0:53 L10 No M10 just m11/ism

after 48 years on hwy in europe and north america, bring it on. i am in favor of this systems, especial when you can store the last 2 or 3 hours driving for insurances. also with this mirrors you don't have a hug blind spot, like the new westernstar, where you can a whole 18 wheeler behind a pillar and the factory mirror.

I live around Teton pass. I was told it like “7” grade and one of the steepest? Anyways, there’s truck runoff areas, and a bunch of rukes, but we still get a runaway that crashes and throws its load all over every few years.. I think the last one was potatoes..

Thanks for that Great video sir

Be sure to grease your slack adjusters... stroking while dry can lead to friction and unpleasant consequences 😅 if you stroke too hard... you may prematurely blow an airline 😏 it's best to find a partner to help you stroke as stroking alone can be a frustrating experience 😆 🤣 💀

Un safe 2023 vehicle, pacar 43R-001237 driver door window EXPLODED in on my face while driving in Texas two lane road with opposite lane passing another semi. This should not have happened on a new truck less than 170k miles it coat ne 758.00 to have replaced in Amarillo tx (rush center, another rip-off) this window should have been replaced for free. When I heard the explosion as I caught a face full of Glass. It look like a Ballon 6 inches inside my cab. With a large 10 inch diameter hole. BEWARE. ALSO while two days waiting at the rush center I learned that the 2024. have different injectors and there disseminating 250$ thousand tucks falling apart because companies trying new junk parts

New Peterbilt and kenworth 85% same parts from door handels to dashboard and instrument panel😮

Probably , a good step to increase the numbers of W990 Is....a 88" sleep studio cabina...Moore moderna and a bit biggers than the One of W900 L

What a great video. Clear cut and to the point! Thank you for such a wonderful experience

What if your truck doesn’t have a Jake brake

First 90 seconds were fabulous. After that, not so good.

Damn, he pinstriped the sleeper and trailer pulling out at the beginning of the video. Must be nice not to care.

Peace of junk,we miss legend 389

Erwin Magaña 👍🇧🇿 $ 9 000.000🇺🇸

Erwin Magaña 👍🇧🇿 $ 1000.000

So the correct way of measuring brake stroke is with the service brakes applied only correct?

It needs a Murphy bed with a table bed installed and it would be perfect for 34 hour resets.

So the only time the airbags are deflated is when you disconnect or drop the load the airbags are inflated when you hook up to a load it sounds like

Thanks for taking the time to make this !

I can’t get my pins to engage

Hello Today's Trucks, Active Brake Assist, has been around in Europe for about 7 years. And as usual that technology never gets to the North American market for about 5 years from the time of inception. Here is what I see. If the driver has allowed the computer to trigger Active Brake Assist or A.B.A., then he or she was not doing their job. There are so many warning flags that pop into my head, that it is not funny. Perhaps 50 years on the road could do it. I love technology, it really does help. But in bad weather such as snow and ice, or a good rain storm, will that electronic eye see what's up ahead? These tests are good and well, but they fail to give you real-world scenarios. Now I know this was 4 years ago, and a lot has changed, and I will go back and re-educate myself about this technology, but for now, I see the Good, the Bad and the Ugly about it.

I have run the mountains in Canada and the U.S.A. for a bit of time. The truck I drove, a Freightliner Cascadia, did not have a very strong Jake and it certainly had its moments for sure. I gave up on mountain hauling as the headaches I got every time I got over 10,000 feet and up to like 15,000 feet elevation were severe. So I stayed more mid-west and east coast. In 2014, I had kidney cancer and had one removed. My wife asked if I could stay closer to home, which I did. I didn't do the U.S.A for very long out of my 50 years of trucking and stayed in my province of Ontario. What I have learned is that trucking is divided into groups. Territories, Mountain West, Prairies, Northern/Southern Ontario, Mountain East, and Atlantic groups. Each has its very own challenges and all are very distinct from one end of our country of Canada, to the other. Respect to all of you.

The concept is good. I know this goes back 5 years ago. But the problem here in Ontario, or at least a part of the problem was compliance by the companies that were asked to assist in this project. In Europe they were running as little as 5 meters between units and up here, they were way out in separation to get the concept to work. The other side of the coin was how good the technology back then here in North America was, and whether the weather, such as deep snow could be a factor, or to go through a tunnel or bridge. Would there be a disconnect for a second or 2 and what would happen then? Some would argue the distances in the trials, were too great allowing other vehicles to enter between, which at the time was a really big issue as the separation of the 2 vehicles would have been looked after by the computer. Then at that juncture, what happens to the Lead units, and the ones behind, would the driver need to intervene and bring the closeness back to where the computers take over for the platooning to take effect. Today GPS is so good, that keeping a truck on the road, shouldn't be a problem in any weather event. I wonder if Platooning will come back considering technology is far better now than 5 years ago.

The rules can be different in each Province and Territory. What I am giving is from the Ontario Rules and my knowledge of safe Coupling and Uncoupling. Uncoupling: Timer- 3:00-- Backing Up-- Don't forget to turn on the 4-Way Flashers when backing. Timer- 3:18-- Landing Gear-- Not everyone will have Chalks for the rear wheels of the trailer, but if you're at a company and you're dumping the trailer, they should. If they don't either, then it is the driver's responsibility to inform the fork-truck operator of this information, that the trailer will not have blacks or chalks in place. He may ask you to hold on and Not Drop just yet. Be sure to inform your dispatcher of your delay. Timer- 3:32-- Dropping Trailer- Airbags and Unlocking Trailer-- As long as the grounds can support the trailer and the load (Or if it is to be loaded), place the landing gear, about an inch or 2 from the ground, some do it higher than that, and other are just touching. (Driver's discretion) The trailer will drop and settle when you unhook. "DO NOT TAKE OFF THE LINES- "Air or Electrical"". Check the "Adjustor Bolt" is forward of the 5th wheel and no longer in contact with the face. This is another indicator, that the "Jaws or Locking Bar" is open and free to release the trailer. Go back into the cab, and dump the air out of the bags. The reasoning behind that move is that when you pull away from the trailer, the backend of the tractor will bounce up and pull on the tops of the airbags, and repairs to those bags will happen eventually. Timer- 4:29- Pull out slowly, and "STOP" to allow the frame to drop away from the trailer. Pull ahead, "SLOWLY" and then pull the brakes on. Once you have come to a stop, you can get out and be sure the trailer is secured on the ground and the brakes should be locked down. Place the "Chalks or Blocks" if there are any. Climb up the catwalk and be careful about any gaps, remove the lines and reconnect to the cab holders. Climb down re-enter the cab, and as long as your body is clear of the trailer, re-activate the airbags and allow them to recharge and pull away, as you have noted. As I have said, there are No Failures. Everything in this scenario is good and done well, with safety in mind. For the most part separation of the 2 units while driving is minimal. I would give this video on what to do an 8/10...Good job... Ontario Rules...

The rules can be different in each Province and Territory. What I am giving is from the Ontario Rules and my knowledge of safe Coupling and Uncoupling. Coupling: Timer- 0.19-- Use of 4-Way Flashers- Any time you need to backup, anywhere, those 4-ways should be on. The Alarm and Reverse Lights, do not take away the responsibility of the driver. Once you are in that Captain Chair, it is his or her responsibility for the Safe Movement of that power unit. Timer- 0:59-- That Gap- When your tractor has airbags, that Gap, is there when the Bags are deflated and below the Apron of the trailer. It is why, when you back up, bring the tractor's 5th wheel in contact with the trailer and NOT go under. From there, you can apply or dynamite the brakes and do your checks. Timer- 1:20-- Leading up to Hooking Up- Exactly at the timer marker of this video, is where your 5th wheel should be. At this point, the airbags DO NOT need dumping, and you can apply or dynamite the brakes, do your 3-point contact to get out of the tractor and do your checks. Climb up the catwalk in a 3-point contact, and mind any gaps. It is also at this point you can pull the lines off the back of the cab and examine them as well as on the trailer. Could you make sure the rubbers are good and not torn or pinched? A repair to a torn Gladhand rubber is a simple fix. The Electric Cord, on both ends, be sure there is no corrosion in either and the pins are not broken and separated in the trailer to accept the coupler from the tractor. And place on the trailer. If the tractor does not have airbags, then the procedure you are doing applies. Time- 1:28-- Alignment- When you have the sleeper on, the outside of the wheels and the outside of the trailer are your reference to a straight-on hookup, if you have a day-cab, although you can do the exact maneuver, if you have a back window, look out that window for alignment. Either can be satisfactory as long as the alignment is good. Timer- 1:43-- When Hooking Up- Once all the lines are hooked up, and you're back in the cab, put your foot on the foot valve or brake pedal and push in the trailer brakes. Give it a few seconds, then reapply the dash button and listen for the exhaust from the brakes on the trailer. With the dollies or landing gear on the ground, the trailer should not move, even if you did not have chalks in place. Once you hear that air release of the trailer, your system is charged and you can go under. If you have airbags, deflate them and allow the tractor frame to drop. Once the 5th wheel is under the trailer, STOP, and inflate the bags until the 5th wheel is flat to the trailer Apron. You use this technique when you have grease on the lower half of the 5th wheel and you don't spread it over the edge of the 5th wheel. That is just a waste. Once the 5th wheel is flat back under and listen for the lock of the jaws. Timer- 2:00-- The Tug- that was a good tug. If that unit was going to separate, that would have been the time. Do 2 of them and hold them against the jaw or locking bar for just a second. Timer- 2:14-- 5Th Wheel Check- Checking to be sure the Locking Arm is 'IN" and locked is all good and proper. But really the very 1st thing you should check is the "Adjustor Bolt" on the front middle of the 5th Wheel. If you look at the Timer 2:04 and pause the video, you can see it and the position it is while locked. I tried to get a good look while it is open, and so far at Timer 1:17 while back up, you can see that there is a gap between the Bolt and the Face of the 5th wheel. Hopefully further along we will get a viewing advantage of an unlocked 5th wheel. The reason this is "IMPORTANT", is when you hook up, and you look at the back of that "BOLT", there should be a "Washer" just behind it. When the Jaws or Locking Bar shut, that "Bolt" goes inside the face of the 5th wheel. If there is a "GAP" and you can see air between that "BOLT" and the "5TH WHEEL" could mean that the "JAWS" or "LOCKING BAR" is not locked properly. To fix this problem, "Unlock", pull ahead and re-hook just a tad harder and check again. The "BOLT" should be fully against the face of the 5th wheel. If the lock has still not happened, take it to the Mechanic for a check, that could (However unlikely) be a normal resting place, which to be honest, should be closed fully. How you would know is the "SLAP" or "SLOPPINESS" of the connection between the trailer and the tractor. That "SLAP" or "SLOPPINESS" is felt when you take off or apply the brakes. It means the jaws or locking bar are "NOT" around the "KINGPIN" properly and the risk of losing the trailer is real. Don't overlook the danger to this visual as part of the check. Timer- 2:19- Check the 5th Wheel Holder Bar-- Right at the back of the track for the 5th wheel is a bar that is either `Welded" or "Bolted" to the frame. It is always good to check that bar for cracks in the welds, corrosion or in some cases missing or busted bolts. The lines would have already been added and a check of the trailer done as well as a brake check included. I will take a look at the "Uncoupling" and like I said, there are no failures, just a refresher for Ontario Rules. I would rank this "Coupling Video" at an 8/10.

You had me for the 1st minute. My name is Stephen James and I am a Certified Evaluator & Instructor. I have been a trucker, (Still Am) for almost 50 years. I began training in January 1976 (I was 18) for my Class D and January 1977 Class A (I was 19). Now back then it was still the Chauffer license, but I was allowed to go to the New Classification License that would happen soon. Which I did, as the change would be soon, and I wouldn't be inconvenienced by that change. I grandfathered my Z-Endorsement for a few years. The CSTA2024, (Canadian Skilled Trucker Alliance) is a brand-new organization that is on the trucker's level. I would like to bring my experiences to this video and see how you have depicted the job or area of trucking we should all be aware of. There is NO FAILURE and it just allows me to correct the problem(s) I may see. Call it a "Free-Be" Course.

Trucking is an artform and I can't imagine how difficult driving a big rig up and down mountains is.

Good Video, not what I was looking for though,

I have a promotional image of this car autographed by Agabashian and Chessie Cummins. I haven't found another example of Chessie's autograph anywhere.

Congratulations from Fryslân Netherlands 👍

Is there any other way to measure breaks without going under the truck. If there is no break indicators on it?

90 degree hamla c/o army Indicator button on by driver koshyari white hair Trailor back is open while backing it . it will kill musalma*

Really informative video ❤

Do you hire out of Kansas

It's a cheap ass 579 with a 389 hood. They only did this to cut production costs. RIP peterbilt, you will be missed.

So you go from a cool manual truck to an automatic

The twin stick isn’t hard it just takes practice

Where to buy one?

Excellent overview of the MELT Program!

Thank you

Put it in R and watch thing's going away

Or. Don't Block everything while you waddle your way to open the doors. Open your doors and slide your tandems at a 90⁰ so you're not blocking all of the other drivers. Then make your back.. good grief

So solution?

93 KW/HR or 93 kW*h = 93 kWh?

Let em get mad. The madder the better. They drive to fast and think they are way more important than they are. The closer they get the slower I go😂

This seems incorrect to me. Why do you need to see the side of your truck in the upper mirror? What good is it doing? The bottom convex mirror already compensates for it. If anything the upper larger mirror should be adjusted outward so you can see your blind spots. Is this just emotional security or something? Seriously wtf. How fucking easy is it to get a CDL.

I hope the editor of this video has a back up plan.

bro was shacking that flashlight 😂

Is that Tom Selleck narrating this video???

O yea and chrome