The S series (1700, 1900, 2500, 2600) Internationals wouldn't be too fun on a long trip. The newer 47 and 4900, along with the 8100, 92, 93, 94, and 9900 would be pretty good choices, but not a lot of single axles out there in the 9000s. A daycab version of just about anything out there with a factory sleeper would be OK. Freightliner Centuries, Columbias, FLDs, Pete 336, 378, 379, KW T300, T600, Mack's traditional small cabs, like the R models, even older ones, aren't all that tight of a fit behind the wheel. Don't count out the square-nosed Petes and Kenworths. The later ones turn a lot better than you would expect them to. Also the Internationals models that end in an "I", on the 9000 series trucks, which came around about 2000 I think, have a curved windshield instead of flat, and the dash won't hold anything that's not secured, but the climate control is a lot better in them, and the wheels cut a lot farther for better turning radius. I'd avoid Cat motors, too. They like their fuel more than the Detroits, Cummins, and Mack/Volvo's. Especially the ACERTs, the bottom end will last forever, but the top end has a lot of problems, especially valve actuators. And they take special tools to even just lash the valves.
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Today's Featured Article - Hydraulic Basics - Part 2 - by Curtis Von Fange. In the last entry to this series we gave a brief overview of hydraulic system theory, its basic components and how it works. Now lets take a look at some general maintenance tips that will keep our system operating to its fullest potential. The two biggest enemies to a hydraulic system are dirt and water. Dirt can score the insides of cylinders, spool valves and pumps. Wate
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