Adding a truck

WELL OK! 577 people viewed this post and not one reply? Thank you so much for your exhilarating community interaction on this amazingly robust and informative forum.

For the record, I'm pursuing a 2001 Pete, it's being sent to the shop for pre-buy inspection as we speak, if the blowby is less than 60% of the CAT rated horsepower, I'll pull the trigger on the wire transfer.

So all you truck drivers and industry pros, have a safe Labor Day weekend.

Kevin

We run Volvo's, can get more weight on. A VNL 780 is about the same as a Pete 379 on being able to haul 25T all the time legal. My guy put on 25T today and with full tanks was only at 78,250 for gross. That is with a 2015 Timpte, 40' x 96" x 78", our VNL 670 will haul 27T - 28T legally, may not look as cool as the Pete's but they sure do make us more money then the Pete's did.

shhhh....here now Dwight you behave. 8^). LMAO

I hear you on that, Steve I appreciate the reply.

Kevin

Jerry,
I don't mind the sarcasm and for cheap rates, well, same is said for flats sometimes, my view is negotiate harder, that's what I did.

Safe weekend.

Kevin

The shop hasn't returned the manometer and oil analysis yet. I had a '94 and always got 6 and 6.5 if I eased way back. The tare on this one is 16,898, so with fuel leaves about 53k and change with the new Timpte. But it's single bunk, and as I said in the post where I forgot to include your quote, I want to bring my son sometimes. Plywood across the seats for him. lol.

Safe weekend.

kevin

For resale value, it is hard to beat the Pete.

I grew up on Volvo's/Jimmy's and Pete's so I am going to be partial to them.

dang, !!!! I got the quote include right this time.

Jerry, you hit it on the head. I got my CDL in Austin, Tx 1989, and the big topic of conversation on the CB & truckstop was, "those brokers suck, the rates suck, we as truckers need to do something, JB and Schneider are wrecking the industry". I could go on, but it's obvious, the problem isn't the brokers, it's the OO, or company owner not understanding the business.

In this equation of running a successful business, the main risk variable is the object controlling the price. The risk object isn't necessarily the broker, it can be a sub-broker or conglomerate ag company, or the economy, or regional issues. If we do not understand where we fit in the ENTIRE economic chain, we have no leverage to change our position.

The broker knows his quota, his margin, and it's higher than most understand. For me, I create the relationship with the brokers, multiple so I am not locked into one. A broker wants to have peace of mind over a rate, any day. What person wants to worry about his/her name getting dragged through the mud if a carrier can't deliver?
The broker has a risk to his credibility as well as we do.

The good ones always tell me, "Kevin, if the first thing an OO asks is, "what are the rates", I give him the shit loads. But if a guy has a conversation and treats me with respect, I always have the good loads in my pocket or know when they are coming". And I will work with them too, I will take a less than prime rate to help him out, knowing that odds are I will be one of the first on his speed dial, when he's got something good or is in a jam. It's give and take. That right there is one of the keys to managing the risk variable of a poor rate. (notice how i didn't swear there? I am learning).


Frankly, I wouldn't want the pressure of being a broker. It's the original sales pyramid, their 2nd and 3rd level bosses are the ones who make the jack come bonus time. Let's hope these new people who posted Wednesday about starting their own brokerage understand my points and not get sucked up into not knowing how to rise to the top.


My 2 cents.

Thanks for letting me spew.

Kevin

Alfred, How is your 670 spec'd? I am looking at 630's and the lightest I've found one spec'd is 16,800 that 1/4 tank no driver, clothes TV etc by my calculations you'd need to be somewhere around 15 to load 28 ton

16500 with half tanks. 3:42 rears 10 spd Volvo d12, 535 hp., 1950 torque, matched with a 2014 40'x96"x78 timpte that weighs 9100 lbs. This truck has an 80 gallon on the drivers side and a 120 on the passenger side. Bought it off a grainhauler in Springfield mo. When we run only 80 gallons that is when you can get the 28t legally.

So maybe you should take some of the forums with a grain of salt. The people I'm working with don't have issues with extended slow freight, and I mentioned what I got for mileage on the last Pete I drove before. Also, the tare weight is 16, 898, not bad for a 'lead sled'.

When someone asks a legitimate question, you step on them with sarcasm? I spent the last 5 years working in some pretty crap places, worrying about personal safety every minute of the day, so after 43 pages in my passport, it pisses me off, how we as Americans treat each other. If I asked my peers no questions, then I would be stupid.

On my budget, the Pete is a good choice for resale, meaning, as I put money into it, the portion of return I get compared to owning a FL or Volvo makes up for the spend.

The other trucks in the same year they've not been as tight or maintained. Saving 1500 to 2K per month on a payment goes a long way to establishing a good maintenance account. It will be paid for, and I don't drive like an idiot. On Friday, the blowby measured 1.5" wc at idle, and 2.5" wc at full speed, oil analysis will be returned tomorrow morning and I arrived in town tonight to inspect the truck.

Last points: If I have to spend a lot of hours in the damn thing, I want to feel good about being in it. I like the fact that my engine block is made in IL, and not Sweden or Germany.

Thanks for letting me vent.

Nothing wrong with any make of truck as long as they are spec'ed to the owners needs.

I personally am a Volvo guy with the Volvo engines, I have had very good luck with these machines. The first one I drove was in Germany and I was impressed with what it did vs the Freightliners and Internationals that the Army had at the time. I have back issues and the Volvo's tend to ride better so beside the durability of their engines, the ride and fuel is important to me. Also I have found that the way they are set up is hard for a boner (driver) to tear up.

I then prefer the Pete 379 with a Cat or Cummins, for the hopper side of things. Dry Vans I will stick with a Volvo or T600 for turning radious, I personally think any tractor could make one money in the right hands. What does it matter what you buy, as long as it is what you like, it does the job you need, and continues to make you money for the long haul. My cousin had a W9 that he just sold with 1.3M on the 650 hp Cat (never opened), he averaged between 6.2 - 6.8 hauling hopper. The only reason he got rid of it was because it drove him nuts that he was always short by a Ton because of weight. He now has a 379 and still gets the same fuel but can haul the extra Ton or two. Both were beautiful trucks and in the long run the KW and Pete will always out sell the others. I plan on running the Volvo's until they drop so that does not matter to me.

Well said Alfred. Can I give you a call on Monday?

That's right. Whatever fits the bill is what's best. I run Western Star, Pete, Farmall, and Mack. The one thing I stick with is Cat or Detroit engines in everything except the Macks. Detroit is best for me, Cat is #2. I have to say the Mack's get fair to good fuel mileage and give less trouble than Cat but more than Detroit. Cummins is a solid red POS and worthless to me. Others have good luck with them but the 3 I've owned were junk.

I usually run any truck up around 1.5 to 2mil miles and trade in value has never been a concern.

Hi all,

OK! Success on the truck, it's a 2010 Freightliner Colombia with a DD15, set at 560 with a 13. Rides nice and not too freightshaky... lol. I think it will fit the bill in either the van role or hopper role. It's not as cool as the Pete, but it is sure as heck is practical.

Thanks for everyone's feedback, I'll keep posting about the DD15 as time goes on.


Happy Saturday.