined with the strict driving time laws of Europe creates the need for trucks able to gain speed more quickly in urban roads.

  • In the US, especially the west coast it’s very normal for our weight limits to be around 65-80tons combined. It still sucks to pull turnpikes in Utah and Colorado with only 500 horsepower

    • 80t, laughs in australian

    • @Mike Paulus in a perfect world I’d love to have more power, but in reality I just don’t like this paccar motor. It has many mechanical quirks, rather rougher shifting when engine braking, and it’s on its 2nd rebuild after 350k miles

    • Yes it does. I remember going up towards the tunnel in Colorado at 14mph because of the weight of the load.

  • Both Volvo and Scania are from Sweden, the only country allowing a maximum weight of 90 tons. Sweden doesn't really have mountains, but they have a big lumber and wood industry in forests on hills. And what type of cargo weighs 90 tons: lumber. Here in The Netherlands, the weight limit is 50 tons, whereas most other mainland European countries allow 40 or 45 tons. The Scania V8 is loved here in NL, because of its sheer power but mostly because of the unique sound it produces.

    • @John Gaudet Freightliners are Mercedes trucks with a different name plate.

    • I think Finland allows 100000 kg, I might be wrong though.

    • @Groza Dallocort 64 Tonnes! and 74 Tonnes on all BK4 roads.

    • @Marc Pikas The trucks are running from the mine to the railhead. Australia is big and running track takes time (and permits).

    • @Allan GibsonRoad trains....must be dangerous for other road users. Rail is more efficient but my guess is tracks would buckle in Australia heat. Harsh climate.

  • The customization in Europe is less extensive as suggested in the video, owner-operator is something very scarce in Europe compared to the U.S.

    • You havent seen a Swedish owned truck.

    • @Alexander Källberg customization is exterior modifications

    • Depends on what you mean with customization?

    • that was my thought as well...go through any Love's, Pilot, or Flying J - there are some truly amazing rigs out there - with waaaaay over the ~500hp. [more than one CAT out here with the 800hp 'marine' cam] I still love my old Detroit 318 (8V-71)

  • Necessity is the mother of invention. Australia has train style trucks hauling a train of trailers since resources come from middle of country & most people live towards the edge of the country while here in the U.S. & in Europe local resources take only hours to get to the relatively disperse population while in Australia the population is concentrated on both their east & west coast mainly.

  • Also have to remember these are manufacturer specs. The engine in my city truck is very under tuned to save on fuel and reliability but the same engine being used at my previous company they had turned past manufacturer specs and could pull most hills without a problem.

  • In the US trucks often exceed 80000 lbs in weight with permits in each state

  • For most applications 420 horsepower is more than enough. Used to transport reefers and walkingfloor grain in Denmark, drove a 560hp scania v8, never needed all of that. Think the 420hp inline 6 would have worked better with marginally better fuel economy.

  • I think they missed the boat here. For the heavy logging trucks in Canada, they are often spec'd with 565 horsepower rather than 605, even though they are carrying much more that 80,000 lbs over steep hills. The high horsepower is less durable for demanding situations. Australia probably has the biggest weights, but they also don't go as high on the horsepower curve. The Kenworth hauling 500 tons has a 19 liter engine that only puts out 600 horsepower (It also has another engine in one of the trailers.) Here, not only do you have the heavy weight but also 50C heat. Volvo is also used in Australia. I bet they probably don't _usually_ use the 750hp for the most demanding loads but something rated lower. But then why do Europeans use higher horsepower? I think the want higher acceleration to mix with cars better on the smaller roads (as opposed to the huge flat interstates in the US). I know Scania did a test a ways back that concluded it was safer if the trucks cold move with traffic better.

    • HP and Torque curve goes hand in hand. Can't have one or the other, you need both. A comparison between the V8s (770 vs 750) on a 12% grade obviously favored the 770. And it was a fully loaded log truck doing 52 kmh (32mph) without sweating in automatic mode...economy setting 😳. Everyone else is happy with 30 kmh (18mph), locked in gear, crossing their fingers it wouldn't stall needing a downshift. I've ran empty (20 tons) up that grade. 500hp can't even hold 80km/h for the entire grade. Complete weak sauce half way up.

    • Yes exactly, no space in EU much safer for big torque. Like a school bus accelerate to 45 mph very quickly. It's the same thing.

    • The huge majority of overland trucks in the EU is rated for 40t and has between 420 and 480 HP. Those very powerful trucks with 500+HP are really rare. They are usually for special purpose as extra heavy hauling (eg log hauling) or owner operated trucks for prestige and nice -to-have. And the general speed limit for trucks is 80km/h so they do not mix very well with cars anyways.

    • @giannis xepis 1 million shouldn't be the measurement. They are supposed to hold for 2 million or more

  • I work for transport company and we are operating across EU. We use MAN trucks with 346 and 368 kW engines. That is 460/490 hp. I think that most powerfull engines are use mostly in Scandinavia, because ofdriving conditions there.

  • The USA version of PACCAR MX13 is rated at 510 HP not 540 HP as shown in video. Thanks for the video.

  • In Australia I believe the largest combination is the mega Quad. 4 b trailers with Quad axle dollies and trailers. Weight is around 240ton I believe. Pulled by a tri drive twin steer volvo. I've seen one in the north of western Australia but that's it. There are also super quads, ultra quads and standard quads. Mainly all used in the mining industry really. Most common combinations you would find would be the c-trains, triples and doubles really. Have a read, there is some big ass trucks in australia

    • @Martins Smits a road train is just a truck with multiple trailers……

    • I think it's note train not a truck

  • The ammount of torque that those parts deal with every day is mind blowing!

  • Most truck companies in Europe has trucks with the amount of power that the transportation needs. Most engines has 450-550hp, almost only those who haul heavy stuff has more than 600hp For example is the 750-770hp more common among lumber transportation companies.

  • The last reason may not be accurate,Americans also like to customize their trucks and hold truck exhibitions.

    • True that, self owned trucks ain't that common in Europe like in the US, hence the customization isn't that common ^^

    • Yes, I thought that reason was a bit reversed.

    • Much more common in the us than in europe 90%of the trucks here are more or less standard and not like the ones you saw in the video

  • You mentioned the terrain. According to the need from terrain the EU placed minimum requirements of engines many years ago. Before some drove 30 tons with 8HP per metric ton.

    • @wjha NN wow I didn't honestly expect it to be traced so far back. To own a car capable of 120 km/h max was already quite something in 1958 so I didn't expect truck speed on hills to be much of a problem at all, but good to know. Also, I went on wikipedia to have a check, the first semi-trailer trucks produced under the Iveco brand (couldn't check for the earlier Fiats) from the mid 80s started at 320 hp, so 8*40, eheh barely to fit the rule, but nice to see confirmation to things :D

    • @DieHiovanie You caught me 🙃 1958 was the law about 8HP per metric ton. But I assume, that was not the last one because it sounds really low - fits to your note about Fiat.

    • Do you happen to know how long ago that was? For southern Europe, I don't think Fiat/OM/Iveco have produced trucks with such low power outputs for 40 years, if not for smaller trucks that were not supposed to carry 30 tons in the first place

  • In the uk yes there is a shortage of drivers (has been for years) it’s mainly down to very long hours relatively low pay poor and expensive roadside facilities And an expectation of employers to get the job done whatever also if you get caught by the police/ doing anything wrong you WILL GET a large fine and points on your licence

  • I was invited to test drive a couple of Volvo trucks in Gothenburg a few years ago including the 750 engine. But the lady from Volvo said that You really dont need that for normal Swedish weight limits around 60 metric tonnes. The 540 engine can handle that just fine. But of course drivers love that little extra power.

    • Says the bean counter lady. Drivers who actually use the equipment will have something else to say, and of course nobody listens to that. Then you end up pulling 64tons with 500hp torturing the living shit out of the truck while the same people before are totally confused about massive maintenance costs.

  • MGVW in the netherlands = 50tons. The max. axle loads are the limiting factor. 8.5 tons steering axle. 10 tons rear axle. 8.5 tons < 1.8m axle distance and 13 tons for the rear axle of articulated buses. On routes between factories over mostly higways 60 tons is common. (Coil Transport or main distribution centers.)

  • The Bigger engined lorries/trucks are mainly used for Static Caravans/Mobile Homes, oversized loads (like wind turbine blades and huge gas pipe sections or concrete foundations for towers) & where a big turbo diesel engine helps with fuel efficiency. Quite a few firms use DAF and Iveco over Volvo and Scania, but I know a few who do European-UK driving who only buy Volvo and Scania trucks so they have the ability to task drivers to different jobs and be more flexible. When I buy my own tractor unit, it is likely to be a Volvo FH unit in Globetrotter trim level. Nice interior is good as you are living in the truck for 5-7 days at a time too! I feel some of the American trucks are better in this department with bigger inverters and more space in the cab though.

  • Heavy loads are more common on rail in the US and they do allow double stack on some freight lines, they don't allow this in europe. In Europe about 20% of goods are moved by rail and in the US it is about 40% by rail. The length of the freight train is limited and they aren't as automated as in the US. They have to coupled by hand. This takes many minutes each time.

    • We also have automatic couplers in Europe, just not very common on freight but they are used.

    • Well I mean trains in the US can be coupled with no extra effort but you still need someone to connect all the airlines between the railcars, so there's still a good amount of work to do on these very long trains

    • @kaefjot08 That's part of what is known as "loading gage" in railroad terminology. Each route has a loading gage that determines the maximum height and width, and in some cases non-articulated length that a load can be. The US has traditionally had larger tunnels than most of Europe, so can run physically larger cars or container stacks. The US also basically has no electrified railroads. There are electrified sections in the northeast of the country that are primarily passenger routes, but in the rest of the US, the electrified lines of the 1940s have all disappeared. (There are electrified commuter lines in various cities. But these are dedicated light rail lines that carry no freight.) So catenary height is generally not a consideration. If the US ever does reconsider electrified rail transport (which is not that likely in the near future) they could pick a higher standard catenary height than in the EU. A quick check shows height for a double stack to be 20 feet 2 inches. The EU catenary height is in the 16.5 to 17.5 foot range (5.08 to 5.3 meters). So the EU can't run double stacks on electrified line. Some US electrified line is about 21 to 22 feet high, so would (just barely) clear a double stack.

    • Double stack also will not go through 100 percent of our tunnels in Europe -- we have many of them. Also, most bridges will put a double stack train to a full stop. So it is not a matter of being allowed, it is just not possible on most tracks.

    • Double stack may be difficult on a fully electrified railroad system 😁

  • There is also a huge difference in the diesel itself, with European diesel specs it is actually easier to make more power than with the US diesel

  • Did OTR in the USA with a Cummins M11 turned down to 330 HP. The truck with a 10.5 litre motor was lighter than my compatriots with a 60 series Detroit, so they gave me the loads other drivers could not legally haul. Oh joy.

  • The Detroit engines are made by Daimler, the DD13 and DD16 are found in Actros and Arocs models. But they are tuned to about 30hp more (DD13 to 530hp and DD16 to 630 hp).

    • Mercedes can give u a different engine 😂 2 Exactly a 12 Cylinder Diesel with 1830 HP and around 6400 NM Torgue and a 16 Cylinder Diesel with 3000 HP and 12300 NM Torgue (both was just a Test Engine for the leopard 2)

  • Thailand you mostly see the Japanese trucks, EU trucks here are rare and uses only in big foreign-based companies, and no American trucks in sight since the front was too long for our roads Also sometimes we used pickup trucks not semis or lorry and did its job fine (and sometimes changed to bigger leaf springs) Edit: guilt confess: I LOVE Volvo trucks, I almost sleep on it in car show once

    • @Truck Tropia regular hp around 320-380 with legal 50ton and illegal 100ton so horrible 😂

    • same for Singapore Malaysia and Indonesia, Japanese Trucks rule like Cat emperors!

    • Thanks for sharing

  • In general i can understand Europe has broader weight allowances, but in the US state of Michigan, the OTR limit is something like 68US (short?) tons. Michigan is rather flat, so I guess that helps.

  • US trucks also see a lot of miles, and we're not fans of buying new things, we like fixing what we have, and an inline 6 is a mechanical marvel, they run forever, and can be easily rebuilt

  • Some large brands building civilian trucks are missing: - Astra, it is part of the Iveco group, but it's the side manufacturing rugged trucks for more difficult terrains use. Dump trucks, construction trucks, mining trucks, military. - KAMAZ, Russian (so in Europe), up to 535 hp for export, Cummins engine - Tatra, Czech with great chassis, and their own engine line. - Sisu, Finland There are some brands coming in Europe mostly from Asia - Ford manufactured in Turkey, but with a max 500 HP, or 2'500 Nm, using Ecotorq 12,7L . Hyundai, with electric fuel cell trucks starts to become large in Switzerland, 3'400 Nm torque - Switzerland is developping electric trucks. They built the largest electric dump truck for quarries and mines (vigier) - Other Swiss truck, DesignWerk Technologies, using a Volvo base, but a Swiss powertrain, world record of distance for a battery powered electric truck,

  • Finland also has the longest trucks of EU with the maximum lenght of 34 meters, we dont mess around. We sometimes use 650HP volvos to deliver groceries.

  • They also have manual synchronized transmissions in their big trucks. No double clutching or floating gears.

  • I kinda want to know what trucks they were using some weeks ago from this post when they, in Denmark, hauled the engine house of the biggest wind turbine ever to the test site because there were two cab-overs pulling it along and it had shipping containers bolted to its sides.

  • I'm genuinely surprised, that the weight limit in the US is 36 tons.

  • The number of traffic-hours the road can resist before the road mantle gets delaminated, is proportional to the *fourth* power of the load weight/axle...

  • I have driven cars in both Europe and the USA and have to say I feel safer with the lowers max truck speeds in Europe. Except in Germany, where the speed difference possible between cars and trucks can be too great in my view.

  • Maybe less so in Scandinavia, but in the built-up part of Europe the number of starts (and stops) amongst other faster traffic is a factor

  • I’ve lived in both us and eu … born into a family of truckers lol…. Nothing beats the scenes of holland

  • Europe and EU (European Union) are not meant to be used interchangeably since they represent different sets of countries. Yes, countries in the EU belong to Europe, but some European countries are not necessarily in the EU.

  • What type of engines are used in the narrow mountain roads surrounding Mont Blanc or other narrow mountain passes? I am asking because I travelled with a truck driver as a kid and those roads always scared the crap out of me when I looked down into the abyss. Some extreme angles where you really don´t want your engine to fail.

  • The US also taxes based on HP (among other things but its a large factor). So to have just enough HP to move the load at an acceptable acceleration it is always better to have a massive torque with a moderate HP for the US

    • @SlyNine Sure you can gear for as much torque as you want, doesnt change the fact that these engines are built to output high torque. Longer cylinder strokes than the average petrol engine.

    • The massive engine torque has nothing to do with towing. You gear for torque. That's why we have gear boxes. They are torque multipliers. If you want to know how much torque is at the wheels it's hp not torque. The reason for the massive high torque engines is about fuel economy and wear.

  • In Europe most trucks are owned by logistics companies. Surely there are some freelance drivers out there, but most trucks are company owned. You're usually not allowed to customize the truck apart from some interior decoration. I've also noticed the US secondhand market is pretty cheap... Whereas a secondhand EU truck can cost up to a 100k Euros, I see many trucks in the US for less than half that.

  • Just a reminder: Max (standard) gross weight of trucks in the EU is 40 tons. Some exceptions exist, though. If a truck is hauling freight to/from a container terminal (for transportation on a train) the limit is 44 tons. Those 60 ton (or higher) weight limits are only allowed in specific areas of Sweden/Finland. Irrespective of that oversized (and overweight) transports are common but need individual special permission (€€€ !) and are usually required to follow strictly (in advance) defined routes ...

    • @Michael B Ok ... but those heavy trucks cannot leave Sweden - in particular to the south.

    • Since 2015 it´s 64 ton here in Sweden and it applies to the entire country except roads with limited load capacity.

  • D16 625/2250 is an inline 6 that used to be available in the USA but collapsed from the horrible 1st Generation reputation scaring buyers away. They need to bring it back badly

  • The straight six is a good design for an engine. If US trucks with a six have enough power and torque to do their job, then the six is a better configuration for ease of maintenance.

    • SIX'ES' inherently run cooler in hotter climates imo, and you're correct easier servicing!

    • And smoothness of running as well...although maybe the diesels don't rev up high enough for that to matter.

  • Interesting stuff you guys, hearing different perspectives from around the world 🌎

  • The point with different weights seems to be totally off to me. Since every state of the us has got its own special rules too for within state transports, with much heavyer allowed total weights with a lot of axles and double trailers and all kinds of stuff like that. Michigan as far as i know allows 67t total with their 11 axle combinations for example.

  • Interesting to note the quick passing mention of the shortage of truck drivers in Europe - this is not helped by various factors, most notably the slashing of driver pay (or rather undercutting wages in western Europe by using drivers from eastern Europe). Drivers find that the hassle is not worth it and some choose other jobs. In the UK we also have a dreadful driver licensing bureaucracy that basically went on holiday during the events of 2020+ and has never caught up with its workload since then, so many potential new drivers are kept out of the marketplace simply because they cannot get licensed in the first place.

  • Is the US there is a very large amount of owner operators that run older trucks that are heavily modified. Peterbilts and Kenworths are probably the most common