From the 1960s into the early 1980s, they hauled freight across the Interstate Highway System, lined truck stop parking lots, and filled dealership inventories. Nearly every major truck manufacturer built cabover models because they solved one of the industry’s biggest challenges at the time: fitting as much trailer as possible within legal length limits.

Today, conventional tractors dominate North American highways. Cabovers never disappeared completely, but they became a much less common sight. The shift happened gradually as regulations changed, truck designs improved, and fleets began placing greater value on driver comfort and operating efficiency.

When Shorter Trucks Meant Longer Trailers

For years, federal and state regulations limited the overall length of a tractor-trailer combination. Every foot occupied by the tractor was one less foot available for the trailer.

Cabovers offered a simple solution. By placing the driver above the engine instead of behind it, manufacturers eliminated the long hood found on conventional trucks. The shorter tractor allowed carriers to maximize trailer length while remaining within legal limits, making cabovers a practical choice for long haul freight.

As a result, manufacturers such as Freightliner, Kenworth, Peterbilt, International, Mack, and White all offered cabover models that became familiar across the country.

The Rules Changed

The biggest turning point came during the 1980s.

Federal highway regulations gradually shifted away from limiting the overall length of a tractor-trailer combination and instead focused on trailer length. Once carriers could legally operate longer trailers without relying on an exceptionally short tractor, one of the cabover’s biggest advantages began to disappear.

Conventional trucks suddenly had room to compete on other strengths.

Drivers Wanted More Space

Long haul trucking was also changing.

Drivers were spending more time on the road, and truck manufacturers were responding with larger sleeper cabs, improved seating, better insulation, and more storage. Conventional tractors offered engineers more flexibility when designing those features because the engine sat ahead of the cab rather than underneath it.

Ride quality improved as well. With the front axle positioned farther ahead of the driver, conventional trucks generally provided a smoother ride over rough pavement than many cabover models.

For fleets trying to attract and retain experienced drivers, those improvements became increasingly important.

Manufacturers Continued Improving Conventional Trucks

During the 1980s and 1990s, manufacturers invested heavily in aerodynamic designs that reduced wind resistance and improved fuel economy.

Long, sloped hoods became more efficient than the boxier cabover designs that had been common for decades. At the same time, easier engine access simplified routine maintenance because technicians could raise a hood instead of tilting an entire cab forward.

No single improvement replaced the cabover. Together, they made conventional trucks the better fit for most over-the-road applications.

Cabovers Still Have a Place

Although they are no longer the standard choice for long haul trucking in North America, cabovers continue to perform jobs where a compact design is an advantage.

Refuse collection, municipal services, airport operations, fire apparatus, and some heavy vocational applications still rely on cabover trucks because they can maneuver more easily in confined spaces than conventional tractors.

Outside North America, cabovers remain the dominant design in many countries. Narrower roads and stricter vehicle length regulations continue to make shorter tractors the practical choice throughout much of Europe and parts of Asia.

A Lasting Part of Trucking History

Cabover trucks helped shape modern trucking during a period when every inch of trailer space mattered. As regulations evolved and conventional tractors became more comfortable, more aerodynamic, and easier to maintain, fleets gradually changed direction.

While they no longer dominate interstate highways, cabovers remain an important part of trucking history and continue to prove their value in specialized applications where maneuverability matters as much today as it did decades ago.

Frequently Asked Questions

Why were cabover trucks so popular?

Cabovers allowed carriers to maximize trailer length when overall vehicle length limits were more restrictive than they are today.

Are cabover trucks still made?

Yes. Several manufacturers continue producing cabover trucks for vocational applications and international markets.

Why are cabover trucks common in Europe?

European vehicle length regulations and narrower road networks make compact truck designs more practical than conventional tractors in many situations.

Are cabover trucks harder to maintain?

Routine engine access typically requires tilting the cab forward, while conventional trucks generally provide easier access by raising the hood.

Do any American fleets still use cabover trucks?

Yes. Cabovers remain common in refuse collection, municipal fleets, airport operations, and other specialized applications where maneuverability is more important than long haul comfort.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: July 15, 2026

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Although manufacturers operate additional facilities for engines, components, and specialty vehicles, the following plants are among the largest and most important final assembly locations for Class 8 trucks in North America.

Cleveland, North Carolina

Freightliner’s Cleveland Truck Manufacturing Plant has become one of the busiest heavy-duty truck assembly facilities in North America. Operated by Daimler Truck North America, the plant is best known for building the Freightliner Cascadia, a model that has led the North American Class 8 market for years.

The facility has expanded multiple times since opening, reflecting continued demand for Freightliner highway tractors. In addition to final assembly, Cleveland serves as a key production center within Daimler’s broader North American manufacturing network.

Dublin, Virginia

Volvo Trucks builds nearly all of its North American highway models at the New River Valley Plant in Dublin, Virginia.

The plant opened in 1975 and has grown into Volvo’s largest truck manufacturing facility worldwide. Today it assembles the VNL, VNR, VNX, and VHD while incorporating advanced robotics, automated material handling systems, and modern quality control processes throughout production.

Denton, Texas

Peterbilt’s Denton manufacturing plant has been the company’s primary assembly location since the early 1980s.

The facility produces both highway and vocational trucks, including the Model 579, one of Peterbilt’s best-known long-haul tractors. Denton also houses engineering, testing, and administrative operations, making it one of the company’s most important campuses.

Chillicothe, Ohio

Kenworth’s Chillicothe Assembly Plant remains one of PACCAR’s largest truck manufacturing facilities.

The plant assembles a range of on-highway and vocational models while using robotic welding systems, automated paint operations, and extensive inspection procedures. Continuous upgrades over the years have helped the facility keep pace with changing production demands and manufacturing technology.

Macungie, Pennsylvania

Mack Trucks has built commercial vehicles in Pennsylvania for generations, and its Lehigh Valley Operations facility in Macungie continues that tradition today.

The plant assembles the Anthem, Granite, Pinnacle, LR, MD, and TerraPro model lines for customers across North America. While Mack’s products have evolved considerably, the company’s long manufacturing history remains closely tied to Pennsylvania.

More Than an Assembly Line

A finished truck represents the work of far more than a single factory.

Before reaching final assembly, engines, transmissions, axles, wiring harnesses, braking systems, electronics, interiors, and other major components are produced at facilities throughout North America. Final assembly plants bring those components together before each truck undergoes inspection, testing, and quality verification.

Although the names on the hood differ, every manufacturer follows the same basic goal: producing trucks that can withstand hundreds of thousands of miles in demanding commercial service.

Frequently Asked Questions

Why are so many truck manufacturing plants located in the southern United States?

Many manufacturers expanded into the South because of available land, transportation access, established supplier networks, and a skilled manufacturing workforce. Proximity to major interstate highways and distribution routes also supports efficient delivery throughout North America.

Are heavy-duty trucks built only in the United States?

No. Heavy-duty truck manufacturing takes place in both the United States and Mexico. Modern production relies on facilities in both countries, with components moving across borders before final assembly.

Do manufacturers build every part of a semi truck themselves?

No. Most heavy-duty trucks contain components supplied by hundreds of specialized manufacturers. Assembly plants receive those parts before completing final assembly and inspection.

Which truck plant has been operating the longest?

Several facilities have decades of manufacturing history. Volvo’s New River Valley Plant opened in 1975, while Mack has maintained truck manufacturing operations in Pennsylvania for well over a century through various facilities.

How many trucks can a modern assembly plant build?

Production varies by manufacturer, staffing levels, demand, and model mix. Large heavy-duty truck plants are capable of producing hundreds of trucks during a typical production week.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: July 13, 2026

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If you’re a driver wondering when newer rigs might start showing up again, or when fleets might start investing in better equipment, this shift matters. Here’s what’s shaping up and why 2026 could look different.

What’s Slowing Things Down?

In Paccar’s Q2 earnings call, Feight made it clear: the hesitation in new truck orders is mostly about uncertainty. Fleets aren’t rushing to replace equipment just yet because too many variables still feel unpredictable — from trade policies to emission rules.

“I don’t think it’s just one area,” Feight told analysts. “I think it’s just getting certainty because, as we get clarity, that will create confidence for our customers. And as they have confidence, then that will increase their ability to order trucks.”

And right now, that confidence is still building. Overcapacity in the truckload sector has put pressure on rates and kept demand low, but that’s slowly starting to shift.

What Could Turn Things Around?

Feight outlined a handful of factors that could shake up the market and create momentum. As these pieces come together, the result could be a wave of truck purchases—benefiting both carriers and drivers.

He pointed to:

• A more balanced truckload sector as excess capacity works its way out
• The One Big, Beautiful Bill Act’s tax benefits create room for investment
• Upcoming emissions rules (specifically the 2027 NOx limits) are driving early equipment upgrades
• And a clearer picture of tariffs, which have inflated costs for months

“One of the things [in] the truckload sector … is that there was some overcapacity,” Feight said. “I think that overcapacity is coming out gradually. And as that gets in balance, it will help with rates … which will help with profitability for the carriers, which will help with the truck orders.”

As rates improve, so will carriers’ willingness to spend on new equipment. That means more reliable trucks—and potentially more options—on the road for drivers.

Where 2026 Comes Into Play

One big catalyst on the horizon? New NOx regulations arriving in 2027. These lower emissions limits will increase costs on newer models, which may push fleets to buy earlier to save money.

Feight explained it this way:
“The law in 2027 is that the standard of NOx will move from 200 milligrams down to 35 milligrams. And if it moves from 200 milligrams to 35 milligrams, that will bring cost to the product, which will encourage customers to buy trucks, probably beginning later in this year.”

And with those pre-buy decisions kicking in, he expects momentum to pick up.

“I feel pretty good about 2026,” he said. “I think that there’s going to be clarity on these regulatory standards … around tariffs one way or another. And … the trucks are getting used. So, 2026 should see improvement.”

What It Means for You

This shift isn’t just about Paccar’s sales — it could shape the rigs you see (and drive) in the next year or two. If the market starts picking up steam:

• Fleets may start cycling in newer trucks again
• Tariff resolutions could ease price pressure on parts and equipment
• Pre-buy trends could give owner-operators more incentive to invest sooner

Whether you’re driving for a carrier or planning your next purchase, these changes could lead to better rides, fewer breakdowns, and more chances to grab the keys to newer gear.

Feight’s forecast points to a rebound—not overnight, but soon. For truckers on the ground, that could mean a stronger market, more investment in equipment, and a better seat for the long haul.

Source: Transport Topics
Image Source: Glass Door

The post Why Paccar Thinks Truck Orders Are About to Climb — and What That Means for Drivers appeared first on Truck Drivers USA.

Launched in 1980, PacLease began as a way for dealerships to offer more to buyers seeking flexible transportation options. “It enabled these dealerships to better serve their customers – many of which were looking into full-service leasing as a product offering for these specific buyers,” according to a release issued Monday. “That has culminated into nearly 41,000 PACCAR vehicles being in lease or rental service worldwide through PacLease.”

Ken Roemer, President of PACCAR Leasing, reflected on the company’s founding. “In 1980, PacLease was established during a pivotal moment in the trucking industry marked by deregulation, offering customers greater flexibility and control over how they managed their transportation needs,” he said. “It made a lot of sense for our dealerships to join the PacLease network — we started with 17 franchises located across the United States and Canada. While fleets could lease PACCAR products from other full-service leasing companies, we felt a direct connection with Kenworth and Peterbilt dealerships – who could custom-spec a truck for their customer’s exact requirements – would be a differentiator in the marketplace. And, looking back, it certainly has been.”

That momentum has only accelerated over the decades. “And, it hasn’t stopped,” Roemer added. “Today, we’re continuing to touch customers in the U.S., Canada, as well as in Mexico, Australia and Europe. It’s been exciting to see the growth.”

A Network That Keeps Fleets Moving

Today, PacLease supports its global fleet through 665 service locations—540 of them in the U.S. and Canada. That reach plays a critical role in keeping trucks on the road.

“Providing service virtually everywhere has been a key to our sustained growth,” Roemer said. “Our franchises, while independently owned, know the key to great customer service is to treat each customer as if it were their own. If there ever is a problem on the road, a PacLease location is there to offer full support to keep the truck moving.”

Expanding to Meet Today’s Needs

PacLease has continued to evolve alongside the trucking industry. In 2024, the company launched an online Franchise Portal, giving its franchise network access to real-time fleet reports and prognostic information—tools designed to improve uptime and efficiency.

The company also offers contract and managed maintenance programs, helping fleets that run both leased and owned vehicles. “That’s been especially attractive for fleets that have a combination of leased and owned vehicles,” Roemer said. “Trucks continue to evolve in technology, making them more challenging to service for those with their own shops. As a result, more fleets are relying on PacLease to provide that support – saving them time, money, and downtime.”

Built on Quality and People

As PacLease celebrates 45 years, Roemer credits its long-term success to the strength of PACCAR products and the people behind them. “Premium Kenworth, Peterbilt, and DAF trucks are the hallmark of PACCAR. It’s why the company has been so successful over the years,” he said. “But it also takes a strong, dedicated franchise group to back those products with an unrelenting passion for customer support and service. Great products, backed by great service, is the key to being successful in today’s environment. I couldn’t be prouder of our team, our franchises and our customers of what we’ve achieved in our first 45 years. Our goal remains the same – to be the transportation solutions provider of choice for the full-service lease and rental market.”

Image Source: PacLease
Source: The Trucker

The post PacLease Celebrates 45 Years of Service and Growth appeared first on Truck Drivers USA.

The Transition Trucking award, made possible through a collaboration between Fastport, Kenworth, and the U.S. Chamber of Commerce Foundation’s Hiring Our Heroes initiative, honors military veterans who have taken the important step of transitioning into careers within the trucking industry.

Brad Bentley, Fastport president, highlighted the significance of the program, stating, “The transportation industry not only embraces a veteran-ready ethos but actively integrates the invaluable skills and experiences our service members bring. We are thrilled to return to the Mid-America Trucking Show with this year’s Transition Trucking: Driving for Excellence grand prize – the Kenworth T680, a symbol of innovation and opportunity. Participating in the largest gathering of heavy-duty trucking professionals offers an unparalleled platform to honor our veterans and inspire new talent from the military community to join our ranks.”

Nominations Are Now Open

Nominations for this year’s Transition Trucking award are officially open. The deadline for submitting applications is set for June 20, providing nominators with several months to recognize exceptional veteran drivers who embody excellence in the industry.

Kyle Kimball, Kenworth’s director of marketing, expressed Kenworth’s dedication, saying, “Kenworth is honored to participate in this life-changing initiative for the tenth consecutive year, and we look forward to awarding our flagship T680 to a deserving military veteran at the end of this year.”

More Than Just the Grand Prize

While the spotlight shines on the T680 grand prize, finalists for the award will also receive significant rewards. Last year, the second-place finisher received $10,000, and the two other finalists each received $5,000.

Public Voting and Award Announcement

The public can play a role in November by voting for their favorite finalist. Afterward, a panel of judges will evaluate the candidates according to the official Transition Trucking award guidelines. The grand-prize winner will be revealed on December 12 at the U.S. Chamber of Commerce in Washington, D.C.

Honoring Veterans in Transportation

“The transportation industry is a natural fit for veterans looking to continue a purpose-driven career that leverages the critical skill sets, specialized training, and leadership gained during military service – all highly coveted attributes that make them a strategic asset,” said Eric Eversole, vice president of the U.S. Chamber of Commerce and president of Hiring Our Heroes. “Hiring Our Heroes is proud to partner with Fastport and Kenworth for the tenth year to help service members successfully transition into the commercial trucking industry.”

Source: Land Line

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Kenworth confirmed the news, acknowledging that discontinuing these iconic models was a tough decision but necessary due to changing industry standards. Kevin Haygood, Kenworth’s assistant general manager for sales and marketing, expressed, “We know these legacy Kenworth models are an integral part of our history here at Kenworth, which makes this decision a difficult but necessary one as we enter the next era of trucking.” Haygood also shared that Kenworth will issue a final call for build orders later in the year, urging dealers and customers to submit orders as soon as possible.

Haywood said the W900 has been “truly historic in that it’s helped shape North American trucking culture and tradition as we know it today… We look forward to seeing them on our roads and at truck shows for many years to come.”

Original Story Follows:

Kenworth will phase out the W900L, W900B, T800W, and C500 models due to stricter emissions regulations and other factors. A source recently confirmed that the company is expected to officially announce the discontinuation soon, with details likely to be released around the Mid-America Trucking Show.

The W900’s discontinuation has been anticipated for some time. Kenworth debuted the model in 1961, and it has since become a staple in the trucking industry, particularly among owner-operators. However, tightening emissions standards are pushing Kenworth to discontinue these models.

Chuck Peterman, Vice President of Sales at the Inland Kenworth dealer network, addressed the future of the W900 and manual transmissions in a video released in late January. Peterman explained, “The W900 has been Kenworth’s flagship model for decades… In recent years, the W900 has seen a precipitous drop in build volumes as many small operators who preferred the truck unfortunately have left the industry. Fleets have demanded more aerodynamic offerings, and the government has made it increasingly difficult for Kenworth to meet their regulatory mandates.”

Despite the looming end of the W900 production, Peterman noted that current W900 models could see an increase in value. He stated that this change “makes current trucks even more valuable from an image, pride, and resale standpoint.” He assured customers that Inland Kenworth would continue to meet W900 demand for the time being but emphasized that this would change in the future.

Peterman also discussed the fate of manual transmissions in future Kenworth models. He stated that every truck produced by Kenworth has a greenhouse gas score, which improves with more aerodynamic models like the T680. He assured customers that manual transmission components would be available as long as possible despite the company’s focus on meeting stricter emission and efficiency standards.

As Kenworth prepares for the next chapter, the W900’s place in trucking history remains undeniable, and its eventual farewell marks the end of an era for many drivers.

Source: Overdrive

Image Source: Matt Cole

The post Kenworth to Discontinue W900 Models, T800W, and C500 Due to Emission Standards appeared first on Truck Drivers USA.

Source: Kenworth

What’s New in the ADAS Packages?

All three packages are built on the foundation of the updated Bendix Fusion system. This advanced platform includes several cutting-edge technologies aimed at improving safety and ease of driving. Key features available with the base ADAS package include:

• Adaptive Cruise Control (ACC) with Stop & Auto Go

• Pedestrian Autonomous Emergency Braking (PAEB)

• High Beam Assist

These systems rely on a new forward-facing camera that enhances performance, backed by additional capabilities already available in Bendix Fusion. These include Autonomous Emergency Braking (AEB), Multi-Lane AEB, Highway Departure Braking (HDB), Stationary Vehicle Braking (SVB), Lane Departure Warning, and Bendix Blindspotter Side Object Detection technology.

Another included feature is Tire Pressure Monitoring, which keeps drivers informed about tire health in real-time, helping prevent potential tire-related incidents on the road.

Upgraded Features with ADAS Pro and Premier

For those seeking more advanced functionality, the ADAS Pro and Premier packages expand on the base offering with added driver-assist technologies:

• Lane Keeping Assist: Gently ensures the truck and trailer stay within their lane, providing extra peace of mind during long drives.

• Torque Assisted Steering: Reduces the effort needed to control the steering wheel, enhancing driver comfort and making turns easier.

What Sets ADAS Premier Apart

The top-tier ADAS Premier package includes everything from the Pro tier and introduces Kenworth’s DigitalVision Mirrors. These high-tech mirrors replace traditional side mirrors with advanced digital displays, which provide a clearer and broader field of view, improving visibility and situational awareness for drivers.

A Commitment to Safer, Smarter Driving

Kenworth is positioning these new ADAS packages as tools to address key industry challenges like driver fatigue and highway safety. Kevin Haygood, Kenworth’s assistant general manager for sales and marketing, emphasized the importance of these advancements:

“Driver assistance systems contribute in helping to reduce driver fatigue and enhancing the ease of operating commercial trucks,” said Kevin Haygood, Kenworth’s assistant general manager for sales and marketing. “These new ADAS offerings will give our T680 customers more options to select features that support safe driving practices and also enhance the overall driving experience.”

Source: Overdrive

The post Kenworth Introduces New Advanced Driver Assistance System Packages for T680 appeared first on Truck Drivers USA.

A Mixer Truck with a Mission

The Kenworth T880S 11-yard Con-Tech BridgeKing Mixer, designed for efficiency and compliance with federal bridge regulations, played a pivotal role in this charitable initiative. Displayed at the World of Concrete event in Las Vegas, this specialized mixer truck became the centerpiece of a live auction aimed at making a positive social impact.

During the auction, Minnesota’s Crow River Construction acquired the T880S mixer for an impressive $260,000. All proceeds were donated to Con-Tech-selected charities, such as Ronald McDonald House® of Rochester, Minnesota, Make-A-Wish® Foundation of Minnesota, St. Jude’s Children’s Research Hospital, and the Child Liberation Foundation, among others.

A Perfect Match for Crow River Construction

Crow River Construction, a company based in New London, Minnesota, launched its ready-mix division just a few years ago in 2021. Their growing fleet—already consisting exclusively of Kenworth T880 and W900 mixers—quickly expanded to include the auctioned truck.

“The timing was perfect. We were looking to add another T880 mixer to our fleet when our contacts at Rihm Kenworth and Con-Tech reached out about the auction,” reported Kraig Hanson, owner of Crow River Construction. “It was awesome to purchase a new truck that’s a good fit for our operation while seeing that money donated to some incredible charity organizations that are making a difference in our local communities in Minnesota and beyond.”

Con-Tech and Kenworth’s Dedication to Giving Back

For Con-Tech Manufacturing, the auction was a significant event. “This auction is a significant fundraising initiative that resulted in a remarkable donation to charity organizations that all of us at Con-Tech deeply value. We greatly appreciate Crow River Construction for purchasing this truck to help make this happen,” shared Dan Welsh, president of Con-Tech Manufacturing, located in Dodge Center, Minnesota.

Kenworth also recognized the meaningful collaboration behind this initiative. Kyle Kimball, director of marketing at Kenworth, stated, “It was great to team up with Con-Tech, Rihm Kenworth, and other contributing suppliers to build this truck and help raise money for some incredible charity organizations.”

Building Strong Community and Industry Bonds

Founded in 2013, Crow River Construction specializes in sewer, water, and utility construction, along with their ready-mix and aggregate material services. Today, the company operates 28 Kenworth trucks, including models like the T880, W900, and W990.

“Kenworth trucks make up the majority of our fleet, and they are very reliable for us,” said Hanson. “We have a great relationship with Rihm. They’ve done a great job supporting our company by equipping us with trucks that match our operational needs.”

Source: The Trucker

Image: Kenworth

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Kenworth: A Classic Choice for Many

For Jared M. Goodman, Kenworth is a top contender, though he’s quick to defend another brand as well. “Kenworths have always been my favorite, but I think Volvos get a bad rap. Auto shift Volvos shift faster than other automatics I’ve driven, and they turn a lot tighter too,” he says. Whether it’s the comfort, durability, or overall performance, Kenworth trucks continue to have a loyal following.

Peterbilt: A Brand That Stands Out

When it comes to the truck that’s built to last, James Hutchinson doesn’t hesitate to say, “Peterbilt & Kenworth, no question.” It’s clear that for many, Peterbilt’s reputation for quality and craftsmanship is hard to beat. Chris Burke agrees, “Peterbilt with a Cummins” is his go-to choice, combining the best engine with a solid truck body. And for Wendy Clark, it’s Peterbilt all the way. “Peterbilt!!! King of Trucks!!” she exclaims.

Freightliner: A Practical Pick for Long Hauls

Paul Trotter shares his preference for the Freightliner Cascadia, especially for long trips. “It’s very roomy and comfortable for an over-the-road truck, and corners a lot better than some trucks I’ve driven.” Meanwhile, James Gravina backs up Freightliner’s performance, saying, “Freightshaker all day long with DD15 DT12.”

Mack: Tough and Ready for Any Job

Bob Howell praises Mack trucks, saying, “Mack! It’s the only one you can buy with all Mack parts. Motor, transmission, rear end—nothing pieced together.” Dan Bennett also echoes his admiration for Mack, adding, “W900,” a classic in the Mack family.

Western Star: Built Like a Tank

Larry Starr confidently states, “Western Star is the best-built truck.” And for Randy Collier, it’s all about the W900. “I’ve driven them all and I will pick a W900,” he says. There’s no question that for many, the rugged build and durability of Western Star make it a top contender for their favorite.

Volvo: A High-Performance Option

While Volvo trucks may not be for everyone, Antonio Perez swears by them. “Volvo with a Cummins motor” is his ideal choice, and David Blair adds, “Volvo, with a nice big old Cummins under the hood.” These trucks, especially when equipped with Cummins engines, are seen by some as the perfect combination of power and efficiency.

International: A Personal Favorite for Some

Lamel J. Sternberg has fond memories of his time in older International models. “Older International. 4070, 9670, and 9300,” he reminisces. Despite some mixed opinions on newer models, the older International trucks still have their place in the hearts of many veteran drivers.

The Old Standbys: Peterbilt, Kenworth, and Freightliner

For many drivers, it all comes down to personal preference. Scott Krauss shares his love for the old-school Freightliner models, saying, “Peterbilt or Western Star or an old-school Freightliner. Don’t want anything new.” Randy Lee, a former Freightliner parts maker, agrees: “I made parts for Freightliner when they were in NC, so Freightliner.”

When it comes to trucks, drivers have their personal favorites for good reason. Each brand offers something unique, from comfort to performance to durability. It’s evident that there’s no shortage of loyalty and pride among drivers, with each brand having its dedicated following. Whether it’s the nostalgia of older models or the appeal of the latest designs, what’s clear is that every truck has its place in the hearts of those who drive them.

The post The Battle of the Best Trucks: Truckers Share Their Top Picks appeared first on Truck Drivers USA.

The root of the problem lies in the production of fuel pump barrels that may have been manufactured using materials with low fatigue strength, making them susceptible to cracks. If these cracks occur, a fuel leak is possible, which could stall the engine, significantly heightening the risk of an accident on busy roads. Cummins estimates that this flaw will appear in just 3% of the affected engines.

To address the issue, Cummins is offering a free replacement of the faulty fuel pump barrels. The company is moving quickly, planning to notify original equipment manufacturers by October 16, with engine owners receiving notification letters by November 22 at the latest.

It remains unclear which specific vehicles are equipped with these problematic engines. However, well-known manufacturers such as Kenworth, Peterbilt, Navistar, and Daimler Truck North America have purchased these Cummins X15 engines. As a proactive measure, truck manufacturers might announce additional vehicle recalls in the future based on further developments.

Customers should stay alert for any indications of diminished engine performance or a warning light activation, which could signal that fuel pressure is below the expected level. There is also the possibility of detecting diesel fumes around the vehicle.

For those seeking more information about this recall, Cummins customer service is reachable at 812-377-5000. Be sure to reference recall number C7083. The corresponding NHTSA reference number for this recall is 24E-078.

Source: Land Line

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